Coordination control device and method based on ABS, EBD and ESP of automobile

Abstract

The invention relates to the technical field of automobile electronic control, and discloses a coordination control device and method based on an ABS, an EBD and an ESP of an automobile, and the device comprises a sensor module, a coordination controller, an ABS controller, an EBD controller, an ESP controller, a robust optimization control module and a hydraulic regulator. The method comprises the following steps: performing initialization operation on each part of the device; parameters of four wheels of the automobile are collected; judging whether the ABS, the EBD and the ESP need to work or not; the actual slip rates of the four wheels are compared with the nominal slip rates, and corresponding control signals are generated; the brake system is adjusted according to the received control signal; and executing corresponding pressure increasing, pressure reducing or pressure maintaining operation. A coordination control strategy based on the ABS, the EBD and the ESP is adopted, real-time state information and control requirements of the vehicle are combined, the brake pressure is optimized through accurate hydraulic adjustment, and it is ensured that the vehicle always keeps the optimal stability and safety.

Description

Technical Field

[0001] The present invention relates to the technical field of automobile electronic control, and in particular to a coordinated control device and method based on automobile ABS, EBD and ESP. Background Art

[0002] With the continuous development of the automotive industry and the increasing demand for driving safety, active safety technologies in automobiles have been widely adopted. Anti-lock Braking Systems (ABS), Electronic Brake-force Distribution (EBD), and Electronic Stability Program (ESP) have become essential technologies in modern automobiles. The primary purpose of these technologies is to provide effective braking and stability control under varying driving conditions, ensuring vehicle safety in complex environments. ABS maintains traction by preventing wheel lock, EBD adjusts braking force distribution under varying loads, and ESP monitors the vehicle's dynamic behavior to prevent oversteer or understeer, ensuring vehicle stability when cornering or avoiding danger.

[0003] In existing technologies, ABS, EBD, and ESP each independently perform specific functions, typically based on the vehicle's instantaneous dynamic state or preset thresholds. For example, ABS prevents wheel lock by controlling braking force, ensuring a moderate wheel slip to maximize tire-road adhesion. EBD, on the other hand, dynamically adjusts braking force distribution between the front and rear wheels by assessing the vehicle's load in real time, ensuring optimal braking performance.

[0004] However, existing coordinated control technologies for automotive ABS, EBD, and ESP typically rely on the responses of individual systems, lacking effective management of the interoperability between these systems. Under extreme operating conditions, particularly during cornering and braking, interference between ABS, EBD, and ESP can result in delayed system responses or uneven braking force distribution. Conventional technologies often struggle to effectively utilize key parameters such as slip ratio to optimize the interoperability of these systems. Therefore, the present invention provides a coordinated control device and method for automotive ABS, EBD, and ESP to address these shortcomings. Summary of the Invention

[0005] In response to the shortcomings of the existing technology, the present invention provides a coordinated control device and method based on automobile ABS, EBD and ESP, which solves the problem that the existing coordinated control technology of automobile ABS, EBD and ESP operates independently, has poor linkage and inconsistent response under complex driving conditions, resulting in low braking efficiency and insufficient vehicle body stability.

[0006] To achieve the above objectives, the present invention is implemented through the following technical solutions: a coordinated control device based on automobile ABS, EBD and ESP, comprising:

[0007] The sensor module is used to collect the vehicle's wheel speed, vehicle speed, steering wheel angle, vehicle acceleration and yaw rate data in real time through multiple source sensors, and output the collected data as vehicle status information;

[0008] A coordinated controller is used to construct a vehicle state vector based on vehicle state information, and jointly determine the wheel slip rate, front and rear wheel speed difference, and vehicle stability index to generate corresponding control demand instructions;

[0009] An ABS controller, upon receiving an ABS activation command, determines whether a single wheel is locking based on the changing trend of the wheel slip rate in the vehicle state vector, and generates a pressure reduction or pressure maintenance control request for the corresponding wheel based on the determination result;

[0010] The EBD controller is configured to, upon receiving the EBD control command, compare the front and rear wheel slip ratio values ​​in the vehicle state vector and generate a control request to reduce the rear wheel brake pressure when the rear wheel slip ratio is greater than that of the front wheel;

[0011] The ESP controller is used to determine whether there is a trend of vehicle stability imbalance based on the yaw rate and sideslip angle in the vehicle state vector after receiving the ESP control command, and generate a left and right wheel differential braking or engine torque control request;

[0012] A robust optimization control module is used to establish a linear matrix inequality constraint model based on the constructed state vector and the corresponding control demand after generating a control request, and to optimize and solve the target wheel cylinder pressure control variable for each wheel, outputting it to the coordinated controller;

[0013] The hydraulic regulator is used to receive the pressure adjustment instructions generated by the coordination controller based on the optimization results, and perform pressurization, depressurization or pressure maintenance operations on the wheel cylinders of each wheel, so as to jointly execute the ABS, EBD and ESP control functions.

[0014] Preferably, the sensor module includes:

[0015] Vehicle speed sensor, which uses laser speed measurement or magnetoresistive sensing principle to collect real-time speed data of the vehicle's front and rear wheels;

[0016] Angular velocity sensor, used to measure the vehicle's yaw rate and sideslip angle in real time;

[0017] The acceleration sensor is used to collect the longitudinal acceleration and lateral acceleration data of the vehicle, and transmit the data to the coordination controller after filtering and gain processing.

[0018] Preferably, the coordination controller includes:

[0019] The state estimation module is used to estimate and fuse the vehicle state based on sensor data through the Kalman filter algorithm;

[0020] The judgment module is used to determine whether to enter the ABS, EBD or ESP control mode based on the vehicle state vector, combined with the set threshold and control strategy;

[0021] The control instruction generation module is used to generate a corresponding control signal based on the judgment result and output it to the ABS controller, EBD controller or ESP controller. The control signal is generated using the following formula:

[0022]

[0023] Among them, λ i represents the actual slip rate of wheel i, v i is the actual speed of wheel i, v ref is the base speed.

[0024] Preferably, the ABS controller includes:

[0025] The calculation unit is used to receive vehicle speed and wheel speed sensor signals from the vehicle wheels, perform signal amplification, noise reduction, and analog-to-digital conversion processing, determine the required additional braking force or pressure reduction based on the actual slip rate of the wheel and the preset slip rate threshold, and calculate the required additional braking force or pressure reduction using the following formula:

[0026] ΔP i =K·(λ max -λ i );

[0027] Among them, ΔP i represents the additional pressure change of wheel i, K is the pressure adjustment coefficient, λ max is the set maximum slip rate threshold, λ i is the actual slip rate of wheel i;

[0028] The control center is used to monitor the speed sensor signal in real time, determine whether the wheel is about to enter the locking state based on the signal, and send corresponding control signal instructions to the execution unit based on the judgment result;

[0029] The brake control unit receives control signals from the control center and applies appropriate hydraulic braking force to the wheels through the hydraulic adjustment system, changing the pressure in the brake fluid chamber to adjust the braking torque of the wheels and prevent wheel locking;

[0030] The monitoring unit is used to monitor the system status in real time, check whether there are any abnormal conditions, and send out an alarm signal through the alarm device to prompt the driver or the control system to take corresponding measures;

[0031] The braking device is used to receive the hydraulic braking force transmitted by the actuator unit and transmit it to the vehicle wheels to adjust the braking response of the wheels.

[0032] Preferably, the EBD controller includes:

[0033] The pressure-limiting valve module is used to adjust the pressure of the hydraulic system according to the vehicle status during braking to ensure that the braking force distribution between the front and rear wheels is within the optimal range;

[0034] Proportional valve module, used to dynamically adjust the proportion of front and rear wheel braking force based on vehicle speed, load and road adhesion factors;

[0035] The electronic control unit is used to collect data from various vehicle sensors in real time and adjust the braking system through corresponding software programs.

[0036] Preferably, the ESP controller includes:

[0037] The central control unit is used to receive data from the sensor module, calculate the vehicle's stability status in real time, and determine the vehicle's motion status. If the vehicle is in an unstable state, it generates corresponding control instructions through the set control strategy;

[0038] an auxiliary controller, configured to receive control instructions and, based on a determination result, determine whether to perform differential braking on the wheels or adjust the engine output torque;

[0039] The stability control unit is used to adjust the hydraulic brake system according to the instructions from the auxiliary controller, apply braking force to specific wheels through solenoid valves or adjust the torque output by the engine.

[0040] Preferably, the robust optimization control module includes:

[0041] A constraint model building unit, used to build a linear matrix inequality constraint model based on the vehicle state vector and control requirements;

[0042] An optimization solving unit, used to solve the optimal control variable of the wheel cylinder pressure using a robust optimization algorithm based on a constraint model;

[0043] The output unit is used to transmit the optimization result to the coordinated controller to provide wheel cylinder pressure adjustment operation.

[0044] Preferably, the hydraulic regulator comprises:

[0045] The solenoid valve module is used to receive pressure control instructions from the coordination controller, adjust the flow of hydraulic oil, and increase, reduce or maintain the pressure of the wheel cylinder;

[0046] Pressure sensor, used to provide real-time feedback on the brake pressure of each wheel;

[0047] The control execution unit is used to adjust the brake pressure in the hydraulic system according to the control signal to ensure the implementation of the combined control functions of ABS, EBD and ESP. The brake pressure in the hydraulic system is adjusted according to the following formula:

[0048] ΔP=K·(P input -P output );

[0049] Where ΔP is the adjusted pressure difference, K is the pressure adjustment coefficient, P input is the input pressure, P output is the output pressure.

[0050] Preferably, the formula for solving the optimal control quantity of the wheel cylinder pressure using the robust optimization algorithm is:

[0051]

[0052] Where J is the comprehensive optimization control objective function value, i represents the wheel number, P i represents the actual wheel cylinder brake pressure of the i-th wheel, represents the target optimal pressure output by the robust optimization control module, ψ is the current yaw rate of the vehicle, and ψ ref is the target yaw rate calculated based on the reference model, and α is the stability control weight coefficient.

[0053] A coordinated control method based on automobile ABS, EBD and ESP is also provided, comprising the following steps:

[0054] S1. When the vehicle starts, the system starts and initializes all parts of the device;

[0055] S2, the sensor module respectively collects the braking force, yaw rate, center of mass sideslip angle, four wheel slip rate and wheel speed parameters between the four wheels of the vehicle and the ground, and transmits the collected data to the coordination controller;

[0056] S3. The coordination controller determines whether ABS, EBD, and ESP need to work based on the received vehicle status information:

[0057] S3.1: If a wheel is judged to be close to locking, the ABS function is activated and the additional slip rate required for that wheel is calculated;

[0058] If the ABS is not working, the additional slip rate output by the ABS module is 0;

[0059] S3.2: If the maximum slip rate of the rear wheel exceeds the maximum slip rate of the front wheel, the EBD function is activated and the additional slip rate required for the wheel is calculated;

[0060] If EBD is not working, the additional slip rate output by the EBD module is 0;

[0061] S3.3. If the vehicle's yaw rate deviates from the nominal yaw rate by more than the permissible range, the ESP function is activated and the additional slip rate required by ESP is calculated.

[0062] If ESP is not working, the additional slip rate output by the ESP module is 0;

[0063] S4. The coordinated controller compares the actual slip rates of the four wheels with the nominal slip rates, and based on the comparison results, determines how the wheel cylinder pressure of each wheel should be changed, including increasing, decreasing, or maintaining pressure, and generates corresponding control signals.

[0064] S5. The generated control signal is transmitted to the ABS, EBD, and ESP controllers. Each controller adjusts the braking system according to the received control signal. The hydraulic regulator adjusts the wheel cylinder pressure of each wheel according to the control signal to maintain or restore the vehicle's state.

[0065] S6. The hydraulic regulator maintains or restores the vehicle to a stable state during braking by performing corresponding pressure increase, pressure reduction, or pressure maintenance operations.

[0066] The present invention provides a coordinated control device and method based on automobile ABS, EBD and ESP. It has the following beneficial effects:

[0067] 1. This invention utilizes a coordinated control strategy based on ABS, EBD, and ESP, incorporating real-time vehicle status information and control requirements to optimize brake pressure through precise hydraulic adjustment. This approach dynamically adjusts the braking force at each wheel, ensuring optimal vehicle stability and safety under emergency braking or extreme driving conditions. Compared to traditional solutions that independently control ABS or EBD functions, this invention effectively resolves the problem of insufficient system linkage, avoids overbraking or wheel lock, and improves overall vehicle performance in complex road conditions.

[0068] 2. This invention utilizes a robust optimization control algorithm to optimize wheel cylinder pressure, ensuring stable braking control even in uncertain driving conditions. Unlike existing approaches that rely on simple preset pressures or thresholds, this optimization algorithm responds in real time to changing road conditions and driving demands, ensuring optimal pressure regulation for each wheel. This addresses the issue of braking performance fluctuations caused by traditional technologies' inability to cope with complex driving conditions.

[0069] 3. This invention provides refined brake pressure regulation through the precise coordination of the solenoid valve module and pressure sensor. This innovation avoids the problems of delayed or excessive pressure regulation in traditional hydraulic systems. It can adjust wheel brake pressure in real time based on vehicle dynamics, achieving more stable braking response on low-adhesion surfaces such as wet, icy, and snowy roads, thereby improving vehicle controllability and safety.

[0070] 4. This invention effectively optimizes the coordinated operation of the ABS, EBD, and ESP controllers through real-time collection and analysis of multi-source sensor data. This innovation not only improves system efficiency but also ensures stability and flexibility in complex driving environments. It addresses the inefficiency and slow response caused by independent control of each system in existing technologies, improving braking response speed and vehicle stability, particularly in emergency response capabilities under extreme operating conditions. BRIEF DESCRIPTION OF THE DRAWINGS

[0071] Figure 1 This is a diagram of the ABS automobile system architecture of the present invention;

[0072] Figure 2 This is the architecture diagram of the automotive ESP control system of the present invention;

[0073] Figure 3 This is a diagram of the coordinated control system architecture of the automotive ABS, EBD, and ESP of the present invention;

[0074] Figure 4 The figure is a flow chart of the method steps of the present invention. DETAILED DESCRIPTION

[0075] The following will clearly and completely describe the technical solutions in the embodiments of the present invention in conjunction with the drawings in the present specification. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without making creative efforts are within the scope of protection of the present invention.

[0076] Please see the attached Figure 1 -Attached Figure 3 The embodiment of the present invention provides a coordinated control device based on automobile ABS, EBD and ESP, including:

[0077] The sensor module is used to collect the vehicle's wheel speed, vehicle speed, steering wheel angle, vehicle acceleration and yaw rate data in real time through multiple source sensors, and output the collected data as vehicle status information;

[0078] A coordinated controller is used to construct a vehicle state vector based on vehicle state information, and jointly determine the wheel slip rate, front and rear wheel speed difference, and vehicle stability index to generate corresponding control demand instructions;

[0079] An ABS controller, upon receiving an ABS activation command, determines whether a single wheel is locking based on the changing trend of the wheel slip rate in the vehicle state vector, and generates a pressure reduction or pressure maintenance control request for the corresponding wheel based on the determination result;

[0080] The EBD controller is configured to, upon receiving the EBD control command, compare the front and rear wheel slip ratio values ​​in the vehicle state vector and generate a control request to reduce the rear wheel brake pressure when the rear wheel slip ratio is greater than that of the front wheel;

[0081] The ESP controller is used to determine whether there is a trend of vehicle stability imbalance based on the yaw rate and sideslip angle in the vehicle state vector after receiving the ESP control command, and generate a left and right wheel differential braking or engine torque control request;

[0082] A robust optimization control module is used to establish a linear matrix inequality constraint model based on the constructed state vector and the corresponding control demand after generating a control request, and to optimize and solve the target wheel cylinder pressure control variable for each wheel, outputting it to the coordinated controller;

[0083] The hydraulic regulator is used to receive the pressure adjustment instructions generated by the coordination controller based on the optimization results, and perform pressurization, depressurization or pressure maintenance operations on the wheel cylinders of each wheel, so as to jointly execute the ABS, EBD and ESP control functions.

[0084] In this embodiment, the sensor module collects a variety of dynamic vehicle data in real time through multi-source sensors and outputs this data as vehicle status information for further processing by the coordinated controller. The key to the sensor module's design is its ability to provide high-precision, real-time data, helping the coordinated controller determine whether to activate the ABS, EBD, or ESP systems and providing a basis for subsequent braking decisions.

[0085] Specifically, the sensor module includes multiple sensors, such as a vehicle speed sensor, an angular velocity sensor, an acceleration sensor, etc. Each sensor collects data based on different vehicle motion states.

[0086] Vehicle Speed ​​Sensor: Utilizing laser speed measurement or magnetoresistive sensing, the vehicle speed sensor collects real-time front and rear wheel speed data. By accurately capturing front and rear wheel rotational speeds, the speed sensor provides critical wheel slip data. This data is crucial for subsequent control systems to assess wheel slip, particularly in varying road conditions, where changes in vehicle speed directly impact the control strategies of the ABS and EBD systems.

[0087] Angular velocity sensor: This sensor measures the vehicle's yaw rate and slip angle in real time. This data helps the coordinated controller determine vehicle stability, especially during sharp turns or in crosswinds. Changes in angular velocity and slip angle can effectively indicate whether the vehicle is experiencing stability imbalances. The coordinated controller uses this data to determine whether to activate the ESP system for intervention.

[0088] Accelerometers: These sensors collect the vehicle's longitudinal and lateral acceleration data. After filtering and gain processing, these data are transmitted to the coordinated controller. Longitudinal acceleration reflects the vehicle's acceleration and deceleration, while lateral acceleration reflects the centrifugal force during cornering. Combined with vehicle speed and steering wheel angle data, acceleration data provides a more comprehensive picture of vehicle dynamic behavior, helping the controller make accurate decisions.

[0089] As an option, the sensor module can also adopt a redundant design, that is, setting up a backup system among multiple sensors to improve system reliability and fault tolerance. For example, in addition to the conventional vehicle speed sensor, a magnetic resonance or fiber optic sensor can be added to ensure normal system operation even if an individual sensor fails.

[0090] In one possible implementation, the sensor modules communicate with the coordination controller via a high-speed data bus. For example, a CAN bus is used to transmit sensor data to the coordination controller, ensuring real-time data synchronization. This design effectively avoids data transmission delays, enabling fast and responsive control.

[0091] In some embodiments, to further improve system accuracy, sensor module data acquisition can incorporate sensor fusion technology. For example, combined with a Kalman filter algorithm, data from multiple sensors can be filtered and fused, reducing the impact of a single sensor's error on the overall system and providing more accurate vehicle status information. This process can effectively enhance the system's ability to perceive vehicle behavior in complex operating conditions.

[0092] The sensor module's precise data collection allows the coordinated controller to make further decisions based on the received vehicle status information. In the coordinated control of ABS, EBD, and ESP, the sensor module provides critical data support, laying the foundation for subsequent vehicle stability control.

[0093] In this embodiment, the coordination controller is the core component of the coordinated control device. It receives vehicle status information from the sensor module, processes and determines this information, and ultimately generates control commands for the ABS, EBD, and ESP controllers, ensuring optimal dynamic stability in various driving environments. Based on the vehicle's real-time state vector and combined with pre-defined control strategies, this module efficiently determines whether to enter ABS, EBD, or ESP control mode and accurately generates corresponding control commands.

[0094] Specifically, the coordinated controller first receives various vehicle data from the sensor modules, including speed, steering wheel angle, acceleration, and yaw rate. Based on these inputs, the coordinated controller performs state estimation and fusion. Combining these with pre-set thresholds and control strategies, it determines whether the vehicle requires intervention from the ABS, EBD, or ESP systems. Based on this determination, the coordinated controller generates appropriate control signals and outputs them to the various controllers.

[0095] In this embodiment, the coordination controller works mainly through the following modules: a state estimation module, a judgment module, and a control instruction generation module.

[0096] In this embodiment, the state estimation module uses a Kalman filter algorithm to estimate and fuse vehicle states in real time, optimizing the accuracy of vehicle motion state prediction. The Kalman filter algorithm effectively reduces the impact of sensor noise on state estimation, improving system robustness. In practical applications, the Kalman filter can fuse information such as the vehicle's longitudinal acceleration, lateral acceleration, and wheel slip rate based on sensor data to output a more accurate vehicle state.

[0097] Alternatively, during the state estimation process, vehicle speed and steering wheel angle information are integrated through a Kalman filter, further improving the accuracy of vehicle steering state and stability. This method enables the coordinated controller to accurately determine whether the vehicle is slipping or becoming unstable and decide whether to activate the appropriate ABS, EBD, or ESP systems.

[0098] Furthermore, the judgment module determines whether the vehicle should enter ABS, EBD, or ESP control mode based on the estimated vehicle state, combined with preset control strategies and thresholds. For example, when the wheel slip exceeds the set slip threshold, ABS control mode is activated, and the coordination controller generates a control signal to activate the ABS system. When the rear wheel slip exceeds the front wheel slip, EBD mode is activated to adjust the brake pressure of the front and rear wheels.

[0099] In one possible implementation, the coordination controller's control command generation module generates control signals based on the vehicle state vector and predefined control rules. For example, if the vehicle is at risk of instability, the control command generation module generates an ESP control signal based on the vehicle's yaw rate and wheel slip. This signal instructs the ESP controller to apply differential braking to specific wheels or adjust engine torque output.

[0100] Specifically, during the judgment process, the coordinated controller combines the vehicle state vector and the control strategy settings to generate the control signal using the following formula:

[0101]

[0102] Among them, λ i represents the slip rate of wheel i, v i is the actual speed of wheel i, v ref By calculating the slip rate of each wheel, the coordinated controller can determine whether there is a tendency for wheel locking and thus generate the corresponding ABS control signal.

[0103] In this embodiment, the ABS controller is a crucial component of the coordinated control system for the vehicle's ABS, EBD, and ESP. This module is responsible for preventing wheel lock through precise braking force regulation, thereby enhancing braking safety. The core task of the ABS controller is to automatically control brake pressure when the vehicle slip rate exceeds a set threshold, reducing the risk of wheel lock and ensuring sufficient traction and stability during emergency braking.

[0104] Specifically, the ABS controller receives vehicle speed and wheel speed sensor signals through a computing unit. These signals undergo amplification, noise reduction, and analog-to-digital conversion to improve signal quality and processing accuracy. Based on the actual wheel slip ratio and a preset slip ratio threshold, the controller determines whether the wheel is about to lock and decides whether to apply pressure reduction or pressure maintenance control. This process ensures that the wheel always operates within the effective braking range, thereby improving braking efficiency and safety.

[0105] In this embodiment, the calculation unit calculates the required additional braking force or decompression amount according to the wheel slip rate and the set slip rate threshold using the following formula:

[0106] ΔP i =K·(λ max -λ i );

[0107] Among them, ΔP i represents the additional pressure change of wheel i, K is the pressure adjustment coefficient, λ maxis the set maximum slip rate threshold, λ i is the actual slip rate of wheel i.

[0108] Optionally, the formula can be adjusted for different driving conditions, enabling the system to reduce or maintain pressure earlier in situations with high slip or low road friction, thereby preventing wheel lock. For example, on wet or icy roads, where wheel slip may be high, the controller needs to adjust brake pressure accordingly to prevent over-braking and loss of vehicle control.

[0109] Furthermore, the control unit monitors changes in wheel slip in real time, analyzing data from the vehicle's speed and wheel speed sensors to determine whether a wheel is about to lock. If the wheel slip is detected approaching a set threshold, the control center immediately issues a command to adjust the brake fluid chamber pressure via the hydraulic regulation system, thereby controlling the wheel's braking torque. During this process, the brake control unit applies appropriate hydraulic braking force based on the control signal to prevent wheel lock and maintain vehicle stability.

[0110] In one possible implementation, the ABS controller's monitoring unit can also monitor the system status in real time through data analysis and early warning mechanisms, ensuring that the control system can respond promptly and issue an alarm signal. If the system detects an abnormality, the monitoring unit can alert the driver or the control system, prompting the user or automatically making adjustments.

[0111] In this embodiment, the monitoring unit's warning system can promptly detect potential risks without the driver's awareness and, through an alarm, prompt the driver to take action, such as reducing braking force or employing other emergency braking methods. This function further improves the ABS system's responsiveness and safety, significantly reducing the probability of traffic accidents, particularly at high speeds and in complex road conditions.

[0112] Specifically, the ABS controller precisely adjusts the braking response of each wheel through the aforementioned control process. During this process, control signals are transmitted to the vehicle's wheels via hydraulic regulators, which in turn adjust the brake pressure to maintain optimal braking performance and driving stability. This system not only effectively prevents wheel lock but also maintains high vehicle traction and stability under extreme conditions.

[0113] In this embodiment, the EBD controller is responsible for adjusting the rear wheel braking force based on vehicle status information during braking, ensuring optimal front and rear wheel braking distribution. The EBD controller's key role is to determine whether the rear wheel slip rate is greater than the front wheel slip rate by acquiring the real-time difference in front and rear wheel slip rates, and to appropriately adjust the rear wheel brake pressure based on this determination.

[0114] Specifically, upon receiving the EBD control command from the coordination controller, the EBD controller first compares the front and rear wheel slip ratios. If the rear wheel slip ratio is greater, the EBD controller generates a control request to reduce rear wheel brake pressure. This process is executed through the hydraulic regulation system to ensure that the rear wheels are not over-braked during braking, which could lead to vehicle instability.

[0115] In this embodiment, the EBD controller includes a pressure-limiting valve module and an electronic control unit. The pressure-limiting valve module adjusts the hydraulic system pressure based on the vehicle's state during braking to ensure optimal rear wheel braking force distribution. The electronic control unit collects real-time data from various vehicle sensors, including front and rear wheel slip rate, vehicle speed, and other information, and dynamically adjusts the braking system through corresponding software programs.

[0116] Alternatively, in some embodiments, the EBD controller can further optimize front and rear wheel braking force distribution based on real-time load changes. For example, as the load increases, the system automatically adjusts the braking force distribution ratio to ensure optimal braking performance under varying vehicle load conditions. In this way, the EBD controller can adapt to varying driving conditions, enhancing system adaptability and stability.

[0117] Furthermore, in this embodiment, the EBD controller's adjustment process can be optimized based on the road friction coefficient. For example, the system adjusts the rear wheel brake pressure based on the front and rear wheel slip rates, the vehicle's actual speed, and road condition information, enabling the braking system to respond appropriately to varying road conditions.

[0118] Specifically, when adjusting the rear wheel brake pressure, the EBD controller controls the hydraulic regulator to apply boost, depressurization or pressure maintenance operations to ensure that the system can always maintain the best braking force distribution during the braking process, thereby improving the vehicle's braking safety and stability.

[0119] For example, when a vehicle is driving on different road conditions, such as wet, muddy, or snow-covered roads, the rear wheels may experience significant slip due to varying loads or varying friction. In such situations, the EBD controller automatically adjusts rear brake pressure by detecting changes in rear wheel slip rate in real time, preventing excessive rear wheel braking and vehicle instability.

[0120] In this embodiment, to further improve the accuracy and response speed of the EBD controller, the electronic control unit will fuse the collected sensor data and adjust the braking control strategy based on the vehicle's dynamic state information to ensure that the system can operate effectively under various working conditions.

[0121] For example, during the control process, the EBD controller can use the formula to make a real-time judgment on the rear wheel slip rate and generate a corresponding control signal. For example:

[0122] P adjust =f(λ rear ,λ front ,vehicle speed, load factor);

[0123] Among them, P adjust is the adjusted rear wheel brake pressure, λ rear and λ front The EBD controller can precisely adjust the rear wheel brake pressure to optimize braking performance by combining these parameters.

[0124] In this embodiment, the ESP controller is an integral component of the coordinated control system, responsible for real-time monitoring and adjustment of vehicle stability based on vehicle dynamics information. When the vehicle becomes unstable, the ESP controller generates appropriate control commands to restore stability through differential braking of specific wheels or engine torque adjustment. The ESP system primarily relies on information such as the vehicle's yaw rate and sideslip angle to determine whether intervention is necessary.

[0125] Specifically, the ESP controller first receives data from the sensor modules via the central control unit and calculates dynamic parameters such as the vehicle's yaw rate and wheel slip in real time. This data is processed and used to determine the vehicle's stability. If vehicle stability is threatened, such as if the yaw rate exceeds a safe range or the wheel slip is excessive, the controller generates appropriate control commands to prevent the vehicle from losing control.

[0126] In this embodiment, the ESP controller's central control unit performs real-time calculations based on input dynamic data and determines the vehicle's motion state. If the vehicle's dynamic parameters become unstable, the ESP controller generates appropriate control instructions based on a pre-set control strategy and restores vehicle stability through differential braking or engine torque adjustment.

[0127] As an option, when generating control commands, the ESP controller not only considers the vehicle's yaw rate and slip angle, but also other dynamic information, such as vehicle speed and wheel slip, to ensure its adaptability to complex driving conditions. For example, when the vehicle makes a sharp turn or encounters a crosswind, the ESP controller controls the differential braking system to individually adjust the wheels, preventing the vehicle from slipping or spinning due to loss of control.

[0128] Furthermore, in this embodiment, the ESP controller generates a corresponding control signal based on the results calculated by the central control unit. This control signal is output to the hydraulic adjustment system, which applies appropriate braking force to the wheels or adjusts the engine output torque to restore vehicle stability.

[0129] Specifically, the ESP controller generates control signals to adjust the hydraulic braking system or engine torque output according to the following formula:

[0130] ΔT=K·(ψ-ψ ref );

[0131] Where ΔT represents the regulated torque, K is the pressure regulation coefficient, ψ is the actual yaw rate, and ψ ref is the reference yaw rate. Through this formula, the controller can accurately adjust the vehicle's motion state to ensure it maintains optimal stability in various driving situations.

[0132] In this embodiment, the robust optimization control module is a key component of the coordinated control system. It is responsible for calculating the optimal brake pressure control value for each wheel using a robust optimization algorithm. The core goal of this module is to ensure that the ABS, EBD, and ESP systems can work together in different driving environments and adjust brake pressure based on the vehicle's dynamic state to achieve optimal stability and safety.

[0133] Specifically, the robust optimization control module constructs a linear matrix inequality constraint model based on vehicle dynamic information such as speed, slip ratio, and yaw rate. This model enables the system to optimize pressure under dynamic and complex driving conditions, ensuring the braking system provides stable and reliable braking under all circumstances. Especially under extreme driving conditions, the robust optimization control module can precisely adjust pressure to avoid wheel locking or excessive slip, thereby improving overall vehicle stability.

[0134] In this embodiment, the robust optimization control module includes the following core parts: a constraint model building unit, an optimization solution unit, and an output unit.

[0135] Constraint Model Building Unit: This unit constructs an optimization model with constraints based on the vehicle's state vector and control requirements. This model ensures that brake pressure at each wheel meets safety standards while adapting to complex and uncertain environmental conditions. For example, on slippery or icy roads, the system adjusts constraints to ensure pressure regulation matches variations in the road's friction coefficient, preventing wheel loss of control.

[0136] Optionally, the constraint model can be dynamically adjusted based on vehicle load, speed, and other external environmental factors, such as road conditions and weather conditions. This allows the system to respond to changing driving conditions in real time, ensuring optimal braking performance in all conditions.

[0137] Optimization Solver: This unit is responsible for performing robust optimization based on the constructed constraint model to determine the optimal wheel cylinder pressure control value. Through this process, the system ensures that wheel cylinder pressure can be precisely adjusted as needed under different road conditions and driving conditions. The optimization algorithm also takes into account vehicle stability and control weights to avoid vehicle instability caused by improper pressure adjustment. For example, the optimization solver can calculate the optimal solution using the following formula:

[0138]

[0139] Where J is the comprehensive optimization control objective function value, i represents the wheel number, P i represents the actual wheel cylinder brake pressure of the i-th wheel, represents the target optimal pressure output by the robust optimization control module, ψ is the current yaw rate of the vehicle, and ψ ref is the target yaw rate calculated based on the reference model, and α is the stability control weight coefficient. Using this formula, the system can adjust the brake pressure under various complex conditions to ensure system stability.

[0140] Output unit: This unit transmits the optimization results to the hydraulic regulator, which controls the brake pressure of each wheel. This control signal ensures the coordinated operation of the ABS, EBD, and ESP systems, ensuring that the braking response of each wheel meets the optimal requirements.

[0141] In one possible implementation, the output unit can also consider the vehicle's specific driving mode (e.g., highway driving, city driving, off-road driving, etc.), adjusting the parameters in the optimization algorithm based on the driving mode. For example, at high speeds, the system may need to apply higher brake pressure to the front wheels to improve vehicle stability; while at low speeds, the brake pressure on the rear wheels may need to be more balanced to avoid over-braking.

[0142] In this embodiment, the hydraulic regulator is a key module for regulating the brake pressure at each wheel in the vehicle's braking system. Based on the optimization results from the coordinated controller, this module precisely controls the brake fluid pressure at each wheel. The hydraulic regulator's primary function is to adjust the hydraulic oil flow rate based on control commands to increase, decrease, or maintain wheel brake pressure. This ensures effective coordination between the ABS, EBD, and ESP control systems, improving braking effectiveness and maintaining vehicle stability.

[0143] Specifically, the hydraulic regulator receives optimized control results from the coordinated controller and performs precise pressure control. This process is accomplished through pressure sensors and solenoid valve modules in the hydraulic system. The former monitors the brake pressure at each wheel in real time, while the latter adjusts the flow of hydraulic fluid, thereby regulating the pressure in the wheel cylinders, based on control commands. The hydraulic regulator ensures that the system provides appropriate pressure under varying braking demands, such as rapid or slow braking, to prevent wheel lock or excessive slip.

[0144] In this embodiment, the operation of the hydraulic regulator is calculated according to the following formula:

[0145] ΔP=K·(P input -P output );

[0146] Among them, ΔP represents the regulated pressure difference, K is the pressure regulation coefficient, P input is the input pressure in the hydraulic system, P output is the output pressure in the hydraulic system. This formula ensures that the hydraulic regulator generates the appropriate regulated pressure based on the input signal, maintaining stable system operation.

[0147] As an option, the hydraulic regulator can also dynamically adjust the pressure regulation coefficient K according to different driving conditions. For example, when the vehicle is driving on a wet or icy road, the system can automatically reduce the pressure regulation coefficient to ensure that the wheels will not be over-braked under such low-friction conditions, avoiding vehicle loss of control.

[0148] In one possible implementation, the hydraulic regulator's pressure sensor provides real-time feedback on the brake pressure status of each wheel. Based on this data, the control signal is adjusted to ensure that each wheel's braking response is within the ideal range. For example, at high speeds, the hydraulic regulator may need to apply higher pressure to the front wheels to ensure vehicle stability. At low speeds or during emergency braking, however, the system reduces brake pressure on the rear wheels based on the vehicle's dynamic state, optimizing brake distribution.

[0149] The coordinated control method based on automobile ABS, EBD and ESP described below and the coordinated control device based on automobile ABS, EBD and ESP described above can refer to each other.

[0150] Please see the attached Figure 4 The present invention also provides a coordinated control method based on automobile ABS, EBD and ESP, comprising the following steps:

[0151] S1. When the vehicle starts, the system starts and initializes all parts of the device;

[0152] S2, the sensor module respectively collects the braking force, yaw rate, center of mass sideslip angle, four wheel slip rate and wheel speed parameters between the four wheels of the vehicle and the ground, and transmits the collected data to the coordination controller;

[0153] S3. The coordination controller determines whether ABS, EBD, and ESP need to work based on the received vehicle status information:

[0154] S3.1: If a wheel is judged to be close to locking, the ABS function is activated and the additional slip rate required for that wheel is calculated;

[0155] If the ABS is not working, the additional slip rate output by the ABS module is 0;

[0156] S3.2: If the maximum slip rate of the rear wheel exceeds the maximum slip rate of the front wheel, the EBD function is activated and the additional slip rate required for the wheel is calculated;

[0157] If EBD is not working, the additional slip rate output by the EBD module is 0;

[0158] S3.3: If the vehicle's yaw rate deviates from the nominal yaw rate by more than the permissible range, the ESP function is activated and the additional slip rate required by ESP is calculated.

[0159] If ESP is not working, the additional slip rate output by the ESP module is 0;

[0160] S4. The coordinated controller compares the actual slip rates of the four wheels with the nominal slip rates, and based on the comparison results, determines how the wheel cylinder pressure of each wheel should be changed, including increasing, decreasing, or maintaining pressure, and generates corresponding control signals.

[0161] S5. The generated control signal is transmitted to the ABS, EBD, and ESP controllers. Each controller adjusts the braking system according to the received control signal. The hydraulic regulator adjusts the wheel cylinder pressure of each wheel according to the control signal to maintain or restore the vehicle's state.

[0162] S6. The hydraulic regulator maintains or restores the vehicle to a stable state during braking by performing corresponding pressure increase, pressure reduction, or pressure maintenance operations.

[0163] The method of this embodiment can be used to execute the above system embodiment. Its principles and technical effects are similar and will not be described in detail here.

[0164] While embodiments of the present invention have been shown and described, it will be appreciated by those skilled in the art that various changes, modifications, substitutions, and variations may be made to these embodiments without departing from the principles and spirit of the invention, and that the scope of the invention is defined by the appended claims and their equivalents.

Claims

1. A coordinated control device based on automobile ABS, EBD and ESP, characterized in that: include: The sensor module is used to collect the vehicle's wheel speed, vehicle speed, steering wheel angle, vehicle acceleration and yaw rate data in real time through multiple source sensors, and output the collected data as vehicle status information; A coordinated controller is used to construct a vehicle state vector based on vehicle state information, and jointly determine the wheel slip rate, front and rear wheel speed difference, and vehicle stability index to generate corresponding control demand instructions; An ABS controller, upon receiving an ABS activation command, determines whether a single wheel is locking based on the changing trend of the wheel slip rate in the vehicle state vector, and generates a pressure reduction or pressure maintenance control request for the corresponding wheel based on the determination result; The EBD controller is configured to, upon receiving the EBD control command, compare the front and rear wheel slip ratio values ​​in the vehicle state vector and generate a control request to reduce the rear wheel brake pressure when the rear wheel slip ratio is greater than that of the front wheel; The ESP controller is used to determine whether there is a trend of vehicle stability imbalance based on the yaw rate and sideslip angle in the vehicle state vector after receiving the ESP control command, and generate a left and right wheel differential braking or engine torque control request; A robust optimization control module is used to establish a linear matrix inequality constraint model based on the constructed state vector and the corresponding control demand after generating a control request, and to optimize and solve the target wheel cylinder pressure control variable for each wheel, outputting it to the coordinated controller; The hydraulic regulator is used to receive the pressure adjustment instructions generated by the coordination controller based on the optimization results, and perform pressurization, depressurization or pressure maintenance operations on the wheel cylinders of each wheel, so as to jointly execute the ABS, EBD and ESP control functions.

2. The coordinated control device based on automobile ABS, EBD and ESP according to claim 1, characterized in that: The sensor module includes: Vehicle speed sensor, which uses laser speed measurement or magnetoresistive sensing principle to collect real-time speed data of the vehicle's front and rear wheels; Angular velocity sensor, used to measure the vehicle's yaw rate and sideslip angle in real time; The acceleration sensor is used to collect the longitudinal acceleration and lateral acceleration data of the vehicle, and transmit the data to the coordination controller after filtering and gain processing.

3. The coordinated control device based on automobile ABS, EBD and ESP according to claim 1, characterized in that: The coordination controller includes: The state estimation module is used to estimate and fuse the vehicle state based on sensor data through the Kalman filter algorithm; The judgment module is used to determine whether to enter the ABS, EBD or ESP control mode based on the vehicle state vector, combined with the set threshold and control strategy; The control instruction generation module is used to generate a corresponding control signal based on the judgment result and output it to the ABS controller, EBD controller or ESP controller. The control signal is generated using the following formula: Among them, λ i represents the actual slip rate of wheel i, v i is the actual speed of wheel i, v ref is the base speed.

4. The coordinated control device based on automobile ABS, EBD and ESP according to claim 1, characterized in that: The ABS controller includes: The calculation unit is used to receive vehicle speed and wheel speed sensor signals from the vehicle wheels, perform signal amplification, noise reduction, and analog-to-digital conversion processing, determine the required additional braking force or pressure reduction based on the actual slip rate of the wheel and the preset slip rate threshold, and calculate the required additional braking force or pressure reduction using the following formula: ΔP i =K·(λ max -l i ); Among them, ΔP i represents the additional pressure change of wheel i, K is the pressure adjustment coefficient, λ max is the set maximum slip rate threshold, λ i is the actual slip rate of wheel i; The control center is used to monitor the speed sensor signal in real time, determine whether the wheel is about to enter the locking state based on the signal, and send corresponding control signal instructions to the execution unit based on the judgment result; The brake control unit receives control signals from the control center and applies appropriate hydraulic braking force to the wheels through the hydraulic adjustment system, changing the pressure in the brake fluid chamber to adjust the braking torque of the wheels and prevent wheel locking; The monitoring unit is used to monitor the system status in real time, check whether there are any abnormal conditions, and send out an alarm signal through the alarm device to prompt the driver or the control system to take corresponding measures; The braking device is used to receive the hydraulic braking force transmitted by the actuator unit and transmit it to the vehicle wheels to adjust the braking response of the wheels.

5. The coordinated control device based on automobile ABS, EBD and ESP according to claim 1, characterized in that: The EBD controller includes: The pressure-limiting valve module is used to adjust the pressure of the hydraulic system according to the vehicle status during braking to ensure that the braking force distribution between the front and rear wheels is within the optimal range; Proportional valve module, used to dynamically adjust the proportion of front and rear wheel braking force based on vehicle speed, load and road adhesion factors; The electronic control unit is used to collect data from various vehicle sensors in real time and adjust the braking system through corresponding software programs.

6. The coordinated control device based on automobile ABS, EBD and ESP according to claim 1, characterized in that: The ESP controller includes: The central control unit is used to receive data from the sensor module, calculate the vehicle's stability status in real time, and determine the vehicle's motion status. If the vehicle is in an unstable state, it generates corresponding control instructions through the set control strategy; an auxiliary controller, configured to receive control instructions and, based on a determination result, determine whether to perform differential braking on the wheels or adjust the engine output torque; The stability control unit is used to adjust the hydraulic brake system according to the instructions from the auxiliary controller, apply braking force to specific wheels through solenoid valves or adjust the torque output by the engine.

7. The coordinated control device based on automobile ABS, EBD and ESP according to claim 1, characterized in that: The robust optimization control module includes: A constraint model building unit, used to build a linear matrix inequality constraint model based on the vehicle state vector and control requirements; An optimization solving unit, used to solve the optimal control variable of the wheel cylinder pressure using a robust optimization algorithm based on a constraint model; The output unit is used to transmit the optimization results to the coordinated controller to provide wheel cylinder pressure adjustment operations.

8. The coordinated control device based on automobile ABS, EBD and ESP according to claim 1, characterized in that: The hydraulic regulator comprises: The solenoid valve module is used to receive pressure control instructions from the coordination controller, adjust the flow of hydraulic oil, and increase, reduce or maintain the pressure of the wheel cylinder; Pressure sensor, used to provide real-time feedback on the brake pressure of each wheel; The control execution unit is used to adjust the brake pressure in the hydraulic system according to the control signal to ensure the implementation of the combined control functions of ABS, EBD and ESP. The brake pressure in the hydraulic system is adjusted according to the following formula: ΔP=K·(P input -P output ); Where ΔP is the adjusted pressure difference, K is the pressure adjustment coefficient, P input is the input pressure, P output is the output pressure.

9. The coordinated control device based on automobile ABS, EBD and ESP according to claim 7, characterized in that: The optimal control quantity formula for solving the wheel cylinder pressure using the robust optimization algorithm is: Where J is the comprehensive optimization control objective function value, i represents the wheel number, P i represents the actual wheel cylinder brake pressure of the i-th wheel, represents the target optimal pressure output by the robust optimization control module, ψ is the current yaw rate of the vehicle, and ψ ref is the target yaw rate calculated based on the reference model, and α is the stability control weight coefficient.

10. A coordinated control method based on automobile ABS, EBD and ESP, applied to the coordinated control device based on automobile ABS, EBD and ESP according to claims 1-9, characterized in that: The following steps are involved: S1. When the vehicle starts, the system starts and initializes all parts of the device; S2, the sensor module respectively collects the braking force, yaw rate, center of mass sideslip angle, four wheel slip rate and wheel speed parameters between the four wheels of the vehicle and the ground, and transmits the collected data to the coordination controller; S3. The coordination controller determines whether ABS, EBD, and ESP need to work based on the received vehicle status information: S3.1: If a wheel is judged to be close to locking, the ABS function is activated and the additional slip rate required for that wheel is calculated; If the ABS is not working, the additional slip rate output by the ABS module is 0; S3.2: If the maximum slip rate of the rear wheel exceeds the maximum slip rate of the front wheel, the EBD function is activated and the additional slip rate required for the wheel is calculated; If EBD is not working, the additional slip rate output by the EBD module is 0; S3.

3. If the vehicle's yaw rate deviates from the nominal yaw rate by more than the permissible range, the ESP function is activated and the additional slip rate required by ESP is calculated. If ESP is not working, the additional slip rate output by the ESP module is 0; S4. The coordinated controller compares the actual slip rates of the four wheels with the nominal slip rates, and based on the comparison results, determines how the wheel cylinder pressure of each wheel should be changed, including increasing, decreasing, or maintaining pressure, and generates corresponding control signals. S5. The generated control signal is transmitted to the ABS, EBD, and ESP controllers. Each controller adjusts the braking system according to the received control signal. The hydraulic regulator adjusts the wheel cylinder pressure of each wheel according to the control signal to maintain or restore the vehicle's state. S6. The hydraulic regulator maintains or restores the vehicle to a stable state during braking by performing corresponding pressure increase, pressure reduction, or pressure maintenance operations.

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