TCS and DTC fusion control system based on ABS
By integrating TCS and DTC into the ABS controller and utilizing existing hardware to achieve dynamic traction and drag control, the problem of single ABS function is solved and vehicle handling performance and safety are improved.
Patent Information
- Application Number
- CN202510939452.4
- Authority / Receiving Office
- CN · China
- Patent Type
- Applications(China)
- Current Assignee / Owner
- Filing Date
- 2025-07-08
- Publication Date
- 2025-10-17
AI Technical Summary
The existing ABS controller has a single function and requires increased hardware costs to implement TCS and DTC functions, which lacks universality and portability.
Without increasing hardware costs, the ABS controller integrates TCS and DTC, calculates vehicle real-time information through vehicle operating parameters, realizes dynamic traction and drag control, and uses existing sensors and controllers to execute strategies.
It achieves stable vehicle handling performance under multiple working conditions, has high hardware reusability, is suitable for a variety of vehicle models, and improves driving safety and handling performance.
Smart Images
Figure CN120802739A_ABST
Abstract
Description
TECHNICAL FIELD
[0001] The application relates to the technical field of vehicle electronic brake control, in particular to a TCS and DTC fusion control system based on ABS. BACKGROUND
[0002] With the rapid development of automobile electronic control industry, the electronic control system gradually implements the domain control architecture concept of high coverage and integration. Most ABS controllers on the current market have single functions and only have the function of anti-lock braking. If the functions of TCS and DTC are to be expanded, new controllers need to be installed, which will further increase the manufacturing cost, and the controllers do not have good universality and portability. SUMMARY
[0003] According to the deficiencies of the prior art, the purpose of the application is to provide a TCS and DTC fusion control system based on ABS, which integrates dynamic traction control and drag force control without increasing any hardware cost, does not need to install new controllers, and greatly improves the handling performance of the vehicle.
[0004] Other characteristics and advantages of the present application will become apparent from the following detailed description, or will be learned by practice of the present application.
[0005] The application provides a TCS and DTC fusion control system based on ABS, which comprises: a sensor part for collecting vehicle operating parameters; an ABS controller comprising a main control chip and a data acquisition module, the data acquisition module being electrically connected to the main control chip, the data acquisition module receiving the vehicle operating parameters and sending them to the main control chip; a drive controller electrically connected to a drive mechanism; The main control chip calculates the real-time information of the vehicle based on the vehicle operating parameters, obtains the specific working condition of the vehicle according to the real-time information of the vehicle, obtains the information of the ABS function strategy, the TCS function strategy and / or the DTC function strategy based on the specific working condition of the vehicle, and the drive controller executes the ABS function strategy, the TCS function strategy and / or the DTC function strategy.
[0006] In some embodiments of the application, based on the foregoing scheme, a power supply module and a communication module are further included, the power supply module and the communication module are electrically connected to the main control chip, the power supply module supplies power to the data acquisition module, the main control chip and the communication module, the main control chip is connected to the vehicle CAN network through the communication module, and the vehicle CAN network is electrically connected to the drive controller.
[0007] In some embodiments of the present application, based on the aforementioned solution, the real-time vehicle information includes a reference vehicle speed, a slip rate of each wheel, a peak longitudinal adhesion coefficient, and a dynamic drag force.
[0008] In some embodiments of the present application, based on the above solution, the method for obtaining the reference vehicle speed is: Get the wheel speed of each wheel, the calculation formula is:
[0009] in, is the number of teeth on the wheel ring gear, is the wheel speed pulse number, is the sampling period; The effective wheel speed is obtained based on the wheel speed of each wheel, the first alternative reference vehicle speed is obtained based on the effective wheel speed, and the second alternative reference vehicle speed is obtained based on the acceleration integral correction. The calculation formula is:
[0010] in, For the The effective wheel speed of the effective wheel speed channel, is the wheel radius, is the number of effective wheel speed channels, is the first alternative reference speed;
[0011] in, is the longitudinal acceleration input by the external accelerometer, is the vehicle speed collected in the previous sampling period, is the second alternative reference speed; When the first alternative reference speed is credible, the first alternative reference speed is used as the reference speed; when the first alternative reference speed is not credible, the second alternative reference speed is used as the reference speed.
[0012] In some embodiments of the present application, based on the above solution, the slip ratio of each wheel is calculated as follows:
[0013] in, is the reference speed, is the wheel radius, is the wheel speed.
[0014] In some embodiments of the present application, based on the above solution, the method for obtaining the peak value of the longitudinal adhesion coefficient is: Get the longitudinal force between the tire and the road , the calculation formula is:
[0015] in, is the driving torque, is the braking torque, is the driving wheel moment of inertia, is the effective radius of the tire, is the driving wheel angular acceleration; Calculate vertical load estimates from static and dynamic load transfers , the calculation formula is:
[0016] in, is the static load, For dynamic load transfer, is the vehicle mass, is the longitudinal acceleration, is the centroid height, is the wheelbase; Get real-time longitudinal adhesion coefficient based on vertical load estimation and longitudinal force between tire and road surface : .
[0017] In some embodiments of the present application, based on the above solution, the calculation formula of the dynamic drag force is:
[0018] in, is the drive output torque, is the equivalent moment of inertia of the transmission system, is the driving wheel angular acceleration, is the effective radius of the tire, is the rolling resistance, is the air resistance.
[0019] In some embodiments of the present application, based on the aforementioned solution, the main control chip calculates real-time vehicle information based on the vehicle operating parameters, obtains specific vehicle operating conditions based on the real-time vehicle information, obtains information for enabling an ABS function strategy, a TCS function strategy, and / or a DTC function strategy based on the specific vehicle operating conditions, and the drive controller executes the ABS function strategy, the TCS function strategy, and / or the DTC function strategy, including: When the instantaneous brake pedal force is greater than the actual vehicle calibration value or the slip rate of the wheel is greater than the first slip rate threshold, the ABS function strategy is triggered, the drive controller starts the hydraulic modulator, reduces the braking force of the wheel to the braking force threshold, and polls to determine whether the slip rate is reduced to the first slip rate threshold, so as to determine whether the tire of the wheel has recovered the braking force.
[0020] In some embodiments of the present application, based on the foregoing scheme, the master chip calculates vehicle real-time information based on the vehicle operating parameters, obtains vehicle specific working conditions according to the vehicle real-time information, obtains information of enabling ABS function strategy, TCS function strategy and / or DTC function strategy based on the vehicle specific working conditions, and the drive controller executes the ABS function strategy, TCS function strategy and / or DTC function strategy, including: When the accelerator pedal opening is greater than the accelerator pedal opening threshold value and there is no brake signal, if the drive wheel slip ratio is greater than the second slip ratio threshold value, it is determined that the drive wheel is slipping, and the peak adhesion coefficient is calculated in real time to match the optimal slip ratio, the TCS function strategy is triggered, and the drive controller suppresses the slip by reducing the torque of the drive mechanism, or starts the hydraulic modulator to increase the brake force of the drive wheel to the second brake force threshold value; When the polling determines that the slip ratio of the drive wheel returns to the optimal slip ratio, it is determined that the tire has recovered the grip; When the polling determines that the slip ratio of the drive wheel does not return to the optimal slip ratio, it is determined that the tire has not recovered the grip, and the drive controller continues to suppress the slip by reducing the torque of the drive mechanism, or starts the hydraulic modulator to increase the brake force of the drive wheel to the third brake force threshold value, until the polling determines that the slip ratio of the drive wheel returns to the optimal slip ratio.
[0021] In some embodiments of the present application, based on the foregoing scheme, the master chip calculates vehicle real-time information based on the vehicle operating parameters, obtains vehicle specific working conditions according to the vehicle real-time information, obtains information of enabling ABS function strategy, TCS function strategy and / or DTC function strategy based on the vehicle specific working conditions, and the drive controller executes the ABS function strategy, TCS function strategy and / or DTC function strategy, including: When the accelerator pedal opening is 0%, there is no brake signal, and the vehicle speed is greater than the vehicle speed threshold value, the dynamic drag force is obtained , the drive torque compensation is calculated by PID, the DTC function strategy is triggered, and the drive controller compensates the drive torque of the drive mechanism or reduces the recovery torque of the drive mechanism; When the polling determines that the difference between the drive wheel speed and the non-drive wheel speed is less than the calibration threshold value, it is determined that the drag force control has reached a steady state; When the polling determines that the difference between the drive wheel speed and the non-drive wheel speed is greater than or equal to the calibration threshold value, it is determined that the drag force control has not reached a steady state, and the drive controller compensates the drive torque of the drive mechanism or reduces the recovery torque of the drive mechanism until the difference between the drive wheel speed and the non-drive wheel speed is less than the calibration threshold value.
[0022] The beneficial effects of the present application are as follows: 1. Multi-condition and full-scenario coverage: This application extends the traditional ABS single braking control condition to TCS drive anti-skid control and DTC deceleration and drag torque control conditions, achieving stable vehicle handling performance in various driving scenarios such as drive acceleration, coasting and dragging, and emergency braking.
[0023] 2. Driving-braking torque coupling dynamic control model: This application monitors the wheel slip rate in real time within a single sampling period and establishes a driving-braking torque coupling dynamic control model based on vehicle dynamics.
[0024] 3. Full reusability of hardware circuits: This application achieves 100% reusability of the ABS wheel speed sensor, controller, and hydraulic actuator unit, without requiring any additional hardware peripherals. The control performance optimization of the TCS and DTC functions is achieved solely through algorithms.
[0025] 4. Universal applicability and portability: This application is applicable to any vehicle with ABS function, including small passenger cars, large commercial vehicles, and motorcycles, and can be implemented simultaneously on fuel vehicles and new energy vehicles. It can customize control strategies according to vehicle characteristics and needs, improve the vehicle's overall handling performance, and significantly enhance the safety of drivers and passengers.
[0026] It should be understood that the foregoing general description and the following detailed description are exemplary and explanatory only and are not restrictive of the present application. BRIEF DESCRIPTION OF THE DRAWINGS
[0027] The accompanying drawings described herein are used to provide a further understanding of the present invention and constitute a part of this application. The exemplary embodiments of the present invention and their descriptions are used to explain the present invention and do not constitute an improper limitation of the present invention. In the accompanying drawings: Figure 1 This is a block diagram of the hardware architecture of the fusion control system of the present invention; Figure 2 This is a signal flow connection block diagram of the fusion control system of the present invention; Figure 3 This is a flow chart of the vehicle real-time information acquisition process of the present invention; Figure 4 This is the overall logic block diagram of the fusion control system of the present invention. DETAILED DESCRIPTION
[0028] Reference will now be made in detail to the present embodiments of the application, examples of which are illustrated in the accompanying drawings. While the application will be described in conjunction with the specific embodiments, it will be understood that the application is not limited to the embodiments. On the contrary, the application is intended to cover alternatives, modifications and equivalents, which are included in the spirit and scope of the application, as defined by the appended claims. It should be noted that the steps of the methods described herein can all be implemented by any functional block or functional arrangement, and any functional block or functional arrangement can be implemented as a physical entity or a logical entity, or a combination of both.
[0029] To enable persons skilled in the art to better understand the present application, the present application will be further described in detail below in conjunction with the drawings and specific embodiments.
[0030] Note: The examples to be introduced next are only specific examples, and are not intended to limit the embodiments of the present application to the specific steps, values, conditions, data, sequences, etc. Those skilled in the art can use the concept of the present application to construct more embodiments not mentioned in the present specification by reading the present specification.
[0031] Some specific terms of the present embodiment are explained below.
[0032] ABS, the full name of which is Antilock Brake System, represents an anti-lock braking system, which prevents the wheels from locking in emergency braking, thereby maintaining the tire adhesion and longitudinal force, avoiding the phenomenon of steering failure or tailing of the vehicle in emergency braking, and greatly shortening the braking distance, thereby improving the handling performance of the vehicle in emergency braking.
[0033] TCS, the full name of which is Traction Control System, represents a traction control system, which prevents the driving wheels from slipping when starting on a low adhesion road or when driving with a large torque, thereby maintaining the tire adhesion and longitudinal force, avoiding the phenomenon of starting to slide on a slope, the steering failure of a front drive vehicle, and the tailing of a rear drive vehicle, thereby improving the handling performance of the vehicle when driving on a low adhesion road or with a large torque.
[0034] DTC, the full name of which is Drag Torque Control, represents a drag torque control system, which ensures that the vehicle will not have a driving jerk or wheel locking loss of maneuverability when the engine drag torque or motor recovery torque is improperly applied when the vehicle is sliding in a low gear, the gear speed is not matched, or the kinetic energy is recovered, avoiding the phenomenon of poor driving feeling and vehicle instability.
[0035] According to the first aspect of the present application, as Figures 1-4 shown, the present embodiment proposes an ABS-based TCS and DTC fusion control system, which includes a sensor part, an ABS controller, and a drive controller.
[0036] The sensor part is used to collect vehicle operating parameters. The vehicle operating parameters include wheel speed, vehicle speed, accelerator pedal opening, brake pedal opening, driving torque, braking torque, etc.
[0037] The ABS controller includes a main control chip, a data acquisition module, a power supply module, and a communication module. The data acquisition module, the power supply module, and the communication module are electrically connected to the main control chip. The power supply module supplies power to the data acquisition module, the main control chip, and the communication module. The main control chip is connected to the vehicle CAN network through the communication module. The data acquisition module receives vehicle operating parameters and sends them to the main control chip. The main control chip calculates real-time vehicle information based on the vehicle operating parameters, obtains specific vehicle conditions such as emergency braking, driving slip, and sliding drag, generates information for enabling ABS function strategies, TCS function strategies, and / or DTC function strategies based on the specific vehicle conditions, and sends the information for enabling ABS function strategies, TCS function strategies, and / or DTC function strategies to the vehicle CAN network.
[0038] The drive controller is electrically connected to the drive mechanism and the vehicle CAN network. The drive controller receives information for enabling ABS function strategies, TCS function strategies, and / or DTC function strategies through the vehicle CAN network. The drive controller executes ABS function strategies, TCS function strategies, and / or DTC function strategies.
[0039] The ABS-based TCS and DTC fusion control system provided in this embodiment is based on the hardware architecture of the Anti-lock Brake System (ABS). It integrates Traction Control System (TCS) and Drag Torque Control (DTC) through vehicle dynamics model control algorithm. It can fully reuse existing sensors, controllers, and hydraulic units on the original ABS hardware circuit without adding any hardware peripherals. It also expands driving torque dynamic distribution and drag torque smoothing control in combination with the risk of excessive drive wheel slip on low adhesion road surface and wheel lock caused by sudden change of kinetic energy recovery drag torque. This technology breakthrough can significantly reduce the cost of the vehicle electronic control system and greatly improve the coverage and integration of the vehicle electronic control system. It reduces costs while improving vehicle handling performance.
[0040] The ABS-based TCS and DTC fusion control system provided by the embodiment realizes the use of vehicle operating parameters as the input of the ABS system, generates real-time information of the vehicle, and determines whether to enable the corresponding ABS function strategy, TCS function strategy and / or DTC function strategy according to the specific working conditions of the vehicle such as emergency braking, driving slip, sliding drag and the like, and fusion control is used to intervene in the driving maneuverability, which greatly improves the safety of the vehicle driver and passengers, and the system is generally applicable to fuel vehicles and new energy vehicles, small passenger vehicles and large commercial vehicles, and motorcycles.
[0041] In some embodiments of the embodiment, the data acquisition module is configured to filter the vehicle operating parameters and convert the analog signals into digital voltage signals.
[0042] In some embodiments of the embodiment, the power supply module converts the power supply voltage into the voltage required by each component of the ABS controller.
[0043] In some embodiments of the embodiment, the model of the main control chip is Infineon SAK-XC2365B. Alternatively, the main control chip is not limited to this model, and can be other vehicle-grade main control chips that meet the computing power requirements.
[0044] In use, the vehicle operating parameters are collected by the sensor part, the vehicle operating parameters are received by the data acquisition module and sent to the main control chip, the real-time information of the vehicle is calculated by the main control chip based on the vehicle operating parameters, the specific working conditions of the vehicle are matched according to the real-time information of the vehicle, the driving controller obtains the information of enabling the ABS function strategy, the TCS function strategy and / or the DTC function strategy based on the specific working conditions of the vehicle, and the driving controller executes the ABS function strategy, the TCS function strategy and / or the DTC function strategy.
[0045] In some embodiments of the embodiment, as shown in Figures 1-4 The sensor part collects the vehicle operating parameters at a fixed cycle sampling period, i.e. the sensor part collects the vehicle operating parameters of the current sampling period, the real-time information of the vehicle of the current sampling period is calculated by the main control chip based on the vehicle operating parameters of the current sampling period, the specific working conditions of the vehicle of the current sampling period are obtained according to the real-time information of the vehicle of the current sampling period, the information of enabling the ABS function strategy, the TCS function strategy and / or the DTC function strategy is obtained based on the specific working conditions of the vehicle of the current sampling period, and the driving mechanism is controlled by the driving controller in the next sampling period based on the information of enabling the ABS function strategy, the TCS function strategy and / or the DTC function strategy, and the cycle is repeated.
[0046] In some embodiments of the embodiment, the data acquisition module receives the vehicle operating parameters and sends them to the main control chip, and further comprises: The data acquisition module performs weighted moving average (EWMA) low-pass filtering preprocessing on vehicle operating parameters to avoid interference from high-frequency noise. For example, the vehicle's real-time status signals during driving, coasting, and braking, such as wheel speed, accelerator pedal opening, driving torque, and regenerative torque, are calculated as follows:
[0047] in, is the filtered signal, is the original signal, is the filter coefficient, is the signal after filtering in the previous sampling period.
[0048] In some implementations of this embodiment, the real-time vehicle information includes reference vehicle speed, slip ratio, peak longitudinal adhesion coefficient, and dynamic drag force; In some implementations of this embodiment, the method for obtaining the reference vehicle speed is: Get the wheel speed of each wheel; Obtaining an effective wheel speed based on the wheel speed of each wheel, obtaining a first candidate reference vehicle speed based on the effective wheel speed, and obtaining a second candidate reference vehicle speed based on the acceleration integral correction; When the first alternative reference speed is credible, the first alternative reference speed is used as the reference speed; when the first alternative reference speed is not credible, the second alternative reference speed is used as the reference speed.
[0049] In some implementations of this embodiment, the wheel speed of each wheel is obtained using the following calculation formula:
[0050] in, is the number of teeth on the wheel ring gear, is the wheel speed pulse number, is the sampling period.
[0051] In some implementations of this embodiment, the effective wheel speed is obtained based on the wheel speed of each wheel, and the first candidate reference vehicle speed is obtained based on the effective wheel speed. The calculation formula is:
[0052] in, For the The effective wheel speed of the effective wheel speed channel, is the wheel radius, is the number of effective wheel speed channels, It is the first alternative reference speed.
[0053] In some implementations of this embodiment, the second candidate reference vehicle speed is obtained based on the acceleration integral correction, and the calculation formula is:
[0054] wherein, is the longitudinal acceleration input by the external accelerometer, is the vehicle speed collected in the last sampling period.
[0055] In some embodiments of the present embodiment, when the first alternative reference vehicle speed is reliable, the first alternative reference vehicle speed is taken as the reference vehicle speed; when the first alternative reference vehicle speed is unreliable, the second alternative reference vehicle speed is taken as the reference vehicle speed, and the fusion formula is:
[0056] wherein, is the reference vehicle speed.
[0057] In some embodiments of the present embodiment, the calculation formula of the slip ratio of each wheel is:
[0058] wherein, is the reference vehicle speed, is the wheel radius.
[0059] In this way, the slip ratio directly calculated from the actual wheel speed and the reference vehicle speed directly reflects the situation of wheel lock or slip.
[0060] When the slip ratio is greater than the limit slip ratio or the wheel deceleration is too low, the brake hydraulic pressure is released; when the slip ratio is close to the limit slip ratio, the current pressure is maintained; after the wheel restores the grip, the brake force is gradually increased to ensure that the adjustment frequency when the ABS is involved is within 5-20 Hz.
[0061] In the case of accurately estimating or observing the driving torque, the brake torque and the driving wheel acceleration, the tire longitudinal force between the tire and the road can be calculated from these quantities. Further, the driving vertical load estimate value is estimated in real time, and the real-time longitudinal adhesion coefficient of the road is calculated.
[0062] In some embodiments of the present embodiment, the method for obtaining the peak value of the longitudinal adhesion coefficient is: The tire longitudinal force between the tire and the road is obtained , and the calculation formula is:
[0063] In the present embodiment, the vertical load estimate value is further calculated by the static load and the dynamic load transfer, and the calculation formula is:
[0064] Real-time longitudinal adhesion coefficient is obtained based on the vertical load estimation value and the longitudinal force between the tire and the road surface :
[0065] wherein, is the tire longitudinal force, is the driving torque, is the braking torque, is the driving wheel moment of inertia, is the driving wheel angular acceleration, is the vertical load, is the static load, is the dynamic load transfer, is the vehicle mass, is the longitudinal acceleration, is the center of mass height, is the wheelbase, is the longitudinal adhesion coefficient.
[0066] In the embodiment, the peak value of the longitudinal adhesion coefficient is obtained through the real-time longitudinal adhesion coefficient curve of the last adoption period calculated in real time, the pre-vehicle calibration adhesion coefficient-slip rate corresponding table is matched through the peak value of the longitudinal adhesion coefficient, and the optimal slip rate under the working condition is quickly matched through one-dimensional table lookup, so that the wheel can keep the longitudinal adhesion force to prevent the vehicle from slipping.
[0067] The method for obtaining the dynamic drag force is:
[0068] wherein, is the driving output torque, is the equivalent moment of inertia of the transmission system, is the driving wheel angular acceleration, is the effective radius of the tire, is the rolling resistance, is the air resistance.
[0069] In some embodiments of the embodiment, the rolling resistance , the air resistance , wherein is the rolling resistance coefficient, is the air resistance coefficient, is the windward area, is the vehicle speed.
[0070] In some embodiments of the embodiment, the drag force will change the driving wheel torque balance, causing the wheel speed to deviate from the expected value. According to this, the remaining error is corrected through PID closed-loop control, so as to calculate the driving torque :
[0071] in, is the error between the target wheel speed and the actual wheel speed, 、 、 They are the proportional gain coefficient, integral gain coefficient, and differential gain coefficient of PID closed-loop control respectively.
[0072] When the engine stalls, causing the vehicle to stall, the system quickly compensates for the drive torque to overcome the drivetrain resistance, thus achieving a smoother ride. When the motor regenerative torque is excessive, causing the wheels to lock, the system quickly limits the kinetic energy recovery torque amplitude to release the locked state.
[0073] like Figures 1-4 As shown, the main control chip calculates real-time vehicle information based on vehicle operating parameters, obtains specific vehicle operating conditions based on the real-time vehicle information, and obtains information on enabling ABS function strategy, TCS function strategy, and / or DTC function strategy based on the specific vehicle operating conditions. The drive controller controls the drive mechanism based on the information on enabling ABS function strategy, TCS function strategy, and / or DTC function strategy, including: A driving-braking torque coupling dynamic control model is established based on vehicle dynamics. When the instantaneous brake pedal force is greater than the actual vehicle calibration value or the wheel slip rate is greater than the first slip rate threshold, the ABS function strategy is triggered, the drive controller starts the hydraulic modulator, reduces the wheel braking force to the braking force threshold, and polls to determine whether the slip rate is reduced to the first slip rate threshold, so as to determine the wheel tire recovery braking force.
[0074] Specifically, the ABS function strategy controls the caliper to perform point braking, and the drive controller activates the hydraulic modulator through the solenoid valve.
[0075] The first slip ratio threshold is generally 20% to 30%, which is not limited in this embodiment.
[0076] A driving-braking torque coupling dynamic control model is established based on vehicle dynamics. When the accelerator pedal opening is greater than the accelerator pedal opening threshold and there is no braking signal, if the drive wheel slip rate is greater than the second slip rate threshold, the drive wheel is confirmed to be slipping, and the peak adhesion coefficient is calculated in real time to match the optimal slip rate. The TCS function strategy is triggered, and the drive controller suppresses slip by reducing the torque of the drive mechanism or activating the hydraulic modulator to increase the braking force of the drive wheel to the second braking force threshold. When the drive wheel slip rate is judged to be restored to the optimal slip rate by polling, it is judged that the tire has recovered its grip; When the polling determines that the drive wheel slip rate has not returned to the optimal slip rate, it is determined that the tire has not returned to the grip force, the drive controller continues to suppress the slip by reducing the torque of the drive mechanism, or starts the hydraulic modulator to increase the brake force of the drive wheel to the third brake force threshold, until the polling determines that the drive wheel slip rate returns to the optimal slip rate.
[0077] In some embodiments of the present embodiment, when the vehicle is a fuel vehicle, the drive mechanism is an engine, and when the vehicle is a new energy vehicle, the drive mechanism is an electric motor. The engine or the electric motor reduces the torque by driving the electromagnetic valve.
[0078] Specifically, the TCS function strategy controls the engine or the electric motor to reduce the torque. In addition, the TCS function strategy can also combine the ABS function strategy to brake the drive wheel.
[0079] The accelerator pedal opening threshold is 10% to 20%.
[0080] When the accelerator pedal opening is 0%, there is no brake signal, and the vehicle speed is greater than the vehicle speed threshold, the dynamic drag force is obtained The drive controller drives the drive mechanism to compensate the drive torque or reduces the recovery torque of the drive mechanism by PID calculation of the drive torque compensation, triggering the DTC function strategy; When the polling determines that the difference between the drive wheel speed and the non-drive wheel speed is less than the threshold, it is determined that the drag force control has reached a steady state. When the polling determines that the difference between the drive wheel speed and the non-drive wheel speed is greater than or equal to the threshold, it is determined that the drag force control has not reached a steady state, and the drive controller drives the drive mechanism to compensate the drive torque or reduces the recovery torque of the drive mechanism until the difference between the drive wheel speed and the non-drive wheel speed is less than the threshold.
[0081] When the vehicle is a fuel vehicle, the drive controller compensates the drive torque of the engine, and when the vehicle is a new energy vehicle, the drive controller reduces the recovery torque of the electric motor.
[0082] In some embodiments of the present embodiment, the vehicle speed threshold is 5 km / h to 10 km / h, which is not limited in the present embodiment.
[0083] In addition, the strategy request and vehicle state information that need to interact with other controllers are sent to the CAN network through the communication module, and finally the ABS controller directly operates the brake actuator, and the engine controller and the electric motor drive controller perform the torque increase or torque reduction operation in the corresponding working condition after receiving the strategy request on the CAN network. The method can greatly improve the accuracy of real-time working condition judgment of the vehicle, optimize the control effect of the ABS, and further improve the handling performance of the vehicle in emergency braking, large torque starting, or low speed sliding.
[0084] The application provides a TCS and DTC fusion control system based on ABS, which completely reuses the original hardware architecture of ABS. Figure 3 The wheel speed sensor is used to collect wheel speed information of the vehicle, an EWMA filter is used to smooth the original signal and remove noise points, the processed signal is used as an input for calculating real-time information of the vehicle, and the wheel speed, reference vehicle speed, slip rate, dynamic longitudinal adhesion coefficient peak value, driving torque and recovery torque are calculated to match the working condition of the vehicle and select the optimal control strategy. Finally, the ABS controller is used to directly control the brake actuator, and the torque control request is transmitted to the engine controller or motor drive controller through the CAN network, so that the torque is increased or decreased, and the vehicle handling performance in the corresponding working condition is greatly improved. The TCS and DTC fusion control system based on ABS has the characteristics of high integration and high reusability in hardware, and the function control logic independent judgment module has the advantages of high stability and strong robustness in software architecture. The technical scheme is universally applicable to any vehicle with ABS function, including small passenger cars, large commercial vehicles and motorcycles, and can be realized on fuel vehicles and new energy vehicles at the same time. According to the characteristics and needs of the vehicle, the control strategy can be customized to improve the overall handling performance of the vehicle, and the safety of the driver and passengers can also be greatly improved.
[0085] Obviously, those skilled in the art can make various modifications and variations to the present application without departing from the spirit and scope of the present application. Thus, if these modifications and variations of the present application belong to the scope of the claims of the present application and their equivalents, the present application also intends to include these modifications and variations.
Claims
1. A TCS and DTC fusion control system based on ABS, characterized in that: include: The sensor part is used to collect vehicle operating parameters; An ABS controller includes a main control chip and a data acquisition module, wherein the data acquisition module is electrically connected to the main control chip and receives the vehicle operating parameters and sends them to the main control chip; A drive controller electrically connected to the drive mechanism; The main control chip calculates the real-time information of the vehicle based on the vehicle operating parameters, obtains the specific operating condition of the vehicle according to the real-time information of the vehicle, obtains information on enabling the ABS function strategy, the TCS function strategy and / or the DTC function strategy based on the specific operating condition of the vehicle, and the drive controller executes the ABS function strategy, the TCS function strategy and / or the DTC function strategy.
2. The system according to claim 1, wherein: It also includes a power supply module and a communication module, the power supply module and the communication module are electrically connected to the main control chip, the power supply module supplies power to the data acquisition module, the main control chip and the communication module, the main control chip is connected to the vehicle CAN network through the communication module, and the vehicle CAN network is electrically connected to the drive controller.
3. The system according to claim 1, wherein: The real-time vehicle information includes a reference vehicle speed, a slip ratio of each wheel, a peak longitudinal adhesion coefficient, and a dynamic drag force.
4. The system according to claim 3, characterized in that The method for obtaining the reference vehicle speed is: Get the wheel speed of each wheel, the calculation formula is: in, is the number of teeth on the wheel ring gear, is the wheel speed pulse number, is the sampling period; The effective wheel speed is obtained based on the wheel speed of each wheel, the first alternative reference vehicle speed is obtained based on the effective wheel speed, and the second alternative reference vehicle speed is obtained based on the acceleration integral correction. The calculation formula is: in, For the The effective wheel speed of the effective wheel speed channel, is the wheel radius, is the number of effective wheel speed channels, is the first alternative reference speed; in, is the longitudinal acceleration input from the external accelerometer, is the vehicle speed collected in the previous sampling period, is the second alternative reference speed; When the first alternative reference speed is credible, the first alternative reference speed is used as the reference speed; when the first alternative reference speed is not credible, the second alternative reference speed is used as the reference speed.
5. The system according to claim 3, wherein: The calculation formula of the slip ratio of each wheel is: in, is the reference speed, is the wheel radius, is the wheel speed.
6. The system according to claim 1, wherein: The method for obtaining the peak value of the longitudinal adhesion coefficient is: Get the longitudinal force between the tire and the road , the calculation formula is: in, is the driving torque, is the braking torque, is the driving wheel moment of inertia, is the effective radius of the tire, is the driving wheel angular acceleration; Calculate vertical load estimates from static and dynamic load transfers , the calculation formula is: in, is the static load, For dynamic load transfer, is the vehicle mass, is the longitudinal acceleration, is the height of the center of mass, is the wheelbase; Get real-time longitudinal adhesion coefficient based on vertical load estimation and longitudinal force between tire and road surface : 。 7. The system according to claim 1, wherein: The calculation formula of the dynamic drag force is: in, is the drive output torque, is the equivalent moment of inertia of the transmission system, is the driving wheel angular acceleration, is the effective radius of the tire, is the rolling resistance, is the air resistance.
8. The system according to claim 1, wherein: The main control chip calculates real-time vehicle information based on the vehicle operating parameters, obtains specific vehicle operating conditions based on the real-time vehicle information, obtains information for enabling an ABS function strategy, a TCS function strategy, and / or a DTC function strategy based on the specific vehicle operating conditions, and the drive controller executes the ABS function strategy, the TCS function strategy, and / or the DTC function strategy, including: When the instantaneous brake pedal force is greater than the actual vehicle calibration value or the slip rate of the wheel is greater than the first slip rate threshold, the ABS function strategy is triggered, the drive controller starts the hydraulic modulator, reduces the braking force of the wheel to the braking force threshold, and polls to determine whether the slip rate is reduced to the first slip rate threshold, so as to determine whether the tire of the wheel has recovered the braking force.
9. The system according to claim 1, wherein: The main control chip calculates real-time vehicle information based on the vehicle operating parameters, obtains specific vehicle operating conditions based on the real-time vehicle information, obtains information for enabling an ABS function strategy, a TCS function strategy, and / or a DTC function strategy based on the specific vehicle operating conditions, and the drive controller executes the ABS function strategy, the TCS function strategy, and / or the DTC function strategy, including: When the accelerator pedal opening is greater than the accelerator pedal opening threshold and there is no braking signal, if the drive wheel slip ratio is greater than the second slip ratio threshold, the drive wheel is confirmed to be slipping, and the peak adhesion coefficient is calculated in real time to match the optimal slip ratio, triggering the TCS function strategy. The drive controller suppresses slip by reducing the torque of the drive mechanism or activates the hydraulic modulator to increase the braking force of the drive wheel to the second braking force threshold; When the wheel polling determines that the slip ratio of the driving wheel has returned to the optimal slip ratio, it is used to determine whether the tire has recovered its grip; When polling determines that the driving wheel slip rate has not returned to the optimal slip rate, thereby determining that the tire has not recovered grip, the drive controller continues to suppress slip by reducing the torque of the drive mechanism, or starts the hydraulic modulator to increase the braking force of the driving wheel to a third braking force threshold until polling determines that the driving wheel slip rate has returned to the optimal slip rate.
10. The system according to claim 1, wherein: The main control chip calculates real-time vehicle information based on the vehicle operating parameters, obtains specific vehicle operating conditions based on the real-time vehicle information, obtains information for enabling an ABS function strategy, a TCS function strategy, and / or a DTC function strategy based on the specific vehicle operating conditions, and the drive controller executes the ABS function strategy, the TCS function strategy, and / or the DTC function strategy, including: When the accelerator pedal opening is 0%, there is no brake signal and the vehicle speed is greater than the speed threshold, dynamic drag force is obtained. , the driving torque compensation is calculated by PID, and the DTC function strategy is triggered. The driving controller drives the torque compensation through the driving mechanism or reduces the recovery torque of the driving mechanism; When the difference between the driving wheel speed and the non-driving wheel speed is less than the calibration threshold, it is judged that the drag force control has reached a steady state; When polling determines that the difference between the driving wheel speed and the non-driving wheel speed is greater than or equal to a calibrated threshold, it is determined that the drag force control has not reached a steady state. The drive controller drives the torque compensation of the driving mechanism or reduces the recovery torque of the driving mechanism until the difference between the driving wheel speed and the non-driving wheel speed is less than the calibrated threshold.