CN113879282A - Automatic-driving vehicle rollover prevention control method - Google Patents
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
- B60W30/02—Control of vehicle driving stability
- B60W30/04—Control of vehicle driving stability related to roll-over prevention
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W40/00—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models
- B60W40/10—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models related to vehicle motion
- B60W40/112—Roll movement
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
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- B60W60/00—Drive control systems specially adapted for autonomous road vehicles
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- B60W60/0015—Planning or execution of driving tasks specially adapted for safety
- B60W60/0016—Planning or execution of driving tasks specially adapted for safety of the vehicle or its occupants
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- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
- B60W2050/0001—Details of the control system
- B60W2050/0002—Automatic control, details of type of controller or control system architecture
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Abstract
The invention discloses an automatic driving vehicle rollover prevention control method, which comprises the following steps: s1, constructing a transverse load transfer rate threshold value by taking the transverse load transfer rate as a vehicle rollover definition index; s2, in the running process of the vehicle, when the absolute value of the actual transverse load transfer rate is smaller than the transverse load transfer rate threshold value, the vehicle runs normally; when the absolute value of the actual lateral load transfer rate is greater than the lateral load transfer rate threshold value, the front outer wheel and the rear inner wheel with respect to the steering direction are selected as braking wheels, and when the vehicle is oversteered, braking is applied to the front outer wheel, and when the vehicle is understeered, braking is applied to the rear inner wheel. The invention can effectively improve the turning stability of the vehicle, reduce the occurrence of vehicle rollover and has good control effect.
Description
Technical Field
The invention relates to the technical field of automobile driving, in particular to an automatic-driving vehicle rollover prevention control method.
Background
With the rapid development of the automobile industry, the automobile holding amount is continuously increased worldwide, and the automobile plays an increasingly important role in the daily life of human beings and becomes an indispensable main vehicle for human beings. The improvement of engine technology and the development of automobile electronic control technology further improve the running speed, thereby causing the problem of automobile running safety. Meanwhile, in all traffic accidents, the rollover of the vehicle is a dangerous and serious traffic accident, and the lateral stability of the vehicle arouses attention of people due to the increase of the ratio of human life and property loss caused by the rollover accident of the vehicle and secondary accidents caused by the rollover. With the development of unmanned vehicles, how to provide a control method suitable for rollover of an automatic vehicle becomes a technical problem to be solved urgently by the applicant.
Disclosure of Invention
The invention aims to provide an automatic-driving vehicle rollover prevention control method. The invention can effectively improve the turning stability of the vehicle, reduce the occurrence of vehicle rollover and has good control effect.
The technical scheme of the invention is as follows: an automatic driving vehicle rollover prevention control method comprises the following steps:
s1, constructing a transverse load transfer rate threshold value by taking the transverse load transfer rate as a vehicle rollover definition index;
s2, in the running process of the vehicle, when the absolute value of the actual transverse load transfer rate is smaller than the transverse load transfer rate threshold value, the vehicle runs normally; when the absolute value of the actual lateral load transfer rate is greater than the lateral load transfer rate threshold value, the front outer wheel and the rear inner wheel with respect to the steering direction are selected as braking wheels, and when the vehicle is oversteered, braking is applied to the front outer wheel, and when the vehicle is understeered, braking is applied to the rear inner wheel.
In the above method for controlling rollover prevention of an automatically driven vehicle, the lateral load transfer rate is calculated as follows:
with the vehicle stationary, the vertical load of each tire is obtained:
in the formula: fzIs the vertical load of the tire; fl, fr, rl, rr respectively represent front left, front right, rear left, and rear right wheels, where i ═ f, r respectively represent front tires and rear tires, and j ═ l, r respectively represent left tires and right tires; m is the wheel mass; g is the acceleration of gravity; a. b represents the center distance from the center of mass of the vehicle to the front and rear axes respectively; l is the wheelbase;
the amount of change in the vertical load of each tire during turning of the vehicle is expressed as follows:
in the formula: Δ Fzfl、ΔFzfrThe vertical load variation, Δ F, of the front left and front and rear tires, respectivelyzrl、ΔFzrrThe vertical load variation of the rear left tire and the rear right tire respectively; a isyIs the lateral acceleration; phi is a vehicle roll angle; kφiRoll stiffness for front and rear suspensions; cφiDamping for front and rear suspensions; h is the distance from the center of mass to the roll axis; k is a wheel track;
obtaining the vertical load of each tire during the turning driving of the vehicle according to the variation of the vertical load of each tire during the turning driving of the vehicle:
the amount of change in the vertical load of each tire during braking of the vehicle is expressed as follows:
obtaining the vertical load of each tire in the vehicle braking process according to the variation of the vertical load of each tire in the vehicle braking process:
in the formula: a isxIs the braking deceleration; k is a radical offThe chassis suspension front spring rate; k is a radical ofrThe chassis suspension rear spring rate; theta is the pitching angular displacement generated when the vehicle brakes;
when the vehicle is braked in a turning way, the vertical load of each tire in the turning braking way of the vehicle is obtained according to the vertical load of each tire when the vehicle is static, the vertical load of each tire in the turning running way of the vehicle and the vertical load of each tire in the braking way of the vehicle:
and then obtaining the lateral load transfer rate according to the vertical load of each tire when the vehicle is stationary, when the vehicle turns, when the vehicle is braked and when the vehicle turns:
in the above method for controlling automatic driving vehicle to prevent rollover, the domain of the lateral load transfer rate is [0,1], and the threshold value of the lateral load transfer rate is 0.8-0.85.
In the above-mentioned method for controlling the automatic driving vehicle to prevent the rollover, in step S2, the braking force applied to the wheels is obtained by outputting an additional yaw moment distribution through the rollover prevention controller, wherein the rollover prevention controller uses fuzzy control, the reference yaw rate and the change rate of the yaw rate of the vehicle are used as the input of the rollover prevention controller, and the additional yaw moment is the output of the rollover prevention controller.
In the above-mentioned automatic driving vehicle rollover prevention control method, the additional yaw moment output by the rollover prevention controller makes the reference yaw rate of the vehicle approach the target yaw rate; wherein the reference yaw rate and the target yaw rate are calculated as follows:
establishing a linear two-degree-of-freedom front wheel steering model:
in the formula: omegarThe yaw angular velocity; beta is the centroid slip angle; u is the vehicle speed; m issIs a sprung mass; k is a radical ofaijFor tire cornering stiffness, EijAs roll turning coefficient, δijA wheel, a corner, where i ═ f, r denote front and rear tires, respectively, and j ═ l, r denote left and right tires, respectively;
the cornering stiffness values of the left wheel and the right wheel are equal and are simplified to kαfl＝kαfr＝kaf、kαrl＝kαrr＝kαrAnd obtaining a relational expression of the external force, the external moment and the motion parameters of the whole vehicle:
in the formula: v is the wheel linear velocity; i iszThe moment of inertia of the whole vehicle around the Z axis;
taking Xs＝[ωr β]TIs a state variable, Us＝δfFor input variables, the linear two-degree-of-freedom front wheel steering model is converted into a state equation:
in the formula:
obtaining a transfer function of the yaw rate relative to the front wheel steering angle by the pull type change of the state equation, and further taking the yaw rate of the linear two-degree-of-freedom front wheel steering model as a reference yaw rate of the actual vehicle:
ωrd＝Hωrδf；
in the formula:
when the vehicle turns, under the action of the road adhesion coefficient, the value of the yaw rate is as follows:
obtaining a target yaw velocity according to the value range of the yaw velocity and the reference yaw velocity:
compared with the prior art, the method has the advantages that the transverse load transfer rate is used as the vehicle rollover definition index, and the transverse load transfer rate threshold value is constructed; in the running process of the vehicle, when the absolute value of the actual transverse load transfer rate is smaller than the transverse load transfer rate threshold value, the vehicle runs normally; when the absolute value of the actual lateral load transfer rate is greater than the lateral load transfer rate threshold value, the front outer wheel and the rear inner wheel with respect to the steering direction are selected as braking wheels, and when the vehicle is oversteered, braking is applied to the front outer wheel, and when the vehicle is understeered, braking is applied to the rear inner wheel. Therefore, the invention utilizes the transverse load transfer rate as the standard of the vehicle running stability to judge whether the vehicle turns over during the running process and carries out anti-rollover control according to the value so as to achieve the purposes of restraining the over-steering/under-steering of the vehicle and improving the vehicle control stability and the running safety. The invention can effectively improve the operation stability of the vehicle in the steering process, and can also avoid the condition that the vehicle enters a dangerous limit driving state in the turning driving process in advance, thereby greatly improving the active safety of the vehicle. The invention can effectively meet the requirements of unmanned and automatic driving vehicles and has wide application prospect.
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FIG. 1 is a schematic diagram of the framework of the present invention;
fig. 2 is a graph showing changes in yaw load transfer rate in a simulation analysis.
Detailed Description
The invention is further illustrated by the following figures and examples, which are not to be construed as limiting the invention.
Example (b): an automatic driving vehicle rollover prevention control method is shown in fig. 1 and comprises the following steps:
s1, constructing a transverse load transfer rate threshold value by taking the transverse load transfer rate as a vehicle rollover definition index;
in this embodiment, the selected tire model is a Magic Formula tire model, and the lateral load transfer rate is calculated as follows:
with the vehicle stationary, the vertical load of each tire is obtained:
in the formula: fzIs the vertical load of the tire; fl, fr, rl, rr respectively represent front left, front right, rear left, and rear right wheels, where i ═ f, r respectively represent front tires and rear tires, and j ═ l, r respectively represent left tires and right tires; m is the wheel mass; g is the acceleration of gravity; a. b represents the center distance from the center of mass of the vehicle to the front and rear axes respectively; l is the wheelbase;
the amount of change in the vertical load of each tire during turning of the vehicle is expressed as follows:
in the formula: Δ Fzfl、ΔFzfrThe vertical load variation, Δ F, of the front left and front and rear tires, respectivelyzrl、ΔFzrrThe vertical load variation of the rear left tire and the rear right tire respectively; a isyIs the lateral acceleration; phi is a vehicle roll angle; kφiRoll stiffness for front and rear suspensions; cφiDamping for front and rear suspensions; h is the distance from the center of mass to the roll axis; k is a wheel track;
obtaining the vertical load of each tire during the turning driving of the vehicle according to the variation of the vertical load of each tire during the turning driving of the vehicle:
the amount of change in the vertical load of each tire during braking of the vehicle is expressed as follows:
obtaining the vertical load of each tire in the vehicle braking process according to the variation of the vertical load of each tire in the vehicle braking process:
in the formula: a isxIs the braking deceleration; k is a radical offThe chassis suspension front spring rate; k is a radical ofrThe chassis suspension rear spring rate; theta is the pitching angular displacement generated when the vehicle brakes;
when the vehicle is braked in a turning way, the vertical load of each tire in the turning braking way of the vehicle is obtained according to the vertical load of each tire when the vehicle is static, the vertical load of each tire in the turning running way of the vehicle and the vertical load of each tire in the braking way of the vehicle:
and then obtaining the lateral load transfer rate according to the vertical load of each tire when the vehicle is stationary, when the vehicle turns, when the vehicle is braked and when the vehicle turns:
according to the above formula, in an ideal state of the vehicle, the loads of the left tire and the right tire are equal, that is, the lateral load transfer rate is 0, and when the one wheel leaves the ground, it is considered that the vehicle will roll over, and at this time, the lateral load transfer rate is 1, so that the definition domain of the lateral load transfer rate in this embodiment is [0,1 ]. During the travel of the vehicle, the lateral load transfer rate threshold value is set to 0.8 for safety devices.
S2, in the running process of the vehicle, when the absolute value of the actual transverse load transfer rate is smaller than the transverse load transfer rate threshold value, the vehicle runs normally; when the absolute value of the actual lateral load transfer rate is greater than the lateral load transfer rate threshold value, the vehicle is considered to be at risk of rollover, at the moment, a front outer wheel and a rear inner wheel relative to the steering direction are selected as braking wheels, when the vehicle is over-steered, braking is applied to the front outer wheel, and when the vehicle is under-steered, braking is applied to the rear inner wheel.
In this embodiment, the braking force applied to the wheels is obtained by outputting an additional yaw moment distribution through the rollover prevention controller, wherein the rollover prevention controller adopts fuzzy control, the reference yaw rate and the change rate of the yaw rate of the vehicle are used as the input of the rollover prevention controller, and the additional yaw moment is the output of the rollover prevention controller.
The additional yaw moment output by the rollover prevention controller enables the reference yaw velocity of the vehicle to approach the target yaw velocity, so that the lateral load transfer rate is reduced, and rollover is prevented; in this embodiment, the additional yaw moment is derived from the vertical loads of the respective tires calculated in the foregoing using a vehicle operation dynamics model expressed as:
in the formula: fyijAs a lateral force of each wheel, Fyij＝kαijαtjj；FxThe braking force of each wheel;
the additional yaw force output by the rollover prevention controller is expressed as:
further, the reference yaw rate and the target yaw rate are calculated as follows:
establishing a linear two-degree-of-freedom front wheel steering model:
in the formula: omegarThe yaw angular velocity; beta is the centroid slip angle; u is the vehicle speed; m issIs a sprung mass; k is a radical ofαijFor tire cornering stiffness, EijAs roll turning coefficient, δijA wheel, a corner, where i ═ f, r denote front and rear tires, respectively, and j ═ l, r denote left and right tires, respectively;
the cornering stiffness values of the left wheel and the right wheel are equal and are simplified to kαfl＝kαfr＝kαf、kαrl＝kαrr＝kαrAnd obtaining a relational expression of the external force, the external moment and the motion parameters of the whole vehicle:
in the formula: v is the wheel linear velocity; i iszThe moment of inertia of the whole vehicle around the Z axis;
taking Xs＝[ωr β]TIs a state variable, Us＝δfFor input variables, the linear two-degree-of-freedom front wheel steering model is converted into a state equation:
in the formula:
obtaining a transfer function of the yaw rate relative to the front wheel steering angle by the pull type change of the state equation, and further taking the yaw rate of the linear two-degree-of-freedom front wheel steering model as a reference yaw rate of the actual vehicle:
ωrd＝Hωrδf；
in the formula:
when the vehicle turns, under the action of the road adhesion coefficient, the value of the yaw rate is as follows:
obtaining a target yaw velocity according to the value range of the yaw velocity and the reference yaw velocity:
therefore, the invention utilizes the transverse load transfer rate as the standard of the vehicle running stability to judge whether the vehicle turns over during the running process and carries out anti-rollover control according to the value so as to achieve the purposes of restraining the over-steering/under-steering of the vehicle and improving the vehicle control stability and the running safety.
To verify the effectiveness of the present invention, it was verified that oversteer of the steering wheel is the roll stability of the vehicle by simulating the vehicle turn. A yaw load transfer rate graph is obtained by simulation, as shown in fig. 2. As can be seen from FIG. 2, the method for controlling the vehicle to prevent the vehicle from rolling over can reduce the lateral load transfer of the vehicle and control the lateral load transfer rate to be mostly below 0.8, which shows that the method can effectively reduce the load transfer of the left and right wheels during steering, reduce the possibility of the vehicle rolling over and improve the running stability of the vehicle.
Claims (5)
1. An automatic vehicle rollover prevention control method is characterized in that: the method comprises the following steps:
s1, constructing a transverse load transfer rate threshold value by taking the transverse load transfer rate as a vehicle rollover definition index;
s2, in the running process of the vehicle, when the absolute value of the actual transverse load transfer rate is smaller than the transverse load transfer rate threshold value, the vehicle runs normally; when the absolute value of the actual lateral load transfer rate is greater than the lateral load transfer rate threshold value, the front outer wheel and the rear inner wheel with respect to the steering direction are selected as braking wheels, and when the vehicle is oversteered, braking is applied to the front outer wheel, and when the vehicle is understeered, braking is applied to the rear inner wheel.
2. The autonomous-vehicle rollover prevention control method according to claim 1, wherein: the lateral load transfer rate is calculated as follows:
with the vehicle stationary, the vertical load of each tire is obtained:
in the formula: fzIs the vertical load of the tire; fl, fr, rl, rr respectively represent front left, front right, rear left, and rear right wheels, where i ═ f, r respectively represent front tires and rear tires, and j ═ l, r respectively represent left tires and right tires; m is the wheel mass; g is the acceleration of gravity; a. b represents the center distance from the center of mass of the vehicle to the front and rear axes respectively; l is the wheelbase;
the amount of change in the vertical load of each tire during turning of the vehicle is expressed as follows:
in the formula: Δ Fzfl、ΔFzfrThe vertical load variation, Δ F, of the front left and front and rear tires, respectivelyzrl、ΔFzrrThe vertical load variation of the rear left tire and the rear right tire respectively; a isyIs the lateral acceleration; phi is a vehicle roll angle; kφiRoll stiffness for front and rear suspensions; cφiDamping for front and rear suspensions; h is the distance from the center of mass to the roll axis; k is a wheel track;
obtaining the vertical load of each tire during the turning driving of the vehicle according to the variation of the vertical load of each tire during the turning driving of the vehicle:
the amount of change in the vertical load of each tire during braking of the vehicle is expressed as follows:
obtaining the vertical load of each tire in the vehicle braking process according to the variation of the vertical load of each tire in the vehicle braking process:
in the formula: a isxIs the braking deceleration; k is a radical offThe chassis suspension front spring rate; k is a radical ofrThe chassis suspension rear spring rate; theta is the pitching angular displacement generated when the vehicle brakes;
when the vehicle is braked in a turning way, the vertical load of each tire in the turning braking way of the vehicle is obtained according to the vertical load of each tire when the vehicle is static, the vertical load of each tire in the turning running way of the vehicle and the vertical load of each tire in the braking way of the vehicle:
and then obtaining the lateral load transfer rate according to the vertical load of each tire when the vehicle is stationary, when the vehicle turns, when the vehicle is braked and when the vehicle turns:
3. the automated driven vehicle rollover prevention control method of claim 2, wherein: the definition domain of the transverse load transfer rate is [0,1], and the threshold value of the transverse load transfer rate is 0.8.
4. The automated driven vehicle rollover prevention control method of claim 2, wherein: in step S2, the braking force applied to the wheels is obtained by outputting an additional yaw moment allocation through the rollover prevention controller, wherein the rollover prevention controller uses fuzzy control, the reference yaw rate and the change rate of the yaw rate of the vehicle are used as the input of the rollover prevention controller, and the additional yaw moment is the output of the rollover prevention controller.
5. The autonomous-vehicle rollover prevention control method according to claim 4, wherein: the additional yaw moment output by the rollover prevention controller enables the reference yaw velocity of the vehicle to approach the target yaw velocity; wherein the reference yaw rate and the target yaw rate are calculated as follows:
establishing a linear two-degree-of-freedom front wheel steering model:
in the formula: omegarThe yaw angular velocity; beta is the centroid slip angle; u is the vehicle speed; m issIs a sprung mass; k is a radical ofaijFor tire cornering stiffness, EijAs roll turning coefficient, δijA wheel, a corner, where i ═ f, r denote front and rear tires, respectively, and j ═ l, r denote left and right tires, respectively;
the cornering stiffness values of the left wheel and the right wheel are equal and are simplified to kαfl＝kafr＝kαf、kαrl＝kαrr＝karAnd obtaining a relational expression of the external force, the external moment and the motion parameters of the whole vehicle:
in the formula: v is the wheel linear velocity; i iszThe moment of inertia of the whole vehicle around the Z axis;
taking Xs＝[ωr β]TIs a state variable, Us＝δfFor input variables, the linear two-degree-of-freedom front wheel steering model is converted into a state equation:
in the formula:
obtaining a transfer function of the yaw rate relative to the front wheel steering angle by the pull type change of the state equation, and further taking the yaw rate of the linear two-degree-of-freedom front wheel steering model as a reference yaw rate of the actual vehicle:
ωrd＝Hωrδf；
in the formula:
when the vehicle turns, under the action of the road adhesion coefficient, the value of the yaw rate is as follows:
obtaining a target yaw velocity according to the value range of the yaw velocity and the reference yaw velocity:
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| CN115465258A (en) * | 2022-08-30 | 2022-12-13 | 石家庄铁道大学 | Vehicle rollover prevention method and device, terminal and storage medium |
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