CN112046456A - Anti-lock control method and control device for electro-hydraulic composite braking - Google Patents
Anti-lock control method and control device for electro-hydraulic composite braking Download PDFInfo
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- CN112046456A CN112046456A CN202010837141.4A CN202010837141A CN112046456A CN 112046456 A CN112046456 A CN 112046456A CN 202010837141 A CN202010837141 A CN 202010837141A CN 112046456 A CN112046456 A CN 112046456A
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
- B60T8/17—Using electrical or electronic regulation means to control braking
- B60T8/1755—Brake regulation specially adapted to control the stability of the vehicle, e.g. taking into account yaw rate or transverse acceleration in a curve
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L7/00—Electrodynamic brake systems for vehicles in general
- B60L7/10—Dynamic electric regenerative braking
- B60L7/18—Controlling the braking effect
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Abstract
The application discloses an anti-lock control method and a control device for electro-hydraulic composite braking. The control method comprises the step of judging whether the wheel locking braking force is larger than the maximum feedback braking force of the motor and the road surface type, wherein the road surface type comprises a single road surface, a butt joint road surface and an opposite opening road surface. If the wheel locking braking force is larger than the maximum feedback braking force of the motor, the motor braking force is used for braking the vehicle, and the anti-lock braking system is adjusted only according to the hydraulic pressure. And if the wheel locking braking force is smaller than the maximum feedback braking force of the motor and is a single road surface or an opposite road surface, controlling the braking force of the motor to be a relatively constant value and combining a hydraulic regulation anti-lock system. And if the wheel locking braking force is smaller than the maximum feedback braking force of the motor and is a butt-joint road surface, controlling the braking force of the motor to change along with the coefficient change, and regulating the anti-lock system in real time by combining hydraulic pressure. According to the anti-lock system, in the anti-lock function triggering process, the motor can recover energy at the same time, and the scheme of the traditional hydraulic control anti-lock system is not changed.
Description
Technical Field
The application relates to the technical field of automobile electronic control, in particular to an anti-lock control method and a control device for electro-hydraulic composite braking.
Background
At present, an electric automobile driven by a hub motor generally adopts an electro-hydraulic Brake anti-lock Brake System (ABS) control System, i.e. combines hydraulic braking and motor braking, and fully utilizes the good complementarity of the hydraulic braking and the motor braking. In addition, if the feedback braking of the motor is directly added to the braking system of the original traditional vehicle, because the traditional hydraulic braking system on the vehicle still plays a role during braking, and when the feedback braking of the motor is additionally added, if the feedback braking force is too large, the braking wheel is easy to lock and slip due to too large braking force, so that the vehicle is dangerous, if the feedback braking force is too small, the braking energy capable of being recovered is also small, and the effect of increasing the driving mileage is not obvious.
At present, in an ABS control method in an electro-hydraulic composite braking system, when an ABS function is triggered, an energy recovery function fed back by a motor of a traditional new energy vehicle exits, and the energy recovery function of the motor can not be realized while the ABS function works.
Disclosure of Invention
The embodiment of the application provides an anti-lock control method and a control device for electro-hydraulic composite braking.
The embodiment of the application provides an anti-lock control method of electro-hydraulic composite braking. The control method comprises the following steps: judging whether the wheel locking braking force is larger than the maximum feedback braking force of the motor and the road surface type, wherein the road surface type comprises a single road surface with the same adhesion coefficient, a butt joint road surface with different front and back adhesion coefficients and a split road surface with different left and right adhesion coefficients; if the wheel locking braking force is larger than the maximum feedback braking force of the motor, the motor braking force is used for braking the vehicle, and an anti-lock system is adjusted only according to hydraulic pressure; if the wheel locking braking force is smaller than the maximum feedback braking force of the motor and is the single road surface or the opposite road surface, controlling the braking force of the motor to be a relatively constant value, and regulating the anti-lock system by combining the hydraulic pressure; and if the wheel locking braking force is smaller than the maximum feedback braking force of the motor and is the butt joint road surface, controlling the braking force of the motor to change along with the change of the coefficient, and regulating the anti-lock system in real time by combining the hydraulic pressure.
The embodiment of the application provides an anti-lock brake control device for electro-hydraulic composite braking. The control device comprises a judgment module, a first control module, a second control module and a third control module. The judgment module is used for judging whether the wheel locking braking force is larger than the maximum feedback braking force of the motor and the road surface type, wherein the road surface type comprises a single road surface with the same adhesion coefficient, a butt joint road surface with different front and back adhesion coefficients and a split road surface with different left and right sides of the adhesion coefficient; the first control module is used for applying the motor braking force to vehicle braking and only adjusting an anti-lock braking system according to hydraulic pressure if the wheel locking braking force is larger than the maximum feedback braking force of the motor; the second control module is used for controlling the braking force of the motor to be a relatively constant value and combining the hydraulic pressure to regulate the anti-lock system if the wheel locking braking force is smaller than the maximum feedback braking force of the motor and is the single road surface or the opposite road surface; and the third control module is used for controlling the braking force of the motor to change along with the change of the coefficient if the wheel locking braking force is smaller than the maximum feedback braking force of the motor and is the butt joint road surface, and adjusting the anti-lock system in real time by combining the hydraulic pressure.
According to the anti-lock control method and the control device for the electro-hydraulic composite brake, in the anti-lock function triggering process, the motor simultaneously recovers energy to prolong the endurance mileage of the electric automobile and participate in wheel anti-lock control force adjustment. In addition, the control method can also adjust the braking force of the motor according to the change of the road surface, and simultaneously does not change the scheme of the traditional hydraulic control anti-lock braking system, so that the vehicle can achieve the optimal slip rate in the running process on different road surfaces, thereby achieving the optimal braking effect.
Additional aspects and advantages of embodiments of the present application will be set forth in part in the description which follows and, in part, will be obvious from the description, or may be learned by practice of the present application.
Drawings
The above and/or additional aspects and advantages of the present application will become apparent and readily appreciated from the following description of the embodiments, taken in conjunction with the accompanying drawings of which:
FIG. 1 is a schematic flow chart of an anti-lock control method according to certain embodiments of the present application;
FIG. 2 is a schematic view of an antilock control device according to some embodiments of the present application;
FIG. 3 is a schematic illustration of the braking force of a vehicle according to certain embodiments of the present application on a single road surface and a highly-attached road surface;
FIG. 4 is a schematic illustration of the braking force of a vehicle according to certain embodiments of the present application on a single road surface and a medium-low attachment road surface;
FIG. 5 is a schematic illustration of the braking force of a vehicle according to certain embodiments of the present application in docking with a road surface;
FIG. 6 is a schematic illustration of the braking force of the vehicle of FIG. 5 at a high-attachment to low-attachment docking point of a docking surface;
FIG. 7 is a schematic flow chart illustrating the process of adjusting wheel antilock control forces when the vehicle is in a high attachment to low attachment of the docking surface;
FIG. 8 is a schematic illustration of the braking force of the vehicle of FIG. 5 at a low-attachment to high-attachment docking point of a docking surface;
FIG. 9 is a schematic flow chart illustrating the process of adjusting wheel antilock control forces when the vehicle is in a low attachment to high attachment of the docking surface;
FIG. 10 is a schematic flow chart illustrating a process for determining a road surface type in an anti-lock control method according to some embodiments of the present disclosure;
FIG. 11 is a schematic diagram of a determination module of an antilock control device according to some embodiments of the present disclosure;
FIG. 12 is a schematic flow chart illustrating a process for determining a road surface type in an anti-lock control method according to some embodiments of the present disclosure;
FIG. 13 is a schematic diagram of an estimation unit in an anti-lock control device according to some embodiments of the present application;
FIG. 14 is a schematic diagram illustrating the identification of an estimate of a minimum value of wheel antilock control force when the vehicle is in a high attachment to low attachment to the road surface;
FIG. 15 is a schematic diagram of the principle of identification of an estimated value of the minimum value of wheel anti-lock control force when the vehicle is in a low-attachment to high-attachment condition with respect to the road surface.
Detailed Description
Reference will now be made in detail to embodiments of the present application, examples of which are illustrated in the accompanying drawings, wherein like or similar reference numerals refer to the same or similar elements or elements having the same or similar function throughout. The embodiments described below by referring to the drawings are exemplary only for the purpose of explaining the embodiments of the present application, and are not to be construed as limiting the embodiments of the present application.
At present, in an anti-lock control method in an electro-hydraulic composite braking system, when an anti-lock function of a traditional new energy vehicle is triggered, an energy recovery function fed back by a motor is quitted, and the energy recovery function of the motor can not be realized while the anti-lock function works.
In order to solve the above problem, referring to fig. 1, the present application provides an anti-lock control method of electro-hydraulic hybrid braking. The control method comprises the following steps:
s12: judging whether the wheel locking braking force is larger than the maximum feedback braking force of the motor and the road surface type, wherein the road surface type comprises a single road surface with the same adhesion coefficient, a butt joint road surface with different adhesion coefficients at the front and the back and an opposite opening road surface with different adhesion coefficients at the left and the right;
s14: if the wheel locking braking force is larger than the maximum feedback braking force of the motor, the motor braking force is used for braking the vehicle, and the anti-lock system is adjusted only according to the hydraulic pressure;
s16: if the wheel locking braking force is smaller than the maximum feedback braking force of the motor and is a single road surface or an opposite open road surface, controlling the braking force of the motor to be a relatively constant value and combining a hydraulic pressure regulation anti-lock system;
s18: if the wheel locking braking force is smaller than the maximum feedback braking force of the motor and is a butt-joint road surface, the braking force of the motor is controlled to change along with the coefficient change, and an anti-lock system is adjusted in real time by combining hydraulic pressure.
Referring to fig. 2, the present application also provides an anti-lock control device 10 for electro-hydraulic hybrid braking. The development device 10 of the vehicle gateway controller comprises a judgment module 12, a first control module 14, a second control module 16 and a third control module 18.
The step S12 may be implemented by the determination module 12, the step S14 may be implemented by the first control module 14, the step S16 may be implemented by the second control module 16, and the step S18 may be implemented by the third control module 18. That is, the determining module 12 is configured to determine whether the wheel locking braking force is greater than the maximum feedback braking force of the motor and the road surface type, where the road surface type includes a single road surface with the same adhesion coefficient, a butt joint road surface with different adhesion coefficients before and after, and an open road surface with different adhesion coefficients on the left and right sides; the first control module 14 is used for applying the motor braking force to vehicle braking and adjusting an anti-lock braking system only according to hydraulic pressure if the wheel locking braking force is larger than the maximum feedback braking force of the motor; the second control module 16 is used for controlling the braking force of the motor to be a relatively constant value and combining a hydraulic pressure regulation anti-lock system if the wheel locking braking force is smaller than the maximum feedback braking force of the motor and is a single road surface or an opposite open road surface; the third control module 18 is used for controlling the braking force of the motor to change along with the coefficient change if the wheel locking braking force is smaller than the maximum feedback braking force of the motor and is a butt joint road surface, and adjusting the anti-lock system in real time by combining hydraulic pressure.
It will be appreciated that the wheel lock brake pressure is a threshold value that triggers the activation of the anti-lock system, and that the wheel lock brake pressure is relatively fixed. The above-described solutions are three solutions in parallel, and are anti-lock control methods of electro-hydraulic hybrid braking that consider the situations that may be encountered when the same vehicle travels on different roads.
The anti-lock control force of the wheels is changed in real time on the assumption that the road surface is a single road surface. As can be appreciated, as the slip ratio of the wheel becomes larger, the Electronic Stability Program (ESP) controls the reduction of the wheel lock brake pressure, and the anti-lock brake control force becomes smaller. Conversely, when the slip rate of the wheel is reduced, the electronic vehicle body stabilizing system controls the locked brake pressure of the wheel to be increased, and the anti-lock brake control force of the wheel is increased. The slip ratio calculation formula of the wheel is as follows:
where V1 is the vehicle speed, V2 is the wheel speed, and S is the slip ratio. The slip rate greatly affects the brake adhesion coefficient a and the lateral adhesion coefficient b of the automobile wheels, thereby affecting the brake performance of the automobile. When the normal reaction force of the ground to the wheels is constant, and the slip ratio is in an optimal numerical range, for example, the slip ratio can be [ 10%, 20% ] (it should be noted that the optimal slip ratio is changed along with the change of the vehicle type and the ground condition, so the value can be other, and is not limited in this range), the longitudinal adhesion coefficient a of the braking wheels is maximum, the adhesion force between the wheels and the road surface is maximum, the ground braking force is maximum at this time, and the braking effect is optimal. When the slip rate is equal to zero, the lateral adhesion coefficient b is the largest, the sideslip resistance of the automobile is the strongest, and the directional stability is the best when the automobile is braked. The lateral adhesion coefficient b is reduced along with the increase of the slip rate, and when the wheel is completely locked and dragged to slip, b is approximately equal to 0, so that the braking stability of the automobile is the worst. The larger the wheel slip ratio is, the larger the proportion of the slip component in the movement of the wheel is.
Specifically, when the wheel locking brake pressure is larger than the maximum feedback brake force of the motor, the anti-lock system is not triggered at the moment, so that the motor feedback force is completely used for automobile braking, the energy recovery value of the motor is maximum at the moment, and the endurance mileage of the electric automobile can be prolonged to be maximum. And then the anti-lock control force of the wheels is adjusted according to the hydraulic pressure to adjust an anti-lock system, so that the slip rate of the wheels is optimal, and the vehicle achieves the optimal braking effect.
When the wheel locking brake pressure is smaller than the maximum feedback brake force of the motor, the anti-lock system is in a triggered state, and at the moment, if the wheel is on a single road surface or an opposite road surface, the brake force of the motor is controlled to be kept at a relatively constant value, as shown in fig. 3, the brake force of the motor is controlled to be kept at 1000N, the motor energy recovery function is ensured to prolong the endurance mileage of the electric automobile, meanwhile, the anti-lock control force of the wheel is regulated according to hydraulic pressure to regulate the anti-lock system, so that the slip rate of the wheel can be kept at about 10%, and the vehicle achieves the best brake effect.
The single pavement comprises a single high-adhesion pavement, a single middle-low adhesion pavement and a single low adhesion pavement. Wherein, the high-adhesion road surface adhesion coefficient is more than 0.6, the middle-adhesion road surface adhesion coefficient range is [0.3, 0.6], and the low-adhesion road surface adhesion coefficient is less than 0.3.
Referring again to fig. 3, in one embodiment, when the wheels are in a single high-attachment state, if the driver demand braking force is 2000N, the maximum motor feedback force is 1000N, and the wheel lock braking force is 1800N. In the ABS braking process, the motor braking force is kept at a relatively constant value of 1000N, the hydraulic braking force is adjusted within the range of 500-900N to avoid locking of wheels, the adjustment range of the wheel anti-lock control force is 1500-1900N, namely the road anti-lock control force is the sum of the motor braking force and the hydraulic braking force. Referring to fig. 4, when the wheel is on a single medium-low attachment road, if the driver demand braking force is 2000N, the maximum feedback force of the motor is 1000N, and the wheel lock braking force is 1000N. In the ABS triggering and braking process, the motor braking force is kept at a relatively constant value of 700N, the hydraulic braking force is adjusted within the range of 100-400N to avoid locking of wheels, and the adjustment range of the wheel anti-lock control force is 800-1100N.
When the wheels are on an opposite open road surface, namely the road surfaces with different adhesion coefficients of the left wheels and the right wheels of the vehicle, for example, the left wheels are on an ice surface and the right wheels are on an asphalt road, the method for controlling the anti-lock system can be the same as that of a single road surface, namely, when the wheels are on an opposite open road surface, the braking force of the motor can be controlled to be a relatively constant value according to the wheels on the side with relatively low adhesion coefficients of the whole vehicle, and the anti-lock system is adjusted by combining hydraulic pressure, so that the vehicle is not easy to generate locking slipping, the running stability of the vehicle on the opposite open road surface is ensured, meanwhile, the vehicle can have relatively stable.
In addition, in the case where the wheels are on a side-by-side road surface, the motor braking force of the left wheel is controlled to be maintained at a relatively constant value in accordance with the coefficient of adhesion of the left road surface in the case where the left wheel can travel on the left road surface as a single road surface, and in conjunction with the hydraulic pressure regulation anti-lock system, the motor braking force of the right wheel is controlled to be maintained at a relatively constant value in accordance with the coefficient of adhesion of the right road surface in the case where the right wheel can travel on the right road surface as a single road surface in conjunction with the hydraulic pressure regulation anti-. The method for controlling the wheel anti-lock system is simple, and can ensure the optimal slip rate of the wheels on two sides when the wheels run on the split road, thereby achieving the optimal acceleration.
In addition, when a vehicle with four wheels is on an opposite open road surface, the two front wheels can control the motor braking force of the wheels to keep a relatively constant value according to the adhesion coefficients of different road surfaces on two sides, and the two rear wheels control the motor braking force according to the side with the lower adhesion coefficient to adjust the anti-lock control force of the rear wheels, so that the rear wheels can not generate the situation of locking and slipping in the driving process, and the vehicle is prevented from generating danger in the driving process on the opposite open road surface. The embodiments of the present application are all described in terms of four-wheel drive four-motor vehicles.
When the wheel locking brake pressure is smaller than the maximum feedback brake force of the motor, the ABS system is in a triggered state, at this time, if the wheel is in a butt joint with the road surface, the brake force of the motor is controlled to be adjusted in real time along with the change of the adhesion coefficient of the road surface, as shown in fig. 5, the brake force of the motor is controlled to be changed from 1000N to 300N and then to 1000N, the energy recovery function of the motor is ensured to prolong the endurance mileage of the electric automobile, meanwhile, the ABS system is adjusted by adjusting the wheel anti-lock control force in real time according to hydraulic pressure, the slip rate of the wheel can be kept at about 10%, and the vehicle achieves the best brake.
Referring to fig. 5, in another embodiment, when the wheels are on the butt road surface, if the driver demand braking force is 2000N and the maximum motor feedback force is 1000N, it is necessary to control the motor feedback braking force to be adjusted in real time along with the change of the adhesion coefficient of the road surface, that is, to control the motor braking force to change from 1000N to 300N and then to 1000N as shown in fig. 5. Correspondingly, the wheel anti-lock control force is also divided into three segments, wherein the segment is respectively changed into 1800N, 500N and 1800N. (wheel anti-lock control force is actual motor braking force + actual hydraulic braking force)
In addition, since the control scheme after the stabilization by the docking point is the same as the single-road control scheme, the following description focuses on the control scheme when passing the docking point.
Referring to fig. 5 and 6, it can be seen from fig. 5 that the wheel abs force for the high-adhesion to low-adhesion butt road surface is changed from 1800N to 500N. Fig. 6 is a graph showing the variation of the braking force at the high attachment abutment and the low attachment abutment in fig. 5. Referring to fig. 7, the wheel abs control force determination steps are as follows:
step 1: the method comprises the steps of (1) if a high-to-low butt road surface is detected to be obviously reduced, entering Step2, and otherwise, entering Step 9;
step 2: if the minimum value of the wheel anti-lock control force is larger than or equal to +100N of the maximum feedback braking force of the motor, entering Step3, otherwise, entering Step 4;
step 3: the target value of the motor feedback force is unchanged, and the process is finished;
step 4: if the estimation value of the minimum value of the wheel anti-lock control force is larger than or equal to 300N, entering Step5, otherwise, entering Step 6;
step 5: the motor feedback force target value is equal to the motor feedback force target value at the last moment and the minimum value of the wheel anti-lock control force is estimated to be-300N, and the operation is finished;
step 6: if the target value of the motor feedback force is larger than or equal to the initial value-100N of the motor braking force before the change of the road surface, entering Step7, otherwise, entering Step 8;
step 7: the motor feedback force target value is equal to the motor feedback force target value at the last moment and the estimated value of the minimum value of the wheel anti-lock control force is-100N, and the process is finished;
step 8: the motor feedback force target value is 0.9 x, and the motor feedback force target value + the estimated value-100N of the minimum value of the wheel anti-lock control force at the previous moment is finished;
step 9: if the wheel anti-lock control force is basically stable for two periods after being reduced, entering Step10, otherwise entering Step 13;
step 10: if the estimated value of the minimum value of the wheel anti-lock control force is larger than or equal to 100N, entering Step11, otherwise, entering Step 12;
step 11: the motor feedback force target value is 1.1 at the last moment, and the process is finished;
step 12: the motor feedback force target value is equal to the motor feedback force target value at the last moment and the estimated value of the minimum value of the wheel anti-lock control force is-100N, and the process is finished;
step 13: and (5) finishing the motor feedback force target value when the motor feedback force target value is not changed.
Referring to fig. 5 and 8, for the butt road surface with low adhesion to high adhesion, it can be seen from fig. 5 that the wheel anti-lock control force is changed from 500N to 1800N. Fig. 8 is a graph showing the variation of braking force at the low attachment abutment of fig. 5. Referring to fig. 9, the wheel abs control force determination steps are as follows:
step 1: if the target value of the motor feedback force is larger than the maximum feedback braking force of the motor, the Step2 is entered, otherwise, the Step3 is entered;
step 2: ending the motor feedback force target value which is the maximum feedback braking force;
step 3: if the minimum value of the wheel anti-lock control force is less than the initial value of the motor braking force before the change of the road surface, entering Step4, otherwise, entering Step 5;
step 4: the motor feedback force target value and the minimum value of wheel anti-lock control force are estimated to be-100N at the last moment, and the process is finished;
step 5: if the estimation value of the minimum value of the wheel anti-lock control force is less than or equal to 100N, entering Step6, otherwise, entering Step 7;
step 6: the motor feedback force target value is equal to the motor feedback force target value at the last moment and the estimated value of the minimum value of the wheel anti-lock control force is-100N, and the process is finished;
step 7: and ending the motor feedback force target value which is 1.1 and the estimated value-100N of the minimum value of the motor feedback force target value and the wheel anti-lock control force at the previous moment.
According to the anti-lock control method of the electro-hydraulic composite brake, in the process of triggering the anti-lock function, the motor simultaneously recovers energy to prolong the endurance mileage of the electric automobile and participate in the adjustment of anti-lock control force of wheels. In addition, the control method can also adjust the braking force of the motor according to the change of the road surface, and simultaneously does not change the scheme of the traditional hydraulic control anti-lock braking system, so that the vehicle can achieve the optimal slip rate in the running process on different road surfaces, thereby achieving the optimal braking effect.
It should be noted that, because the partial braking force is provided by the motor under the condition that the ABS brake works, the required braking force of the system to the hydraulic braking system is greatly reduced, which can save the hardware cost of the braking system to a certain extent, and meanwhile, because the hydraulic braking force adjusting interval is reduced, the further accurate adjustment of the hydraulic braking force can be realized.
In addition, any sensor and any controller are not required to be additionally arranged, the energy recovery efficiency can be improved to a greater extent under the condition that the cost is not increased, the cost is saved, and meanwhile, the original safety performance is not reduced. Especially for the users who often travel on middle and low-attachment roads, the energy consumption that this patent practiced thrift is more obvious. In addition, under the condition that the electrode feedback braking force is relatively stable, the ABS control is controlled through the adjustable hydraulic braking force, namely, the adjusting ABS system of the main body part continues the traditional hydraulic control, the scheme for controlling the ABS system correspondingly is consistent with the scheme for controlling the ABS system through the traditional hydraulic control, relevant software engineers can quickly master, and the matching development period is not obviously changed.
Referring to fig. 10, in some embodiments, S12 includes the steps of:
s121: estimating a minimum value of wheel anti-lock control force;
s122: the road surface type is determined based on the minimum value of the wheel anti-lock control force of each wheel.
Referring to fig. 11, the determining module 12 includes an estimating unit 121, a calculating unit 122 and a determining unit 123.
Step S121 may be implemented by the evaluation unit 121, and step S14 may be implemented by the determination unit 122. That is, the estimation unit 121 is used to estimate the minimum value of the wheel anti-lock control force; the determination unit 122 is configured to determine the road surface type based on the minimum value of the wheel anti-lock control force of each wheel.
Specifically, the determination of the road surface type according to the wheel anti-lock braking force of each wheel may be: and comparing the minimum value of the wheel anti-lock control force of each wheel with a calibration value to obtain the adhesion coefficient of the road surface where the current wheel is located. The calibration value is a relatively fixed value, and the calibration value is related to the road surface and the vehicle type. The calibration values corresponding to different road surfaces and different vehicle types are different, the road surfaces can be cement, asphalt and the like, and the vehicle types can be four-wheel electric vehicles, two-wheel electric vehicles and the like. For example, the calibrated value of the single wheel anti-lock control force of the four-wheel electric vehicle on a single cement road surface is a fixed value, and if the value is a and the minimum value of the single wheel anti-lock control force is B, the adhesion coefficient of the single wheel on the cement road surface is equal to X, which is B/a. From this, it is also known that the wheel anti-lock control force decreases as the adhesion coefficient becomes smaller, and therefore the vehicle is more likely to slip on a road surface with a lower adhesion coefficient.
Therefore, according to the method and the device, the road surface is identified according to the minimum value of the anti-lock control force of each wheel, the obtained adhesion coefficient of the current road surface of each wheel is more real by comparing the minimum value of the anti-lock control force of each wheel with the calibrated value, and the current real road surface conditions (including the road surface in rainy days and the dry road surface) where the wheels are located can be reflected in real time, so that the automobile is ensured to timely control an anti-lock system according to the road surface conditions in the driving process, for example, the anti-lock system is controlled to be timely triggered, and the driving safety is ensured.
Referring to fig. 12, in some embodiments, the step of determining the estimated value of the minimum value of the wheel anti-lock control force, i.e., S121, in the step of adjusting the electro-hydraulic compound brake anti-lock control method includes the steps of:
s1211: and when the wheels are positioned on a single road, estimating the minimum value of the anti-lock control force of each wheel, if the wheel control system does not recognize the change process from pressure reduction to pressure increase of the anti-lock control force of the wheels, maintaining the estimated value of the minimum value of the anti-lock control force of the wheels as the last moment value, and otherwise, updating the estimated value of the minimum value of the anti-lock control force of the wheels.
S1212: when the wheels are in the butt road surface, if the wheel control system does not recognize the process of the change from the decompression to the pressurization (or from the pressurization to the decompression) of the wheel anti-lock control force for a long time and the anti-lock function is not exited, the road surface is considered to be changed, and the estimation value of the minimum value of the wheel anti-lock control force is changed along with the minimum value of each wheel anti-lock control force.
Referring to fig. 13, in some embodiments, the estimation unit 121 includes a first estimation unit 1211 and a second estimation unit 1212.
Specifically, when the wheels are on a single road, by estimating the minimum value of each wheel anti-lock control force, if the wheel control system does not recognize the process of changing the pressure reduction to the pressure increase of the wheel anti-lock control force, the estimated value of the minimum value of the wheel anti-lock control force is maintained as the last moment value, otherwise, the estimated value of the minimum value of the wheel anti-lock control force is updated. More specifically, referring to fig. 14 or 15, for the ab time period and the bc time period, the wheel anti-lock control force is a change process of decompression before supercharging, the estimated value of the minimum value of the wheel anti-lock control force between the point M and the point M 'is the control force at the point M and remains unchanged, and after the point M', the estimated value of the minimum value of the wheel anti-lock control force between the point M 'and the point c is updated to the control force at the point M'. That is, the estimated value of the minimum value of the wheel anti-lock control force is changed in real time according to the change of the wheel anti-lock control force, which is beneficial to ensuring the accuracy of the estimated value of the minimum value of the wheel anti-lock control force, thereby ensuring that the vehicle can accurately identify whether the wheel is on a single road surface.
Referring to fig. 14 or 15, when the wheels are on the oncoming road surface, if the wheel control system does not recognize the process of the pressure reduction to pressure increase (or pressure increase to pressure decrease) of the wheel anti-lock control force for a long time and the anti-lock function is not exited, it is considered that the road surface is changed, and the estimated value of the minimum value of the wheel anti-lock control force follows the minimum value of the wheel anti-lock control force. More specifically, as shown in fig. 14, when the time period is in the ed segment, the wheel anti-lock control force is in a process of continuously decreasing the pressure, that is, the wheel control system does not recognize the process of changing the pressure decreasing to the pressure increasing of the wheel anti-lock control force for a long time, and at this time, when the wheel passes the point e, the estimated value of the minimum value of the wheel anti-lock control force is decreased as the minimum value of the wheel anti-lock control force is decreased. In addition, as shown in fig. 15, when the time period is in the cd segment, the wheel anti-lock control force is in the process of continuously increasing the pressure, that is, the wheel control system does not recognize the process of changing the pressure increase to the pressure decrease of the wheel anti-lock control force for a long time, and at this time, as shown in fig. 15, the estimated value of the minimum value of the wheel anti-lock control force increases as the minimum value of the wheel anti-lock control force increases. That is, the estimated value of the minimum value of the wheel anti-lock control force is changed in real time according to the change of the wheel anti-lock control force, which is beneficial to ensuring the accuracy of the estimated value of the minimum value of the wheel anti-lock control force, thereby ensuring that the vehicle can accurately identify whether the wheel is on the butt-joint road surface.
It should be noted that the abutting road surface may refer to a road surface from an asphalt road surface to a snow surface, and may also refer to a road surface from a snow surface to an asphalt road surface.
In some embodiments, when the wheel is on a single road, a split road or a butt road, the braking force of the motor is adjusted to be lower than the predetermined range of the anti-lock control force of the wheel, so as to ensure a predetermined difference between the braking force of the motor and the minimum value of the anti-lock control force of the wheel.
It can be understood that in consideration of stable and safe control of the wheels of the vehicle, the motor braking force needs to be lower than the wheel anti-lock control force and a certain margin is left, so that the problem that the driving of the wheels is unsafe due to abnormal coordination of the motor braking force and the hydraulic braking force caused by transient change of the wheel anti-lock control force adjustment range caused by the change of the road adhesion coefficient and the like can be effectively avoided.
Specifically, referring to fig. 1, if the wheel is on a single road surface and during ABS braking, the ABS control force adjustment range is 800-1100N. At this time, when factors such as sand, stone, gradient and water stain appear on the road surface, the minimum value of the wheel anti-lock control force of the road surface changes, namely the minimum value of the wheel anti-lock control force may change to 700, and the motor feedback torque also changes to 600N along with the minimum value of the wheel anti-lock control force; if the fluctuation range of the wheel anti-lock control force is recovered to 800-1100N after a plurality of (generally 2) adjustment cycles, the feedback braking force of the motor is changed to 700N, and if the wheel anti-lock braking force is found to be smaller than 800N subsequently, the braking force of the motor is properly adjusted to a proper range by the principle, so that the preset difference value between the minimum value of the braking force of the motor and the minimum value of the wheel anti-lock braking force is ensured, and the preset difference value is 100N. Due to the characteristics of the motor, the load of the vehicle and the like, the difference value needs to be obtained by calibration according to the actual vehicle, the larger the difference value is, the smaller the braking force of the motor is, and the difference value needs to be as small as possible on the premise of ensuring the safe driving of the vehicle.
In some embodiments, the control method is applicable to various types of motor drive control vehicles, including but not limited to front-drive single-motor vehicles, rear-drive single-motor vehicles, front-drive independent dual-motor vehicles, rear-drive independent dual-motor vehicles, four-drive three-motor vehicles, and four-drive independent four-motor vehicles.
Specifically, for a four-wheel drive independent four-motor vehicle, the motor braking force of each wheel of the four-wheel drive independent four-motor vehicle is controlled by the motor braking force of each wheel according to the method. When the locking brake pressure of each wheel is larger than the maximum feedback brake force of the motor, the motor brake force is completely used for braking the automobile, and the anti-lock control force of the wheels is adjusted according to the hydraulic pressure to adjust an anti-lock system; when the locking brake pressure of each wheel is smaller than the maximum feedback brake force of the motor and each wheel is positioned on a single road, controlling the brake force of the motor to be kept at a relatively constant value, and adjusting the anti-lock control force of the wheels according to hydraulic pressure to adjust an anti-lock system; when the locking brake pressure of each wheel is smaller than the maximum feedback brake force of the motor and each wheel is positioned on an abutting road surface, the feedback force of the motor is controlled to be adjusted in real time along with the change of the adhesion coefficient of the road surface, and the anti-lock brake control force of each wheel is adjusted in real time according to hydraulic pressure to adjust the ABS system.
For a four-wheel-drive three-motor vehicle, two front wheels are supposed to be respectively corresponding to two motor controls, and two rear wheels are supposed to be corresponding to one motor control. The motor braking forces of the two front wheels, which are independently controlled by the two motors, respectively, can be controlled individually for the front two wheels in the above-described manner. When the wheel locking brake pressure of the two independently controlled front wheels is larger than the maximum feedback brake force of the motor, the motor brake force is completely used for automobile braking, and the anti-lock control force of the wheels is adjusted according to hydraulic pressure to adjust an anti-lock system; when the locking brake pressure of the two independently controlled wheels is smaller than the maximum feedback brake force of the motor and the wheels are positioned on a single road surface or an opposite road surface, controlling the brake force of the motor to be kept at a relatively constant value, and adjusting the anti-lock control force of the wheels according to hydraulic pressure to adjust an anti-lock system; when the locking brake pressure of the two independently controlled wheels is smaller than the maximum feedback brake force of the motor and the wheels are positioned on an abutting road surface, the brake force of the motor is controlled to be adjusted in real time along with the change of the adhesion coefficient of the road surface, and the anti-lock control force of the wheels is adjusted in real time according to hydraulic pressure to adjust an anti-lock system. Two rear wheels controlled by one motor simultaneously control an anti-lock system according to the wheel parameter with lower motor braking force, namely, the wheel parameter with the lower adhesion coefficient is used for controlling the anti-lock system, namely, the anti-lock system is controlled according to the side with lower motor braking force for the stable running of the vehicle. It can be understood that, if the motor braking force of the two rear wheels of the vehicle is controlled to be 1000N, the motor braking force of one wheel is 500N, and the motor braking force of the other wheel is controlled to be 1000N, the motor braking force of one wheel is 500N which is far less than 1000N, which easily causes the wheel to have insufficient braking force and have too much friction with the ground, and the wheel is dragged to the ground, so that the vehicle runs insecurely.
For a two-drive independent two-motor vehicle, the independently controlled two-wheel motor braking force controls the motor braking force for each wheel independently according to the method. When the wheel locking brake pressure is larger than the maximum feedback brake force of the motor, the motor feedback force is completely used for braking the vehicle, and the anti-lock control force of the wheel is adjusted according to the hydraulic pressure to adjust an anti-lock system; when the wheel locking brake pressure is smaller than the maximum feedback brake force of the motor and the wheel is positioned on a single road, controlling the brake force of the motor to be kept at a relatively constant value, and adjusting the wheel anti-lock control force according to hydraulic pressure to adjust an anti-lock system; when the wheel locking brake pressure is smaller than the maximum feedback brake force of the motor and the wheel is positioned on an abutting road surface, the brake force of the motor is controlled to be adjusted in real time along with the change of the adhesion coefficient of the road surface, and the wheel anti-lock control force is adjusted in real time according to hydraulic pressure to adjust an anti-lock system.
For a four-wheel drive dual-motor vehicle, if one motor controls two front wheels simultaneously and the other motor controls two rear wheels simultaneously, the motor braking force of the coaxial wheels is controlled according to the wheel parameters with lower motor braking force.
For a two-drive single-motor vehicle, the motor braking force is controlled for a driving shaft according to the parameters of the wheel with lower wheel anti-lock control force, and the wheel is not easy to generate locking and slipping so as to ensure the driving safety.
For a four-wheel drive single-motor vehicle, the motor braking force is controlled according to the parameters of the wheel with lower wheel anti-lock control force, and the wheel is not easy to generate locking and slipping so as to ensure the driving safety.
In summary, the method provided by the application can realize the motor energy recovery function while the ABS function is involved, and prolong the endurance mileage of the vehicle, on the basis of ensuring the safe driving of the vehicle, the method is suitable for vehicles with different motor drive control modes.
Claims (9)
1. An anti-lock control method of electro-hydraulic compound braking, characterized by comprising:
judging whether the wheel locking braking force is larger than the maximum feedback braking force of the motor and the road surface type, wherein the road surface type comprises a single road surface with the same adhesion coefficient, a butt joint road surface with different front and back adhesion coefficients and a split road surface with different left and right adhesion coefficients;
if the wheel locking braking force is larger than the maximum feedback braking force of the motor, the motor braking force is used for braking the vehicle, and an anti-lock system is adjusted only according to hydraulic pressure;
if the wheel locking braking force is smaller than the maximum feedback braking force of the motor and is the single road surface or the opposite road surface, controlling the braking force of the motor to be a relatively constant value, and regulating the anti-lock system by combining the hydraulic pressure;
and if the wheel locking braking force is smaller than the maximum feedback braking force of the motor and is the butt joint road surface, controlling the braking force of the motor to change along with the change of the coefficient, and regulating the anti-lock system in real time by combining the hydraulic pressure.
2. The control method according to claim 1, wherein the judging the road surface type includes:
estimating a minimum value of wheel anti-lock control force;
and determining the road surface type according to the minimum value of the wheel anti-lock control force of each wheel.
3. The control method according to claim 2, wherein the estimating the minimum value of the wheel anti-lock control force includes:
when the wheels are positioned on the single road, estimating the minimum value of each wheel anti-lock control force, if the wheel anti-lock system does not recognize the change process from pressure reduction to pressure increase of the wheel anti-lock control force, maintaining the estimated value of the wheel anti-lock control force minimum value as the last moment value, and otherwise, updating the estimated value of the wheel anti-lock control force minimum value;
when the wheels are positioned on the butt road surface, if the wheel anti-lock system does not recognize the process of changing the pressure reduction to the pressurization (or the pressure increase to the pressure reduction) of the wheel anti-lock control force for a long time and the anti-lock function does not exit, the road surface is considered to be changed, and the estimation value of the minimum value of the wheel anti-lock control force is changed along with the minimum value of each wheel anti-lock control force.
4. The control method according to claim 1, characterized by comprising: when the wheel is on the single road surface, the split road surface or the butt road surface, the motor braking force is adjusted to be lower than the preset range of the wheel anti-lock control force, and a preset difference value between the motor braking force and the minimum value of the wheel anti-lock control force is ensured.
5. The control method according to claim 1, wherein a motor drive control type vehicle to which the method is applied includes: the four-wheel drive four-motor vehicle comprises a front-wheel drive single-motor vehicle, a rear-wheel drive single-motor vehicle, a front-wheel drive independent double-motor vehicle, a rear-wheel drive independent double-motor vehicle, a four-wheel drive three-motor vehicle and a four-wheel drive independent four-motor vehicle.
6. The control method according to claims 1 and 5, characterized in that the control method comprises:
for a four-wheel-drive four-motor vehicle, the motor braking force of each wheel is controlled according to each wheel parameter;
for a four-wheel-drive three-motor vehicle, for two wheels of the same axle controlled by one motor at the same time, the braking force of the motor is adjusted according to the wheel parameter with lower braking force of the motor so as to control the anti-lock system, namely the anti-lock system is controlled according to the wheel parameter with relatively lower adhesion coefficient; for two wheels independently controlled by the other two motors, the motor braking force of the two wheels is controlled according to respective wheel parameters;
for a four-wheel drive dual-motor vehicle, if one motor controls two front wheels simultaneously and the other motor controls two rear wheels simultaneously, the motor braking force of the coaxial wheels is controlled according to the wheel parameters with lower motor braking force;
for a two-drive independent double-motor vehicle, the motor braking force of two wheels which are independently controlled is controlled according to respective wheel parameters;
for a two-drive single-motor vehicle, controlling the motor braking force for a driving shaft according to the parameters of the wheel with lower wheel anti-lock control force;
and for a four-wheel drive single-motor vehicle, controlling the motor braking force according to the parameters of the wheel with lower wheel anti-lock control force.
7. An anti-lock brake control device for electro-hydraulic compound braking, the control device comprising:
the judgment module is used for judging whether the wheel locking braking force is larger than the maximum feedback braking force of the motor or not and judging the road surface type, wherein the road surface type comprises a single road surface with the same adhesion coefficient, a butt joint road surface with different front and back adhesion coefficients and a split road surface with different left and right adhesion coefficients;
the first control module is used for applying the motor braking force to vehicle braking and only adjusting an anti-lock braking system according to hydraulic pressure if the wheel locking braking force is larger than the maximum feedback braking force of the motor;
the second control module is used for controlling the braking force of the motor to be a relatively constant value and combining the hydraulic pressure to regulate the anti-lock system if the wheel locking braking force is smaller than the maximum feedback braking force of the motor and is the single road surface or the opposite road surface;
and the third control module is used for controlling the braking force of the motor to change along with the change of the coefficient if the wheel locking braking force is smaller than the maximum feedback braking force of the motor and is the butt joint road surface, and adjusting the anti-lock system in real time by combining the hydraulic pressure.
8. The control device according to claim 7, wherein the judging module includes:
an estimation unit for estimating a minimum value of wheel anti-lock control force;
a determination unit for determining the road surface type based on the minimum value of the respective wheel anti-lock control forces.
9. The control device according to claim 8, wherein the estimation unit further includes:
a first evaluation subunit to: when the wheels are positioned on the single road, estimating the minimum value of each wheel anti-lock control force, if the wheel anti-lock system does not recognize the change process from pressure reduction to pressure increase of the wheel anti-lock control force, maintaining the estimated value of the wheel anti-lock control force as the last moment value, and otherwise, updating the estimated value of the wheel anti-lock control force;
a second evaluation subunit to: when the wheels are positioned on the butt road surface, if the wheel anti-lock system does not recognize the process of changing the pressure reduction to the pressurization (or the pressure increase to the pressure reduction) of the wheel anti-lock control force for a long time and the anti-lock function does not exit, the road surface is considered to be changed, and the estimation value of the minimum value of the wheel anti-lock control force is changed along with the minimum value of each wheel anti-lock control force.
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