【摘要】：汽車電控制動(dòng)系統(tǒng)的關(guān)鍵在于調(diào)整路面對(duì)輪胎的切向作用力,而該作用力受到路面附著條件的制約,要使汽車在不同路面上制動(dòng)時(shí)都能充分利用當(dāng)前路面的附著條件,獲得最大的制動(dòng)力,需要在制動(dòng)過程中對(duì)當(dāng)前路面進(jìn)行識(shí)別,同時(shí)根據(jù)識(shí)別結(jié)果調(diào)整ABS控制器的目標(biāo)滑移率。為了在制動(dòng)工況下完成路面識(shí)別,本文主要進(jìn)行了以下研究內(nèi)容：(1)提出基于平均附著系數(shù)的識(shí)別方法,以滑移率區(qū)間[0.08,0.11]上的平均附著系數(shù)作為參數(shù)指標(biāo)進(jìn)行路面識(shí)別,避免了附著系數(shù)曲線交叉重疊帶來的不便,克服了附著系數(shù)瞬間波動(dòng)對(duì)識(shí)別結(jié)果的影響。(2)提出基于路面特征系數(shù)的識(shí)別方法,根據(jù)T(s)曲線特點(diǎn)建立了動(dòng)態(tài)識(shí)別區(qū)間,實(shí)現(xiàn)了實(shí)時(shí)滑移率下的動(dòng)態(tài)識(shí)別,避免了附著系數(shù)或附著系數(shù)曲線斜率單獨(dú)作為識(shí)別參數(shù)時(shí),附著系數(shù)曲線或附著系數(shù)斜率曲線交叉重疊的對(duì)識(shí)別的影響,克服了個(gè)別滑移率下不同路面參數(shù)指標(biāo)相等帶來的不便。(3)提出基于峰值附著系數(shù)變化范圍的識(shí)別方法,在Burckhardt輪胎-路面模型的基礎(chǔ)上得到了6種典型路面峰值附著系數(shù)的變化范圍,以峰值附著系數(shù)的變化范圍為識(shí)別區(qū)間,以路面附著系數(shù)為識(shí)別參數(shù)進(jìn)行路面識(shí)別。(4)將制動(dòng)力矩和輪速作為輸入變量,將含有路面附著系數(shù)μ的項(xiàng)mgR/Jμ考慮為外加干擾,建立具有高增益反饋的擴(kuò)張觀測(cè)器對(duì)路面附著系數(shù)進(jìn)行估算。(5)建立四分之一車輛ABS滑模變結(jié)構(gòu)控制模型,通過MATLAB/Simulink軟件進(jìn)行仿真實(shí)驗(yàn),分別在單一路面和躍變路面上進(jìn)行制動(dòng),有效驗(yàn)證三種識(shí)別方法的可行性和正確性。通過車載六分力測(cè)試系統(tǒng)在干瀝青路面上進(jìn)行道路試驗(yàn),對(duì)基于峰值附著系數(shù)變化范圍的識(shí)別方法做了進(jìn)一步驗(yàn)證。(6)通過VB和ACCESS數(shù)據(jù)庫建立六分力測(cè)試數(shù)據(jù)管理系統(tǒng),能夠快速準(zhǔn)確的進(jìn)行實(shí)驗(yàn)數(shù)據(jù)的查找和提取,彌補(bǔ)了六分力測(cè)試系統(tǒng)在數(shù)據(jù)管理上存在的不足。(7)根據(jù)峰值附著系數(shù)對(duì)路面進(jìn)行分類,以附著系數(shù)為參數(shù)對(duì)路面類別進(jìn)行識(shí)別,在制動(dòng)時(shí)根據(jù)當(dāng)前路面的類別對(duì)前后制動(dòng)力進(jìn)行二次分配。研究結(jié)果表明：基于制動(dòng)工況的三種路面識(shí)別方法能夠快速準(zhǔn)確地完成路面識(shí)別,基于高增益反饋的擴(kuò)張觀測(cè)器能夠快速準(zhǔn)確地估算出路面附著系數(shù),制動(dòng)過程中根據(jù)路面識(shí)別進(jìn)行前后制動(dòng)力分配能夠提高路面附著條件的利用率。
[Abstract]:The key of automobile electronic-controlled braking system is to adjust the tangential force of the road facing the tire, which is restricted by the adhesion condition of the road surface, so that the vehicle can make full use of the adhesion condition of the current road surface when braking on different road surface. To obtain the maximum braking force, it is necessary to identify the current pavement during the braking process and adjust the target slip ratio of the ABS controller according to the recognition results. In order to identify the road surface under braking condition, the following research contents are carried out in this paper: (1) A method based on average adhesion coefficient is proposed. The average adhesion coefficient on the slip ratio range [0.08 ~ 0.11] is used as the parameter index to identify the road surface, which avoids the inconvenience caused by the overlapping of the adhesion coefficient curve. It overcomes the influence of instantaneous fluctuation of adhesion coefficient on the recognition result. (2) A method based on pavement characteristic coefficient is proposed, and the dynamic identification interval is established according to the characteristic of T (s) curve, and the dynamic identification is realized under the real-time slip ratio. Avoiding the influence of overlapping of adhesion coefficient curve or adhesion coefficient slope curve on recognition when the slope of attachment coefficient curve is taken as identification parameter separately, The inconvenience caused by the equality of different pavement parameters under individual slip ratio is overcome. (3) A method based on the range of peak adhesion coefficient is proposed. On the basis of Burckhardt tire pavement model, the range of peak adhesion coefficient of six typical pavements is obtained, and the range of peak adhesion coefficient is used as the identification interval. Pavement adhesion coefficient is taken as identification parameter. (4) braking moment and wheel speed are taken as input variables, and mgR/J 渭, which contains road adhesion coefficient 渭, is considered as external disturbance. An expansion observer with high gain feedback is established to estimate the road adhesion coefficient. (5) the ABS sliding mode variable structure control model of 1/4 vehicle is established and simulated by MATLAB/Simulink software. Braking on single pavement and jump pavement is carried out, which effectively verifies the feasibility and correctness of the three recognition methods. The road test is carried out on the dry asphalt pavement by the on-board six-component force test system, and the identification method based on the range of the peak adhesion coefficient is further verified. (6) the data management system of the six-component force test is established through VB and ACCESS database. It can find and extract the experimental data quickly and accurately, which makes up for the deficiency in the data management of the six-component force test system. (7) classifying the pavement according to the peak adhesion coefficient, The road surface category is identified with the adhesion coefficient as the parameter, and the braking force before and after braking is redistributed according to the current road surface category. The results show that the three road recognition methods based on braking condition can quickly and accurately identify the road surface, and the expansion observer based on high gain feedback can estimate the road adhesion coefficient quickly and accurately. Braking force distribution according to pavement identification can improve the utilization ratio of road adhesion condition.
【學(xué)位授予單位】：西華大學(xué)
【學(xué)位級(jí)別】：碩士
【學(xué)位授予年份】：2016
【分類號(hào)】：U463.5

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