In the late 1980s, the existing functions of ABS were expanded and an anti-skid system (ASR) was developed to improve traction by adjusting the braking process. Due to increased competition in the global transportation industry and increased requirements for brake systems, ABS-based expansion functions such as electronic brake force distribution control system (EBD/EBL), tire pressure monitoring system (TPM), and rollover prevention have been introduced. Stability Control (RSC) and Electronic Stability Control (ESC). This article refers to the address: http:// ABS-based extension technology 1. Drive anti-skid system / traction control system (ASR / TCS) ASR (Anti-SlipRegulation) / TCS (Traction Control System) drive anti-skid system is also called traction control system, its main advantage is to maintain the driving force and steering force of the vehicle; when the vehicle starts, accelerates and turns on the slippery road to ensure driving The stability can be used to warn the driver of the slippery road surface (lights when the ASR is active); the tire wear is minimized due to slippage; further reducing the possibility of accidents. The ASR electronic control unit works through a combination of two adjustment functions, namely brake regulation on the one hand and engine torque adjustment on the other hand to improve traction performance. When a drive wheel slips, it can be identified by comparing its speed with the non-drive wheel. The ASR brake control section applies a brake pressure to the slip wheel. When both wheels slip, the ASR's engine control section intervenes to reduce engine torque. ASR improves vehicle traction by automatically applying braking and automatically reducing engine torque to improve vehicle starting and accelerating driving conditions. 2. Off-road road function Off-road (OFFROAD) mode allows for greater brake slip ratio (instantaneous lock) on special roads. Off-road pavement ABS disables ABS control at vehicle speeds less than 15 km/h and allows for greater brake slip rates up to 40 km/h. In addition to the situation where the fault causes the ABS light to be constantly on, the selected off-road road mode is promptly prompted by the ABS light to the driver. ECER13 Series 7 Requirements: When the ignition switch is turned on, the ABSOFFROAD function can be automatically reset. At present, the input of the off-road function is usually realized by a push switch. The vehicle manufacturer should indicate in the instruction manual that the off-road function is not allowed under normal road conditions, because the vehicle may not meet the requirements of ECER13 Class A ABS under such conditions. 3. Improve traction mode In deep snow conditions or similar conditions, traction can be increased by exciting a special module that will allow for higher slip ratios through engine control and differential brake distribution based on different thresholds. The improved traction mode is confirmed by the slow flash of the ASR lamp, and this informs the driver that the vehicle stability may be degraded. 4. Tire Pressure Monitoring System (TPMS) Tire Pressure Monitoring System (TPMS: TirePressureMonitoringSystems) can be considered as a simple smart tire technology, which is mainly used to automatically monitor the tire pressure in real time when the vehicle is running, and alarm the tire leakage and low air pressure to ensure driving safety. Currently, there are two main types of TPMS, one is Wheel-SpeedBasedTPMS (indirect TPMS). The other is Pressure-SensorBasedTPMS (Direct TPMS). The indirect TPMS uses the wheel speed sensor in the ABS to measure the rotational speed of four wheels. When the air pressure of a certain tire drops, the rolling radius of the tire decreases, and the wheel speed increases accordingly. The system mainly judges whether the pressure drops by comparing the sum of the wheel speeds on the two diagonal lines. The main disadvantage of the indirect TPMS is that it is impossible to judge the situation in which two or more tires are simultaneously out of gas and the speed exceeds 100 km/h. Direct TPMS technology is divided into active (active) and passive (passive). The active TPMS directly measures the air pressure of the tire by using a lithium ion battery-based pressure sensor installed on each tire, and transmits it to the central receiving unit through RF RF (Radio Frequency) signal for data processing, and then displays it through the monitor at any time. For each tire pressure, the system will automatically alarm when the tire pressure is too low or there is leakage. Passive TPMS, also known as batteryless TPMS, replaces the central receiver in a typical direct TPMS with a central transceiver (Central Transceiver). The transceiver not only receives the signal but also transmits the signal. The transponder (instead of the transmitter) installed in the tire receives the signal from the central transceiver and uses the energy of this signal to transmit a feedback signal to the central transceiver. Data processing is performed on the device, and the processing result is displayed on the monitor. Although this technology does not require battery power, it requires the integration of transponders into the tires, which involves the need for tire manufacturers to establish common standards. Therefore, batteryless TPMS is difficult to use widely in the short term. 5. Braking Performance Monitoring System (BPM) Based on the principle of ABS wheel speed monitoring, the vehicle braking performance monitoring system (BPM: Braking Performance Monitoring) has been developed. Its main function is to actively monitor the braking performance of different wheels during braking. Once the wheel braking performance is abnormal, the system will issue Warning message. In the case of poor braking performance, a warning message is issued after about 3km; in the case of complete loss of braking capability, the system will quickly alarm; the signal is transmitted through the CAN network, and the signal can also be used as the current fault of the ABS in the CAN network terminal. display. The working principle is similar to that of TPMS. According to the number of tire rotations and the number of ABS ring gears, the ABS sensor generates corresponding signal pulses. The electronic control unit accumulates the number of signal pulses per wheel and calculates the difference between the sum of the pulse numbers of the wheels between the diagonal lines. (In the case of braking conditions, it is accumulated once in the range of about 1km). And considering the effects of steering, symmetrical loads and slip changes, the calculation results are compensated. If the difference exceeds the preset limit one or more times, the electronic control unit informs the driver through the display terminal that the braking ability is reduced. The system stops counting when the slip is unstable, the ABS/ASR starts working, the high deceleration, the sharp turn, the lateral acceleration reaches a certain value, the engine output torque changes rapidly, and other unstable conditions. Electronic Brake Force Distribution/Restriction System (EBD/EBL) #e#6. Electronic Brake Force Distribution/Restriction System (EBD/EBL) Electronic Brake Force Distribution (EBD) is a braking force adjustment function based on the anti-lock braking system of the car. This function is similar to the traditional sensor-loaded valve device and optimizes the braking performance of the vehicle. How EBL works: WABCO's current EBLElectronic BrakeforceLimitation function integrated on ABS is similar to EBD. The traditional EBD function only works when the vehicle deceleration is greater than 0.25g, and the EBL function is installed. Pressure sensor, ABS can monitor the brake pressure of the rear axle during braking, enabling the EBL function to adjust the pressure at a lower vehicle deceleration, and the minimum allowable vehicle deceleration to work at 0.1g. In this way, the EBL can be used in almost all braking processes, so the EBL function is a more optimized function. 7. Anti-rollover stability control (RSC) Roll Stability Control (RSC), which is mainly applied to high adhesion coefficient pavements compared to ESC/ESP, is relatively low in cost and easy to implement. In the electronic control unit of the RSC system, a lateral acceleration sensor is integrated. This sensor measures the corresponding lateral acceleration of the vehicle in real time and calculates the critical acceleration limit. When the lateral acceleration approaches this critical point, the system activates the original ASR electromagnetic. Valve and transaxle ABS solenoid valve to brake the transaxle to decelerate the vehicle, while for trailers with trailers, the system activates an additional solenoid valve to output a brake signal to the trailer control valve, thus The trailer is braked. During the work of RSC, the system brakes the corresponding wheels to control the running stability of the vehicle. At the same time, the RSC system also controls the output torque of the engine and the retarder through the SAEJ1939CAN bus, thus effectively avoiding the occurrence of rollover accidents. . 8. Electronic Stability Control (ESC/ESP) Electronic Stability Control (ESC or Electronic Stability Program, ESP for short) is a full-featured electronic stability control system that not only includes an anti-rollover electronic stability system, but also has the ability to correct vehicle steering and covers low adhesion coefficient pavement. The working condition is a closed-loop control system. When the vehicle is turning, braking or slipping, the vehicle is stabilized by the interference of the brake and the power system, so that the vehicle is safer and more stable. During the ESC's working process, when the vehicle avoids obstacles on the low adhesion coefficient road surface, the steering wheel angle adjustment without the stability control system is very large, but it is still impossible to prevent the vehicle from slipping out of the lane, and the vehicle is also in danger of folding during the whole process. When the stability control system is activated, the steering wheel angle adjustment is not large, similar to the adjustment of avoiding obstacles on normal roads. Throughout the process, the system first monitors the lateral acceleration when the wheel turns to change lanes, brakes all the wheels of the vehicle to reduce the lateral acceleration of the vehicle, prevents rollover, and then when the driver turns to the left, the vehicle has low adhesion coefficient. In the event of excessive steering, the system brakes the left steering wheel to correct the oversteer of the vehicle, helping the vehicle to enter the correct driving lane, preventing the vehicle from slipping out of the lane and posing a danger. When the vehicle enters the lane, the vehicle is over-steered to the left due to insufficient adhesion of the road. At this time, the difference is measured according to the difference between the lateral angular velocity sensor in the ESC electronic control unit and the steering angle sensor in the steering column. The right steering wheel of the vehicle is braked to complete the entire avoidance process and return to the straight running state. In the same two avoidance processes, it is obvious that due to the intervention of the electronic stability control system, in the case of such a slippery road, it is easier for the driver to manipulate the vehicle and make the whole process safer. ESC and RSC performance comparison: The scope of ESC control strategy covers the scope of RSC, RSC system is suitable for rollover control of vehicles on high adhesion coefficient road surface, and ESC system is suitable for contralateral on high and low adhesion coefficient road surface The control of rollover control, yaw control and lateral slip is compared from the two aspects of yaw control and rollover control. Table 2 lists the differences. RSC/ESC is based on the vehicle CAN line system and communicates with each assembly through it to achieve stable control of the vehicle. Separate test matching is required for different models to achieve the desired stability control effect. The test is time consuming, costly, and requires large quantities of production to support.
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