中英文文獻翻譯—基于GPS速度計算縱向車輪和輪胎滑移參數(shù)

1、附 錄A 外文文獻Calculating Longitudinal Wheel Slip and Tire ParametersUsing GPS VelocityABSTRACTWhile tire parameters are quite important to both current vehicle control systems and proposed future systems, these parameters are subject to considerable variability and are difficult to estimate while drivin

2、g due to the unavailability of absolute vehicle velocity. This paper details a method of generating longitudinal tire force-slip curves using absolute velocity information from the Global Positioning System (GPS). By combining GPS measurements with measured wheel speeds, the effective tire radius an

3、d longitudinal stiffness of the tires can be identified using a simple least-squares regression technique. Preliminary results demonstrate the feasibility of the technique, show that the effective radius can be identified with considerable precision and suggest that the identified longitudinal stiff

4、ness exhibits noticeable sensitivity to changes in inflation pressure. INTRODUCTIONThe longitudinal forces that produce acceleration and braking on ground vehicles with pneumatic tires arise due to deformation and sliding in the tire contact patch. While the actual motions that take place in the con

5、tact patch are somewhat complex, the force generation can generally be described with sufficient accuracy in terms of wheel slip a measure of the difference between the rotational speed of the wheel. and the translational velocity of the wheel center. The standard SAE definition of wheel slip is(V-R

6、ew) V S=- (1)where V is the longitudinal speed of the wheel center, w is the angular speed of the tire and R, is the effective tire radius. The effective radius is defined to be the radius of the tire when rolling with no external torque applied about the spin axis. Since the tire flattens in the co

7、ntact patch, this value lies somewhere between the tires undeformed radius and static loadearadius.A number of different tire models for predicting tire longitudinal force in terms of wheel slip have been derived from empirical data. Such models generally relate thelongitudinal force on a tire to th

8、e wheel slip for given values of normal force, road surface conditions, tire characteristics, and other factors (such as camber angle). Figure 1 demonstrates the general shape of such a curve generated from the commonly-used “Magic Formula” tire model . While models vary, several of the traits shown

9、 in Figure 1 are common to various mathematical models and empirical test data. First, the relation between force and slip is roughly linear at low values of slip below the point at which significant sliding occurs in the contact patch. In this region, force can be approximated as proportionalThe st

10、iffness depends on the foundation stiffness of the tire and the length of the contact patch between the tire and the road . As a result, this value depends strongly upon tire construction and inflation pressure. Beyond this linear region, the additional force generated per unit slip begins to decrea

11、se and ultimately reaches a peak, after which tire. force decreases and braking behavior becomes unstable. The peak force at which this occurs depends strongly upon the road surface and is often approximated by scaling by a peak friction value,p , as shown in Figure 1. Some experimental research has

12、 suggested that the longitudinal stiffness may also depend on road surface condition and this peak friction value . While consistent with many mathematical representations of force versus slip curves, such dependence violates the traditional brush models physical description of tire force generation

13、 .Since tire force generation can be described in terms of wheel slip, slip is a critical parameter in control algorithms for vehicle control systems such as anti-lock brake systems (ABS) and electronic stability control (ESP) . While many ABS algorithms rely primarily on the deceleration of the whe

14、el , some estimate of slip is necessary to avoid lock-up on low friction surfaces. Although the definition of wheel slip in Equation 1 is quite simple, to slip using an effective longitudinal stiffness of the tire.calculating slip on a vehicle is complicated by the lack of accurate measurements of e

15、ither the radius or the absolute vehicle velocity. While an average radius value can usually be assumed without producing much error, some form of observer must be employed to estimate the vehicle speed . Other systems determine the vehicles absolute velocity by comparing the front and rear wheel sp

16、eeds (assuming the car is two-wheel drive) . Recent work has demonstrated that velocity measurements derived from the Global Positioning System (GPS) can be used to provide an absolute velocity for calculating wheel slip . This avoids the drift problems inherent in observers based upon wheel speed m

17、easurement.The use of GPS velocity information has an even greater benefit beyond the generation of an accurate slip measurement. By comparing the wheel slip to estimates of the forces acting on the vehicle, the tire force versus slip characteristics can be obtained. These, in turn, can be used to f

18、eed model-based controllers for ABS or ESP systems or more advanced driver assistance systems for lanekeeping or collision avoidance. They could also be used to provide more accurate observers for periods of time when GPS information is not available. Several researchers have also suggested that by

19、fitting the low slip region of the force-slip curve to a parameterized model - ranging in complexity from the form of Equation 2 to dynamic friction models - the peak friction point can be determined. This application represents a further use for the information that can be generated from GPS-based

20、slip measurement, although preliminary results achieved with the system demonstrate some care in interpretation is necessary for friction detection. This paper demonstrates how tire force-slip curves - and in particular the linear region of these curves - can be determined using GPS velocity measure

21、ments and wheel speed sensors. The GPS velocity measurement is differenced to obtain absolute vehicle acceleration, which is multiplied by the vehicle mass to calculate the longitudinal force on the tires. The accuracy of the GPS data enables the estimation of the effective tire radius and longitudi

22、nal stiffness of the tires, thus completely specifying the linear part of the force-slip curves. Some preliminary tests at different pressures indicate that these values exhibit some strong dependence on tire pressure, raising a cautionary note about inferring peak friction from tire behavior at low

23、 levels of slip.CONCLUSIONSThe data shows that GPS velocity information can be combined with wheel speed information to measure tire slip and estimate longitudinal stiffness and effective radius. The data gathered are consistent with the assumption of a linear relationship between force and ship at

24、low levels of slip as predicted by classical tire models. Radius estimation using this method exhibited considerable precision and accuracy within the difference between the undeformed and static loaded tire radii. In preliminary testing, increased inflation pressureappeared to systematically lower the longitudinal