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Complete vehicle coordination control method and system

A technology for coordinating the control system and the entire vehicle, which is applied to vehicle components, elastic suspensions, transportation and packaging, etc., and can solve problems such as failure to consider the coupling vibration of the entire vehicle suspension, and difficulty in achieving optimal control effects.

Pending Publication Date: 2022-06-17
彭志召
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  • Abstract
  • Description
  • Claims
  • Application Information

AI Technical Summary

Problems solved by technology

Most of the current control methods aim at the vertical control of the suspension of a single wheel, and completely independently control the four (or mor

Method used

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  • Complete vehicle coordination control method and system
  • Complete vehicle coordination control method and system
  • Complete vehicle coordination control method and system

Examples

Experimental program
Comparison scheme
Effect test

Example Embodiment

[0031]实施例1：

[0032]四轮车辆整车悬架的振动模型包含车身的俯仰、侧倾、垂向及四个车轮的垂向振动，共七个自由度，是典型的多入多出(MIMO)系统的耦合振动系统，加上各种非线性、载荷变化等因素，依赖于精确系统模型的控制方法并不适宜对其进行控制。七自由度整车悬架振动模型可以看成是一个四自由度俯仰振动模型与一个四自由度侧倾振动模型的叠加。如图1所示，以四自由度俯仰振动模型为例，其数学模型为：

[0033]

[0034]式1中，Fks1＝ks1(xs1-xt1)；Fks2＝ks2(xs2-xt2)；Fkt1＝kt1(xt1-xr1)；Fkt2＝kt2(xt2-xr2)；cs1为前悬架的阻尼系数，cs2为后悬架的阻尼系数，cs1和cs2是受控参数；ks1为前悬架的刚度，ks2为后悬架的刚度；kt1为前车轮的等效刚度，kt2为后车轮的等效刚度；Ms为车体的质量，J为车体的转动惯量；mt1为前车轮的质量，mt2为后车轮的质量；xs1为前半车的垂直位移，xs2为后半车的垂直位移，xc为车体质心的垂直位移；xt1为前车轮的垂直位移，xt2为后车轮的垂直位移；xr1为前车轮的路面不平度输入，xr2为后车轮的路面不平度输入；φ为车辆的俯仰角位移；b为质心与前轴的距离，a为质心与后轴的距离。

[0035]将式1中的第一个方程两端同时乘以a，并与第二个方程做差，得到：

[0036]

[0037]将式1中的第一个方程两端同时乘以b，并与第二个方程相加，得到：

[0038]

[0039]由于车体的俯仰角和侧倾角一般都比较小(通常<10°)，故sinφ≈φ，进而质心垂直位移可以用前、后悬架车体垂直位移近似表示为：

[0040]xc＝xs1+bφ (4)

[0041]xc＝xs2-aφ (5)

[0042]将式(4)代入式(2)，式(5)代入式(3)，且J＝Msρ2(ρ为俯仰惯量的等效回转半径)，可以得到：

[0043]

[0044]

[0045]于是，式(1)可以用前、后悬架的两个方程组来表示：

[0046]

[0047]

[0048]然而，如图2所示，四分之一车悬架模型的动力学方程可表示为：

[0049]

[0050]式10中，Fks＝ks(xs-xt)；Fkt＝kt(xt-xr)；ms为簧载质量；mt为非簧载质量；ks为悬架刚度，kt为车轮刚度；cs为可控阻尼器的阻尼系数；xr为路面不平度激励；xs为车轮的...

Example Embodiment

[0126]实施例2：

[0127]本实施例还用于提供一种整车协调控制系统，如图5所示，所述控制系统包括角加速度测量装置1、主控单元2和四个可控减振器3；所述主控单元2包括基于转矩阻尼控制的侧倾控制模块22、基于转矩阻尼控制的俯仰控制模块21和四个悬架垂向控制模块23；

[0128]所述主控单元2分别与所述角加速度测量装置1和所述可控减振器3通信连接；

[0129]所述角加速度测量装置1用于采集角加速度计算数据，并将所述角加速度计算数据传输至所述主控单元2；

[0130]所述主控单元2用于根据所述角加速度计算数据计算得到侧倾角加速度和俯仰角加速度；

[0131]所述主控单元2用于判断所述侧倾角加速度是否处于预设侧倾角加速度阈值内，得到第一判断结果，判断所述俯仰角加速度是否处于预设俯仰角加速度阈值内，得到第二判断结果；并当所述第一判断结果为是且所述第二判断结果为否时，利用所述俯仰控制模块21对四个所述可控减振器3的阻尼系数进行调控，抑制车体俯仰振动；当所述第一判断结果为否且所述第二判断结果为是时，利用所述侧倾控制模块22对四个所述可控减振器3的阻尼系数进行调控，抑制车体侧倾振动；当所述第一判断结果为否且所述第二判断结果为否时，综合利用所述侧倾控制模块22和所述俯仰控制模块21对四个所述可控减振器3的阻尼系数进行调控，抑制车体侧倾振动和车体俯仰振动；当所述第一判断结果为是且所述第二判断结果为是时，利用四个所述悬架垂向控制模块23分别对四个所述可控减振器3的阻尼系数进行调控，抑制车身垂向振动。

[0132]其中，所述角加速度测量装置1包括侧倾角速率传感器11和俯仰角速率传感器12；所述角加速度计算数据包括侧倾角速率和俯仰角速率；

[0133]所述侧倾角速率传感器11用于采集车辆的侧倾角速率，并将所述侧倾角速率传输至所述主控单元2；

[0134]所述俯仰角速率传感器12用于采集车辆的俯仰角速率，并将所述俯仰角速率传输至所述主控单元2；

[0135]所述主控单元2用于分别对所述侧倾角速率和所述俯仰角速率求一阶导，得到侧倾角加速度和俯仰角加速度；

[0136]或者，所述角加速度测量装置1包括若干个车体加速度传感器13；所述角加速度计算数据为车体加速度；

[0137]所述车体加速度传感器13用于采集车体加速度；

[0138]所述主控单元2用于根据所述车体加速度得到侧倾角加速度和俯仰角加速度。

[01...

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Abstract

The invention relates to a vehicle coordination control method and system, and belongs to the technical field of vehicle control. Whether the coupled vibration of the whole vehicle needs to be considered and the type of the coupled vibration needing to be considered are judged by taking whether the roll angle acceleration is within the preset roll angle acceleration threshold value or not and whether the pitch angle acceleration is within the preset pitch angle acceleration threshold value or not as judgment references; when the pitch angle acceleration or the roll angle acceleration of the vehicle body is not within the set threshold value, the coupling quantity influence is large, and the pitch vibration and the roll vibration of the vehicle body are restrained through main control based on torque damping control. When the pitching angle acceleration and the roll angle acceleration of a vehicle body are within set threshold values, the influence of the coupling amount is ignored, the suspension of the whole vehicle is regarded as being composed of four independent sub-suspensions, and each sub-suspension independently implements vertical control, so that pitching, roll and vertical vibration of the vehicle during running are effectively restrained, coordinated control over the whole vehicle is achieved, and the service life of the whole vehicle is prolonged. The riding comfort of the vehicle is obviously improved, and the control effect is good.

Description

technical field [0001] The invention relates to the technical field of vehicle control, in particular to a vehicle-wide coordinated control method and system for vehicle suspension damping. Background technique [0002] The semi-active suspension of the vehicle can change the suspension damping in real time according to the vibration of the vehicle and the ups and downs of the road surface, thereby significantly improving the ride comfort and operating stability of the vehicle. It has the advantages of low control energy consumption, good robustness, and high cost performance. It is a hotspot of research and application in the field of vehicle engineering. Most of the current control methods aim at the vertical control of the suspension of a single wheel, and completely independently control the four (or more) sub-suspensions of the vehicle, without considering the coupling vibration of the vehicle suspension, the control effect Difficult to achieve the best. Contents of ...

Claims

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Application Information

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IPC IPC(8): B60G17/018B60G17/019B60G17/06
CPCB60G17/018B60G17/019B60G17/01908B60G17/06B60G2500/10
Inventor 彭志召
Owner 彭志召
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