Intelligent control method for a hinged damping system

Abstract

The present application relates to the technical field of mechanical motion control, solves the technical problem that the prior art cannot balance the vehicle while controlling the damping, and the operation control process is complex, and particularly relates to a kind of intelligent hinged damping system control method, the method comprises the following steps: S1, obtain the running data in the vehicle operation process, and the running data is preprocessed to obtain the preprocessed data set;S2, construct the force balance equation of the whole vehicle, and calculate the first balance coefficient K1 and the second balance coefficient K2, the present application divides the rotation angle of steering wheel into multiple angle intervals, so that the rotation radius of vehicle can be known according to the rotation angle of steering wheel, and the size of damping force of vehicle safety steering can be adjusted with the aid of dynamic model, so that the vehicle can safely and smoothly turn under suitable damping force, increase the safety of vehicle turning, and improve the accuracy of vehicle obtaining turning radius under turning condition.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of mechanical motion control, and particularly relates to a control method of an intelligent articulated damping system. BACKGROUND

[0002] The articulated damping system, generally referred to as a buffer hydraulic hinge or a hydraulic hinge, is a hinge that uses the buffering performance of a liquid to achieve a sound buffering effect. In the application scenario of a multi-section vehicle, the motion working condition of a trackless vehicle is more diverse and complex than that of a track vehicle. Since there is no track constraint, the design requirements for the control method of the articulated damping system are higher due to the different operation habits of different drivers. The main reason is the diversity of the road surface state, combined with the existence of various disturbance factors such as the operation habits of the operator. When real-time control is performed, the volatility of the damping control system is enhanced, which is not conducive to the stability of the system. The existing technology applies appropriate damping to the hinge through an electronic control device. The value can only control the size of the damping through the instantaneous value of the angular velocity. While controlling, the balance state of the vehicle cannot be accurately evaluated, and the operation control process of the damping force is very complex, which increases the complexity and cost of daily maintenance. SUMMARY

[0003] In view of the deficiencies of the prior art, the present application provides a control method of an intelligent articulated damping system, which solves the technical problems that the prior art cannot consider the balance of the vehicle while controlling the damping, and the operation control process is complex, and achieves the purposes of keeping the vehicle stable by constructing a vehicle dynamics model while controlling the damping force, and the operation control process is simple.

[0004] To solve the above technical problems, the present application provides the following technical scheme: a control method of an intelligent articulated damping system, the method comprising the following steps:

[0005] S1, obtaining running data in a vehicle running process, and preprocessing the running data to obtain a preprocessed data set;

[0006] S2, constructing a force balance equation of the whole vehicle, and calculating a first balance coefficient K1 and a second balance coefficient K2;

[0007] S3, constructing a force balance equation of the vehicle head, and calculating a third balance coefficient K3, a fourth balance coefficient K4, and a fifth balance coefficient K5;

[0008] S4, constructing a force balance equation of the middle carriage, and calculating a sixth balance coefficient K6, a seventh balance coefficient K7, and an eighth balance coefficient K8;

[0009] S5, constructing a force balance equation of the vehicle tail, and calculating a ninth balance coefficient K9 and a tenth balance coefficient K 10 ;

[0010] S6, constructing a dynamics model of the vehicle according to the plurality of balance coefficients and calculating a performance balance coefficient, and detecting whether the vehicle meets the safety requirement based on the performance balance coefficient;

[0011] If yes, go to step S7;

[0012] If no, return to step S2;

[0013] S7, calculating a calibration value of a damping system of the vehicle according to the dynamics model;

[0014] S8, establishing a damping system control scheme for hierarchical control of the vehicle damper according to the calibration value.

[0015] Preferably, in step S1, the following steps are specifically implemented:

[0016] S11, obtaining a plurality of running data Yx a of the vehicle in a turning process during running e , calculating a missing value Yx e of the e-th running data, and the calculation formula is:

[0017]

[0018] wherein Yx e represents the missing value of the e-th running data, Yx e-1 represents the e-1-th running data, and Yx e+1 represents the e+1-th running data;

[0019] S12, calculating a fluctuation value B D of the running data Yx a , and the calculation formula is:

[0020]

[0021] wherein B D represents the fluctuation value, Yx a represents the a-th running data Yx a , and d represents the number of running data;

[0022] S13, removing abnormal data of the running data Yx a according to the fluctuation value B D ;

[0023] If |Yx a -Yx a-1 |≥B D , the running data Yx a is abnormal data and is removed;

[0024] If |Yx a -Yx a-1 |<BD , is normal data and the running data Yx is reserved a , according to the reserved running data Yx a , a pre-processing data set is generated;

[0025] The pre-processing data set includes left damper thrust F z , right damper thrust F y , wheel rotation angle A0, wheel maximum lateral force F 11max , F 12max , F 21max , F 22max , F 31max , F 32max .

[0026] Preferably, in step S2, the following steps are specifically implemented:

[0027] S21, a moment balance equation of the whole vehicle is established according to the wheel rotation angle A0, and the expression of the moment balance equation is:

[0028]

[0029] Wherein, F q1 represents front vehicle driving force, F q2 represents rear vehicle driving force, R represents central circumferential running radius of the middle vehicle compartment, F f11 represents rolling resistance of the front wheel of the head vehicle, F f12 represents rolling resistance of the rear wheel of the head vehicle, F f21 represents rolling resistance of the front wheel of the middle vehicle compartment, F f22 represents rolling resistance of the rear wheel of the middle vehicle compartment, F f31 represents rolling resistance of the front wheel of the tail vehicle, F f32 represents rolling resistance of the rear wheel of the tail vehicle, F k1 represents air resistance of the head vehicle, F k2 represents air resistance of the middle vehicle compartment, F k3 represents air resistance of the tail vehicle, θ 41 represents relative wind direction angle of the head vehicle, θ 42 represents relative wind direction angle of the middle vehicle compartment, θ 43 represents relative wind direction angle of the tail vehicle, n1 represents mass of the head vehicle, n2 represents mass of the middle vehicle compartment, m3 represents mass of the tail vehicle, a1 represents mass center acceleration of the head vehicle, a2 represents mass center acceleration of the middle vehicle compartment, and a3 represents mass center acceleration of the tail vehicle;

[0030] S22, F q1 = F q2 , a force balance equation of the whole vehicle is constructed according to the moment balance equation, and the expression of the force balance equation of the whole vehicle is:

[0031]

[0032] wherein F q1 represents the front vehicle driving force;

[0033] S23, calculating a first balance coefficient K1 according to a force balance equation of the whole vehicle, and the calculation formula is:

[0034] K1 = (F q1 +F q2 -F f11 -F f32 )×cos(A0+B0)-F k1 ×cos(θ 41 +B0)+F m1 ×sin(B0-θ1)-(F f12 +F f31 )×cos(B0-A0)-(F f21 +F f22 )×cosA0-F k2 ×cosθ 42 -F m2 ×sinθ2-F k3 ×cos(θ 43 -B0)-F m3 ×sin(B0+θ3)-m1×a1×cos(B0-θ1)-m2×a2×cosθ2-m3×a3×cos(B0+θ3)

[0035] wherein K1 represents the first balance coefficient, B0 represents the relative rotation angle between the carriages, F m1 represents the centrifugal force on the front carriage, F m2 represents the centrifugal force on the middle carriage, and F m3 represents the centrifugal force on the rear carriage, θ1 represents the angle between the centroid of the front carriage and the axis thereof, θ2 represents the angle between the centroid of the middle carriage and the axis thereof, and θ3 represents the angle between the centroid of the rear carriage and the axis thereof;

[0036] S24, simplifying the first balance coefficient K1 to obtain the simplest expression of K1, and the calculation formula is:

[0037] K1 = F 11 ×sin(A0+B0)+F 12 ×sin(B0-A0)+F 21 ×sinA0-F 22 ×sinA0-F 31 ×sin(B0-A0)-F 32 ×sin(A0+B0)

[0038] wherein A0 represents the wheel rotation angle, F 11F 12 F 21 F 22 F 31 F 32 F

[0039] S25, calculating a second balance coefficient K2, the calculation formula is:

[0040] K2 = F 11 × cos(A0+B0) + F 12 × cos(B0-A0) + F 21 × cosA0 + F 22 × cosA0 + F 31 × cos(B0-A0) + F 32 × sin(A0+B0)

[0041] Wherein, K2 represents the second balance coefficient.

[0042] Preferably, in step S3, the specific implementation steps are as follows:

[0043] S31, calculating a torque M of the damper according to the left damper thrust F z and the right damper thrust F y , the calculation formula is:

[0044] M = F y × r2 - F z × r1

[0045] Wherein, M represents the torque of the damper, r1 represents the left damper thrust radius, and r2 represents the right damper thrust radius.

[0046] S32, establishing a force balance equation of the head according to the torque M of the damper, the expression of the force balance equation of the head is:

[0047]

[0048] Wherein, F j11 represents the equivalent force of the damping system on the head in the direction of the head forward, F j12 represents the equivalent force of the damping system on the head perpendicular to the direction of the head forward.

[0049] S33, calculating a third balance coefficient K3 according to the force balance equation of the head, the calculation formula is:

[0050] K3 = F j11 × R + F j12 × L4

[0051] Where K3 represents the third balance coefficient, and L4 represents the distance from the rotation center of the damping system to the center of the wheelbase;

[0052] S34. Based on the rolling resistance F experienced by the front wheel of the lead vehicle. f11 The rolling resistance F experienced by the rear wheels of the lead vehicle f12 The fourth equilibrium coefficient K4 is calculated using the following formula:

[0053] K4=(F 11 -F 12 )×sinA0-F j11

[0054] Wherein, K4 represents the fourth balance coefficient;

[0055] S35. Calculate the fifth equilibrium coefficient K5. The calculation formula is as follows:

[0056] K5=(F 11 +F 12 )×cosA0-F j12

[0057] K5 represents the fifth balance coefficient.

[0058] Preferably, in step S4, the specific implementation steps are as follows:

[0059] S41. Based on the equivalent component F of the damping system acting on the lead car along the direction of the lead car's movement... j11 The equivalent component F of the damping system acting on the lead vehicle, perpendicular to the direction of the lead vehicle's movement. j12 Establish the force balance equations for the middle carriage. The expression for the force balance equations for the middle carriage is as follows:

[0060]

[0061] Among them, F j21 F represents the equivalent component of the damping system acting on the middle carriage along the direction of travel of the middle carriage. j22 This represents the equivalent component of the damping system acting on the middle carriage, perpendicular to the direction of travel of the middle carriage.

[0062] S42. Calculate the sixth equilibrium coefficient K6 based on the force balance equation of the middle carriage. The calculation formula is as follows:

[0063] K6 = F j21 ×R+F j22 ×L4-F j11 ×RF j12 ×L4

[0064] Wherein, K6 represents the sixth balance coefficient;

[0065] S43, calculate the seventh balance coefficient K7, the calculation formula is:

[0066] K7=F j21 -F j11 ×cosB0-F j12 ×sinB0+(F 22 -F 21 )×sinA0

[0067] Wherein, K7 represents the seventh balance coefficient;

[0068] S44, calculate the eighth balance coefficient K8, the calculation formula is:

[0069] K8=F j22 +F j11 ×sinB0-F j12 ×cosB0-(F 22 +F 21 )×cosA0

[0070] Wherein, K8 represents the eighth balance coefficient.

[0071] Preferably, in step S5, the specific implementation steps are as follows:

[0072] S51, according to the lateral force F 31 and the lateral force F 32 of the rear wheel of the trailer, the force balance equation of the trailer is established, and the expression of the force balance equation of the trailer is:

[0073] (F 32 -F 31 )×sinA0-F j21 ×cosB0-F j22 ×sinB0

[0074] =m3×a3×cosθ3-(F q2 -F f31 -F f32 )×cosA0+F k3 ×cosθ 43 +F m3 ×sinθ3

[0075] Wherein, F k3 represents the air resistance of the trailer;

[0076] S52, according to the force balance equation of the trailer, calculate the ninth balance coefficient K9, the calculation formula is:

[0077] K9=(F 32 -F 31 )×sinA0-F j21 ×cosB0-Fj22 x sin B0

[0078] wherein K9 represents a ninth balance coefficient;

[0079] S53, calculating a tenth balance coefficient K 10 , the calculation formula is:

[0080] K 10 = F j21 x sin B0 - F j22 x cos B0 - (F 32 + F 31 ) x cos A0

[0081] wherein K 10 represents the tenth balance coefficient.

[0082] Preferably, in step S6, the following steps are specifically implemented:

[0083] S61, according to the plurality of balance coefficients K1-K 10 , a coefficient matrix C3 is established, and the expression is:

[0084]

[0085] wherein C3 represents the coefficient matrix;

[0086] S62, according to the preprocessed data set, a force matrix C2 is established, and the expression is:

[0087]

[0088] wherein C2 represents the force matrix;

[0089] S63, according to the wheel rotation angle A0 and the relative rotation angle B0 between the carriages, an angle matrix C1 is calculated, and the calculation formula is:

[0090]

[0091]

[0092] wherein C1 represents the angle matrix;

[0093] S64, according to the angle matrix C1, the force matrix C2 and the coefficient matrix C3, a dynamics model of the vehicle is constructed, and the expression is:

[0094] C1 x C2 = C3

[0095] wherein C3 represents the coefficient matrix;

[0096] S65, according to the maximum lateral force F 11max , F 12max , F21max , F 22max , F 31max , F 32max Computing performance balance coefficient K 11 , K 12 , K 21 , K 22 , K 31 and K 32 , the computing formula is:

[0097]

[0098] wherein, K 11 , K 12 , K 21 , K 22 , K 31 and K 32 respectively represent performance balance coefficient;

[0099] S66, checking the safety of the vehicle according to the performance balance coefficient;

[0100] If -1≤k 11 ≤1, -1≤k 12 ≤1, -1≤k 21 ≤1, -1≤k 22 ≤1, -1≤k 31 ≤1, and -1≤k 32 ≤1, the vehicle operation is safe and ends;

[0101] If k 11 <-1, k 12 <-1, k 21 <-1, k 22 <-1, k 31 <-1, k 32 <-1 or k 11 ≥1, k 12 ≥1, k 21 ≥1, k 22 ≥1, k 31 ≥1, and k 32 ≥1, the vehicle operation is dangerous, the pre-warning information is continuously sent to the driver to prompt the driver to adjust the dynamic model and return to step S65.

[0102] Preferably, in step S7, the following steps are specifically implemented:

[0103] S71, calculating the steering wheel angle A according to the wheel angle A0, the computing formula is:

[0104] A=p×A0

[0105] Wherein, A represents the steering wheel angle, p represents the vehicle steering coefficient;

[0106] S72, calculating the vehicle circular motion radius R according to the wheel angle A0 yz , the calculation formula is:

[0107]

[0108] Wherein, R yz represents the vehicle circular motion radius, L represents the vehicle wheelbase;

[0109] S73, dividing the steering wheel angle A into multiple angle intervals A w , calculating the circular motion radius R w according to the angle interval A yz , and substituting the circular motion radius R yz into the vehicle dynamics model and force balance equation to obtain the vehicle damping system's cornering radius calibration value R yz1 , R yz2 , R yz3 and damping force calibration value F y1 , F z1 , F z2 respectively.

[0110] Preferably, in step S8, the following steps are specifically implemented:

[0111] S81, dividing the steering wheel angle A into multiple angle intervals A yz1 , A yz2 , A yz3 according to the cornering radius calibration value R f1 , R f2 , R f3 ;

[0112] S82, obtaining the steering wheel angle A ft at time t, determining the damping force of the damping system according to the angle interval A f1 and A f2 ;

[0113] If A f1 ≤ A ft < A f2 , then the damping force is determined as F y1 and F z1 ;

[0114] If A ft ≥ A f2 , then step S83 is entered;

[0115] S83, determining the damping force of the damping system according to the angle interval A f2 and A f3 ;

[0116] If A f2 ≤ A ft <A f3 , the damping force is determined as F y1 and F z2 ;

[0117] If A ft ≥ A f3 , step S84 is entered;

[0118] S84, the damping force of the damping system is determined according to the angle interval A f3 ;

[0119] If A f3 <A ft , the damping force is determined as F z1

[0120] S85, the damping system control scheme for grading control of the vehicle damper is obtained according to steps S81-S84.

[0121] By the above technical solution, the present application provides an intelligent articulated damping system control method, which has at least the following beneficial effects:

[0122] 1. The present application divides the steering angle of the steering wheel into multiple angle intervals, and makes the steering angle of the steering wheel and the turning radius of the vehicle correspond to each other, so that the turning radius of the vehicle can be known according to the steering angle of the steering wheel, and the size of the damping force for safe turning of the vehicle can be adjusted with the aid of the dynamic model, so that the vehicle can safely and smoothly turn under appropriate damping force, the safety of vehicle turning is increased, and the accuracy of the vehicle obtaining the turning radius under turning conditions is improved.

[0123] 2. The present application analyzes the force of multiple points of the vehicle as a whole, the vehicle head, the middle compartment and the tail, and constructs the dynamic model of the vehicle through the results of the force analysis, so that the force analysis of the vehicle as a whole and the individual compartment can be more accurately analyzed, the analysis results are more accurate, and the accuracy of the damping system control is increased, sudden situations caused by unbalanced force of the vehicle are prevented, and the risk of vehicle turning is reduced.

[0124] 3. The present application establishes a connection between the dynamic model and the steering of the steering wheel, calculates the calibration value of the vehicle safety through force balance, divides the turning radius and the damping force into multiple levels, so that the damping force can better control the balance of the vehicle under turning conditions, and the risk of damper failure caused by excessive or insufficient damping force provided by the damper during use is avoided, not only the stability of the vehicle turning is improved, but also the failure rate of the damper is reduced. BRIEF DESCRIPTION OF DRAWINGS

[0125] The accompanying drawings, which are included to provide a further understanding of the application and are incorporated in and constitute a part of this application, illustrate embodiments of the present application and together with the description serve to explain the present application. In the drawings:

[0126] Figure 1 Flow chart of the control method of the intelligent hinged damping system in the present application;

[0127] Figure 2 Top view of the vehicle in the present application;

[0128] Figure 3 Equivalent model diagram of the vehicle in the present application;

[0129] Figure 4 Whole vehicle force analysis diagram when the multi-section vehicle turns in the present application;

[0130] Figure 5 Head force analysis diagram when the multi-section vehicle turns in the present application;

[0131] Figure 6 Middle car force analysis diagram when the multi-section vehicle turns in the present application;

[0132] Figure 7 Tail force analysis diagram when the multi-section vehicle turns in the present application;

[0133] Figure 8 Damping torque analysis diagram in the present application;

[0134] Figure 9 Flow chart of the damping control system in both directions in the present application;

[0135] Figure 10 k-Fz curve diagram in the present application. DETAILED DESCRIPTION

[0136] In order to make the above objectives, features and advantages of the present application more apparent, more comprehensible and more fully understood, the present application will be further described in detail below with reference to the accompanying drawings and specific embodiments. The realization process of how to apply technical means to solve technical problems and achieve technical effects of the present application can be fully understood and implemented.

[0137] Since the prior art cannot balance the vehicle while controlling the damping, and the operation control process is complex, please refer to Figures 1-10 The present embodiment provides a control method of an intelligent hinged damping system, which can build a vehicle dynamics model while controlling the damping force to keep the vehicle stable, and the operation control process is simple. The method comprises the following steps:

[0138] S1, obtain running data in a running process of a vehicle, and pre-process the running data to obtain a pre-processed data set; in a turning process of the multi-section vehicle, a plurality of data can be obtained through a sensor or the like, including force at different positions of a carriage, turning angle data and the like, which need to be pre-processed, and in step S1, the specific implementation steps are as follows:

[0139] S11, obtain a plurality of running data Yx in a turning process of the vehicle in a running process a , calculate missing values Yx of the e-th running data e , and the calculation formula is:

[0140]

[0141] wherein Yx e represents the missing values of the e-th running data, Yx e-1 represents the (e-1)-th running data, Yx e+1 represents the (e+1)-th running data, and the running data in this step includes a plurality of data in the turning process of the vehicle, including force data at a plurality of positions of the vehicle, angle data of the vehicle in the turning process, and the like, which can be pre-processed by using the same method, and are not distinguished in this step;

[0142] S12, calculate fluctuation values B a of the running data Yx D , and the calculation formula is:

[0143]

[0144] wherein B D represents the fluctuation value, Yx a represents the a-th running data Yx a , and d represents the number of running data;

[0145] S13, remove abnormal data of the running data Yx D according to the fluctuation value B a ;

[0146] if |Yx a -Yx a-1 |≥B D , the running data Yx a is abnormal data and is removed;

[0147] if |Yx a -Yx a-1 |<B D , the running data Yx a is normal data and is retained, and the retained running data Yx aThe pre-processing data set is generated, and in this step, the fluctuation of the two running data is evaluated. If the fluctuation is very large, it means that the data is abnormal data, and the data needs to be excluded. After the data is excluded, the method of step S11 can be used to supplement the data after the data is excluded to ensure the integrity of the data;

[0148] The pre-processing data set includes left damper thrust F z , right damper thrust F y , wheel angle A0, maximum lateral force F 11max , F 12max , F 21max , F 22max , F 31max , F 32max Through the pre-processing of the data, the missing and discontinuous situations of the data can be avoided, the usability and accuracy of the data are improved, and the subsequent calculation is more accurate.

[0149] S2, construct the force balance equation of the whole vehicle and calculate the first balance coefficient K1 and the second balance coefficient K2; first, construct the force balance equation of the whole vehicle according to the physical quantities in the pre-processing data, please refer to Figures 2-8 In step S2, the specific implementation steps are as follows:

[0150] S21, establish the moment balance equation of the whole vehicle according to the wheel angle A0, and the expression of the moment balance equation is:

[0151]

[0152] Wherein, F q1 represents the front vehicle driving force, F q2 represents the rear vehicle driving force, R represents the center circular running radius of the middle car, F f11 represents the rolling resistance of the front wheel of the head vehicle, F f12 represents the rolling resistance of the rear wheel of the head vehicle, F f21 represents the rolling resistance of the front wheel of the middle car, F f22 represents the rolling resistance of the rear wheel of the middle car, F f31 represents the rolling resistance of the front wheel of the tail vehicle, F f32 represents the rolling resistance of the rear wheel of the tail vehicle, F k1 represents the air resistance of the head vehicle, F k2 represents the air resistance of the middle car, F k3 represents the air resistance of the tail vehicle, θ 41 represents the relative wind direction angle of the head vehicle, θ 42 represents the relative wind direction angle of the middle car, θ 43represents the relative wind direction angle of the tail car, m1 represents the mass of the head car, m2 represents the mass of the middle car, m3 represents the mass of the tail car, a1 represents the mass center acceleration of the head car, a2 represents the mass center acceleration of the middle car, a3 represents the mass center acceleration of the tail car, the middle car center circumferential running radius refers to the radius of the circumference of the track of the center of the middle car in the turning process, the air resistance of the head car refers to the air resistance of the head car in the moving process, and the relative wind direction angle of the head car refers to the included angle between the moving direction of the head car and the wind direction. These physical quantities are physical quantities obtained in the pretreatment data;

[0153] S22, let F q1 q2 According to the moment balance equation, the force balance equation of the whole vehicle is constructed, and the expression of the force balance equation of the whole vehicle is:

[0154]

[0155] Wherein, F q1 represents the front car driving force; in this step, the front car driving force F q1 is equal to the tail car driving force F q2 , and then it is explained that in the case that the driving force of the front and rear of the vehicle is equal during the movement of the vehicle, the balance coefficient of the whole vehicle is obtained.

[0156] S23, according to the force balance equation of the whole vehicle, the first balance coefficient K1 is calculated, and the calculation formula is:

[0157] K1=(F q1 +F q2 -F f11 -F f32 )×cos(A0+B0)-F k1 ×cos(θ 41 +B0)+F m1 ×sin(B0-θ1)-(F f12 +F f31 )×cos(B0-A0)-(F f21 +F f22 )×cosA0-F k2 ×cosθ 42 -F m2 ×sinθ2-F k3 ×cos(θ 43 -B0)-F m3 ×sin(B0+θ3)-m1×a1×cos(B0-θ1)-m2×a2×cosθ2-m3×a3×cos(B0+θ3)

[0158] Wherein, K1 represents the first balance coefficient, B0 represents the relative rotation angle between the cars, F m1 represents the centrifugal force of the head car, and F​m2 F represents centrifugal force suffered by the middle car, F m3 F represents centrifugal force suffered by the tail car, θ1 represents the angle between the center of mass of the head car and its axis, θ2 represents the angle between the center of mass of the middle car and its axis, θ3 represents the angle between the center of mass of the tail car and its axis, and the relative rotation angle between the cars refers to the difference between the rotation angle of the front car and the rotation angle of the rear car, that is, the relative rotation angle;

[0159] S24, simplifying the first balance coefficient K1 to obtain the simplest expression of k1, and the calculation formula is:

[0160] K1=F 11 ×sin(A0+B0)+F 12 ×sin(B0-A0)+F 21 ×sinA0-F 22 ×sinA0-F 31 ×sin(B0-A0)-F 32 ×sin(A0+B0)

[0161] Wherein, A0 represents the wheel rotation angle, F 11 F represents the lateral force suffered by the front wheel of the head car, F 12 F represents the lateral force suffered by the rear wheel of the head car, F 21 F represents the lateral force suffered by the front wheel of the middle car, F 22 F represents the lateral force suffered by the rear wheel of the middle car, F 31 F represents the lateral force suffered by the front wheel of the tail car, F 32 F represents the lateral force suffered by the rear wheel of the tail car;

[0162] S25, calculating the second balance coefficient K2, and the calculation formula is:

[0163] K2=F 11 ×cos(A0+B0)+F 12 ×cos(B0-A0)+F 21 ×cosA0+F 22 ×cosA0+F 31 ×cos(B0-A0)+F 32 ×sin(A0+B0)

[0164] Wherein, K2 represents the second balance coefficient, the dynamics model of the vehicle is constructed through the multi-point force analysis of the whole vehicle, so that the force analysis of the whole vehicle and the single car is more accurate, the analysis result is more accurate, and the accuracy of the damping system control is increased, the sudden situation caused by the unbalanced force of the vehicle is prevented, and the risk of vehicle turning is reduced.

[0165] S3, construct the force balance equation of the vehicle head, and calculate the third balance coefficient K3, the fourth balance coefficient K4 and the fifth balance coefficient K5; after analyzing the force balance equation of the complete vehicle, the force balance of the vehicle head needs to be analyzed, and in step S3, the specific implementation steps are as follows:

[0166] S31, according to the left damper thrust F z and the right damper thrust F y , calculate the moment M of the damper, and the calculation formula is:

[0167] M = F y × r2 - F z × r1

[0168] Wherein, M represents the moment of the damper, r1 represents the left damper thrust radius, and r2 represents the right damper thrust radius; the damper generally refers to the device installed between the car and the car to generate damping force, which can be controlled by the circuit to generate corresponding damping force, and the left damper thrust radius refers to the length of the force arm of the damping force, which is a necessary physical quantity for calculating the moment.

[0169] S32, according to the moment M of the damper, the force balance equation of the vehicle head is established, and the expression of the force balance equation of the vehicle head is:

[0170]

[0171] Wherein, F j11 represents the equivalent force of the damping system on the head car in the forward direction of the head car, and F j12 represents the equivalent force of the damping system on the head car perpendicular to the forward direction of the head car; the equivalent force of the damping system on the head car in the forward direction of the head car refers to the force with the same effect, which can be more easily analyzed and equationed by the equivalent force.

[0172] S33, according to the force balance equation of the vehicle head, the third balance coefficient K3 is calculated, and the calculation formula is:

[0173] K3 = F j11 × R + F j12 × L4

[0174] Wherein, K3 represents the third balance coefficient, and L4 represents the distance from the center of the damping system rotation to the center of the wheelbase;

[0175] S34, according to the rolling resistance F f11 of the front wheel of the head car and the rolling resistance F f12 of the rear wheel of the head car, the fourth balance coefficient K4 is calculated, and the calculation formula is:

[0176] K4 = (F 11 - F 12) x sin A0 - F j11

[0177] Wherein, k4 represents the fourth balance coefficient;

[0178] S35, the fifth balance coefficient K5 is calculated, and the calculation formula is:

[0179] K5 = (F 11 +F 12 ) x cos A0 - F j12

[0180] Wherein, K5 represents the fifth balance coefficient, through the multi-point force analysis of the vehicle head, the dynamics model of the vehicle is constructed through the force analysis result, so that the force analysis of the vehicle as a whole and the single carriage is more accurate, the analysis result is more accurate, and the accuracy of the damping system control is increased, the sudden situation caused by the unbalanced force of the vehicle is prevented, and the risk of vehicle turning is reduced.

[0181] S4, the force balance equation of the intermediate carriage is constructed, and the sixth balance coefficient K6, the seventh balance coefficient K7 and the eighth balance coefficient K8 are calculated; please refer to Figures 2-8 , the force analysis of the intermediate carriage is carried out, the vehicle is divided into three parts of the head, the intermediate carriage and the tail, in step S4, the specific implementation steps are as follows:

[0182] S41, according to the equivalent force F j11 and the equivalent force F j12 of the damping system perpendicular to the front direction of the head car, the force balance equation of the intermediate carriage is established, and the expression of the force balance equation of the intermediate carriage is:

[0183]

[0184] Wherein, F j21 represents the equivalent force of the damping system along the front direction of the intermediate carriage, F j22 represents the equivalent force of the damping system perpendicular to the front direction of the intermediate carriage;

[0185] S42, the sixth balance coefficient K6 is calculated according to the force balance equation of the intermediate carriage, and the calculation formula is:

[0186] K6 = F j21 x R + F j22 x L4 - F j11 x R - F j12 x L4

[0187] Wherein, K6 represents the sixth balance coefficient;

[0188] S43, calculate the seventh balance coefficient K7, the calculation formula is:

[0189] K7=F j21 +F j11 ×cosB0-F j12 ×sinB0+(F 22 -F 21 )×sinA0

[0190] Wherein, K7 represents the seventh balance coefficient;

[0191] S44, calculate the eighth balance coefficient K8, the calculation formula is:

[0192] K8=F j22 +F j11 ×sinB0-F j12 ×cosB0-(F 22 +F 21 )×cosA0

[0193] Wherein, K8 represents the eighth balance coefficient, through the multi-point force analysis of the middle car of the vehicle, the dynamic model of the vehicle is constructed through the force analysis result, which can better analyze the force of the whole vehicle and the single car more accurately, so that the analysis result is more accurate, and the accuracy of the damping system control is increased, the sudden situation caused by the unbalanced force of the vehicle is prevented, and the risk of vehicle turning is reduced.

[0194] S5, construct the force balance equation of the tail, and calculate the ninth balance coefficient K9 and the tenth balance coefficient K 10 ; Finally, the force balance analysis of the tail is carried out, and then the whole dynamic model is established, in step S5, the specific implementation steps are as follows:

[0195] S51, according to the lateral force F 31 and the lateral force F 32 of the rear wheel of the tail car, the force balance equation of the tail is established, and the expression of the force balance equation of the tail is:

[0196] (F 32 -F 31 )×sinA0-F j21 ×cosB0-F j22 ×sinB0

[0197] =m3×a3×cosθ3-(F q2 -F f31 -F f32 )×cosA0+F k3 ×cosθ 43 +F m3 ×sinθ3

[0198] wherein F k3 represents the air resistance on the tail vehicle;

[0199] S52, calculating a ninth balance coefficient K9 according to the force balance equation of the tail vehicle, and the calculation formula is:

[0200] K9=(F 32 -F 31 )×sinA0-F j21 ×cosB0-F j22 ×sinB0

[0201] wherein K9 represents the ninth balance coefficient;

[0202] S53, calculating a tenth balance coefficient K 10 , and the calculation formula is:

[0203] K 10 =(F j21 +F j22 )×cosA0-F 32 ×sinB0-F 31 ×cosB0

[0204] wherein K 10 represents the tenth balance coefficient, and the dynamics model of the vehicle is established through the multi-point force analysis of the tail vehicle and the force analysis results, so that the force analysis of the whole vehicle and the individual carriage is more accurate, the analysis results are more accurate, and the accuracy of the damping system control is increased, the sudden situation caused by the unbalanced force of the vehicle is prevented, and the risk of vehicle turning is reduced.

[0205] S6, constructing the dynamics model of the vehicle according to the plurality of balance coefficients and calculating a performance balance coefficient, and detecting whether the vehicle meets the safety requirement based on the performance balance coefficient;

[0206] If yes, go to step S7;

[0207] If no, return to step S2; the dynamics model of the vehicle is established according to the plurality of force analysis and balance coefficients of the whole vehicle, the head, the middle carriage and the tail in the previous step, and the specific implementation steps in step S6 are as follows:

[0208] S61, establishing a coefficient matrix C3 according to the plurality of balance coefficients K1-K 10 , and the expression is:

[0209]

[0210] wherein C3 represents the coefficient matrix;

[0211] S62, establishing a force matrix C2 according to the pretreatment data set, expressed as:

[0212]

[0213] Wherein, C2 represents the force matrix;

[0214] S63, calculating an angle matrix C1 according to the wheel rotation angle A0 and the relative rotation angle B0 between the carriages, the calculation formula being:

[0215]

[0216] Wherein, C1 represents the angle matrix;

[0217] S64, constructing a vehicle dynamics model according to the angle matrix C1, the force matrix C2 and the coefficient matrix C3, expressed as:

[0218] C1xC2=C3

[0219] Wherein, C3 represents the coefficient matrix, C1 is the coefficient matrix, C2 is the unknown matrix required, C3 is the constant matrix on the right side of the equation group, the three matrices conform to the matrix operation, and the unknown matrix and the lateral force borne by each wheel can be solved by solving the matrix operation, which is convenient for subsequent solving of the maximum lateral force of the wheel;

[0220] S65, calculating the maximum lateral force F 11max , F 12max , F 21max , F 22max , F 31max , F 32max of each wheel according to the performance balance coefficient K 11 , K 12 , K 21 , K 22 , K 31 and K 32 , the calculation formula being:

[0221]

[0222]

[0223] Wherein, K 11 , K 12 , K 21 , K 22 , K 31 and K 32 respectively represent the performance balance coefficient, F 11 , F 12 , F 21 , F 22 , F 31 , F32 These forces may collect multiple data in the data collection process of the vehicle, and the size of the data will fluctuate. The instantaneous value of each data is selected from the numerous data to calculate the performance balance coefficient of each time, and the maximum data is selected from the numerous data as F 11max , F 12max , F 21max , F 22max , F 31max , F 32max The maximum lateral force of each wheel can be obtained by multiplying the axle load of each axle of the vehicle by the friction coefficient between the wheel and the ground. The resultant force of the maximum lateral force of the driving wheel and the driving force is equal to the axle load of the axle multiplied by the friction coefficient between the wheel and the ground.

[0224] S66, checking the safety of the vehicle according to the performance balance coefficient;

[0225] If -1≤k 11 ≤1, -1≤k 12 ≤1, -1≤k 21 ≤1, -1≤k 22 ≤1, -1≤k 31 ≤1, and -1≤k 32 ≤1, the vehicle operation has safety and ends;

[0226] If k 11 <-1, k 12 <-1, k 21 <-1, k 22 <-1, k 31 <-1, k 32 <-1 or k 11 ≥1, k 12 ≥1, k 21 ≥1, k 22 ≥1, k 31 ≥1, and k 32 ≥1, the vehicle operation has danger, continuously sends warning information to the driver to prompt the driver to adjust the dynamic model and returns to step S65. Through the multi-point force analysis of the vehicle as a whole, the front, the middle car and the tail, the dynamic model of the vehicle is constructed through the results of the force analysis. This can better analyze the force of the vehicle as a whole and the separate carriages more accurately, make the analysis results more accurate, and increase the accuracy of the damping system control, prevent sudden situations caused by unbalanced forces of the vehicle, and reduce the risk of vehicle turning.

[0227] S7, calculating the calibration value of the vehicle damping system according to the dynamic model; in the process of processing the damping force in the turning, the calibration value of the multi-level division is obtained according to the dynamic model combined with the pretreatment data, in step S7, the specific implementation steps are as follows:

[0228] S71, calculating the steering wheel angle A according to the wheel angle A0, the calculation formula is:

[0229] A = p x A0

[0230] Wherein, A represents the steering wheel angle, p represents the vehicle steering coefficient, the wheel angle A0 and the steering wheel angle A are established as an equation relationship, so as to facilitate the subsequent steps to calculate the relationship between the steering wheel angle A and the vehicle turning radius;

[0231] S72, calculating the circular motion radius R of the vehicle according to the wheel angle A0 yz , the calculation formula is:

[0232]

[0233] Wherein, R yz represents the circular motion radius of the vehicle, L represents the wheelbase of the vehicle, the relationship between the wheel angle A0 and the circular motion radius R yz of the vehicle is established, the circular motion radius R yz of the vehicle is the turning radius of the vehicle, and then the equation relationship between the circular motion radius R yz of the vehicle and the steering wheel angle A is established;

[0234] S73, dividing the steering wheel angle A into a plurality of angle intervals A w , calculating the circular motion radius R w according to the angle interval A yz , and substituting the circular motion radius R yz into the dynamic model and force balance equation of the vehicle, respectively obtaining the turning radius calibration value R yz1 , R yz2 , R yz3 and the damping force calibration value F y1 , F z1 , F z2 , please refer to Figure 10 , the left and right damping forces are the left damper thrust F z and the right damper thrust F y in the calculation formula of the moment M, according to the curve diagram of Figure 10 , when F y = -40kn, F z ≥60kn satisfies -1≤k 11 and k 12 and k 21 and k22 and k 31 and k 32 ≤1, thereby obtaining a multi-level division table of the turning radius and the damping force, please refer to Table 1.

[0235] Table 1: Turning radius and damping force table

[0236]

[0237]

[0238] From Table 1, it can be known that under different turning radius conditions in a single direction, the damping force of the left and right dampers, and the turning radius calibration value is determined according to Table 1, to obtain the turning radius calibration value range and the damping force range generated by the damper, please refer to Table 2.

[0239] Table 2: Turning radius and damping force calibration value range table

[0240]

[0241] Through the dynamics model and the detection conforming to the vehicle's smooth and safe, the turning radius, i.e. the vehicle's circumferential motion radius R yz and the relationship between the damping force can be obtained, and then the steering wheel angle A can be calculated by the vehicle's circumferential motion radius R yz , to obtain the relationship between the steering wheel angle A and the damping force, and form a table, which is convenient for establishing the control model of the damping system later. Through the establishment of the dynamics model and the establishment of the relationship between the steering wheel and the steering, the safe calibration value of the vehicle is calculated by force balance, the turning radius and the damping force are divided into multiple levels, so that the damping force can better control the balance of the vehicle in the turning condition, and the risk of failure of the damper caused by the damping force being too large or too small in use is avoided. Not only improves the stability of the vehicle turning, but also reduces the failure rate of the damper.

[0242] S8, according to the calibration value, a damping system control method for classifying control of the vehicle damper is established, in step S8, the specific implementation steps are as follows:

[0243] S81, according to the turning radius calibration value R yz1 , R yz2 , R yz3 , the steering wheel angle A is divided into multiple angle intervals A f1 , A f2 , A f3 ;

[0244] S82, the steering wheel angle A ft at time t is obtained, according to the angle interval A f1 and A f2determining a damping force of the damping system;

[0245] if A f1 ≤ A ft <A f2 , then determining the damping force as F y1 and F z1 ;

[0246] if A ft ≥ A f2 , then proceeding to step S83;

[0247] S83, determining a damping force of the damping system according to the angle interval A f2 and A f3 ;

[0248] if A f2 ≤ A ft <A f3 , then determining the damping force as F y1 and F z2 ;

[0249] if A ft ≥ A f3 , then proceeding to step S84;

[0250] S84, determining a damping force of the damping system according to the angle interval A f3 ;

[0251] if A f3 <A ft , then determining the damping force as F z1

[0252] S85, obtaining a damping system control scheme for grading control of the vehicle damper according to steps S81-S84, in this model please refer to Figure 9The control method of the bidirectional steering wheel angle shown in the application only gives the positive steering wheel rotation angle, which can also be called the single-direction rotation angle model, that is, the right or left control model, and does not give the model of the other direction, or the negative direction model. The demarcation angle of the negative direction is the same as that of the positive direction, and the value can be taken by reversing the damping force of the left and right dampers. For example, when the turning radius is 15 m to the right, the force distribution of the damper is-40 N on the right side and 60 N on the left side. When the turning radius is 15 m to the left, the force distribution of the damper is-40 N on the left side and 60 N on the right side. Since the judgment method of the left and right directions is the same, the application only gives the single-direction control model. The steering wheel rotation angle is divided into multiple angle intervals, and the steering wheel rotation angle and the vehicle turning radius correspond to each other. In this way, the vehicle turning radius can be known according to the steering wheel rotation angle, and the size of the damping force of the safe steering of the vehicle can be adjusted with the aid of the dynamics model, so that the vehicle can safely and smoothly turn at the appropriate damping force, thereby increasing the safety of the vehicle turning and improving the accuracy of the vehicle obtaining the turning radius in the turning condition.

[0253] Those skilled in the art can understand that all or part of the steps of the above-mentioned embodiment methods can be completed by programs instructing related hardware, therefore, the application can adopt a completely hardware embodiment, a completely software embodiment or an embodiment combining software and hardware aspects. Moreover, the application can adopt the form of a computer program product implemented on one or more computer usable storage media (including but not limited to disk storage, CD-ROM, optical storage, etc.) containing computer usable program codes.

[0254] The above embodiments are described in detail, and the principles and embodiments of the application are described by applying specific examples. The above embodiment is only used to help understand the method and core idea of the application; meanwhile, for those skilled in the art, according to the idea of the application, the specific embodiments and application scope will be changed, and the above description should not be understood as a limitation of the application.

Claims

1. A method of controlling an intelligent hinged damping system, characterized in that, The method comprises the following steps: S1, obtaining running data in a vehicle running process, and preprocessing the running data to obtain a preprocessed data set, and the specific implementation steps are as follows: S11, acquire a plurality of running data of the vehicle in a turning process during running, calculate a missing value of the first running data, and the calculation formula is: ； wherein, represents a missing value of the th running data, represents the th running data, represents the th running data; S12, calculate running data fluctuation value of the wave The calculation formula is: ； wherein, denotes a fluctuation value, denotes the first run data , denotes the number of run data; S13, according to the fluctuation value to the operation data of the abnormal data If , then the data is abnormal and the running data is rejected; If then the data is normal and the operational data is retained , a pre-processed data set is generated from the retained operational data ; The pre-processed data set comprises left damper thrust , right damper thrust , wheel angle , wheel maximum lateral force ; S2, construct the force balance equation of the whole vehicle, and calculate the first balance coefficient and the second balance coefficient ; S3, construct the force balance equation of the vehicle head, and calculate the third balance coefficient , the fourth balance coefficient , and the fifth balance coefficient ; S4, construct the force balance equation of the intermediate car, and calculate the sixth balance coefficient , the seventh balance coefficient , and the eighth balance coefficient ; S5, construct the force balance equation of the vehicle tail, and calculate the ninth balance coefficient and the tenth balance coefficient ; S6, constructing a dynamics model of the vehicle according to the plurality of balance coefficients and calculating a performance balance coefficient, and detecting whether the vehicle meets the safety requirement based on the performance balance coefficient; If yes, go to step S7; If no, return to step S2; S7, calculating a calibration value of a damping system of the vehicle according to the dynamics model; S8, establishing a damping system control scheme for grading control of the vehicle damper according to the calibration value.

2. The damping system control method according to claim 1, characterized by, In step S2, the specific implementation steps are as follows: S21, according to the wheel rotation angle The moment balance equation of the whole vehicle is established, and the expression of the moment balance equation is: ； wherein, represents the front vehicle driving force, represents the rear vehicle driving force, represents the intermediate vehicle compartment center circumferential running radius, represents the rolling resistance received by the front wheel of the head vehicle, represents the rolling resistance received by the rear wheel of the head vehicle, represents the rolling resistance received by the front wheel of the intermediate vehicle compartment, represents the rolling resistance received by the rear wheel of the intermediate vehicle compartment, represents the rolling resistance received by the front wheel of the tail vehicle, represents the rolling resistance received by the rear wheel of the tail vehicle, represents the air resistance received by the head vehicle, represents the air resistance received by the intermediate vehicle compartment, represents the air resistance received by the tail vehicle, represents the head vehicle relative wind direction angle, represents the intermediate vehicle compartment relative wind direction angle, represents the tail vehicle relative wind direction angle, represents the head vehicle mass, represents the intermediate vehicle compartment mass, represents the tail vehicle mass, represents the head vehicle mass center acceleration, represents the intermediate vehicle compartment mass center acceleration, represents the tail vehicle mass center acceleration; S22, let According to the moment balance equation, the force balance equation of the whole vehicle is constructed, and the expression of the force balance equation of the whole vehicle is: ； wherein, represents the front vehicle driving force; S23、According to the force balance equation of the whole vehicle, the first balance coefficient is calculated The calculation formula is: ； wherein, represents the first balance coefficient, represents the relative rotation angle between the carriages, represents the centrifugal force on the head carriage, represents the centrifugal force on the intermediate carriage, represents the centrifugal force on the tail carriage, represents the angle between the centroid of the head carriage and its axis, represents the angle between the centroid of the intermediate carriage and its axis, represents the angle between the centroid of the tail carriage and its axis; S24、the first balance coefficient Simplify to get The simplest expression of the first balance coefficient is: ； wherein, represents a wheel angle of the front wheels of the head vehicle, represents a lateral force applied to the front wheels of the head vehicle, represents a lateral force applied to the rear wheels of the head vehicle, represents a lateral force applied to the front wheels of the middle vehicle, represents a lateral force applied to the rear wheels of the middle vehicle, represents a lateral force applied to the front wheels of the tail vehicle, represents a lateral force applied to the rear wheels of the tail vehicle; S25, calculating a second balance coefficient The calculation formula is: ； wherein represents the second balancing coefficient.

3. The damping system control method according to claim 2, characterized by, In step S3, the specific implementation steps are as follows: S31, calculate the moment of the left damper thrust and the right damper thrust S32, calculate the moment of the damper S33, calculate the moment of the damper ； wherein, M represents the moment of the damper, R represents the left damper thrust radius, R represents the right damper thrust radius; S32、According to the moment of the damper A force balance equation of the vehicle head is established, and an expression of the force balance equation of the vehicle head is: ； wherein, Fxd, xrepresents the equivalent force of the damping system on the lead vehicle in the direction of travel of the lead vehicle, Fxd, yrepresents the equivalent force of the damping system on the lead vehicle perpendicular to the direction of travel of the lead vehicle; S33、According to the force balance equation of the vehicle head, a third balance coefficient is calculated The calculation formula is: ； wherein, represents a third balance coefficient, represents the distance from the center of rotation of the damping system to the center of the axle; S34, the rolling resistance experienced by the front wheels of the lead vehicle and the rolling resistance experienced by the rear wheels of the lead vehicle calculating a fourth balancing coefficient with the formula: ； wherein represents the fourth balance coefficient; S35、calculating a fifth balance coefficient The calculation formula is: ； wherein represents the fifth balancing coefficient.

4. The damping system control method according to claim 3, characterized by, In step S4, the specific implementation steps are as follows: S41、According to the equivalent force of the damping system on the lead vehicle in the forward direction of the lead vehicle and the equivalent force of the damping system on the lead vehicle perpendicular to the forward direction of the lead vehicle The force balance equation of the intermediate car is established, and the expression of the force balance equation of the intermediate car is: ； wherein, represents the equivalent force of the damping system on the intermediate car in the direction of travel of the intermediate car, represents the equivalent force of the damping system on the intermediate car perpendicular to the direction of travel of the intermediate car; S42、According to the force balance equation of the intermediate car, the sixth balance coefficient is calculated The calculation formula is: ； wherein represents the sixth balancing coefficient; S43, calculating a seventh balance coefficient The calculation formula is: ； wherein represents a seventh balancing coefficient; S44, calculating the eighth balance coefficient The calculation formula is: ； wherein represents an eighth balancing coefficient.

5. The damping system control method according to claim 4, characterized by, In step S5, the specific implementation steps are as follows: S51, according to the lateral force on the front wheels of the trailer and the lateral force on the rear wheels of the trailer establishes the force balance equation of the trailer, and the expression of the force balance equation of the trailer is: ； wherein, represents the air resistance experienced by the trailer; S52、According to the force balance equation of the vehicle tail, the ninth balance coefficient is calculated The calculation formula is: ； wherein represents the ninth balance coefficient; S53, calculating the tenth balance coefficient The calculation formula is: ； wherein represents the tenth balancing coefficient.

6. The damping system control method according to claim 5, characterized by, In step S6, the specific implementation steps are as follows: S61、According to the balance coefficient Establishing the coefficient matrix The expression is:​ ； wherein denotes the coefficient matrix; S62, building the force matrix from the pre-processed dataset with expression ； wherein represents a force matrix; S63, calculating the relative rotation angle between the vehicle body and the wheel and the relative rotation angle between the vehicle body and the wheel calculating the angle matrix , the calculation formula is: ； wherein denotes the angle matrix; S64, according to the angle matrix , the force matrix , and the coefficient matrix construct a dynamics model of the vehicle, expressed as: ； wherein denotes the coefficient matrix; S65、According to the maximum lateral force of the wheel Computing the performance balance coefficient 、 、 、 、 and The formula is: ； ； ； ； ； ； wherein, , , , , and respectively represent performance balance coefficients; S66, checking the safety of the vehicle according to the performance balance coefficient; If , and , and , and , and , and , then the vehicle operation has safety and ends. If , and , and , and , and , and or , and , and , and , and , and then the vehicle is operating with danger, and the driver is continuously prompted with a warning information to adjust the dynamics model and return to step S65.

7. The damping system control method according to claim 6, characterized by, In step S7, the specific implementation steps are as follows: S71、According to the wheel rotation angle Calculate the steering wheel rotation angle The calculation formula is: ； wherein denotes the steering wheel angle, denotes the vehicle steering coefficient; S72, calculating the radius of the circular motion of the vehicle calculating the radius of the circular motion of the vehicle , the calculation formula is: ； wherein, represents the radius of the circumferential movement of the vehicle, represents the wheelbase of the vehicle; S73, steering wheel angle divided into multiple angle intervals , according to the angle interval calculate the radius of the circular motion , and substitute the radius of the circular motion into the dynamics model and force balance equation of the vehicle, respectively, to obtain the turning radius calibration value and the damping force calibration value , , .

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