Vehicle chassis adjustment and dynamic control system

Abstract

The invention relates to the technical field of vehicle automatic control, in particular to a vehicle chassis adjustment and dynamic control system. Specifically, the adjustment and dynamic control system comprises a data acquisition module, a frame identification module and a parameter calculation module. The data acquisition module is used for acquiring a preset parameter difference value; the preset parameters comprise a front axle kingpin caster angle, a front axle inclination angle, a rear axle inclination angle and a rear axle toe angle; the frame recognition module is used for recognizing a driving frame where the current vehicle is located based on the obtained preset parameter difference value so as to obtain an actual movement trend; the parameter calculation module is used for obtaining a preset parameter adjustment value based on comparison between the actual motion trend and the expected motion trend. On the basis of the method and the device, intelligent real-time automatic adjustment of the chassis of the running vehicle can be realized, so that the driving comfort is improved while the driving safety is ensured.

Description

Technical Field

[0001] The present invention relates to the technical field of vehicle automatic control, and in particular to a vehicle chassis adjustment and dynamic control system. Background Art

[0002] With the development of the automotive industry in the field of new energy, the homogeneity of electrical architecture and electrical equipment design has become more serious, and the competition in the field of intelligent driving is fierce. Under such a development situation, the dynamic performance of the chassis, as the cornerstone of the vehicle, is becoming increasingly important. The level of chassis dynamic performance has become a watershed in the quality performance of brand models under homogeneity.

[0003] The chassis is a comprehensive hardware system composed of a transmission system, a travel system, a steering system, and a braking system. Each subsystem has a complex structural system, and the systems are interrelated and influence each other. The chassis has many components, and each link in the system influences each other, and the sampling data is complex. The existing adjustment and control of the vehicle chassis during driving is usually achieved based on the "semi-active and active suspension control" method, but this method is often difficult to coordinate the correlation between the transmission system, travel system, steering system, and braking system, and it is difficult to ensure the intelligent effectiveness of the vehicle chassis adjustment, thereby affecting the safety and comfort of vehicle driving.

[0004] In order to solve the aforementioned technical problems, it is urgently necessary to propose a vehicle chassis adjustment and dynamic control system. Summary of the invention

[0005] In view of the above-mentioned shortcomings and deficiencies of the prior art, the present invention provides a vehicle chassis adjustment and dynamic control system, which solves the technical problem existing in the current vehicle driving process: "how to realize intelligent real-time automatic adjustment of the chassis to ensure driving safety and improve driving comfort".

[0006] In order to achieve the above object, the main technical solutions adopted by the present invention include: The present invention provides a vehicle chassis calibration and dynamic control system, specifically, the calibration and dynamic control system comprises: a data acquisition module, a framework recognition module, and a parameter calculation module; The data acquisition module is used to: obtain preset parameter differences; the preset parameters include: front axle caster angle, front axle inclination angle, rear axle inclination angle and rear axle toe angle; The frame recognition module is used to: identify the current driving frame of the vehicle based on the obtained preset parameter difference to obtain the actual movement trend; The parameter calculation module is used to: obtain preset parameter adjustment values ​​based on the comparison between the actual movement trend and the expected movement trend; The driving frames include: 0000, 0001, 0010, 0011, 0100, 0101, 0110, 0111, 1000, 1001, 1010, 1011, 1100, 1101, 1110, 1111; the actual movement trend and the expected movement trend include: 0, 1; The aforementioned 0 indicates that the entire vehicle moves toward the first and third quadrants based on the zero point position of the XYZ coordinate axis, and the aforementioned 1 indicates that the entire vehicle moves toward the second and fourth quadrants based on the zero point position of the XYZ coordinate axis.

[0007] Optionally, the preset parameters are acquired based on a preset angle sensor device installed at a position parallel to the inner longitudinal plane of the tire.

[0008] Optionally, the 4-digit number corresponding to the driving frame is represented in sequence as follows: the vehicle movement trend determined based on the front axle kingpin castor angle, the front axle inclination angle, the rear axle inclination angle and the rear axle toe angle.

[0009] Optionally, after the current driving frame of the vehicle is identified and determined, the overall actual movement trend of the current vehicle is judged based on the identified driving frame, and the primary adjustment value of the preset parameter is obtained.

[0010] Optionally, the vehicle rotation angle is obtained based on a steering wheel angle sensor to obtain the expected movement trend; Obtaining corresponding optimization control parameters based on preset sensing devices; Optionally, combining the obtained primary adjustment value of the preset parameter, the vehicle rotation angle and the optimized control factor to obtain the final adjustment value of the preset parameter; The final adjustment value is based on the preset parameters, and the vehicle chassis is adjusted in real time through the angle module control mechanism controlled by the AC servo motor or stepper motor.

[0011] Optionally, the preset sensing devices include: a steering wheel angle sensor, a wheel speed sensor, an angle sensor, a tire pressure sensor, a noise sensor, and a vibration sensor.

[0012] Optional optimization control factors include: vehicle drive type, brake caliper position, tread contact area, steering wheel turning range, steering wheel grip, braking effect, hardness and softness of the body feel inside the vehicle, tracking of the vehicle body, lateral movement range of the vehicle body, vertical movement range of the vehicle body, spring support level, shock absorber travel, Nvh level, tire grip, vibration range of continuous splicing road surface, and vehicle body yaw position.

[0013] The beneficial effects of the present invention are: This system digitally analyzes and adjusts the driving trend of the chassis structure of a moving vehicle, and achieves the following: obtaining relevant parameter data of the "driving system", adjusting the parameter data of the "steering system" based on the "transmission system" and "brake system", ensuring the linkage of multiple systems of the chassis structure, and achieving the effect of "real-time intelligent automatic adjustment of the chassis"; In addition, this system is not only suitable for vehicles with traditional hydraulic or electronic power steering, but also for vehicles with wire-controlled steering and intelligent driving functions, and has higher adaptability. BRIEF DESCRIPTION OF THE DRAWINGS

[0014] Figure 1 A schematic diagram of the module structure corresponding to a vehicle chassis adjustment and dynamic control system provided in one embodiment of the present invention. DETAILED DESCRIPTION

[0015] In order to better explain the present invention and facilitate understanding, the present invention is described in detail below through specific implementation modes in conjunction with the accompanying drawings.

[0016] In order to better understand the above technical solution, exemplary embodiments of the present invention will be described in more detail below with reference to the accompanying drawings. Although exemplary embodiments of the present invention are shown in the accompanying drawings, it should be understood that the present invention can be implemented in various forms and should not be limited by the embodiments described herein. On the contrary, these embodiments are provided to enable a clearer and more thorough understanding of the present invention and to fully convey the scope of the present invention to those skilled in the art. Embodiment 1

[0017] This embodiment provides a vehicle chassis adjustment and dynamic control system, specifically, Figure 1 This is a schematic diagram of the module structure corresponding to the vehicle chassis adjustment and dynamic control system, such as Figure 1 As shown, the adjustment and dynamic control system includes: a data acquisition module, a framework identification module, and a parameter calculation module.

[0018] The data acquisition module is used to obtain preset parameter differences; the preset parameters include: front axle caster angle, front axle inclination angle, rear axle inclination angle and rear axle toe angle; The frame recognition module is used to: identify the current driving frame of the vehicle based on the obtained preset parameter difference to obtain the actual movement trend; The parameter calculation module is used to obtain preset parameter adjustment values ​​based on the comparison between the actual movement trend and the expected movement trend.

[0019] In this embodiment, it should be noted that the acquisition of the aforementioned preset parameters can be achieved based on a preset angle sensor device installed at a position parallel to the longitudinal plane inside the tire.

[0020] In this embodiment, it should be noted that the driving frames include: 0000, 0001, 0010, 0011, 0100, 0101, 0110, 0111, 1000, 1001, 1010, 1011, 1100, 1101, 1110, 1111, a total of 16 types; the actual movement trend and the expected movement trend include: 0, 1; The present application digitizes the vehicle driving trend, which is specifically reflected in: constructing a virtual three-dimensional XYZ coordinate space, where the aforementioned 0 indicates that the entire vehicle moves toward the first and third quadrants based on the zero point position of the XYZ coordinate axis, and the aforementioned 1 indicates that the entire vehicle moves toward the second and fourth quadrants based on the zero point position of the XYZ coordinate axis.

[0021] In this embodiment, the 4-digit numbers corresponding to the running frame are sequentially represented as follows: the vehicle motion trend determined based on the front axle caster angle, the front axle inclination angle, the rear axle inclination angle and the rear axle toe angle; The vehicle movement trend determined by any of the front axle caster angle, front axle inclination angle, rear axle inclination angle and rear axle toe angle does not represent the actual vehicle movement trend. Therefore, after identifying the current driving frame of the vehicle, it is necessary to judge the current vehicle's overall actual movement trend based on the identified driving frame and obtain the primary adjustment value of the preset parameters.

[0022] In this embodiment, in order to achieve accurate and intelligent real-time automatic adjustment of the chassis, it is also necessary to obtain the vehicle rotation angle based on the steering wheel angle sensor to obtain the expected movement trend; and, based on the preset sensing device, obtain the corresponding optimization control parameters; combine the aforementioned obtained preset parameter primary adjustment value, vehicle rotation angle and optimization control factor to obtain the preset parameter final adjustment value; based on the preset parameter final adjustment value, the vehicle chassis is adjusted in real time through the angle module control mechanism controlled by the AC servo motor or the stepper motor.

[0023] In this embodiment, the preset sensing devices include: a steering wheel angle sensor, a wheel speed sensor, an angle sensor, a tire pressure sensor, a noise sensor, and a vibration sensor.

[0024] In this embodiment, the optimized control factors include: vehicle drive type, brake caliper position, tread contact area, steering wheel turning amplitude, steering wheel grip, braking effect, hardness and softness of the body feeling inside the vehicle, tracking of the vehicle body, lateral movement amplitude of the vehicle body, vertical movement amplitude of the vehicle body, spring support degree, shock absorber stroke, Nvh degree, tire grip, vibration amplitude of continuous splicing road surface, and vehicle body yaw position.

[0025] The vehicle chassis calibration and dynamic control system described in the first embodiment above, by digitally analyzing and adjusting the driving trend of the chassis structure of the vehicle in motion, achieves: obtaining parameter data related to the "driving system", adjusting parameter data for the "steering system" based on the "transmission system" and "brake system", ensuring the linkage of multiple systems of the chassis structure, and achieving the effect of "real-time intelligent automatic adjustment of the chassis"; In addition, this system is not only suitable for vehicles with traditional hydraulic or electronic power steering, but also for vehicles with wire-controlled steering and intelligent driving functions, and has higher adaptability. Embodiment 2

[0026] This embodiment proposes an implementation case based on the vehicle chassis adjustment and dynamic control system described in the above-mentioned embodiment 1. The implementation object of this case is the Tesla model 3 2020 rear-wheel drive long-range version car. The implementation case includes: When the vehicle starts to move when the steering wheel angle is 0, the left and right steering angle modules of the front axle analyze and read the caster angle values ​​of the front axle, which are 5.76° and 6.02° respectively, transmit the data to the controller, and record the movement trend as 0; When the vehicle is identified to be in a straight-ahead state, the steering angle module simultaneously reads the current left and right front axle inclination angle values, which are 0.93° and 0.33° respectively, transmits the data to the controller, and records the movement trend as 1. The obtained front axle inclination angle comparison reference value is 0.60°. The rear axle left and right steering angle modules automatically measure and read the values ​​of the rear axle left and right inclination angles as 0.68° and 1.27° respectively. The data is transmitted to the controller and the movement trend is recorded as 0. The reference value of the rear axle inclination angle comparison is 0.59°. Through measurement, the left and right rear axle toe angle values ​​were read as negative 0.07° and positive 0.09° respectively. The data was transmitted to the controller and the motion trend was recorded as 0. The obtained rear axle toe angle comparison reference value was 0.02°. Based on the above operation, the system automatically identifies the current vehicle motion trend data frame as the 0100 frame. In this frame, the front axle motion trend is determined by the front axle torsional motion and the rear axle inertial motion. The data itself is analyzed as 0° and recorded. The rear axle motion trend has a passive force component, and the data is analyzed and recorded as 0.02°.

[0027] The above data calculation and analysis, the controller program performs the first cycle comparison operation, and obtains the trend and value of the current expected comprehensive movement of the vehicle: the movement trend is 1, the value is 0.02°. Combined with the steering angle, the current left and right front axle toe angle values ​​are read as positive toe 0.17° and negative toe 0.10°, respectively, and the current instant movement trend is recorded as 1, and the value is 0.07°.

[0028] The controller program now performs a second cycle of comparison, analysis and calculation, and concludes that the current instant motion trend is in an excessive state. The controller program issues a command to adjust the current motion trend to the expected motion trend. The angle module control mechanism reallocates the current total front axle toe angle value of 0.07°, and adjusts the left and right front axle horizontal steering angles by 0.02° and 0.04° respectively toward the first and second quadrants (which can be simplified to outward movement respectively), thereby achieving instant adjustment of the current vehicle condition.

[0029] The vehicle in this case is rear-wheel drive, with a real-time tire pressure monitoring of 3.0 bar, a rear-mounted brake caliper, and a certain amplitude of vertical movement on flat roads. The vibration on uneven roads is large, and the somatosensory suspension in the car is relatively stiff and the comfort is relatively poor. Select the adjustment options corresponding to the above conditions in the controller, and the angle module control mechanism will make corresponding adjustments. By increasing or decreasing the angle of the motion trend, the horizontal steering angles of the left and right front axles are adjusted to 0.06° and 0.08° respectively. The vehicle has no excess yaw, so the rear angle module control mechanism does not make adjustments to the rear wheels. After the above adjustments, the vehicle's driving smoothness is increased and the degree of road vibration is suppressed. The damping and stiffness of the suspension show a certain degree of flexibility, the comfort is increased, and dynamic control is effectively achieved.

[0030] It should be noted that in the claims, any reference numerals placed between brackets shall not be construed as limiting the claims. The word "comprising" does not exclude the presence of components or steps not listed in the claims. The word "a" or "an" preceding a component does not exclude the presence of a plurality of such components. The use of the words first, second, third, etc., is only for convenience of expression and does not indicate any order. These words may be understood as part of the component name.

[0031] In addition, it should be noted that, in the description of this specification, the description of the terms "one embodiment", "some embodiments", "embodiment", "example", "specific example" or "some examples" etc. means that the specific features, structures, materials or characteristics described in conjunction with the embodiment or example are included in at least one embodiment or example of the present invention. In this specification, the schematic representations of the above terms do not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials or characteristics described may be combined in any one or more embodiments or examples in a suitable manner. In addition, those skilled in the art may combine and combine the different embodiments or examples described in this specification and the features of the different embodiments or examples, unless they are contradictory.

[0032] Although the preferred embodiments of the present invention have been described, those skilled in the art may make other changes and modifications to these embodiments after knowing the basic creative concept. Therefore, the claims should be interpreted as including the preferred embodiments and all changes and modifications falling within the scope of the present invention.

[0033] Obviously, those skilled in the art can make various modifications and variations to the present invention without departing from the spirit and scope of the present invention. Thus, if these modifications and variations of the present invention fall within the scope of the claims of the present invention and their equivalents, the present invention should also include these modifications and variations.

Claims

1. A vehicle chassis calibration and dynamic control system, characterized in that: The calibration and dynamic control system includes: a data acquisition module, a framework recognition module, and a parameter calculation module; The data acquisition module is used to: obtain preset parameter differences; the preset parameters include: front axle caster angle, front axle inclination angle, rear axle inclination angle and rear axle toe angle; The frame recognition module is used to: identify the current driving frame of the vehicle based on the obtained preset parameter difference to obtain the actual movement trend; The parameter calculation module is used to: obtain preset parameter adjustment values ​​based on the comparison between the actual movement trend and the expected movement trend; The driving frames include: 0000, 0001, 0010, 0011, 0100, 0101, 0110, 0111, 1000, 1001, 1010, 1011, 1100, 1101, 1110, 1111; the actual movement trend and the expected movement trend include: 0, 1; The aforementioned 0 indicates that the entire vehicle moves toward the first and third quadrants based on the zero point position of the XYZ coordinate axis, and the aforementioned 1 indicates that the entire vehicle moves toward the second and fourth quadrants based on the zero point position of the XYZ coordinate axis.

2. The calibration and dynamic control system according to claim 1, characterized in that: The preset parameters are acquired based on a preset angle sensor device installed at a position parallel to the longitudinal plane inside the tire.

3. The calibration and dynamic control system according to claim 1, characterized in that: The 4-digit number corresponding to the driving frame represents the vehicle movement trend determined by the front axle caster angle, front axle inclination angle, rear axle inclination angle and rear axle toe angle.

4. The calibration and dynamic control system according to claim 3, characterized in that: After the current driving frame of the vehicle is identified, the overall actual movement trend of the current vehicle is judged based on the identified driving frame, and the primary adjustment value of the preset parameter is obtained.

5. The calibration and dynamic control system according to claim 4, characterized in that: Obtain the vehicle's rotation angle based on the steering wheel angle sensor to obtain the expected movement trend; Obtain corresponding optimized control parameters based on preset sensing devices.

6. The calibration and dynamic control system according to claim 5, characterized in that: Combining the obtained primary adjustment value of the preset parameter, the vehicle rotation angle and the optimized control factor to obtain the final adjustment value of the preset parameter; The final adjustment value is based on the preset parameters, and the vehicle chassis is adjusted in real time through the angle module control mechanism controlled by the AC servo motor or stepper motor.

7. The calibration and dynamic control system according to claim 6, characterized in that: The preset sensing devices include: steering wheel angle sensor, wheel speed sensor, angle sensor, tire pressure sensor, noise sensor, and vibration sensor.

8. The calibration and dynamic control system according to claim 6, characterized in that: The optimization control factors include: vehicle drive type, brake caliper position, tread contact area, steering wheel turning amplitude, steering wheel grip, braking effect, the softness and hardness of the body feeling inside the car, the tracking of the body, the lateral movement amplitude of the body, the vertical movement amplitude of the body, the spring support degree, the shock absorber stroke, Nvh degree, tire grip, continuous splicing road vibration amplitude, and the body yaw position.

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