A method for collaborative control of vehicle roll resistance and semi-active damper

Abstract

The present application belongs to the technical field of vehicle driving stability control, and particularly relates to a vehicle anti-roll and semi-active damper cooperative control method: setting a damping valve opening degree correction coefficient K1 and an anti-roll torque coefficient K2, and cooperatively controlling a left semi-active damper damping valve opening degree Tl, a right semi-active damper damping valve opening degree Tr and an anti-roll driving torque M according to a vehicle anti-roll angle correction amount Δβ; in the vehicle driving process, a damping valve opening degree correction amount ΔT is calculated through the damping valve opening degree correction coefficient K1 and the vehicle anti-roll angle correction amount Δβ, the anti-roll driving torque M is calculated through the anti-roll torque coefficient K2 and the anti-roll angle correction amount Δβ, and the execution of ΔT and M is determined through the anti-roll driving torque M and a damping valve opening degree correction threshold M0; the damping valve opening degrees of the two semi-active dampers are adjusted through the cooperative anti-roll driving torque, so that the control system considers both the smoothness and the response speed of the anti-roll adjustment in the vehicle anti-roll driving process on the off-road surface.

Description

Technical Field

[0001] This invention belongs to the field of vehicle driving stability control technology, specifically relating to a method for coordinated control of vehicle anti-roll and semi-active dampers. Background Technology

[0002] Vehicle anti-roll systems rely on road surface prediction systems or onboard attitude sensors to obtain vehicle attitude information in advance or in real time. Based on this information, the system adjusts the vehicle's attitude in advance or in real time, creating a height difference between the two wheels to adapt to the terrain and maintain a stable driving posture. The core of this system lies in using sensor technology and intelligent control algorithms to achieve precise control of the vehicle's attitude, thereby ensuring stability, ride comfort, and safety under complex and changing road conditions.

[0003] Regarding vehicle driving safety, invention patent CN 114715270 discloses a vehicle steering roll mechanism and an active roll vehicle using this mechanism, particularly relating to active roll control technology under vehicle steering conditions. This technology can achieve active roll control not only on flat ground but also on off-road surfaces, significantly improving the vehicle's adaptability and handling in different road conditions. However, despite its significant achievements in improving vehicle stability, when driving on off-road surfaces, some of the impact on the wheels is still transmitted to the occupants, causing instantaneous impact that may lead to discomfort and other negative effects.

[0004] To further enhance vehicle safety, smoothness, and comfort, it is necessary to further research coordinated control methods for suspension systems to combat body roll, while ensuring vehicle safety. By optimizing the dynamic response characteristics of the suspension system and combining real-time data from vehicle posture sensors and road surface prediction systems, precise control of the suspension system can be achieved. This can effectively reduce the transmission of wheel impacts to the driver and passengers, minimize the impact of instantaneous impacts on the human body, and further improve the vehicle's adaptive capabilities under complex road conditions. This ensures that the vehicle maintains a stable driving posture while providing a smooth driving experience and comfortable ride during anti-roll driving, possessing significant practical application value and broad market prospects for improving the overall performance of modern transportation vehicles. Summary of the Invention

[0005] (a) Technical problems to be solved The technical problem to be solved by this invention is: how to provide a method for coordinated control of vehicle anti-roll and semi-active dampers, wherein the vehicle roll coefficient i, damping valve opening correction coefficient K1, anti-roll moment coefficient K2, and damping valve opening correction threshold M0 are set. When the vehicle is anti-rolling, the control system can balance ride comfort and frame leveling response speed during the anti-rolling process by coordinating the anti-roll driving moment M and the damping valve opening of the semi-active dampers on both sides.

[0006] (II) Technical Solution To solve the above-mentioned technical problems, the present invention provides a method for coordinated control of vehicle anti-roll and semi-active dampers, characterized in that the coordinated control method includes: Step 1: Given vehicle performance parameters; set vehicle control parameters; In step 1, the following vehicle performance parameters are given: vehicle roll coefficient i, damping valve opening correction coefficient K1, anti-roll moment coefficient K2, damping valve opening correction threshold M0, and default semi-active damper damping valve opening T. 0。

[0007] In step 1, the vehicle control parameters are set as follows: vehicle roll signal b caused by uneven road surface, vehicle target anti-roll angle β, vehicle anti-roll angle β0, anti-roll driving torque M, left semi-active damper damping valve opening Tl, and right semi-active damper damping valve opening Tr. Where M > 0, it resists the vehicle from rolling to the right. Step 2: During vehicle operation, the on-board sensors predict or collect in real time the vehicle roll signal b caused by uneven road surface. The on-board sensors dynamically read the opening degree Tl of the left semi-active damper damping valve, the opening degree Tr of the right semi-active damper damping valve, and the vehicle anti-roll angle β0. Step 3: Calculate the target roll angle β of the vehicle and the roll angle correction Δβ; Step 4: Determine if the anti-roll angle correction Δβ is 0; When Δβ is 0, determine and execute the opening degree Tl of the left semi-active damper damping valve, the opening degree Tr of the right semi-active damper damping valve, and the anti-roll driving torque M; and then proceed to step 5. When Δβ is not 0, calculate the damping valve opening correction ΔT, and then calculate the anti-roll driving torque M; Based on the relationship between the absolute value of the anti-roll driving torque M and the damping valve opening correction threshold M0, and the relationship between the anti-roll driving torque M and 0, the opening Tl of the damping valve of the left semi-active damper and the opening Tr of the damping valve of the right semi-active damper are determined and executed. Then, apply the anti-roll drive torque M and proceed to step 5; Step 5: Return to step 2 to continue.

[0008] In step 3, the target anti-roll angle of the vehicle is calculated as β = i × b; the anti-roll angle correction is Δβ = β - β0.

[0009] In step 4: If Δβ=0, determine and execute the opening of the damping valves of the semi-active dampers on both sides, Tl=T0, Tr=T0, and the anti-roll driving torque M=K2×Δβ=0, then proceed to step 5.

[0010] In step 4, when Δβ is not 0, the damping valve opening correction amount ΔT=K1×Δβ is calculated, and then the anti-roll driving torque M=K2×Δβ is calculated. Execute the following two items in sequence: (1) If |M|>M0 and M>0, determine and execute the opening of the left semi-active damper damping valve Tl=T0-△T and the opening of the right semi-active damper damping valve Tr=T0+△T; if |M|>M0 and M≤0, determine and execute the opening of the left semi-active damper damping valve Tl=T0+△T and the opening of the right semi-active damper damping valve Tr=T0-△T; otherwise, determine and execute the opening of the damping valves of both semi-active dampers Tl=T0 and Tr=T0. (2) Execute the active tilt driving torque M.

[0011] In the method, a damping valve opening correction coefficient K1 and an anti-roll moment coefficient K2 are set, and the opening of the damping valve Tl of the left semi-active damper, the opening of the damping valve Tr of the right semi-active damper, and the anti-roll driving moment M are controlled in a coordinated manner based on the vehicle anti-roll angle correction amount △β.

[0012] During vehicle operation, the method calculates the damping valve opening correction amount △T using the damping valve opening correction coefficient K1 and the vehicle anti-roll angle correction amount △β, calculates the anti-roll driving torque M using the anti-roll moment coefficient K2 and the anti-roll angle correction amount △β, and determines the execution status of △T and M using the anti-roll driving torque M and the damping valve opening correction threshold M0.

[0013] The method adjusts the damping valve opening of the semi-active shock absorbers on both sides by coordinating the anti-roll driving torque, so that the control system can balance ride comfort and anti-roll adjustment response speed when the vehicle is driving on off-road surfaces.

[0014] (III) Beneficial Effects Compared with existing technologies, the vehicle anti-roll and semi-active damper coordinated control method proposed in this invention, through the damping valve opening correction coefficient K1, anti-roll moment coefficient K2, and damping valve opening correction threshold M0, reduces the damping force of the damper on the impact side when the vehicle needs anti-roll during off-road driving. The damper absorbs vibration energy and prevents the impact from being transmitted to the vehicle body, improving the comfort during the active roll process. On the side supporting the ground for anti-roll adjustment, the damping force of the damper is increased, the damping system is less prone to deformation, the response speed of anti-roll adjustment is improved, and the safety, smoothness, and stability of the vehicle during anti-roll driving are ensured. Attached Figure Description

[0015] Figure 1 Flowchart of the coordinated control method for vehicle anti-roll and semi-active dampers; Figure 2 This is a schematic diagram of the anti-roll mechanism in the case of an upright vehicle. Figure 3 This is a schematic diagram of the anti-roll mechanism when the vehicle has completed anti-roll adjustment. Figure 4 This is a schematic diagram illustrating the principle of the anti-roll mechanism when the vehicle is undergoing anti-roll adjustment. Detailed Implementation

[0016] To make the objectives, contents, and advantages of the present invention clearer, the specific embodiments of the present invention will be described in further detail below with reference to the accompanying drawings and examples.

[0017] To solve the above-mentioned technical problems, the present invention provides a method for coordinated control of vehicle anti-roll and semi-active dampers, characterized in that the coordinated control method includes: Step 1: Given vehicle performance parameters; set vehicle control parameters; In step 1, the following vehicle performance parameters are given: vehicle roll coefficient i, damping valve opening correction coefficient K1, anti-roll moment coefficient K2, damping valve opening correction threshold M0, and default semi-active damper damping valve opening T. 0。

[0018] In step 1, the vehicle control parameters are set as follows: vehicle roll signal b caused by uneven road surface, vehicle target anti-roll angle β, vehicle anti-roll angle β0, anti-roll driving torque M, left semi-active damper damping valve opening Tl, and right semi-active damper damping valve opening Tr. Where M > 0, it resists the vehicle from rolling to the right. Step 2: During vehicle operation, the on-board sensors predict or collect in real time the vehicle roll signal b caused by uneven road surface. The on-board sensors dynamically read the opening degree Tl of the left semi-active damper damping valve, the opening degree Tr of the right semi-active damper damping valve, and the vehicle anti-roll angle β0. Step 3: Calculate the target roll angle β of the vehicle and the roll angle correction Δβ; Step 4: Determine if the anti-roll angle correction Δβ is 0; When Δβ is 0, determine and execute the opening degree Tl of the left semi-active damper damping valve, the opening degree Tr of the right semi-active damper damping valve, and the anti-roll driving torque M; and then proceed to step 5. When Δβ is not 0, calculate the damping valve opening correction ΔT, and then calculate the anti-roll driving torque M; Based on the relationship between the absolute value of the anti-roll driving torque M and the damping valve opening correction threshold M0, and the relationship between the anti-roll driving torque M and 0, the opening Tl of the damping valve of the left semi-active damper and the opening Tr of the damping valve of the right semi-active damper are determined and executed. Then, apply the anti-roll drive torque M and proceed to step 5; Step 5: Return to step 2 to continue.

[0019] In step 3, the target anti-roll angle of the vehicle is calculated as β = i × b; the anti-roll angle correction is Δβ = β - β0.

[0020] In step 4: If Δβ=0, determine and execute the opening of the damping valves of the semi-active dampers on both sides, Tl=T0, Tr=T0, and the anti-roll driving torque M=K2×Δβ=0, then proceed to step 5.

[0021] In step 4, when Δβ is not 0, the damping valve opening correction amount ΔT=K1×Δβ is calculated, and then the anti-roll driving torque M=K2×Δβ is calculated. Execute the following two items in sequence: (1) If |M|>M0 and M>0, determine and execute the opening of the left semi-active damper damping valve Tl=T0-△T and the opening of the right semi-active damper damping valve Tr=T0+△T; if |M|>M0 and M≤0, determine and execute the opening of the left semi-active damper damping valve Tl=T0+△T and the opening of the right semi-active damper damping valve Tr=T0-△T; otherwise, determine and execute the opening of the damping valves of both semi-active dampers Tl=T0 and Tr=T0. (2) Execute the active tilt driving torque M.

[0022] In the method, a damping valve opening correction coefficient K1 and an anti-roll moment coefficient K2 are set, and the opening of the damping valve Tl of the left semi-active damper, the opening of the damping valve Tr of the right semi-active damper, and the anti-roll driving moment M are controlled in a coordinated manner based on the vehicle anti-roll angle correction amount △β.

[0023] During vehicle operation, the method calculates the damping valve opening correction amount △T using the damping valve opening correction coefficient K1 and the vehicle anti-roll angle correction amount △β, calculates the anti-roll driving torque M using the anti-roll moment coefficient K2 and the anti-roll angle correction amount △β, and determines the execution status of △T and M using the anti-roll driving torque M and the damping valve opening correction threshold M0.

[0024] The method adjusts the damping valve opening of the semi-active shock absorbers on both sides by coordinating the anti-roll driving torque, so that the control system can balance ride comfort and anti-roll adjustment response speed when the vehicle is driving on off-road surfaces.

[0025] Example 1 In this embodiment, as Figure 1 The flowchart shown illustrates the coordinated control method for vehicle roll resistance and semi-active dampers. This method includes the following steps: Step 1: Given the vehicle performance parameters: vehicle roll coefficient i, damping valve opening correction coefficient K1, anti-roll moment coefficient K2, damping valve opening correction threshold M0, and default semi-active damper damping valve opening T0; set the vehicle control parameters: vehicle roll signal b caused by uneven road surface, vehicle target anti-roll angle β, vehicle anti-roll angle β0, anti-roll driving moment M (M>0 resists the vehicle from tilting to the right), left semi-active damper damping valve opening Tl, and right semi-active damper damping valve opening Tr; Step 2: During vehicle operation, the on-board sensors predict or collect in real time the vehicle roll signal b caused by uneven road surface. The on-board sensors dynamically read the opening degree Tl of the left semi-active damper damping valve, the opening degree Tr of the right semi-active damper damping valve, and the vehicle anti-roll angle β0. Step 3: Calculate the target roll angle of the vehicle β = i × b; Roll angle correction Δβ = β - β0; Step 4: If Δβ=0, set the damping valve openings of both semi-active dampers to Tl=T0, Tr=T0, and the anti-roll driving torque M=K2×Δβ=0, then proceed to step ⑸; otherwise, calculate the damping valve opening correction ΔT=K1×Δβ, and then calculate the anti-roll driving torque M=K2×Δβ; execute the following two items sequentially: (1) If |M|>M0 and M>0, execute the opening of the left semi-active damper damping valve Tl=T0-△T and the opening of the right semi-active damper damping valve Tr=T0+△T; if |M|>M0 and M≤0, execute the opening of the left semi-active damper damping valve Tl=T0+△T and the opening of the right semi-active damper damping valve Tr=T0-△T; otherwise, execute the opening of the damping valves of both semi-active dampers Tl=T0 and Tr=T0. (2) Execute the active tilting drive torque M; Step 5: Return to step 2 and continue.

[0026] This method sets a damping valve opening correction coefficient K1 and an anti-roll moment coefficient K2. Based on the vehicle's anti-roll angle correction Δβ, it coordinates the control of the damping valve opening Tl of the left semi-active damper, the damping valve opening Tr of the right semi-active damper, and the anti-roll driving moment M. During vehicle operation, the damping valve opening correction ΔT is calculated using the damping valve opening correction coefficient K1 and the vehicle's anti-roll angle correction Δβ. The anti-roll driving moment M is calculated using the anti-roll moment coefficient K2 and the anti-roll angle correction Δβ. The execution of ΔT and M is determined by the anti-roll driving moment M and the damping valve opening correction threshold M0. By coordinating the anti-roll driving moment to adjust the damping valve opening of both semi-active dampers, the control system balances ride comfort, stability, and anti-roll adjustment response speed during vehicle anti-roll driving on off-road surfaces.

[0027] Signal detection and reading methods: The vehicle anti-roll angle β is obtained by the fusion detection of a WHT905-485 gyroscope and a KD_02 angle sensor. The gyroscope should be placed at the center of gravity of the vehicle's roll portion. The vehicle roll signal b is pre-aimed by an HDL-64 lidar and converted into data by a MCU-MPC5744P controller, communicating via a CAN bus. Output control method: The opening degree Tl of the left semi-active damper and the opening degree Tr of the right semi-active damper are monitored in real time based on analog signals and controlled by PWM. The anti-roll drive torque M is controlled by a torque loop controller of model EM-200 / 72600.

[0028] against Figure 4 The diagram shown illustrates the principle of the anti-roll mechanism during vehicle anti-roll adjustment. The test prototype was selected with the following parameters: vehicle mass m = 200 kg, damping valve opening correction coefficient K1 = 0.5% / °, anti-roll moment coefficient K2 = 350 Nm / °, and drive wheel radius r. w =0.25m, wheel track B=1m, wheelbase L=2m, damping valve opening correction threshold M0=1000Nm.

[0029] To ensure vehicle safety and stability during roll control while improving ride comfort: During vehicle operation, when T0=50%, β0=-10°, β=-13°, and Δβ=3°, the left wheel experiences impact, while the right wheel supports the ground. The anti-roll driving torque M outputs torque, lifting the left wheel through the support of the right wheel, achieving roll control adjustment and vehicle leveling. At this time, the damping valve opening correction ΔT=K1×Δβ=1.5% is calculated using the damping valve opening correction coefficient K1 and the vehicle roll angle correction Δβ. The anti-roll driving torque M=K2×Δβ=-1050 is calculated using the anti-roll moment coefficient K2 and the anti-roll angle correction Δβ. Nm, at this time |M|>M0 and M<0; therefore, the opening degree of the left semi-active damper damping valve is Tl=T0+△T=51.5, and the opening degree of the right semi-active damper damping valve is Tr=T0-△T=48.5%; when the vehicle needs to resist roll during off-road driving, the damper damping force is reduced on the left side where the impact occurs, the damper absorbs the vibration energy, prevents the impact from being transmitted to the vehicle body, and improves the smoothness and comfort during the active roll process; the damper damping force is increased on the right side where the anti-roll adjustment is performed on the ground, the damping system is not easily deformed, the response speed of the anti-roll adjustment is improved, and the safety and stability of the vehicle when the steering angle changes continuously are ensured.

[0030] Figure 2 The diagram shown illustrates the roll drive mechanism in an upright vehicle configuration. It is a two-wheel suspension system with anti-roll function, where the anti-roll drive torque M=0 and the damping valve opening of the semi-active shock absorbers on both sides is T=T0.

[0031] Figure 3 The schematic diagram shown is a schematic diagram of the anti-roll mechanism when the vehicle completes the anti-roll adjustment. It is a two-wheel suspension system with anti-roll function. The anti-roll driving torque is M=K2×(β-β0)=0, and the damping valve opening of the semi-active shock absorbers on both sides is T=T0.

[0032] Figure 4 The diagram shown illustrates the principle of the anti-roll mechanism during vehicle anti-roll adjustment. It is a two-wheel suspension system with anti-roll function. The anti-roll driving torque is M=K2×△β, the opening of the damping valve of the left semi-active damper is Tl=T0+△T, and the opening of the damping valve of the right semi-active damper is Tr=T0-△T.

[0033] The present invention proposes a vehicle anti-roll and semi-active damper coordinated control method. By using a damping valve opening correction coefficient K1, an anti-roll moment coefficient K2, and a damping valve opening correction threshold M0, when the vehicle needs anti-roll during off-road driving, the damping force of the damper is reduced on the side subjected to impact. The damper absorbs vibration energy and prevents the impact from being transmitted to the vehicle body, thus improving the comfort during the active roll process. On the side supporting the ground for anti-roll adjustment, the damping force of the damper is increased. The damping system is less prone to deformation, improving the response speed of anti-roll adjustment and ensuring the safety, smoothness, and stability of the vehicle during anti-roll driving.

[0034] The above description is only a preferred embodiment of the present invention. It should be noted that for those skilled in the art, several improvements and modifications can be made without departing from the technical principles of the present invention, and these improvements and modifications should also be considered within the scope of protection of the present invention.

Claims

1. A method for coordinated control of vehicle anti-roll and semi-active dampers, characterized in that, The collaborative control method includes: Step 1: Given vehicle performance parameters; set vehicle control parameters; Step 2: During vehicle operation, the on-board sensors predict or collect in real time the vehicle roll signal b caused by uneven road surface. The on-board sensors dynamically read the opening degree Tl of the left semi-active damper damping valve, the opening degree Tr of the right semi-active damper damping valve, and the vehicle anti-roll angle β0. Step 3: Calculate the target roll angle β of the vehicle and the roll angle correction Δβ; Step 4: Determine if the anti-roll angle correction Δβ is 0; When Δβ is 0, determine and execute the opening degree Tl of the left semi-active damper damping valve, the opening degree Tr of the right semi-active damper damping valve, and the anti-roll driving torque M; and then proceed to step 5. When Δβ is not 0, calculate the damping valve opening correction ΔT, and then calculate the anti-roll driving torque M; Based on the relationship between the absolute value of the anti-roll driving torque M and the damping valve opening correction threshold M0, and the relationship between the anti-roll driving torque M and 0, the opening Tl of the damping valve of the left semi-active damper and the opening Tr of the damping valve of the right semi-active damper are determined and executed. Then, apply the anti-roll drive torque M and proceed to step 5; Step 5: Return to step 2 to continue.

2. The vehicle anti-roll and semi-active damper coordinated control method as described in claim 1, characterized in that, In step 1, the following vehicle performance parameters are given: vehicle roll coefficient i, damping valve opening correction coefficient K1, anti-roll moment coefficient K2, damping valve opening correction threshold M0, and default semi-active damper damping valve opening T. 0。 3. The vehicle anti-roll and semi-active damper coordinated control method as described in claim 2, characterized in that, In step 1, the vehicle control parameters are set as follows: vehicle roll signal b caused by uneven road surface, vehicle target anti-roll angle β, vehicle anti-roll angle β0, anti-roll driving torque M, left semi-active damper damping valve opening Tl, and right semi-active damper damping valve opening Tr.

4. The vehicle anti-roll and semi-active damper coordinated control method as described in claim 3, characterized in that, In step 3, the target anti-roll angle of the vehicle is calculated as β = i × b; the anti-roll angle correction is Δβ = β - β0.

5. The vehicle anti-roll and semi-active damper coordinated control method as described in claim 4, characterized in that, In step 4: If Δβ=0, determine and execute the opening of the damping valves of the semi-active dampers on both sides, Tl=T0, Tr=T0, and the anti-roll driving torque M=K2×Δβ=0, then proceed to step 5.

6. The vehicle anti-roll and semi-active damper coordinated control method as described in claim 5, characterized in that, In step 4, when Δβ is not 0, the damping valve opening correction amount ΔT=K1×Δβ is calculated, and then the anti-roll driving torque M=K2×Δβ is calculated. Execute the following two items in sequence: (1) If |M|>M0 and M>0, determine and execute the opening of the left semi-active damper damping valve Tl=T0-△T and the opening of the right semi-active damper damping valve Tr=T0+△T; if |M|>M0 and M≤0, determine and execute the opening of the left semi-active damper damping valve Tl=T0+△T and the opening of the right semi-active damper damping valve Tr=T0-△T; Otherwise, determine and execute the opening degrees Tl=T0 and Tr=T0 of the damping valves of the semi-active dampers on both sides; (2) Execute the active tilt driving torque M.

7. The vehicle anti-roll and semi-active damper coordinated control method as described in claim 6, characterized in that, When M>0, the vehicle resists tilting to the right.

8. The vehicle anti-roll and semi-active damper coordinated control method as described in claim 6, characterized in that, In the method, a damping valve opening correction coefficient K1 and an anti-roll moment coefficient K2 are set, and the opening of the damping valve Tl of the left semi-active damper, the opening of the damping valve Tr of the right semi-active damper, and the anti-roll driving moment M are controlled in a coordinated manner based on the vehicle anti-roll angle correction amount △β.

9. The vehicle anti-roll and semi-active damper coordinated control method as described in claim 6, characterized in that, During vehicle operation, the method calculates the damping valve opening correction amount △T using the damping valve opening correction coefficient K1 and the vehicle anti-roll angle correction amount △β, calculates the anti-roll driving torque M using the anti-roll moment coefficient K2 and the anti-roll angle correction amount △β, and determines the execution status of △T and M using the anti-roll driving torque M and the damping valve opening correction threshold M0.

10. The vehicle anti-roll and semi-active damper coordinated control method as described in claim 6, characterized in that, The method adjusts the damping valve opening of the semi-active shock absorbers on both sides by coordinating the anti-roll driving torque, so that the control system can balance ride comfort and anti-roll adjustment response speed when the vehicle is driving on off-road surfaces.

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