CN102729760B - Real-time optimal damping control algorithm of automobile semi-active suspension system - Google Patents

Real-time optimal damping control algorithm of automobile semi-active suspension system Download PDF

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CN102729760B
CN102729760B CN201210245685.7A CN201210245685A CN102729760B CN 102729760 B CN102729760 B CN 102729760B CN 201210245685 A CN201210245685 A CN 201210245685A CN 102729760 B CN102729760 B CN 102729760B
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speed
damping
suspension system
automobile
suspension
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CN102729760A (en
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周长城
李红艳
赵雷雷
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Shandong University of Technology
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Abstract

The invention relates to an optimal damping control algorithm of a continuous-control-type semi-active suspension system, and the optimal damping control algorithm is researched and developed for meeting the taking comfort of people and automobile driving safety requirements well. The control algorithm comprises the following steps of: measuring automobile body vibration acceleration signals, automobile speed signals and rotation angle signals by utilizing a sensor; sensing the automobile driving road condition and suspension system damping ratio according to the signals measured by the sensor; according to the measured automobile body and automobile wheel vibration acceleration, obtaining the automobile body and automobile wheel vertical motion speed and the relative motion speed between an automobile body and automobile wheels; determining the optimal damping coefficient and the damping force of a shock absorber required under the current automobile speed and road condition according to automobile parameters, outputting stepping motor rotation angle control signals through a controller, and controlling and regulating the area of the damping throttling hole of a controllable shock absorber, so that the semi-active suspension system achieves the required optimal damping and damping force. The semi-active suspension optimal damping control algorithm provided by the invention is simple and easy to implement, has low requirements for the dynamic property of an actuating element, and is beneficial to the applications and popularization of the semi-active suspension.

Description

The real-time optimal-damping control algorithm of Vehicle Semi-active Suspension System
technical field
The present invention relates to automobile half active system, particularly Vehicle Semi-active Suspension System damping control algorithm.
Background technology
Automobile is in actual travel process, and the speed of a motor vehicle and the road conditions of travelling are constantly to change.Along with the fast development of auto-industry and improving constantly of automobile driving speed, people have higher requirement to ride safety of automobile and travelling comfort.The control method of Vehicle Semi-active Suspension System damping has vital effect to the performance of suspension, and it directly affects road-holding property, travelling comfort and the driving safety of automobile.For Vehicle Semi-active Suspension System, its damping of inevitable requirement is adjustable continuously with the speed of a motor vehicle and automobile current driving road conditions, is ensureing under the prerequisite of vehicle safety travel, makes travelling comfort reach best.At present, state, inside and outside a lot of scholars have carried out large quantity research to the control method of semi-active suspension damping, and applying more is the control method based on speed and the control method based on spectrum of road surface roughness input and vehicle body acceleration.Wherein success and to apply maximum control methods be ceiling control method and the improved control method thereof based on speed control, adopt the semi-active suspension system of these two kinds of control methods to compare to passive suspension and there is good cushioning performance, but they all can not ensure road-holding property to improve, and do not resolve this contradiction of suspension system travelling comfort and road-holding property.Home and abroad Vehicle Engineering expert has carried out large quantity research to semi-active suspension damping ratio, once set up objective function with body vibrations acceleration/accel or wheel dynamic load separately, suspension damping coupling is studied, but because suspension damping is than the travelling comfort and the driving safety that determine vehicle, and both are conflicting and interactional.Known according to institute's inspection information, home and abroad not yet can be based upon safety and the traveling comfort real-time optimum damping ratio math modeling of unification mutually under different driving cycles at present, semi-active suspension design can only be according in the possible designs district (0.2～0.5) of passive suspension damping ratio, according to vehicle type and the road conditions of travelling, select by rule of thumb limited (2 or 3) damping ratio, controllable damper flow regulating valve parameter is designed, under different driving cycles, be difficult to make vehicle to reach best effectiveness in vibration suppression.In order to improve better the performance of semi-active suspension system, solve the contradiction between suspension system travelling comfort and road-holding property, must the real-time optimum damping of exploitation mate the control algorithm of semi-active suspension system damping.
Summary of the invention
For the defect existing in above-mentioned prior art, technical matters to be solved by this invention is to provide the control algorithm of a kind of real-time optimum damping coupling semi-active suspension system damping.
In order to solve the problems of the technologies described above, the control method of a kind of real-time optimum damping coupling semi-active suspension system provided by the present invention damping, its technical scheme is as follows:
(1) determine the power spectrum density of vehicle current driving road conditions
Figure 444637DEST_PATH_IMAGE001
: utilize acceleration pick-up to record bouncing of automobile body acceleration/accel
Figure 700037DEST_PATH_IMAGE002
, car speed sensor records Vehicle Speed try to achieve the current damping ratio of suspension system with damping controlling quantity (voltage or stepping motor corner etc.)
Figure 546957DEST_PATH_IMAGE004
, then according to vehicle single-wheel sprung weight
Figure 796672DEST_PATH_IMAGE005
, single-wheel unsprung weight
Figure 719629DEST_PATH_IMAGE006
, suspension stiffness
Figure 216338DEST_PATH_IMAGE007
, tire stiffness with vehicle body natural frequency
Figure 278152DEST_PATH_IMAGE009
, determine vehicle current driving road surface power spectrum , wherein, ,
Figure 15667DEST_PATH_IMAGE012
,
Figure 872765DEST_PATH_IMAGE013
for reference frequency,
Figure 754002DEST_PATH_IMAGE014
;
(2) calculate the needed moving stroke-limit of current driving road conditions lower suspension system
Figure 405563DEST_PATH_IMAGE015
: according to speed of operation
Figure 388563DEST_PATH_IMAGE003
and Road Surface Power Spectrum Density , utilize the relation of suspension dynamic deflection probability distribution and standard deviation, determine the now needed moving stroke-limit of suspension system
Figure 519515DEST_PATH_IMAGE016
;
(3) determine the real-time optimum damping ratio of suspension system under current vehicle speed and road conditions
Figure 545240DEST_PATH_IMAGE017
: according to vehicle suspension single-wheel sprung weight
Figure 999224DEST_PATH_IMAGE005
, unsprung weight
Figure 932545DEST_PATH_IMAGE006
, suspension stiffness
Figure 726058DEST_PATH_IMAGE007
, tire stiffness
Figure 985001DEST_PATH_IMAGE008
, vehicle body natural frequency
Figure 411434DEST_PATH_IMAGE009
, Road Surface Power Spectrum Density
Figure 600976DEST_PATH_IMAGE001
, the speed of a motor vehicle with the moving stroke-limit of suspension
Figure 226309DEST_PATH_IMAGE015
, determine current vehicle speed
Figure 467935DEST_PATH_IMAGE018
and road conditions
Figure 219026DEST_PATH_IMAGE001
the real-time optimum damping ratio of lower suspension system
Figure 596917DEST_PATH_IMAGE019
, and work as
Figure 135346DEST_PATH_IMAGE020
time, get
Figure 598688DEST_PATH_IMAGE021
; When
Figure 130033DEST_PATH_IMAGE022
time, get
Figure 565693DEST_PATH_IMAGE023
;
(4) determine the speed of relative movement of sprung weight and unsprung weight
Figure 71761DEST_PATH_IMAGE024
: the bouncing of automobile body acceleration/accel that utilizes body vibrations acceleration pick-up to record
Figure 474929DEST_PATH_IMAGE002
, try to achieve vehicle body perpendicular movement speed
Figure 357435DEST_PATH_IMAGE025
; The analysis of wheel vertical vibration acceleration that utilizes unsteadiness of wheels acceleration pick-up to record
Figure 647602DEST_PATH_IMAGE026
, try to achieve analysis of wheel vertical kinematic velocity
Figure 324571DEST_PATH_IMAGE027
; According to vehicle body perpendicular movement speed
Figure 949456DEST_PATH_IMAGE025
with analysis of wheel vertical kinematic velocity
Figure 635652DEST_PATH_IMAGE027
, the speed of relative movement of calculating sprung weight and unsprung weight
Figure 780326DEST_PATH_IMAGE028
;
(5) determine current vehicle speed
Figure 893775DEST_PATH_IMAGE018
and road conditions
Figure 5957DEST_PATH_IMAGE001
under shock absorber optimal damping constant
Figure 230265DEST_PATH_IMAGE029
: according to the real-time optimum damping ratio of determined suspension system
Figure 495024DEST_PATH_IMAGE017
, suspension system single-wheel sprung weight
Figure 966325DEST_PATH_IMAGE005
, suspension rate
Figure 113273DEST_PATH_IMAGE007
, shock absorber install lever ratio
Figure 78955DEST_PATH_IMAGE030
with shock absorber stagger angle , determine current vehicle speed and road conditions
Figure 927197DEST_PATH_IMAGE001
under shock absorber optimal damping constant
Figure 493308DEST_PATH_IMAGE032
, wherein,
Figure 467080DEST_PATH_IMAGE033
for safety ratio, and
Figure 280184DEST_PATH_IMAGE034
;
(6) determine current vehicle speed and road conditions
Figure 709208DEST_PATH_IMAGE001
under optimum damping power
Figure 865383DEST_PATH_IMAGE035
: according to the definite speed of relative movement of step (4)
Figure 849388DEST_PATH_IMAGE024
and the definite shock absorber optimal damping constant of step (5)
Figure 458224DEST_PATH_IMAGE029
, determine current vehicle speed
Figure 303821DEST_PATH_IMAGE018
and road conditions
Figure 314502DEST_PATH_IMAGE001
under optimum damping power , and control to adjust controllable damper by control system and reach desired dumping force .
The present invention has advantages of than prior art:
The control algorithm of Vehicle Semi-active Suspension System optimum damping provided by the invention, is using semi-active suspension system optimum damping coupling as controlling target, by controlling controllable damper optimum damping, makes suspension system reach optimum damping coupling.This control algorithm is simple and easy to implement, and utilizes this control algorithm can obviously improve the performance of suspension, solves well the contradiction between suspension system travelling comfort and ride safety of automobile.
Brief description of the drawings
Be described further below in conjunction with accompanying drawing in order to understand better the present invention.
Fig. 1 is the control algorithm schematic diagram of real-time Vehicle Active Suspension System optimum damping.
Fig. 2 be embodiment in the time of the speed of a motor vehicle 60km/h stepping motor corner with the control curve of road conditions.
Fig. 3 be embodiment in the time of the speed of a motor vehicle 100km/h stepping motor corner with the control curve of road conditions.
Fig. 4 is the amplitude-versus-frequency curve of the vehicle body normal acceleration of embodiment.
Fig. 5 is the amplitude-versus-frequency curve of the suspension dynamic deflection of embodiment.
Fig. 6 is the amplitude-versus-frequency curve of the relative dynamic load of wheel of embodiment.
Detailed description of the invention
Below by an embodiment, the present invention is described in further detail.
Certain car suspension system single-wheel sprung weight
Figure 214828DEST_PATH_IMAGE037
=240kg, unsprung weight
Figure 345595DEST_PATH_IMAGE038
=24kg; Suspension stiffness
Figure 671403DEST_PATH_IMAGE007
=9475N/m and tire stiffness
Figure 926935DEST_PATH_IMAGE039
=85270N/m; Vehicle body natural frequency
Figure 442230DEST_PATH_IMAGE040
=1.0Hz; Controlled Hydraulic shock absorber is installed lever ratio =0.8, stagger angle
Figure 924213DEST_PATH_IMAGE031
=10 °.
The control method of the real-time optimum damping coupling semi-active suspension system damping that the embodiment of the present invention provides, as shown in Figure 1, concrete steps are as follows for control flow:
(1) determine the power spectrum density of Vehicle Driving Cycle road conditions : utilize body vibrations acceleration pick-up to record body vibrations acceleration/accel
Figure 907398DEST_PATH_IMAGE002
, car speed sensor records Vehicle Speed
Figure 684861DEST_PATH_IMAGE003
and stepping motor corner
Figure 165521DEST_PATH_IMAGE041
reverse obtains current damping ratio , determine road surface power spectrum
Figure 439693DEST_PATH_IMAGE001
;
(2) calculate current driving road conditions
Figure 399559DEST_PATH_IMAGE001
under suspension dynamic deflection stroke-limit
Figure 238071DEST_PATH_IMAGE015
: according to speed of operation and Road Surface Power Spectrum Density
Figure 350701DEST_PATH_IMAGE001
, utilize the relation of suspension dynamic deflection probability distribution and standard deviation, determine suspension dynamic deflection stroke-limit
Figure 352024DEST_PATH_IMAGE015
;
(3) determine current vehicle speed
Figure 174486DEST_PATH_IMAGE018
and road conditions
Figure 379202DEST_PATH_IMAGE001
lower needed optimum damping ratio
Figure 578103DEST_PATH_IMAGE017
: according to car suspension system single-wheel sprung weight
Figure 433932DEST_PATH_IMAGE037
=240kg, unsprung weight
Figure 364979DEST_PATH_IMAGE038
=24kg, suspension stiffness =9475N/m, tire stiffness
Figure 246533DEST_PATH_IMAGE039
=85270N/m, vehicle body natural frequency
Figure 769918DEST_PATH_IMAGE040
=1.0Hz, Road Surface Power Spectrum Density, the speed of a motor vehicle and suspension move stroke-limit
Figure 121134DEST_PATH_IMAGE015
, determine needed optimum damping ratio under current vehicle speed and road conditions
Figure 300443DEST_PATH_IMAGE042
, and work as
Figure 841146DEST_PATH_IMAGE043
time, get
Figure 405988DEST_PATH_IMAGE044
; When
Figure 6734DEST_PATH_IMAGE045
time, get
Figure 407759DEST_PATH_IMAGE046
, wherein
Figure 752153DEST_PATH_IMAGE047
,
Figure 171502DEST_PATH_IMAGE048
,
Figure 943148DEST_PATH_IMAGE013
for reference frequency,
Figure 831470DEST_PATH_IMAGE014
;
(4) determine current vehicle speed
Figure 713975DEST_PATH_IMAGE018
and road conditions lower needed optimal damping constant
Figure 133641DEST_PATH_IMAGE029
: according to suspension system single-wheel sprung weight
Figure 571576DEST_PATH_IMAGE037
=240kg, suspension rate
Figure 444723DEST_PATH_IMAGE007
=9475N/m, shock absorber are installed lever ratio
Figure 589396DEST_PATH_IMAGE030
=0.8, shock absorber stagger angle optimum damping ratio under=10 ° and current vehicle speed and road conditions
Figure 815027DEST_PATH_IMAGE017
, determine current vehicle speed
Figure 39335DEST_PATH_IMAGE018
and road conditions
Figure 304094DEST_PATH_IMAGE001
lower needed optimal damping constant
Figure 509817DEST_PATH_IMAGE049
;
(5) determine the speed of relative movement of sprung weight and unsprung weight
Figure 922344DEST_PATH_IMAGE024
: the body vibrations acceleration/accel that utilizes body vibrations acceleration pick-up to record
Figure 888026DEST_PATH_IMAGE002
, the speed of relative movement of estimation sprung weight and unsprung weight
Figure 69608DEST_PATH_IMAGE024
;
(6) determine current vehicle speed
Figure 711811DEST_PATH_IMAGE018
and road conditions
Figure 283738DEST_PATH_IMAGE001
lower needed optimum damping
Figure 36799DEST_PATH_IMAGE029
and dumping force
Figure 276150DEST_PATH_IMAGE035
: according to the definite optimal damping constant of step (4) and the definite speed of relative movement of step (5)
Figure 148477DEST_PATH_IMAGE024
, determine current vehicle speed
Figure 518279DEST_PATH_IMAGE018
and road conditions
Figure 861404DEST_PATH_IMAGE001
lower needed optimum damping power
Figure 658459DEST_PATH_IMAGE036
, reach desired optimum damping power by controlling controllable damper
Figure 204978DEST_PATH_IMAGE035
.
Fig. 2 be embodiment in the time of the speed of a motor vehicle 60km/h stepping motor corner with the control curve of road conditions, Fig. 3 be embodiment in the time of the speed of a motor vehicle 100km/h stepping motor corner with the control curve of road conditions.Known by analysis chart 2 and Fig. 3, under the same speed of a motor vehicle, while travelling in good road surface, controllable damper is worked under traveling comfort optimum damping ratio, and stepping motor rotates the less number of degrees; While travelling on poor road surface, controllable damper is worked under safety optimum damping ratio, and stepping motor rotates the larger number of degrees; Along with condition of road surface variation, stepping motor corner increases gradually.Under the low speed of a motor vehicle, travel, the pavement grade band that stepping motor regulates is roomy; Under the high speed of a motor vehicle, travel, the pavement grade bandwidth that stepping motor regulates is little.
Fig. 4 is the amplitude-versus-frequency curve of the vehicle body normal acceleration of embodiment, and Fig. 5 is the amplitude-versus-frequency curve of the suspension dynamic deflection of embodiment, and Fig. 6 is the amplitude-versus-frequency curve of the relative dynamic load of wheel of embodiment.From Fig. 4 ~ Fig. 6, compared with passive suspension, because this car has adopted the control algorithm of semi-active suspension system optimum damping, body vibrations acceleration/accel obviously reduces at the peak value in low-frequency resonance district, dynamic wheel load and axle spring dynamic deflection the peak value in low frequency and high-frequency resonance district also be improved significantly.
Hence one can see that, adopts the control algorithm of semi-active suspension system optimum damping, can improve significantly the performance of suspension, makes vehicle suspension reach optimum damping coupling, solves well the contradiction between suspension system travelling comfort and ride safety of automobile.

Claims (1)

1. the automotive semi-active suspension optimum damping ratio control method based on the speed of a motor vehicle and the road conditions of travelling, its concrete steps are as follows:
(1) determine the power spectrum density G of road conditions q(n 0): utilize acceleration pick-up to record bouncing of automobile body acceleration/accel
Figure FDA00004983877900000118
car speed sensor records Vehicle Speed v and damping controlling quantity is voltage or stepping motor corner, tries to achieve the current damping ratio ξ of suspension system, then according to vehicle single-wheel sprung weight m 2, single-wheel unsprung weight m 1, suspension stiffness K, tire stiffness K twith vehicle body natural frequency f 0, determine vehicle current driving road surface power spectrum wherein, n 0for reference frequency, n 0=0.1m -1;
(2) calculate the needed moving stroke-limit [f of current driving road conditions lower suspension system d]: according to speed of operation v and Road Surface Power Spectrum Density G q(n 0), utilize the relation of suspension dynamic deflection probability distribution and standard deviation, determine the now needed moving stroke-limit of suspension system [ f d ] = 0.03 0 &le; G q ( n 0 ) &le; 32 &times; 10 - 6 0.07 32 &times; 10 - 6 < G q ( n 0 ) &le; 512 &times; 10 - 6 0.09 512 &times; 10 - 6 < G q ( n 0 ) &le; 2048 &times; 10 - 6 0.135 G q ( n 0 ) > 2048 &times; 10 - 6
(3) determine the real-time optimum damping ratio ξ of suspension system under current vehicle speed and road conditions o: according to vehicle suspension single-wheel sprung weight m 2, unsprung weight m 1, suspension stiffness K, tire stiffness K t, vehicle body natural frequency f 0, Road Surface Power Spectrum Density G q(n 0), the moving stroke-limit [f of speed of a motor vehicle v and suspension d], determine current vehicle speed v and road conditions G q(n 0) the real-time optimum damping ratio of lower suspension system &xi; o = 9 &pi; G q ( n 0 ) n 0 2 v 1 + r m 4 f 0 r m [ f d ] 2 , And work as &xi; o &le; 1 2 1 + r m r m r k Time, get &xi; o = 1 2 1 + r m r m r k ; When &xi; o &GreaterEqual; 1 2 1 + r m r m r k + r m r k - 2 - 2 r m ( 1 + r m ) 2 Time, get &xi; o &GreaterEqual; 1 2 1 + r m r m r k + r m r k - 2 - 2 r m ( 1 + r m ) 2
(4) determine the speed of relative movement of sprung weight and unsprung weight
Figure FDA0000498387790000019
the bouncing of automobile body acceleration/accel that utilizes body vibrations acceleration pick-up to record
Figure FDA00004983877900000110
try to achieve vehicle body perpendicular movement speed
Figure FDA00004983877900000111
the analysis of wheel vertical vibration acceleration that utilizes unsteadiness of wheels acceleration pick-up to record
Figure FDA00004983877900000112
try to achieve analysis of wheel vertical kinematic velocity
Figure FDA00004983877900000113
according to vehicle body perpendicular movement speed with analysis of wheel vertical kinematic velocity calculate the speed of relative movement of sprung weight and unsprung weight
Figure FDA00004983877900000116
(5) determine current vehicle speed v and road conditions G q(n 0) under shock absorber optimal damping constant C o: according to the real-time optimum damping ratio ξ of determined suspension system o, suspension system single-wheel sprung weight m 2, suspension rate K, shock absorber install lever ratio i and shock absorber stagger angle θ, determines current vehicle speed v and road conditions G q(n 0) under shock absorber optimal damping constant C o = 2 &xi; o Km 2 i 2 cos 2 &theta; | z &CenterDot; | &le; 0.3 2 &xi; o Km 2 &eta;i 2 cos 2 &theta; | z &CenterDot; | > 0.3 , Wherein, η is safety ratio, and η >1;
(6) determine current vehicle speed v and road conditions G q(n 0) under optimum damping power F o: according to the definite speed of relative movement of step (4)
Figure FDA0000498387790000021
and the definite shock absorber optimal damping constant C of step (5) o, determine current vehicle speed v and road conditions G q(n 0) under optimum damping power F o = C o z &CenterDot; ;
(7), by control step electric machine rotation certain angle α, regulate controllable damper damping hole area to reach desired optimum damping power F o.
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