CN106515348B - Intelligent acceleration damping semi-active control method for vehicle suspension system - Google Patents

Intelligent acceleration damping semi-active control method for vehicle suspension system Download PDF

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CN106515348B
CN106515348B CN201611202706.1A CN201611202706A CN106515348B CN 106515348 B CN106515348 B CN 106515348B CN 201611202706 A CN201611202706 A CN 201611202706A CN 106515348 B CN106515348 B CN 106515348B
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damping
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acceleration
vehicle
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CN106515348A (en
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郭孔辉
王杨
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Zhejiang Kong Hui Automobile Technology Co., Ltd.
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G17/00—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load
    • B60G17/06—Characteristics of dampers, e.g. mechanical dampers
    • B60G17/08—Characteristics of fluid dampers
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G17/00—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load
    • B60G17/015—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load the regulating means comprising electric or electronic elements
    • B60G17/016—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load the regulating means comprising electric or electronic elements characterised by their responsiveness, when the vehicle is travelling, to specific motion, a specific condition, or driver input
    • B60G17/0165—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load the regulating means comprising electric or electronic elements characterised by their responsiveness, when the vehicle is travelling, to specific motion, a specific condition, or driver input to an external condition, e.g. rough road surface, side wind
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G17/00—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load
    • B60G17/06—Characteristics of dampers, e.g. mechanical dampers
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2400/00—Indexing codes relating to detected, measured or calculated conditions or factors
    • B60G2400/20—Speed
    • B60G2400/206—Body oscillation speed; Body vibration frequency
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2400/00—Indexing codes relating to detected, measured or calculated conditions or factors
    • B60G2400/25—Stroke; Height; Displacement
    • B60G2400/252—Stroke; Height; Displacement vertical
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2500/00—Indexing codes relating to the regulated action or device
    • B60G2500/10—Damping action or damper
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2800/00—Indexing codes relating to the type of movement or to the condition of the vehicle and to the end result to be achieved by the control action
    • B60G2800/90—System Controller type
    • B60G2800/91—Suspension Control
    • B60G2800/916—Body Vibration Control

Abstract

The invention discloses an intelligent acceleration damping semi-active control method for a vehicle suspension system. Measuring vertical acceleration signals of vehicle body
Figure DDA0001189371190000011
And relative displacement signal Z of vehicle body and tiredef. Will accelerate the signal
Figure DDA0001189371190000012
A control system W is accessed. The signal after passing through the control system is S, and the signal S and the relative movement speed signal of the vehicle body and the tire are used
Figure DDA0001189371190000013
Multiplying, when the result is more than zero, the shock absorber outputs the maximum damping Cmax(mode A) or
Figure DDA0001189371190000014
(mode B) when the result is less than or equal to zero, the shock absorber outputs the minimum damping Cmin. Thereby achieving dynamic damping adjustment of the shock absorber damping. The method has two modes of switch type damping control or continuous type damping control, is simple, and can effectively inhibit the vertical vibration acceleration of the vehicle body in the whole excitation frequency range of the road surface, so that the vehicle has better riding comfort and the suspension performance of the vehicle is obviously improved.

Description

Intelligent acceleration damping semi-active control method for vehicle suspension system
Technical Field
The invention relates to an intelligent acceleration damping semi-active control method for a vehicle suspension system, and belongs to the field of vehicle vibration control.
Background
The suspension is an indispensable component of a vehicle running system, the performance of the suspension directly determines the riding comfort, the steering stability and the running safety of the vehicle, and the vehicle has urgent needs for a suspension system with excellent performance. At the present stage, a controllable suspension technology based on active and semi-active control is a well-known effective way for improving suspension performance, and a simple, effective and good-performance control method is always a key problem in controllable suspension system development.
In terms of the types of the shock absorbers, the switch type soft and hard damping adjustable shock absorber and the continuous type damping adjustable shock absorber are provided at the same time. The continuous adjustable damping shock absorbers comprise CDC (continuous damping control) shock absorbers and rheological fluid damping continuous adjustable shock absorbers, such as magnetorheological fluid shock absorbers and electrorheological fluid shock absorbers.
The control methods currently applied to vehicle suspensions are mainly classified into three categories: the first is a classical control method; secondly, a modern control method; and thirdly, an intelligent control method. Various control methods can improve suspension performance to different degrees, but some of them are not suitable for engineering applications due to complicated calculation. From the perspective of engineering application, the classical control method has the advantages of small calculated amount, simplicity, practicality and the like, and has higher applicability, but the classical switch type ceiling damping control and the acceleration damping control cannot have excellent control effects in the whole excitation frequency domain.
Disclosure of Invention
The invention aims to provide an intelligent acceleration damping semi-active control method for a vehicle suspension system, which comprises two modes of switch type damping dynamic control or continuous type damping dynamic control, and the semi-active control method takes the vertical vibration acceleration of a vehicle body and the relative displacement of the vehicle body and a tire as input and takes the damping of a shock absorber as output, can achieve better control effect in the whole excitation frequency domain, and obviously improves the suspension performance of a vehicle.
In order to achieve the purpose, the invention adopts the following technical modes:
1. an intelligent acceleration damping semi-active control method for a vehicle suspension system comprises two modes of switch type damping dynamic control or continuous type damping dynamic control, and is realized based on a quarter of the vehicle semi-active suspension system, and is characterized by comprising the following steps:
step 1: by being mounted on a stand-by controlThe acceleration sensor on the corresponding vehicle body part above the wheel in the manufactured quarter vehicle semi-active suspension system measures the vertical acceleration signal of the vehicle body
Figure BDA0001189371170000021
The relative displacement Z of the vehicle body and the tire is measured by a displacement sensor arranged on a suspension in a quarter-vehicle semi-active suspension system to be controlleddef；
Step 2: measuring the acceleration signal measured in the step 1
Figure BDA0001189371170000022
A control system W is connected in and an acceleration signal is transmitted
Figure BDA0001189371170000023
The output signal after passing through the control system W is defined as signal S by the relative displacement Z of the vehicle body and the tire measured in step 1defObtaining the relative movement speed of the vehicle body and the tire by differentiating
Figure BDA0001189371170000024
And step 3: the signal S obtained by the step 2 and a vehicle body and tire relative movement speed signal are used
Figure BDA0001189371170000025
Multiplying and then forming two control modes.
Mode A:
Figure BDA0001189371170000026
mode B:
Figure BDA0001189371170000027
the control system W has the following functions: when acceleration signal
Figure BDA0001189371170000028
When the signal is a low-frequency signal, the output signal is the integral of the acceleration signal after passing through the control system W, namely, the speed signal
Figure BDA0001189371170000029
When acceleration signal
Figure BDA00011893711700000210
When the signal is a high-frequency signal, the output signal is the original acceleration signal output after passing through the system W, namely the control system W is equivalent to an integrator when a low-frequency signal passes through and is equivalent to a proportioner with the coefficient of 1 when a high-frequency signal passes through.
Recommending a form of transfer function for the control system, e.g.
Figure BDA00011893711700000211
Wherein
Figure BDA00011893711700000212
s is a complex variable of the Laplace transform, ω0Is the cut-off frequency, i.e. the following equation:
Figure BDA00011893711700000213
of course the control system is not limited to the above described forms only. The control system W not only has the function of dynamically selecting high frequency and low frequency of a suspension system, but also has the function of carrying out phase transformation processing on signals.
Damping coefficient C in step 3maxIs a predetermined hard damping coefficient, damping coefficient C, of the damping adjustable shock absorberminThe method is realized by applying a control signal capable of changing the damping coefficient of the shock absorber by a proper controller according to the control method, for example, the current of a lead-out wire in the shock absorber with the output of the controller changing the duty ratio is controlled by a PWM signal of the controller, so that the damping coefficient of the shock absorber is adjusted.
The invention has the advantages and technical effects that:
the control method is an intelligent acceleration damping semi-active control method, has two modes of switch type damping dynamic control or continuous type damping dynamic control, is realized based on a two-degree-of-freedom vehicle model of a quarter vehicle semi-active suspension system, and has the following specific characteristics as shown in figure 1.
1. The control method provided by the invention integrates the skyhook damping control and the acceleration damping control in the classical switch type control method. The switch type ceiling damping control has a good effect at low frequency and a poor effect at high frequency. The high and low frequency division points are
Figure BDA0001189371170000031
Nearby, the continuous improved ceiling control has better control effect in the whole excitation frequency domain, but in the excitation frequency domain
Figure BDA0001189371170000032
The nearby control effect is poor. The switch type and continuous type acceleration damping control is not good in effect at low frequency and good in effect at high frequency. The high and low frequency division points are
Figure BDA0001189371170000033
In the vicinity, the control method provided by the invention achieves better control performance in the whole excitation frequency domain range, and the riding comfort of the vehicle is obviously improved.
2. The control method of the invention is a mode of connecting a control system W in the acceleration signal of the vehicle body, the phase transformation of low-frequency and high-frequency signals is carried out on the acceleration signal, and when the acceleration signal is
Figure BDA0001189371170000034
When the signal is a low-frequency signal, the output signal is the integral of the acceleration signal after passing through the control system W, namely, the speed signal
Figure BDA0001189371170000035
When acceleration signal
Figure BDA0001189371170000036
When the signal is a high-frequency signal, the output signal is output as an original acceleration signal after passing through the system W, when the road surface excitation is low-frequency input, the intelligent acceleration damping control is similar to a skyhook damping control method, and when the road surface excitation is high-frequency input, the intelligent acceleration damping control is similar to acceleration damping control, so that the respective advantages of the skyhook damping control and the acceleration damping control are combined, and the suspension performance of the vehicle is remarkably improved in the whole frequency domain by the control method. And is continuous in switching of the control method of low frequency and high frequency.
3. The control method is simple and feasible, reduces the difficulty of on-line calculation, is simple and feasible, has good real-time performance and high stability, and is suitable for wide popularization and application.
Drawings
FIG. 1 is a schematic diagram of a quarter-vehicle semi-active suspension system.
FIG. 2 is a flow chart of an embodiment of the method of the present invention
FIG. 3 is a single degree of freedom vehicle vibration model.
FIG. 4 is a frequency domain response plot of body vibration acceleration transmissibility under optimal passive damping coefficient, skyhook damping control, acceleration damping control, and smart acceleration control.
Detailed Description
The method is designed by summarizing the defects of the application of the conventional classical semi-active control method in a two-degree-of-freedom semi-active suspension system model, and is specifically described as follows:
as shown in fig. 1: a typical semi-active suspension system model of a quarter-wheel vehicle includes a wheel 3 and a body 5 corresponding to the wheel 3. The wheel 3 is referred to as one wheel in the vehicle. The body 5 refers to the respective body portion of the entire vehicle to which the wheels 3 correspond. The connection between the body 5 and the wheel 3 is equivalent to a suspension spring 6 with a stiffness ksThe vertical contact between the wheel 3 and the ground 1 is equivalent to a wheel spring 2 with the rigidity kt. The damping of the tire is neglected here. A shock absorber 4 is mounted between the vehicle body 5 and the wheel 3, and the damping is c (t), and is a variable damping shock absorber.
For the above quarter vehicle semi-active suspension system, there are the following classical control methods:
the classical ceiling damping control method comprises the following steps:
Figure BDA0001189371170000041
wherein the content of the first and second substances,
Figure BDA0001189371170000042
the vertical movement speed of the vehicle body is an acceleration signal measured by an acceleration sensor arranged on the vehicle body
Figure BDA0001189371170000043
Obtaining an integral;
Figure BDA0001189371170000044
the relative movement speed of the vehicle body and the tire is determined by the relative displacement (Z) of the vehicle body and the tiredef＝Zt-Zr) And (6) obtaining the derivative.
Classical switch-type skyhook damping control can significantly reduce the vertical vibration of the vehicle when excited at low frequencies. But does not significantly reduce the vertical vibration of the vehicle when excited at high frequencies.
The classic acceleration damping control method is as follows
Figure BDA0001189371170000051
Wherein the content of the first and second substances,
Figure BDA0001189371170000052
the acceleration of the vertical motion of the vehicle body is measured by an acceleration sensor arranged on the vehicle body;
Figure BDA0001189371170000053
the relative movement speed of the vehicle body and the tire is determined by the relative displacement (Z) of the vehicle body and the tiredef＝Zt-Zr) And (6) obtaining the derivative.
Classical acceleration control can significantly reduce vertical vibration of the vehicle when excited at high frequencies. But does not significantly reduce the vertical vibration of the vehicle at low frequency excitation.
The two damping dynamic control methods of the switching type and the continuous type proposed in this patent can have a good control effect in the whole excitation frequency domain, and the specific implementation is as shown in fig. 2, specifically as follows:
step 1: according to the semi-active suspension system of the quarter vehicle in fig. 1, acceleration sensors are respectively arranged on corresponding vehicle body parts above the wheels of the vehicle to be controlled, and vehicle body vertical acceleration signals are measured
Figure BDA0001189371170000054
Meanwhile, a displacement sensor is arranged on the suspension corresponding to the wheel to measure the relative displacement Z of the vehicle body and the tiredef；
Step 2: measuring the acceleration signal
Figure BDA0001189371170000055
A control system W is connected in, which can realize the acceleration signal
Figure BDA0001189371170000056
When the signal is a low-frequency signal, the output signal is the integral of the acceleration signal after passing through the control system W, namely, the speed signal
Figure BDA0001189371170000057
When acceleration signal
Figure BDA0001189371170000058
When the signal is a high-frequency signal, the output signal is the original acceleration signal output after passing through the system W, namely the control system W is equivalent to an integrator when a low-frequency signal passes through and is equivalent to a proportioner with the coefficient of 1 when a high-frequency signal passes through.
Recommending a form of transfer function for the control system, e.g.
Figure BDA0001189371170000059
Wherein
Figure BDA00011893711700000510
s is a complex variable of the Laplace transform, ω0Is the cut-off frequency, i.e. the following equation:
Figure BDA00011893711700000511
of course the control system is not limited to the above described forms only. The control system W not only has the function of dynamically selecting high frequency and low frequency of a suspension system, but also has the function of carrying out phase transformation processing on signals. Cut-off frequency omega in the above formula0Namely, the demarcation point of high frequency and low frequency is taken from the motionless point of the vertical dynamic model of the single-freedom-degree vehicle, and is deduced to be as follows:
first, the definition of the suspension dead point is given
The fixed point is as follows: for a transfer function H (j ω, c), wherein
Figure BDA0001189371170000061
c∈R+For coefficients in the transfer function, the transfer function H (j ω, c) is said to have an immobile point with respect to the coefficient c if the following equation is satisfied.
Figure BDA0001189371170000062
Where η is a constant.
As shown in FIG. 3, the kinetic equation for the system is established as
Figure BDA0001189371170000063
Wherein M is the mass of the vehicle body, k is the spring stiffness, and c is the damping coefficient of the shock absorber. z is the vertical displacement of the car body, zrAs a function of the unevenness of the road surface.
Pull-type conversion of the above formula can be obtained
Figure BDA0001189371170000064
Is obtained by the above formula
Figure BDA0001189371170000065
The upper mold taking mode has the following formula
Figure BDA0001189371170000066
In order to have no influence of the value of c on the above formula, the following formula can be obtained
Figure BDA0001189371170000067
From the above formula, the following formula can be obtained
Figure BDA0001189371170000068
The vibration fixed point with single degree of freedom can be obtained by the formula
Figure BDA0001189371170000071
For automobiles. The dividing point frequency of the low and high frequencies is here typically between 1.5 and 2.5 Hz. Preferably 1.8 Hz.
Will accelerate the signal
Figure BDA0001189371170000072
The output signal after passing through the control system W is defined as signal S by the relative displacement Z of the vehicle body and the tire measured in frontdefObtaining the relative movement speed of the vehicle body and the tire by differentiating
Figure BDA0001189371170000073
And step 3: the signal S obtained through the above and a vehicle body and tire relative movement speed signal are obtained
Figure BDA0001189371170000074
Multiplying and then forming two control modes.
The switch type intelligent acceleration damping control mode is as follows:
Figure BDA0001189371170000075
wherein S is a vehicle body acceleration signal
Figure BDA0001189371170000076
As an output signal after passing through the control system W after input. The control method is suitable for the switch type soft and hard damping adjustable shock absorber.
The continuous intelligent acceleration damping control mode is as follows:
Figure BDA0001189371170000077
wherein S is a vehicle body acceleration signal
Figure BDA0001189371170000078
The control method is suitable for the continuous type damping adjustable shock absorber as an output signal which is input and then passes through the control system W.
Wherein c isinThe damping control signal is used for controlling the damping adjustable shock absorber, so that dynamic adjustment of damping is realized. For the proposed intelligent acceleration semi-active control method, the practical realization method is that a proper controller applies a control signal capable of changing the damping coefficient of the shock absorber according to the control method, for example, a PWM signal with variable duty ratio output by the controller controls the current of a lead-out wire in the damping adjustable shock absorber, so as to realize the adjustment of the damping coefficient of the shock absorber.
Of course, a person skilled in the art may also make several changes and adjustments to the control system W described above in order to satisfy specific and incidental needs, all however falling within the scope of protection defined by the following claims.
According to the practical implementation, the vertical acceleration of the vehicle body can reflect the smoothness of the vehicle and is an important index for measuring the riding comfort, as shown in fig. 4, the switching type damping dynamic control mode is adopted as an example for illustration, under the excitation of a sine wave frequency sweep signal, the excitation frequency is a horizontal axis, the transmission rate of the vehicle body acceleration is a vertical axis, a frequency domain response diagram of the system is obtained, and the skyhook damping control can be found to have a good control effect at a low frequency and a poor control effect at a high frequency; the acceleration damping control has a poor control effect at low frequency and a good control effect at high frequency; and intelligent acceleration damping control can combine the advantage of two kinds of control effects, all has better control effect in whole excitation frequency domain, can show and reduce vehicle vertical vibration acceleration, improves riding comfort.

Claims (1)

1. An intelligent acceleration damping semi-active control method for a vehicle suspension system is realized based on a quarter vehicle semi-active suspension system, and is characterized in that: the method comprises two control modes of switch type damping dynamic control and continuous type damping dynamic control, and comprises the following steps:
step 1: the vertical acceleration signal of the vehicle body is measured by an acceleration sensor mounted on the corresponding vehicle body part above the wheel in the quarter-vehicle semi-active suspension system to be controlled
Figure FDA0002358868820000011
The relative displacement Z of the vehicle body and the tire is measured by a displacement sensor arranged on a suspension in a quarter-vehicle semi-active suspension system to be controlleddef；
Step 2: measuring the acceleration signal measured in the step 1
Figure FDA0002358868820000012
A control system W is connected in and an acceleration signal is transmitted
Figure FDA0002358868820000013
The output signal after passing through the control system W is defined as signal S by comparing with step 1Measured relative displacement Z of vehicle body and tyredefObtaining the relative movement speed of the vehicle body and the tire by differentiating
Figure FDA0002358868820000014
The control system W has the following functions: when acceleration signal
Figure FDA0002358868820000015
When the signal is a low-frequency signal, the output signal is the integral of the acceleration signal after passing through the control system W, namely, the speed signal
Figure FDA0002358868820000016
When acceleration signal
Figure FDA0002358868820000017
When the signal is a high-frequency signal, the output signal is output as an original acceleration signal after passing through the control system W, namely the control system W is equivalent to an integrator when a low-frequency signal passes through the control system W, and is equivalent to a proportioner with a coefficient of 1 when a high-frequency signal passes through the control system W;
transfer function form of the control system W
Figure FDA0002358868820000018
Wherein
Figure FDA0002358868820000019
s is a complex variable of the Laplace transform, ω0Is the cut-off frequency, i.e. the following equation:
Figure FDA00023588688200000110
the control system W not only has the function of dynamically selecting the high frequency and the low frequency of the suspension system, but also has the function of carrying out phase transformation processing on signals;
and step 3: the signal S obtained by the step 2 and a vehicle body and tire relative movement speed signal are used
Figure FDA00023588688200000111
Multiplying, and then forming two control modes;
acceleration signal
Figure FDA00023588688200000112
For low frequency signals, mode a is used:
Figure FDA00023588688200000113
when acceleration signal
Figure FDA00023588688200000114
For high frequency signals, mode B is used:
Figure FDA0002358868820000021
wherein sat is a saturation function, CinIs the damping coefficient of the shock absorber, CmaxIs a predetermined hard damping coefficient, C, of the damping adjustable shock absorberminIs a predetermined soft damping coefficient of the damping adjustable shock absorber.
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CN102189909A (en) * 2010-03-11 2011-09-21 蒋丰璘 Filtering control strategy for skyhook damping frequencies of semi-active suspension of vehicle
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