CN106585709B - A kind of automobile chassis integrated system and its optimization method - Google Patents
A kind of automobile chassis integrated system and its optimization method Download PDFInfo
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- CN106585709B CN106585709B CN201611192305.2A CN201611192305A CN106585709B CN 106585709 B CN106585709 B CN 106585709B CN 201611192305 A CN201611192305 A CN 201611192305A CN 106585709 B CN106585709 B CN 106585709B
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62D—MOTOR VEHICLES; TRAILERS
- B62D5/00—Power-assisted or power-driven steering
- B62D5/04—Power-assisted or power-driven steering electrical, e.g. using an electric servo-motor connected to, or forming part of, the steering gear
- B62D5/0418—Electric motor acting on road wheel carriers
-
- 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
- B60G17/018—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 the use of a specific signal treatment or control method
- B60G17/0182—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 the use of a specific signal treatment or control method involving parameter estimation, e.g. observer, Kalman filter
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
- B60T8/17—Using electrical or electronic regulation means to control braking
- B60T8/172—Determining control parameters used in the regulation, e.g. by calculations involving measured or detected parameters
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62D—MOTOR VEHICLES; TRAILERS
- B62D11/00—Steering non-deflectable wheels; Steering endless tracks or the like
- B62D11/001—Steering non-deflectable wheels; Steering endless tracks or the like control systems
- B62D11/003—Electric or electronic control systems
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62D—MOTOR VEHICLES; TRAILERS
- B62D11/00—Steering non-deflectable wheels; Steering endless tracks or the like
- B62D11/02—Steering non-deflectable wheels; Steering endless tracks or the like by differentially driving ground-engaging elements on opposite vehicle sides
- B62D11/04—Steering non-deflectable wheels; Steering endless tracks or the like by differentially driving ground-engaging elements on opposite vehicle sides by means of separate power sources
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62D—MOTOR VEHICLES; TRAILERS
- B62D5/00—Power-assisted or power-driven steering
- B62D5/04—Power-assisted or power-driven steering electrical, e.g. using an electric servo-motor connected to, or forming part of, the steering gear
- B62D5/0457—Power-assisted or power-driven steering electrical, e.g. using an electric servo-motor connected to, or forming part of, the steering gear characterised by control features of the drive means as such
- B62D5/046—Controlling the motor
-
- G—PHYSICS
- G06—COMPUTING; CALCULATING OR COUNTING
- G06F—ELECTRIC DIGITAL DATA PROCESSING
- G06F30/00—Computer-aided design [CAD]
-
- G—PHYSICS
- G06—COMPUTING; CALCULATING OR COUNTING
- G06F—ELECTRIC DIGITAL DATA PROCESSING
- G06F30/00—Computer-aided design [CAD]
- G06F30/10—Geometric CAD
- G06F30/15—Vehicle, aircraft or watercraft design
-
- G—PHYSICS
- G06—COMPUTING; CALCULATING OR COUNTING
- G06F—ELECTRIC DIGITAL DATA PROCESSING
- G06F30/00—Computer-aided design [CAD]
- G06F30/20—Design optimisation, verification or simulation
-
- 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
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T2220/00—Monitoring, detecting driver behaviour; Signalling thereof; Counteracting thereof
- B60T2220/04—Pedal travel sensor, stroke sensor; Sensing brake request
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T2250/00—Monitoring, detecting, estimating vehicle conditions
- B60T2250/03—Vehicle yaw rate
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T2250/00—Monitoring, detecting, estimating vehicle conditions
- B60T2250/04—Vehicle reference speed; Vehicle body speed
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T2260/00—Interaction of vehicle brake system with other systems
- B60T2260/02—Active Steering, Steer-by-Wire
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T2260/00—Interaction of vehicle brake system with other systems
- B60T2260/06—Active Suspension System
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/10—Internal combustion engine [ICE] based vehicles
- Y02T10/40—Engine management systems
Abstract
The invention discloses a kind of automobile chassis integrated system and its optimization method, automobile chassis integrated system includes differential power-assisted steering module, motor braking module and semi-active suspension module.When optimization, with differential power-assisted steering module, the part-structure parameter of motor braking module and semi-active suspension module is root, with differential power-assisted steering module, motor braking module and semi-active suspension module are tree root, using comprehensive vehicle performance index as trunk, with steering behaviour, brake efficiency and suspension ride comfort are branch, with steering response, steering sensitivity, braking deceleration, vehicle body acceleration, suspension dynamic deflection and wheel are with respect to the automobile chassis integrated system Optimized model that dynamic load is that leaf establishes tree structure, and it is based on the Optimized model, chassis integrated system is optimized using Evol algorithm.
Description
Technical field
The present invention relates to steering system, braking system and suspension system, refer specifically to a kind of automobile chassis integrated system and its
Optimization method.
Background technique
The automobile chassis system complicated as one, it mainly includes the subsystems such as braking, steering and suspension.Steering system
Deflect deflecting roller according to the input instruction of driver, to obtain the control of vehicle traveling direction, the quality of steering system performance
Determine the steering sensitivity, portability and control stability of automobile；The effect of braking system be make traveling car deceleration or
Parking, the car speed holding of descent run is stablized and the automobile of stagnation of movement keeps as you were, the braking effect of braking system
Directional stability when can and brake directly affects the travel safety of automobile；Bridge of the automotive suspension as connection vehicle body and wheel
Beam, its effect are that the vertical counter-force for road surface being acted on wheel, longitudinal counter-force and lateral reaction and these counter-forces generate
In torque transfer to vehicle body, to guarantee that the normally travel of automobile, the quality of suspension system performance directly affect the ride comfort of automobile.
In fact, under different driving cycles, the movement in automobile chassis system between each subsystem influences each other, phase interaction
With.It looks up from vertical, the movement of single subsystem inherently impacts many performances of automobile.It looks up from horizontal, it is multiple
Subsystem and when depositing certainly exists the problem of movement relation influences each other between them.In optimization process, due to integrated system
System optimization aim diversity, optimizes integrated system so needing to design suitable optimization method.
When carrying out parameter optimization by different performance indicators to multiple subsystems, a certain subsystem performance index is changed
Other systems must be generated with certain influence, the simple superposition of these subsystems optimization can not obtain optimal while kind
Chassis system comprehensive performance, so establishing a kind of suitable Optimized model and optimizing to chassis integrated system seems especially heavy
It wants.
Summary of the invention
The technical problem to be solved by the present invention is to provide a kind of automobile bottom for defect involved in background technique
Disk integrated system and its optimization method.
The present invention uses following technical scheme to solve above-mentioned technical problem:
A kind of automobile chassis integrated system, including differential power-assisted steering module, motor braking module and semi-active suspension mould
Block；
The differential power-assisted steering module includes steering wheel torque rotary angle transmitter, rack and pinion steering gear, two wheel hubs
Motor, vehicle speed sensor, two wheel speed sensors, yaw-rate sensor and differential power-assisted steering control ECU；
The steering wheel assembly of automobile is connect by steering column with rack and pinion steering gear, and rack and pinion steering gear passes through steering
The connection of the axle of drag link and vehicle front；
The steering wheel torque rotary angle transmitter is arranged on steering column, for obtaining the torque of vehicle steering wheel and turning
Angle；
Described two hub motors are respectively used to the driving and braking of two front-wheels；
The vehicle speed sensor is used to obtain the speed of automobile；
Described two wheel speed sensors are separately positioned on two front-wheels, are respectively used to obtain the angular speed of two front-wheels；
The yaw-rate sensor is used to obtain the yaw velocity of automobile；
The differential power-assisted steering control ECU is passed with steering wheel torque rotary angle transmitter, two hub motors, speed respectively
Sensor, two wheel speed sensors, yaw-rate sensors are electrically connected, according to the torque of vehicle steering wheel and corner, sideway
The angular speed of angular speed, speed and two front-wheels issues current signal to left and right hub motor, so that left and right hub motor exports
Different driving moment, to realize differential power-assisted steering；
The motor braking module includes brake pedal position sensor and motor braking control ECU；
The brake pedal position sensor is for obtaining automobile brake pedal location information；
Motor braking control ECU respectively with brake pedal position sensor, two hub motors, vehicle speed sensor,
Two wheel speed sensors, yaw-rate sensors are electrically connected, for according to brake pedal position, speed, two front-wheels
The braking moment of hub motor is adjusted to realize motor braking in angular speed, yaw velocity；
The semi-active suspension module includes elastic element and continuously adjustable damper；
The elastic element and continuously adjustable damper are set side by side, and the vehicle body of automobile is connected with vehicle frame.
The invention also discloses a kind of optimization methods based on the automobile chassis integrated system comprising the steps of:
Step 1) establishes vehicle Three Degree Of Freedom model；
Step 2) establishes differential power-assisted steering module, motor braking module and semi-active suspension modular power model；
Step 3) derives the quantitative formula of steering behaviour, brake efficiency and suspension ride comfort performance indicator；
Step 4) chooses optimized variable, establishes Optimized model objective function, and constraint condition is arranged, establishes tree structure
Chassis integrated system Optimized model；
Step 4.1), to turn to the rotary inertia of output shaft and pinion gear, turn to the equivalent damping of output shaft and pinion gear
Coefficient, rack mass, rack gear Equivalent damping coefficient, rack displacement, the equivalent moment of inertia comprising the tire including hub motor,
Equivalent damping coefficient comprising the tire including hub motor, front suspension equivalent stiffness, rear suspension equivalent stiffness, front suspension are equivalent
Damped coefficient, rear suspension Equivalent damping coefficient are as optimized variable；
Step 4.2) obtains optimization mould by the quantitative formula of steering behaviour, brake efficiency and suspension ride comfort performance indicator
Type objective function；
Step 4.3), the constraint condition that setting Optimized model objective function needs to meet；
Step 4.4), using the optimized variable as root, actively with differential power-assisted steering module, motor braking module and half
On Suspension Module is tree root, using comprehensive vehicle performance as trunk, using steering behaviour, brake efficiency and suspension ride comfort as branch, with
Steering response, steering sensitivity, braking deceleration, vehicle body acceleration, suspension dynamic deflection and wheel are leaf with respect to dynamic load, are established
The automobile chassis integrated system Optimized model of tree structure；
Step 5) is based on automobile chassis integrated system Optimized model, is optimized using Evol algorithm, obtain optimized variable
Optimal value.
The further prioritization scheme of optimization method as the automobile chassis integrated system, vehicle three described in step 1)
Degrees of Freedom Model are as follows:
Wherein, Y1=-kf-kr；Y2=-(akf-bkr)/V；Y3=-E1kf-E2kr-kcf-kcr；Y4=kf；
L1=-akf+bkr；L2=(2 μrhmV2-a2kf-b2kr)/V；L3=-aE1kf+bE2kr-akcf+bkcr；
L4=akf；L5=2 μrhmV；
N1=(kf+kr)h；N2=(akf-bkr)h/V；
N3=mgh+2d (dK2f-dK2r2-Ka1-Ka2)+h(E1kf+E2kr+kcf+kcr)；
N4=-kfh；N5=2d (dK2f-dK2r-Ka1-Ka2)；
M is complete vehicle quality；V is car speed；G is acceleration of gravity；H is bodywork height；ωrFor yaw velocity；β is
Side slip angle；For angle of heel；δ is front wheel angle；IxIt is car mass to the rotary inertia of x-axis；IzIt is car mass to z
The rotary inertia of axis；IxzIt is car mass to the product of inertia of x, z-axis；A, b is respectively automobile mass center to wheel base distance；kf、
krRespectively front and back cornering stiffness；E1、E2Respectively front and back roll steer coefficient；kcf、kcrRespectively front and back lateral thrust coefficient；
Ka1、Ka2Respectively fore suspension and rear suspension roll angular rigidity；μrFor ground friction coefficient；D is the half of wheelspan；K2f、K2rRespectively front and back
Suspension rate.
The further prioritization scheme of optimization method as the automobile chassis integrated system, leads steering described in step 3)
The quantitative formula of energy index includes the quantitative formula of steering response and the quantitative formula of steering sensitivity, the amount of the steering response
Change formula are as follows:
The quantitative formula of the steering sensitivity are as follows:
Wherein,
P3=XA3；P2=XA2；P1=XA1；P0=XA0；
Q6=X2B4；Q5=X1B4+X2B3；Q4=X0B4+X1B3+X2B2；Q3=X0B3+X1B2+X2B1；
Q2=X0B2+X1B1+X2B0；Q1=X0B1+X1B0；Q0=X0B0；
A3=L4Vh2m2-IxL5Y4-IxL4Vm-IxzN4Vm-L5N4hm-IxzVY4hm；
A2=IxL4Y1-IxL1Y4-IxzN1Y4+IxzN4Y1+L5N5Y4+L4N5Vm-L1N4hm+L4N1hm；
A1=L1N5Y4-L4N5Y1+L5N3Y4-L5N4Y3-L3N4Vm+L4N3Vm-L3VY4hm+L4VY3hm；
A0=L1N3Y4-L1N4Y3-L3N1Y4+L3N4Y1+L4N1Y3-L4N3Y1；
B4=IzVh2m2-IxIzVm；
The torque in one's hands, which is transmitted, by diverter by wheel for road excitation acts on direction to driver
The transmission function of disk equivalent moment；For the transmission function of steering wheel angle to yaw velocity, s be frequency-region signal,
Th(s) steering wheel equivalent moment is acted on for driver under frequency domain；Ts' (s) be frequency domain under information of road surface by wheel pass through diverter
Transmit the torque in one's hands；ωr(s)、θs(s) and δ (s) respectively indicates yaw velocity under frequency domain, steering wheel angle and preceding rotation
Angle, KsFor steering wheel torque rotary angle transmitter equivalent stiffness；n2For the transmission ratio of steering screw to front-wheel；Je、BeRespectively turn to
The equivalent moment of inertia and Equivalent damping coefficient of output shaft and rack and pinion steering gear gear structure；mrFor the equivalent matter of rack gear
Amount；brFor the Equivalent damping coefficient of rack gear；krFor the equivalent stiffness of rack gear；xrFor the displacement of rack gear；rδFor left and right two front steering
The stub lateral offset of wheel；rpFor pinion gear radius；R is radius of wheel；NlThe distance between track rod and axle；G is
Hub motor deceleration mechanism reduction ratio；Jeq、BeqThe respectively equivalent moment of inertia of tire (comprising including hub motor) and equivalent
Damped coefficient；KaFor hub motor torque coefficient；Km1And Km2Respectively left and right hub motor power-assisted gain.
The further prioritization scheme of optimization method as the automobile chassis integrated system, brake efficiency described in step 3)
Quantitative formula include braking deceleration quantitative formula, it is specific to state are as follows:
In formula:For the transmission function of steering wheel angle to braking deceleration, a (s) is braking deceleration under frequency domain
Degree,
The further prioritization scheme of optimization method as the automobile chassis integrated system, suspension described in step 3) are smooth
The quantification of targets formula of property performance includes the quantitative formula of the quantitative formula of front and back body vibrations acceleration, fore suspension and rear suspension dynamic deflection
Quantitative formula with front and back wheel with respect to dynamic load, is respectively as follows:
In formula:WithRespectively indicate front and back body vibrations acceleration transmission function；WithRespectively indicate fore suspension and rear suspension dynamic deflection transmission function；WithRespectively indicate front and back wheel
Opposite dynamic load transmission function；Q indicates road excitation；Z2fAnd Z2rRespectively indicate the displacement of front and back vehicle body；Z1fAnd Z1rRespectively indicate front and back
Wheel displacements；fdfAnd fdrRespectively indicate fore suspension and rear suspension dynamic deflection；WithRespectively indicate the opposite dynamic load in front and back, in formula, Gf
=(m1f+m2f) g, Gr=(m1r+m2r)g；m1fAnd m1rRespectively indicate front and back nonspring carried mass；m2fAnd m2rRespectively indicate front and back spring load
Quality；KtFor tire equivalent stiffness；K2fAnd K2rRespectively indicate fore suspension and rear suspension rigidity；C2fAnd C2rRespectively indicate fore suspension and rear suspension damping；
G is acceleration of gravity.
The further prioritization scheme of optimization method as the automobile chassis integrated system, optimizes mould described in step 4.2)
Type objective function f (X) are as follows:
F (X)=W1f1(X)+W2f2(X)+W3f3(X)
In formula:
In formula, f is frequency when road excitation inputs；For Road Surface Power Spectrum Density；wiFor weight coefficient；WiFor
Sub-goal function weight coefficient.
The further prioritization scheme of optimization method as the automobile chassis integrated system, optimizes mould described in step 4.3)
Type objective function needs the constraint condition met are as follows:
The denominator of steering sensitivity quantitative formula meets Routh Criterion, braking deceleration meets a≤g, suspension dynamic deflection is full
Sufficient fcr=(0.6~0.8) fcf, relative damping factor meet ξf∈[0.2,0.4]、ξr∈[0.2,0.4]；
Wherein, fcf=(m1f+m2f)g/k2f；fcr=(m1r+m2r)g/k2r；
The invention adopts the above technical scheme compared with prior art, has following technical effect that
It is actively outstanding that Optimized model established by the present invention combines differential power-assisted steering module, motor braking module and half
Influence of the frame module to comprehensive vehicle performance, can effective coordination three subsystems optimization when the multifarious problem of target, and
And calculating is optimized using three subsystems as different branches, computational efficiency can be effectively improved.
Detailed description of the invention
Fig. 1 is electric power steering of the present invention and motor braking module arrangement schematic diagram；
Fig. 2 is semi-active suspension module arrangement schematic diagram of the present invention；
Fig. 3 is Optimized model structural schematic diagram of the invention；
Fig. 4 is optimization method flow chart of the invention.
In figure, 1- turns to output shaft and pinion rotation inertia, and 2- turns to output shaft and pinion gear Equivalent damping coefficient, 3-
Rack mass, 4- rack gear Equivalent damping coefficient, 5- rack displacement, 6- include equivalent moment of inertia of the hub motor in interior tire,
7- includes Equivalent damping coefficient of the hub motor in interior tire, 8- front suspension equivalent stiffness, 9- rear suspension equivalent stiffness, before 10-
Suspension Equivalent damping coefficient, 11- rear suspension Equivalent damping coefficient, 12- steering wheel torque rotary angle transmitter, 13- rack-and-pinion turn
To device, 14- hub motor.
Specific embodiment
Technical solution of the present invention is described in further detail with reference to the accompanying drawing:
The invention discloses a kind of automobile chassis integrated system and its optimization methods, as shown in Figure 1, the invention discloses one
Kind automobile chassis integrated system, including differential power-assisted steering module, motor braking module and semi-active suspension module.
The differential power-assisted steering module includes steering wheel torque rotary angle transmitter, rack and pinion steering gear, two wheel hubs
Motor, vehicle speed sensor, two wheel speed sensors, yaw-rate sensor and differential power-assisted steering control ECU；The side of automobile
It is connect to disc assembly by steering column with rack and pinion steering gear, rack and pinion steering gear passes through track rod and vehicle front
Axle connection；The steering wheel torque rotary angle transmitter is arranged on steering column, for obtain vehicle steering wheel torque and
Corner；Described two hub motors are respectively used to the driving and braking of two front-wheels；The vehicle speed sensor is for obtaining automobile
Speed；Described two wheel speed sensors are separately positioned on two front-wheels, are respectively used to obtain the angular speed of two front-wheels；Institute
State yaw velocity of the yaw-rate sensor for automobile；The differential power-assisted steering control ECU turns with steering wheel respectively
Square rotary angle transmitter, two hub motors, vehicle speed sensor, two wheel speed sensors, yaw-rate sensors are electrically connected,
Left and right hub motor is sent out according to the angular speed of the torque of vehicle steering wheel and corner, yaw velocity, speed and two front-wheels
Current signal out, so that left and right hub motor exports different driving moments, to realize differential power-assisted steering.
The motor braking module includes brake pedal position sensor and motor braking control ECU；The brake pedal
Position sensor is for obtaining automobile brake pedal location information；Motor braking control ECU is respectively and brake pedal position
Sensor, two hub motors, vehicle speed sensor, two wheel speed sensors, yaw-rate sensors are electrically connected, and are used for root
According to brake pedal position, speed, the angular speed of two front-wheels, yaw velocity to the braking moment of hub motor be adjusted with
Realize motor braking.
As shown in Fig. 2, the semi-active suspension module includes elastic element and continuously adjustable damper；The elastic element
It is set side by side with continuously adjustable damper, the vehicle body of automobile is connected with vehicle frame.
As shown in figure 3, being joined with the part-structure of differential power-assisted steering module, motor braking module and semi-active suspension module
Number is root, using differential power-assisted steering module, motor braking module and semi-active suspension module as tree root, with comprehensive vehicle performance
Index is trunk, using steering behaviour, brake efficiency and suspension ride comfort as branch, is subtracted with steering response, steering sensitivity, braking
Speed, vehicle body acceleration, suspension dynamic deflection and wheel are with respect to the automobile chassis integrated system that dynamic load is that leaf establishes tree structure
Optimized model.
As shown in figure 4, the invention discloses a kind of optimization method based on the automobile chassis integrated system, including following step
It is rapid:
Step 1) establishes vehicle Three Degree Of Freedom model:
Wherein, Y1=-kf-kr；Y2=-(akf-bkr)/V；Y3=-E1kf-E2kr-kcf-kcr；Y4=kf；
L1=-akf+bkr；L2=(2 μrhmV2-a2kf-b2kr)/V；L3=-aE1kf+bE2kr-akcf+bkcr；
L4=akf；L5=2 μrhmV；
N1=(kf+kr)h；N2=(akf-bkr)h/V；
N3=mgh+2d (dK2f-dK2r2-Ka1-Ka2)+h(E1kf+E2kr+kcf+kcr)；
N4=-kfh；N5=2d (dK2f-dK2r-Ka1-Ka2)；
M is complete vehicle quality；V is car speed；G is acceleration of gravity；H is bodywork height；ωrFor yaw velocity；β is
Side slip angle；For angle of heel；δ is front wheel angle；IxIt is car mass to the rotary inertia of x-axis；IzIt is car mass to z
The rotary inertia of axis；IxzIt is car mass to x, the product of inertia of z-axis；A, b is respectively automobile mass center to wheel base distance；kf、
krRespectively front and back cornering stiffness；E1、E2Respectively front and back roll steer coefficient；kcf、kcrRespectively front and back lateral thrust coefficient；
Ka1、Ka2Respectively fore suspension and rear suspension roll angular rigidity；μrFor ground friction coefficient；D is the half of wheelspan；K2f、K2rRespectively front and back
Suspension rate.
Step 2) establishes differential power-assisted steering module, motor braking module and semi-active suspension modular power model.
Step 3) successively derives steering behaviour, brake efficiency and suspension ride comfort performance indicator quantitative formula.
Derivation steering behaviour index first, including steering response and steering sensitivity, quantitative formula are as follows:
Steering response quantitative formula are as follows:
In formula:
To derive steering sensitivity quantitative formula, yaw velocity and front wheel angle relationship are first derived:
In formula: A3=L4Vh2m2-IxL5Y4-IxL4Vm-IxzN4Vm-L5N4hm-IxzVY4hm；
A2=IxL4Y1-IxL1Y4-IxzN1Y4+IxzN4Y1+L5N5Y4+L4N5Vm-L1N4hm+L4N1hm；
A1=L1N5Y4-L4N5Y1+L5N3Y4-L5N4Y3-L3N4Vm+L4N3Vm-L3VY4hm+L4VY3hm；
A0=L1N3Y4-L1N4Y3-L3N1Y4+L3N4Y1+L4N1Y3-L4N3Y1；
B4=IzVh2m2-IxIzVm；
Then front wheel angle and pinion gear angle relation are derived:
In formula:
Finally it is derived from the quantitative formula of steering sensitivity are as follows:
In formula: P3=XA3；P2=XA2；P1=XA1；P0=XA0；
Q6=X2B4；Q5=X1B4+X2B3；Q4=X0B4+X1B3+X2B2；Q3=X0B3+X1B2+X2B1；
Q2=X0B2+X1B1+X2B0；Q1=X0B1+X1B0；Q0=X0B0；
The torque in one's hands, which is transmitted, by diverter by wheel for road excitation acts on direction to driver
The transmission function of disk equivalent moment；For the transmission function of steering wheel angle to yaw velocity, s be frequency-region signal,
Th(s) steering wheel equivalent moment is acted on for driver under frequency domain；Ts' (s) be frequency domain under information of road surface by wheel pass through diverter
Transmit the torque in one's hands；ωr(s)、θs(s) and δ (s) respectively indicates yaw velocity under frequency domain, steering wheel angle and preceding rotation
Angle, KsFor steering wheel torque rotary angle transmitter equivalent stiffness；n2For the transmission ratio of steering screw to front-wheel；Je、BeRespectively turn to
The equivalent moment of inertia and Equivalent damping coefficient of output shaft and rack and pinion steering gear gear structure；mrFor the equivalent matter of rack gear
Amount；brFor the Equivalent damping coefficient of rack gear；krFor the equivalent stiffness of rack gear；xrFor the displacement of rack gear；R δ is left and right two front steering
The stub lateral offset of wheel；rpFor pinion gear radius；R is radius of wheel；NlThe distance between track rod and axle；G is
Hub motor deceleration mechanism reduction ratio；Jeq、BeqThe respectively equivalent moment of inertia of tire (comprising including hub motor) and equivalent
Damped coefficient；KaFor hub motor torque coefficient；Km1And Km2Respectively left and right hub motor power-assisted gain.
Secondly brake efficiency index, including braking deceleration, quantitative formula are derived are as follows:
In formula,For the transmission function of steering wheel angle to braking deceleration, a (s) is braking deceleration under frequency domain
Degree,
Finally derive suspension flexibility index, including front and back body vibrations acceleration, fore suspension and rear suspension dynamic deflection and front and back vehicle
Opposite dynamic load is taken turns, quantitative formula is respectively as follows:
In formula:WithRespectively indicate front and back body vibrations acceleration transmission function；WithRespectively indicate fore suspension and rear suspension dynamic deflection transmission function；WithRespectively indicate front and back wheel
Opposite dynamic load transmission function；Q indicates road excitation；Z2fAnd Z2rRespectively indicate the displacement of front and back vehicle body；Z1fAnd Z1rRespectively indicate front and back
Wheel displacements；fdfAnd fdrRespectively indicate fore suspension and rear suspension dynamic deflection；WithRespectively indicate the opposite dynamic load in front and back, in formula, Gf=
(m1f+m2f) g, Gr=(m1r+m2r)g；m1fAnd m1rRespectively indicate front and back nonspring carried mass；m2fAnd m2rRespectively indicate front and back spring charge material
Amount；KtFor tire equivalent stiffness；K2fAnd K2rRespectively indicate fore suspension and rear suspension rigidity；C2fAnd C2rRespectively indicate fore suspension and rear suspension damping；g
For acceleration of gravity.
Step 4) chooses Optimized model optimized variable, establishes Optimized model objective function, and constraint condition is arranged, and establishes tree
The chassis integrated system Optimized model of shape structure；
(1) differential power-assisted steering module, motor braking module and semi-active suspension module are chosen and turns to output shaft and small tooth
Take turns rotary inertia, turn to output shaft and pinion gear Equivalent damping coefficient, rack mass, rack gear Equivalent damping coefficient rack displacement,
Equivalent moment of inertia, the Equivalent damping coefficient comprising hub motor in interior tire, front suspension comprising hub motor in interior tire
Equivalent stiffness, rear suspension equivalent stiffness, front suspension Equivalent damping coefficient, rear suspension Equivalent damping coefficient are as optimized variable；
(2) Optimized model target letter is obtained by steering behaviour, brake efficiency and suspension ride comfort performance indicator quantitative formula
Number；
Steering behaviour objective function:
Brake efficiency objective function:
Suspension ride comfort objective function:
In formula: f is frequency when road roughness inputs；For Road Surface Power Spectrum Density；wiFor weight coefficient.
In summary three subsystems performance indicator objective function obtains Optimized model target objective function:
F (X)=W1f1(X)+W2f2(X)+W3f3(X)
In formula: WiFor sub-goal function weight coefficient.
(3) in optimization process, following constraint condition is arranged: the denominator of steering sensitivity quantitative formula should meet Louth and sentence
According to, braking deceleration meets a≤g, suspension dynamic deflection meets fcr=(0.6~0.8) fcfMeet ξ with relative damping factorf∈
[0.2,0.4]、ξr∈[0.2,0.4]。
In formula: fcf=(m1f+m2f)g/k2f；fcr=(m1r+m2r)g/k2r；
(4) according to tree structure, with the part of differential power-assisted steering module, motor braking module and semi-active suspension module
Structural parameters are root, comprehensive with automobile using differential power-assisted steering module, motor braking module and semi-active suspension module as tree root
Conjunction performance indicator be trunk, using steering behaviour, brake efficiency and suspension ride comfort as branch, with steering response, steering sensitivity,
Braking deceleration, vehicle body acceleration, suspension dynamic deflection and wheel are with respect to the automobile chassis collection that dynamic load is that leaf establishes tree structure
At system optimization model；
Step 5) is based on automobile chassis integrated system Optimized model, is optimized using Evol algorithm, obtain optimized variable
Optimal value.
Specific Evol algorithm implementation process is as follows:
Step1: it determines optimized variable collection, and it is encoded；
Step2: determine that Evol control parameter of algorithm and used specific strategy, Evol control parameter of algorithm include: kind
Group's quantity, mutation operator, crossover operator, maximum evolutionary generation, termination condition etc.；
Step3: initial population, evolutionary generation t=1 is randomly generated；
Step4: evaluating initial population, i.e., the fitness value of each individual in calculating initial population；
Step5: judging whether to reach termination condition or evolutionary generation reaches minimum, terminate if so, evolving, will at this time
Optimized individual is as solution output；If it is not, then continuing；
Step6: variation and crossover operation are carried out, boundary condition is handled, interim population is obtained；
Step7: evaluating interim population, calculates the fitness value of each individual in interim population；
Step8: selection operation is carried out, new population is obtained；
Step9: evolutionary generation t=t+1 goes to step 4.
During actual optimization, if same big tree growth is the same, when root absorbs nutrient from soil, into tree root
Nutrient is conveyed to trunk, branch and leaf；When leaf carries out photosynthesis, photosynthate is sent to branch
And trunk.In the automobile chassis integrated system Optimized model of tree structure, the value of each optimized variable by changing root, from
And each subsystem of tree root is influenced, after tree root is affected, the comprehensive vehicle performance index as trunk changes, as tree
Each system performance index of branch and each sub- index as leaf all change；When each sub-goal as leaf changes
When, each system performance index as branch and the comprehensive vehicle performance index as trunk will all change.
Those skilled in the art can understand that unless otherwise defined, all terms used herein (including skill
Art term and scientific term) there is meaning identical with the general understanding of those of ordinary skill in fields of the present invention.Also
It should be understood that those terms such as defined in the general dictionary should be understood that have in the context of the prior art
The consistent meaning of meaning will not be explained in an idealized or overly formal meaning and unless defined as here.
Above-described specific embodiment has carried out further the purpose of the present invention, technical scheme and beneficial effects
It is described in detail, it should be understood that being not limited to this hair the foregoing is merely a specific embodiment of the invention
Bright, all within the spirits and principles of the present invention, any modification, equivalent substitution, improvement and etc. done should be included in the present invention
Protection scope within.
Claims (7)
1. a kind of optimization method of automobile chassis integrated system, the automobile chassis integrated system includes differential power-assisted steering mould
Block, motor braking module and semi-active suspension module；
The differential power-assisted steering module include steering wheel torque rotary angle transmitter, rack and pinion steering gear, two hub motors,
Vehicle speed sensor, two wheel speed sensors, yaw-rate sensor and differential power-assisted steering control ECU；
The steering wheel assembly of automobile is connect by steering column with rack and pinion steering gear, and rack and pinion steering gear is by turning to horizontal drawing
The connection of the axle of bar and vehicle front；
The steering wheel torque rotary angle transmitter is arranged on steering column, for obtaining torque and the corner of vehicle steering wheel；
Described two hub motors are respectively used to the driving and braking of two front-wheels；
The vehicle speed sensor is used to obtain the speed of automobile；
Described two wheel speed sensors are separately positioned on two front-wheels, are respectively used to obtain the angular speed of two front-wheels；
The yaw-rate sensor is used to obtain the yaw velocity of automobile；
The differential power-assisted steering control ECU is sensed with steering wheel torque rotary angle transmitter, two hub motors, speed respectively
Device, two wheel speed sensors, yaw-rate sensors are electrically connected, according to the torque of vehicle steering wheel and corner, yaw angle
The angular speed of speed, speed and two front-wheels issues current signal to left and right hub motor, so that the output of left and right hub motor is not
Same driving moment, to realize differential power-assisted steering；
The motor braking module includes brake pedal position sensor and motor braking control ECU；
The brake pedal position sensor is for obtaining automobile brake pedal location information；
Motor braking control ECU respectively with brake pedal position sensor, two hub motors, vehicle speed sensor, two
Wheel speed sensors, yaw-rate sensor are electrically connected, for fast according to brake pedal position, speed, the angle of two front-wheels
The braking moment of hub motor is adjusted to realize motor braking in degree, yaw velocity；
The semi-active suspension module includes elastic element and continuously adjustable damper；
The elastic element and continuously adjustable damper are set side by side, and the vehicle body of automobile is connected with vehicle frame；
It is characterized in that, the optimization method of the automobile chassis integrated system comprises the steps of:
Step 1) establishes vehicle Three Degree Of Freedom model；
Step 2) establishes differential power-assisted steering module, motor braking module and semi-active suspension modular power model；
Step 3) derives the quantitative formula of steering behaviour, brake efficiency and suspension ride comfort performance indicator；
Step 4) chooses optimized variable, establishes Optimized model objective function, and constraint condition is arranged, establishes the chassis of tree structure
Integrated system Optimized model；
Step 4.1), with the rotary inertia for turning to output shaft and pinion gear, the Equivalent damping coefficient for turning to output shaft and pinion gear,
Rack mass rack gear Equivalent damping coefficient, rack displacement, the equivalent moment of inertia comprising the tire including hub motor, includes
Equivalent damping coefficient, front suspension equivalent stiffness, rear suspension equivalent stiffness, the front suspension equivalent damping of tire including hub motor
Coefficient, rear suspension Equivalent damping coefficient are as optimized variable；
Step 4.2) obtains Optimized model mesh by the quantitative formula of steering behaviour, brake efficiency and suspension ride comfort performance indicator
Scalar functions；
Step 4.3), the constraint condition that setting Optimized model objective function needs to meet；
Step 4.4), using the optimized variable as root, with differential power-assisted steering module, motor braking module and semi-active suspension
Module is tree root, using comprehensive vehicle performance as trunk, using steering behaviour, brake efficiency and suspension ride comfort as branch, to turn to
Road feel, steering sensitivity, braking deceleration, vehicle body acceleration, suspension dynamic deflection and wheel are leaf with respect to dynamic load, are established tree-like
The automobile chassis integrated system Optimized model of structure；
Step 5) is based on automobile chassis integrated system Optimized model, is optimized using Evol algorithm, obtain optimized variable most
The figure of merit.
2. the optimization method of automobile chassis integrated system according to claim 1, which is characterized in that described in step 1)
Vehicle Three Degree Of Freedom model are as follows:
Wherein, Y1=-kf-kr；Y2=-(akf-bkr)/V；Y3=-E1kf-E2kr-kcf-kcr；Y4=kf；
L1=-akf+bkr；L2=(2 μrhmV2-a2kf-b2kr)/V；L3=-aE1kf+bE2kr-akcf+bkcr；
L4=akf；L5=2 μrhmV；
N1=(kf+kr)h；N2=(akf-bkr)h/V；
N3=mgh+2d (dK2f-dK2r2-Ka1-Ka2)+h(E1kf+E2kr+kcf+kcr)；
N4=-kfh；N5=2d (dK2f-dK2r-Ka1-Ka2)；
M is complete vehicle quality；V is car speed；G is acceleration of gravity；H is bodywork height；ωrFor yaw velocity；β is mass center
Side drift angle；For angle of heel；δ is front wheel angle；IxIt is car mass to the rotary inertia of x-axis；IzIt is car mass to z-axis
Rotary inertia；IxzIt is car mass to the product of inertia of x, z-axis；A, b is respectively automobile mass center to wheel base distance；kf、krPoint
It Wei not front and back cornering stiffness；E1、E2Respectively front and back roll steer coefficient；kcf、kcrRespectively front and back lateral thrust coefficient；Ka1、
Ka2Respectively fore suspension and rear suspension roll angular rigidity；μrFor ground friction coefficient；D is the half of wheelspan；K2f、K2rRespectively front and back is outstanding
Frame rigidity.
3. the optimization method of automobile chassis integrated system according to claim 2, which is characterized in that described in step 3)
The quantification of targets formula of steering behaviour index includes the quantitative formula of steering response and the quantitative formula of steering sensitivity, and described turn
To the quantitative formula of road feel are as follows:
The quantitative formula of the steering sensitivity are as follows:
Wherein,
P3=XA3；P2=XA2；P1=XA1；P0=XA0；
Q6=X2B4；Q5=X1B4+X2B3；Q4=X0B4+X1B3+X2B2；Q3=X0B3+X1B2+X2B1；
Q2=X0B2+X1B1+X2B0；Q1=X0B1+X1B0；Q0=X0B0；
A3=L4Vh2m2-IxL5Y4-IxL4Vm-IxzN4Vm-L5N4hm-IxzVY4hm；
A2=IxL4Y1-IxL1Y4-IxzN1Y4+IxzN4Y1+L5N5Y4+L4N5Vm-L1N4hm+L4N1hm；
A1=L1N5Y4-L4N5Y1+L5N3Y4-L5N4Y3-L3N4Vm+L4N3Vm-L3VY4hm+L4VY3hm；
A0=L1N3Y4-L1N4Y3-L3N1Y4+L3N4Y1+L4N1Y3-L4N3Y1；
B4=IzVh2m2-IxIzVm；
The torque in one's hands, which is transmitted, by diverter by wheel for road excitation acts on steering wheel etc. to driver
The transmission function of effect square；It is frequency-region signal, T for the transmission function of steering wheel angle to yaw velocity, sh(s)
Steering wheel equivalent moment is acted on for driver under frequency domain；Ts' (s) be frequency domain under information of road surface by wheel by diverter transmitting
Torque in one's hands；ωr(s)、θs(s) and δ (s) respectively indicates yaw velocity under frequency domain, steering wheel angle and front wheel angle,
KsFor steering wheel torque rotary angle transmitter equivalent stiffness；n2For the transmission ratio of steering screw to front-wheel；Je、BeIt respectively turns to defeated
The equivalent moment of inertia and Equivalent damping coefficient of shaft and rack and pinion steering gear gear structure；mrFor the equivalent mass of rack gear；br
For the Equivalent damping coefficient of rack gear；krFor the equivalent stiffness of rack gear；xrFor the displacement of rack gear；rδFor the master of left and right two steering front wheel
Sell lateral offset；rpFor pinion gear radius；R is radius of wheel；NlThe distance between track rod and axle；G is wheel hub electricity
Machine deceleration mechanism reduction ratio；Jeq、BeqEquivalent moment of inertia and equivalent damping system respectively comprising the tire including hub motor
Number；KaFor hub motor torque coefficient；Km1And Km2Respectively left and right hub motor power-assisted gain.
4. the optimization method of automobile chassis integrated system according to claim 3, which is characterized in that made described in step 3)
The quantitative formula of dynamic efficiency includes the quantitative formula of braking deceleration, specific to state are as follows:
In formula:For the transmission function of steering wheel angle to braking deceleration, a (s) is braking deceleration under frequency domain,
5. the optimization method of automobile chassis integrated system according to claim 4, which is characterized in that hanged described in step 3)
The quantitative formula of frame ride comfort performance includes the quantization public affairs of the quantitative formula of front and back body vibrations acceleration, fore suspension and rear suspension dynamic deflection
Formula and front and back wheel are respectively as follows: with respect to the quantitative formula of dynamic load
In formula:WithRespectively indicate front and back body vibrations acceleration transmission function；With
Respectively indicate fore suspension and rear suspension dynamic deflection transmission function；WithFront and back wheel is respectively indicated with respect to dynamic load
Transmission function；Q indicates road excitation；Z2fAnd Z2rRespectively indicate the displacement of front and back vehicle body；Z1fAnd Z1rRespectively indicate front and back wheel position
It moves；fdfAnd fdrRespectively indicate fore suspension and rear suspension dynamic deflection；WithRespectively indicate the opposite dynamic load in front and back, in formula, Gf=(m1f+
m2f) g, Gr=(m1r+m2r)g；m1fAnd m1rRespectively indicate front and back nonspring carried mass；m2fAnd m2rRespectively indicate front and back spring carried mass；
KtFor tire equivalent stiffness；K2fAnd K2rRespectively indicate fore suspension and rear suspension rigidity；C2fAnd C2rRespectively indicate fore suspension and rear suspension damping；G attaches most importance to
Power acceleration.
6. the optimization method of automobile chassis integrated system according to claim 5, which is characterized in that described in step 4.2)
Optimized model objective function f (X) are as follows:
F (X)=W1f1(X)+W2f2(X)+W3f3(X)
In formula:
In formula, f is frequency when road excitation inputs；For Road Surface Power Spectrum Density；wiFor weight coefficient；WiFor sub-goal
Function weight coefficient.
7. the optimization method of automobile chassis integrated system according to claim 6, which is characterized in that described in step 4.3)
Optimized model objective function needs the constraint condition met are as follows:
The denominator of steering sensitivity quantitative formula meets Routh Criterion, braking deceleration meets a≤g, suspension dynamic deflection meets fcr
=(0.6~0.8) fcf, relative damping factor meet ξf∈[0.2,0.4]、ξr∈[0.2,0.4]；
Wherein, fcf=(m1f+m2f)g/K2f；fcr=(m1r+m2r)g/K2r；
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| CN107991864B (en) * | 2017-11-14 | 2020-07-24 | 南京航空航天大学 | Electro-hydraulic active steering system and multidisciplinary optimization method thereof |
| CN108058561B (en) * | 2017-12-19 | 2023-07-04 | 东风汽车集团有限公司 | Active suspension system capable of changing rigidity and damping characteristics of suspension system |
| CN108216363B (en) * | 2018-02-05 | 2023-05-23 | 南京航空航天大学 | Multidisciplinary optimization method of electric wheel automobile chassis integrated system |
| CN109969197B (en) * | 2019-03-21 | 2021-02-05 | 南京航空航天大学 | Section uncertainty multi-target optimization method for electric wheel automobile chassis system |
| CN110077418B (en) * | 2019-04-08 | 2020-08-11 | 东南大学 | Differential auxiliary steering and shared control system modeling method considering driver characteristics |
| CN112052513A (en) * | 2020-07-28 | 2020-12-08 | 南京航空航天大学 | Design method of layered controller of electric wheel automobile chassis integrated system |
| CN112895833B (en) * | 2021-02-05 | 2022-10-25 | 奇瑞新能源汽车股份有限公司 | Suspension actuator and method for controlling suspension actuator |
| CN114919659B (en) * | 2022-04-22 | 2023-11-21 | 一汽奔腾轿车有限公司 | EPS-based method and system for inhibiting wheel shimmy |
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Application publication date: 20170426 Assignee: NANJING GOLDEN DRAGON BUS CO., LTD. Assignor: Nanjing University of Aeronautics and Astronautics Contract record no.: X2020980000328 Denomination of invention: Automotive chassis integrated system and optimizing method thereof Granted publication date: 20190129 License type: Common License Record date: 20200225 |