CN110722950A - Automobile suspension mixed damping extension switching control method - Google Patents

Automobile suspension mixed damping extension switching control method Download PDF

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CN110722950A
CN110722950A CN201910846561.6A CN201910846561A CN110722950A CN 110722950 A CN110722950 A CN 110722950A CN 201910846561 A CN201910846561 A CN 201910846561A CN 110722950 A CN110722950 A CN 110722950A
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damping
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controller
suspension
tire
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CN110722950B (en
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虞屹
孙丽琴
江浩斌
李仲兴
徐兴
耿国庆
林勇
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Jiangsu University
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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
    • B60G17/015—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
    • 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
    • B60G2400/10—Acceleration; Deceleration
    • B60G2400/102—Acceleration; Deceleration vertical
    • 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
    • B60G2600/00—Indexing codes relating to particular elements, systems or processes used on suspension systems or suspension control systems
    • B60G2600/18—Automatic control means
    • B60G2600/187—Digital Controller Details and Signal Treatment
    • B60G2600/1871—Optimal control; Kalman Filters

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  • Mechanical Engineering (AREA)
  • Vehicle Body Suspensions (AREA)

Abstract

The invention discloses an automobile suspension hybrid damping extension switching control method, which comprises the following steps of 1, obtaining an automobile body vertical acceleration signal of an automobile according to an automobile body vertical acceleration sensor
Figure DDA0002195459190000011
2, estimating and obtaining a dynamic load signal F of the tire according to a preposed preview sensor and a Kalman observerd(ii) a And 3, dividing different control ranges by using an upper-layer extension switching control controller, designing a corresponding correlation function by considering the system stability of switching control, and taking the vehicle body acceleration and the tire dynamic load signal as input to obtain the control switching logic of a lower-layer controller and the distribution weight alpha of the hybrid damping. 4 obtaining the suspension dynamic stroke f according to the signal detected by the suspension dynamic stroke sensord.5, according to the vehicle body acceleration, the tire vibration and the suspension dynamic load obtained in the steps 1, 2 and 4 and the distributed weight alpha and the switching logic obtained by the upper-layer extension controller in the step 3, controlling through the lower-layer mixed dampingAnd the controller obtains the optimal damping coefficient meeting the control requirement.

Description

Automobile suspension mixed damping extension switching control method
Technical Field
The invention relates to the field of semi-active control of an automobile suspension, in particular to a balance control technology of smoothness indexes of the automobile suspension.
Background
The automobile suspension serves as an important vibration isolation system in a chassis, connects a tire and an automobile body, and plays a role in enabling a vehicle to run smoothly and safely. Therefore, it is very important to improve the driving comfort and the driving safety of the vehicle.
At present, the semi-active control of the automobile suspension mostly adopts methods such as fuzzy PID control, skyhook damping control, adaptive control and the like, and can obtain good effects. However, due to the complexity of the driving condition of the vehicle, the uncertainty of the road environment and the contradiction between the consideration of the driving smoothness and the driving safety, it is difficult to find a single control method to solve the problems. Therefore, different control methods are adopted to improve the control performance of the system and improve the smoothness of the vehicle.
National patent publication No. 105539052a proposes a controllable suspension sliding mode tracking controller with reference to vehicle steady state. The method is characterized in that the vehicle body sprung mass which is stably driven on a smooth road surface is taken as an ideal reference state, gradual and stable sliding mode control is realized according to a dynamic error between the actual sprung mass motion state and the ideal reference state of a controlled suspension system, an integral term, a proportional term and a differential term of the dynamic error are combined in a sliding mode, and the vehicle driving safety is not considered in the sliding mode control.
The national patent publication No. 107825930A proposes that fuzzy control is adopted to carry out dynamic matching on weighting coefficients alpha and 1-alpha of ceiling damping and ground ceiling damping; however, the control method does not consider the limitation of the adjustable range of the adjustable damping shock absorber when the suspension is subjected to ceiling and ground control.
The skyhook damping control is taken as a classic automobile suspension control logic, and has been widely applied to semi-active control systems of middle and high-end automobiles due to simple algorithm and easy realization of engineering and strong robustness. However, the skyhook control can only improve riding comfort by reducing automobile safety in principle and cannot meet the requirement of driving safety, and the hybrid control strategy can be combined with the skyhook control on the basis of the skyhook control, so that the safety and the riding comfort can be compromised, and the overall performance of the suspension is improved.
The extension theory can get rid of the limitation of the conventional control, is not limited by specific control means, extends the original control region, divides the global control region, and can implement corresponding different control strategies according to the difference of control functions in different ranges to achieve the control effect which cannot be realized by any specific conventional control method.
Disclosure of Invention
In order to improve the comfort and the safety of driving a vehicle, the invention provides an extension switching control method for the hybrid damping of an automobile suspension, which can calculate the optimal damping force of hybrid damping control based on an extension theory according to the vehicle running speed information and the road surface excitation information, so that the performance of the automobile suspension is further improved.
The technical scheme adopted by the invention for solving the technical problem is as follows:
a method for controlling the extension switching of mixed damping of an automobile suspension comprises the following steps:
step 1: and obtaining a vehicle body vertical acceleration signal of the vehicle according to the vehicle body vertical acceleration sensor.
Step 2: estimating and observing to obtain a dynamic load signal F of the tire according to a preposed preview sensor and a Kalman observerd
And step 3: different control ranges are divided by using an upper-layer extension switching controller, a corresponding correlation function is designed in consideration of system stability of switching control, and control switching logic and hybrid damping distribution weight of a lower-layer controller are obtained by taking a vehicle body vertical acceleration signal and a tire dynamic load signal as input.
And 4, step 4: obtaining suspension dynamic stroke signal f according to height sensord。
And 5: and (3) obtaining the optimal damping coefficient meeting the control requirement through a lower-layer hybrid damping controller by taking the vertical acceleration of the vehicle body, the dynamic load signal of the tire and the dynamic travel signal of the suspension obtained in the steps 1, 2 and 4 and the distribution weight alpha obtained by the upper-layer extension controller as input.
Further, the step 2 is specifically as follows:
step 2.1 obtaining a road surface excitation signal q according to the front pre-aiming sensor
Step 2.2, selecting a differential equation of a two-degree-of-freedom vehicle suspension system as a state equation of a Kalman filter:
Figure BDA0002195459170000021
step 2.3 the equation of state is expressed in matrix form as:
can be written as:
Figure BDA0002195459170000023
step 2.4 discretization can obtain:
Figure BDA0002195459170000024
wherein the content of the first and second substances,
Figure BDA0002195459170000031
k is the suspension stiffness, C is the suspension damping coefficient, m2Is sprung mass, m1For unsprung mass, KtAs tire stiffness, z2Is sprung mass displacement, z1In order to displace the unsprung mass,
Figure BDA0002195459170000032
in the case of the sprung mass velocity,
Figure BDA0002195459170000033
in the case of an unsprung mass velocity,
Figure BDA0002195459170000034
in order to accelerate the sprung mass,
Figure BDA0002195459170000035
unsprung mass acceleration.
Step 2.5 the measurement equation in the kalman observer is:
zk+1＝Hkxk+1+Duk+vk+1
step 2.6 estimating tire displacement vibration z by Kalman observer1And tire velocity vibration
Figure BDA0002195459170000038
(1) Prediction estimation equation:
Figure BDA0002195459170000036
(2) error covariance matrix between predicted value and true value:
Pk+1,k＝φPkφT+Qk
(3) filtering gain:
Kk+1＝Pk+1,kHT(HPk+1,kHT+Rk+1)-1
(4) the filter estimation equation:
(5) filtering estimation error variance matrix:
Pk+1＝(I-Kk+1H)Pk+1,k
step 2.7 tire displacement vibration z estimated by Kalman observer1And a tire dynamic load signal F estimated by a Kalman observer can be obtained by obtaining a road surface excitation signal q through a preposed preview sensord：
Fd＝Kt(z1-q)
Further, the step 3 is specifically as follows:
3.1, extracting the vertical acceleration of the automobile body and the dynamic load of the tire of the automobile suspension system as characteristic quantities;
3.2, calculating a corresponding correlation function F(s) of the automobile suspension system according to the system characteristic quantity and the characteristic state;
step 3.3, dividing the measure mode into three conditions of a classical domain, an extension domain and a non-domain by taking the relevance of the automobile suspension system as a target and dividing the system state into the classical domain, the extension domain and the non-domain according to the relevance of the system characteristic state;
step 3.4, establishing an inference rule: and a first inference rule: if the suspension system is in the classical domain through the calculation of the correlation function, adopting a driving comfort priority control method, and reasoning a rule II: if the vehicle is in the non-domain, adopting a driving safety priority control method, and adopting a third inference rule: if the vehicle is in the extension area, a control method which gives consideration to both driving comfort and driving safety is adopted.
Further, the step 5 is specifically as follows:
step 5.1 an ideal skyhook controller equation established based on a two-degree-of-freedom automobile semi-active suspension model:
Figure BDA0002195459170000041
the corresponding ideal ceiling damping coefficient is:
because an ideal ceiling model does not exist, a control algorithm is researched by combining the adjustable range of the adjustable continuous shock absorber of the semi-active suspension, and an upper-layer controller is in a measure mode M1The optimal damping coefficient of the lower-layer damping shock absorber is as follows:
Figure BDA0002195459170000043
step 5.2 the control principle of the ground shed is the same as that of the ceiling shed,acting only on unsprung masses, the upper level controller being in a mode of measure M2The optimal damping coefficient of the lower-layer damping shock absorber is as follows:
Figure BDA0002195459170000044
step 5.3 Upper layer controller in Measure mode M3The optimal damping coefficient of the lower-layer damping shock absorber is as follows:
cmix＝αCs(t)+(1-α)Cg(t)
in the formula, Cs(t)、Cg(t) is the damping coefficient of the actual ceiling and the ground ceiling; csky、CgroundIdeal ceiling and ground damping coefficient; cmax、CminThe adjustable maximum and minimum damping coefficients of the adjustable continuous damping shock absorber; c. CmixIs a mixed damping coefficient; alpha is the control weight.
The invention has the beneficial effects that:
the invention provides an automobile suspension hybrid damping extension switching control method, which can calculate optimal damping force based on hybrid damping control of an extension theory according to vehicle running speed information and road surface excitation information, improve the comfort and safety of driving a vehicle and further improve the performance of an automobile suspension.
Drawings
FIG. 1 is a schematic diagram of an automobile suspension hybrid damping extension switching control method.
FIG. 2 is a suspension system with a prealignment sensor
FIG. 3 is a hybrid damping semi-active control schematic.
Fig. 4 is a flow chart of a decision maker based on an extension theory idea.
Detailed Description
The invention will be further explained with reference to the drawings.
As shown in fig. 1, the invention provides an automobile suspension hybrid damping extension switching control method, which comprises the following steps:
step 1: and obtaining a vehicle body vertical acceleration signal of the vehicle according to the vehicle body vertical acceleration sensor.
Step 2: estimating and observing to obtain a dynamic load signal F of the tire according to a preposed preview sensor and a Kalman observerd
Further, the step 2 is specifically as follows:
step 2.1 obtaining a road surface excitation signal q according to the front pre-aiming sensor
Step 2.2, selecting a differential equation of a two-degree-of-freedom vehicle suspension system as a state equation of a Kalman filter:
Figure BDA0002195459170000051
wherein, FsemiIn order to control the force semi-actively,
Figure BDA0002195459170000052
Csemiis a semi-actively controlled damping coefficient.
Step 2.3 the equation of state is expressed in matrix form as:
Figure BDA0002195459170000053
can be written as:
wherein the content of the first and second substances,k is the suspension stiffness, C is the suspension damping coefficient, m2Is sprung mass, m1For unsprung mass, KtAs tire stiffness, z2Is sprung mass displacement, z1In order to displace the unsprung mass,
Figure BDA0002195459170000062
in the case of the sprung mass velocity,
Figure BDA0002195459170000063
in the case of an unsprung mass velocity,
Figure BDA0002195459170000064
in order to accelerate the sprung mass,
Figure BDA0002195459170000065
for unsprung mass acceleration, wkThe error is predicted for the system.
Step 2.4 discretization can obtain:
Figure BDA0002195459170000066
wherein the content of the first and second substances,
Figure BDA0002195459170000067
t is the sampling frequency, and T is the sampling frequency,
Figure BDA0002195459170000068
step 2.5 the measurement equation in the kalman observer is:
step 2.6 estimating tire displacement vibration z by Kalman observer1And tire velocity vibration
Figure BDA00021954591700000613
(1) Prediction estimation equation:
Figure BDA00021954591700000610
(2) covariance matrix P of errors between predicted values and true valuesk:
Pk+1,k＝φPkφT+wk
(3) Filter gain Kk+1:
Kk+1＝Pk+1,kHT(HPk+1,kHT+vk+1)-1
(4) The filter estimation equation:
Figure BDA00021954591700000611
(5) filtering estimation error variance matrix:
Pk+1＝(I-Kk+1H)Pk+1,k
wherein the content of the first and second substances,
Figure BDA00021954591700000612
vk+1for error of observation, I is an identity matrix
Figure BDA0002195459170000071
Step 2.7 tire displacement vibration z estimated by Kalman observer1And a tire dynamic load signal F estimated by a Kalman observer can be obtained by obtaining a road surface excitation signal q through a preposed preview sensord：
Fd＝Kt(z1-q)
And step 3: different control ranges are divided by using an upper-layer extension switching controller, a corresponding correlation function is designed by considering the system stability of switching control, and the control switching logic and the hybrid damping distribution weight of a lower-layer controller are obtained by taking a vehicle body acceleration signal and a tire dynamic load signal as input.
Further, the step 3 is specifically as follows:
step 3.1 of extracting the vehicle body acceleration deviation e of the automobile suspension system1And deviation from dynamic load of tyre e2As characteristic quantities, the allowable ranges of the adjustable ceiling damping are respectively e0limaAnd e0limFThe allowable range of the adjustable mixed damping of the ceiling and the ground shed is elimaAnd elimF；
Step 3.2 setting e1-e2Characteristic plane, definition
Figure BDA0002195459170000072
And an arbitrary point D (e)1,e2) And e1-e2The origin O (0,0) of the feature plane, | OD | is the distance from D to the origin O, and the correlation function F (| OD |) is defined as:
Figure BDA0002195459170000073
wherein, θ is a scaling factor, and controls the curve shape of the correlation function F (| OD |).
Step 3.3, the measure mode division takes the relevance of the automobile suspension system as a target, the system state is divided into three areas, namely a classical domain, an extension domain and a non-domain according to the relevance of the system characteristic state, the three areas respectively correspond to three modes, namely, the driving comfort is prior, the driving comfort is good, the driving safety is considered, and the driving safety is prior, which is specifically embodied as follows:
1. classical domain: measure mode M1{ | | OD | | | F (| OD |) is equal to or greater than 0 }. The control function of the automobile suspension system is to improve the driving comfort of the automobile suspension as much as possible.
2. And (3) extension domain: measure mode M2{ | | OD | -1 ≦ F (| OD |) < 0 }. The control function is to give consideration to both the driving comfort and the driving safety of the automobile suspension.
3. Non-domain: measure mode M3{ | | OD | | F (| OD |) < -1 }. The control function of the automobile suspension is to improve the driving safety of the automobile suspension.
Step 3.4, the upper layer controller switching logic is as follows: and if the driving comfort is prioritized, adopting skyhook damping control, if the driving safety is prioritized, adopting ground-ceiling damping control, if the driving comfort and the safety are considered simultaneously, adopting mixed damping control, and calculating the distribution weight alpha of the mixed damping, wherein the alpha is F (| OD |).
And 4, step 4: obtaining suspension dynamic stroke signal f according to height sensord。
And 5: and (3) obtaining the optimal damping coefficient meeting the control requirement through a lower-layer hybrid damping controller by taking the vehicle body acceleration, the tire dynamic load and the suspension dynamic stroke obtained in the steps 1, 2 and 4 and the distribution weight alpha obtained by the upper-layer extension controller as input.
Further, the step 5 is specifically as follows:
step 5.1 an ideal skyhook controller equation established based on a two-degree-of-freedom automobile semi-active suspension model:
the corresponding ideal ceiling damping coefficient is:
Figure BDA0002195459170000082
because an ideal ceiling model does not exist, a control algorithm is researched by combining the adjustable range of the adjustable continuous shock absorber of the semi-active suspension, and an upper-layer controller is in a measure mode M1The optimal damping coefficient of the lower-layer damping shock absorber is as follows:
Figure BDA0002195459170000083
step 5.2 since the ground shed control principle is the same as the ceiling, only acting on the unsprung mass, the upper controller measures the mode M3The optimal damping coefficient of the lower-layer damping shock absorber is as follows:
Figure BDA0002195459170000091
Figure BDA0002195459170000092
step 5.3 Upper layer controller in Measure mode M2The optimal damping coefficient of the lower-layer damping shock absorber is as follows:
Figure BDA0002195459170000093
in the formula, Cs(t)、Cg(t) is the damping coefficient of the actual ceiling and the ground ceiling; csky、CgroundIdeal ceiling and ground damping coefficient; cmax、CminThe adjustable maximum and minimum damping coefficients of the adjustable continuous damping shock absorber; c. CmixIs a mixed damping coefficient; and alpha is the control weight calculated by the upper-layer extension controller.
Step 5.4, the damping coefficient of the hybrid damping semi-active controller based on the extension theory is as follows:
Figure BDA0002195459170000094
the above-listed detailed description is only a specific description of a possible embodiment of the present invention, and they are not intended to limit the scope of the present invention, and equivalent embodiments or modifications made without departing from the technical spirit of the present invention should be included in the scope of the present invention.

Claims (8)

1. A method for controlling the extension switching of the mixed damping of an automobile suspension is characterized by comprising the following steps:
step 1: obtaining a vehicle body vertical acceleration signal of the vehicle according to the vehicle body vertical acceleration sensor;
step 2: estimating and obtaining a dynamic load signal F of the tire according to a preposed preview sensor and a Kalman observerd；
And step 3: dividing different control ranges by using an upper-layer extension switching controller, designing a corresponding correlation function by considering the system stability of switching control, and taking a vehicle body vertical acceleration and a tire dynamic load signal as input to obtain a control switching logic of a lower-layer controller and a distribution weight alpha of mixed damping;
and 4, step 4: obtaining suspension dynamic stroke signal f according to height sensord；
And 5: and (3) according to the vertical acceleration of the vehicle body, the vibration of the tire and the dynamic load of the suspension obtained in the steps 1, 2 and 4 and the distributed weight alpha obtained by the upper-layer extension controller in the step 3, obtaining the optimal damping coefficient meeting the control requirement through the lower-layer hybrid damping controller.
2. The method for controlling the switching of the hybrid damping of the automobile suspension according to claim 1, wherein the step 2 is realized by the following steps:
step 2.1 obtaining a road surface excitation signal q according to the front pre-aiming sensor
Step 2.2, selecting a differential equation of a two-degree-of-freedom vehicle suspension system as a state equation of a Kalman filter:
Figure FDA0002195459160000011
step 2.3 the equation of state is expressed in matrix form as:
Figure FDA0002195459160000012
can be written as:
Figure FDA0002195459160000013
step 2.4 discretization can obtain:
Figure FDA0002195459160000014
wherein the content of the first and second substances,
Figure FDA0002195459160000015
k is the suspension stiffness, C is the suspension damping coefficient, m2Is sprung mass, m1For unsprung mass, KtAs tire stiffness, z2Is sprung mass displacement, z1In order to displace the unsprung mass,
Figure FDA0002195459160000016
in the case of the sprung mass velocity,
Figure FDA0002195459160000017
in the case of an unsprung mass velocity,
Figure FDA0002195459160000018
in order to accelerate the sprung mass,
Figure FDA0002195459160000019
unsprung mass acceleration.
Step 2.5 the measurement equation in the kalman observer is:
zk+1＝Hkxk+1+Duk+vk+1
step 2.6 estimating tire displacement vibration z by Kalman observer1And tire velocity vibration
Figure FDA0002195459160000021
(1) Designing a prediction estimation equation:
Figure FDA0002195459160000022
(2) designing an error covariance matrix between a predicted value and a true value:
Pk+1,k＝φPkφT+Qk
(3) designing a filter gain:
Kk+1＝Pk+1,kHT(HPk+1,kHT+Rk+1)-1
(4) designing a filter estimation equation:
(5) designing a filter estimation error variance matrix:
Pk+1＝(I-Kk+1H)Pk+1,k；
step 2.7 tire displacement vibration z estimated by Kalman observer1And a tire dynamic load signal F estimated by a Kalman observer can be obtained by obtaining a road surface excitation signal q through a preposed preview sensord：
Fd＝Kt(z1-q)。
3. The method for controlling the switching of the hybrid damping of the automobile suspension according to claim 1, wherein the step 3 is realized by the following steps:
3.1, extracting the vertical acceleration deviation of the automobile body and the dynamic load deviation of the tire of the automobile suspension system as characteristic quantities;
3.2, calculating a corresponding correlation function F(s) of the automobile suspension system according to the system characteristic quantity and the characteristic state;
step 3.3, dividing the measure mode into three conditions of a classical domain, an extension domain and a non-domain by taking the relevance of the automobile suspension system as a target and dividing the system state into the classical domain, the extension domain and the non-domain according to the relevance of the system characteristic state;
step 3.4, establishing an inference rule: and a first inference rule: if the suspension system is in the classical domain through the calculation of the correlation function, adopting a driving comfort priority control method, and reasoning a rule II: if the vehicle is in the non-domain, adopting a driving safety priority control method, and adopting a third inference rule: if the vehicle is in the extension area, a control method which gives consideration to both driving comfort and driving safety is adopted.
4. The method for controlling the switching of the hybrid damping of the automobile suspension according to claim 3, wherein the step 3.2 is realized by the following steps:
let e1-e2Characteristic plane, definition
Figure FDA0002195459160000031
And an arbitrary point D (e)1,e2) And e1-e2The origin O (0,0) of the feature plane, | OD | is the distance from D to the origin O, and the correlation function F (| OD |) is defined as:
5. the method as claimed in claim 3, wherein the classical domain definition in step 3.3 is measure mode M1The control function is to improve the driving comfort of the automobile suspension at the moment when { | | OD | | | F (| OD |) is more than or equal to 0 };
the extension domain is defined as measure mode M2F (| OD | |) < 0 { | | OD | | -1 ≦ at this moment, the control function is to give consideration to the driving comfort and driving safety of the automobile suspension;
non-domain definition as a measure Pattern M3And (4) determining that { | | OD | | | F (| OD |) < -1}, wherein the control function is to improve the driving safety of the automobile suspension.
6. The method for controlling the switching between the hybrid damping of the automobile suspension according to claim 3, wherein the ride comfort priority control method in the step 3.4 adopts skyhook damping control; the driving safety priority control method adopts the ground shed damping control; the control method for considering both the driving comfort and the driving safety adopts hybrid damping control.
7. The method for controlling the switching of the hybrid damping of the automobile suspension according to claim 1, wherein the step 5 is implemented by:
step 5.1, designing an ideal skyhook controller equation established based on a two-degree-of-freedom automobile semi-active suspension model:
Figure FDA0002195459160000033
the ideal ceiling damping coefficient is designed as follows:
Figure FDA0002195459160000041
designing a ceiling controller considering the adjustable range of the adjustable damping shock absorber, wherein the upper layer controller is in a measure mode M1The optimal damping coefficient of the lower-layer damping shock absorber is as follows:
Figure FDA0002195459160000042
step 5.2 design the ground shed controller as the upper controller in the measure mode M3The optimal damping coefficient of the lower-layer damping shock absorber is as follows:
Figure FDA0002195459160000043
Figure FDA0002195459160000044
step 5.3 Upper layer controller in Measure mode M2The optimal damping coefficient of the lower-layer damping shock absorber is as follows:
cmix＝-αCs(t)+(1+α)Cg(t)
in the above formula, Cs(t)、Cg(t) is the damping coefficient of the actual ceiling and the ground ceiling; csky、CgroundIdeal ceiling and ground damping coefficient; cmax、CminThe adjustable maximum and minimum damping coefficients of the adjustable continuous damping shock absorber; c. CmixIs a mixed damping coefficient; and alpha is the control weight calculated by the upper-layer extension controller.
8. The method for controlling the switching of the hybrid damping of the automobile suspension according to claim 7, wherein the step 5 further comprises designing the damping coefficient of the hybrid damping semi-active controller based on the theory of expandability as follows:
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CN114454683A (en) * 2022-02-28 2022-05-10 蔚来汽车科技(安徽)有限公司 Control method, device and medium for vehicle suspension damping and vehicle
CN114683795A (en) * 2022-03-31 2022-07-01 重庆长安汽车股份有限公司 Road surface self-adaptive semi-active suspension control method and system
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