CN112009577B - Control method for semi-active suspension of heavy truck cab - Google Patents

Control method for semi-active suspension of heavy truck cab Download PDF

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CN112009577B
CN112009577B CN202010950294.XA CN202010950294A CN112009577B CN 112009577 B CN112009577 B CN 112009577B CN 202010950294 A CN202010950294 A CN 202010950294A CN 112009577 B CN112009577 B CN 112009577B
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cab
shock absorber
acceleration
suspension
vertical
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CN112009577A (en
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刘夫云
陈鑫淼
邓聚才
陈志宁
刘凯扬
陈钟
叶明松
吴鹏兴
陈浩东
吴强
江友志
祝家好
宋超
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Guilin University of Electronic Technology
Dongfeng Liuzhou Motor Co Ltd
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Guilin University of Electronic Technology
Dongfeng Liuzhou Motor Co Ltd
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D33/00—Superstructures for load-carrying vehicles
    • B62D33/06—Drivers' cabs
    • B62D33/0604—Cabs insulated against vibrations or noise, e.g. with elastic suspension

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Abstract

The invention discloses a control method for semi-active suspension of a heavy truck cab, which comprises the following steps: 1) mounting an acceleration sensor at a relevant position of a cab and a frame to acquire speed and acceleration signals of the cab and the frame; 2) calculating the ceiling damping force through the speed and acceleration signals; 3) calculating expected damping forces of four damping adjustable shock absorbers supporting the cab through the ceiling damping force; 4) respectively calculating the actual damping forces of the four shock absorbers according to the expected damping force required by each shock absorber and the relative movement speeds of the two ends of each shock absorber; 5) respectively calculating the required current according to the relation among the actual damping force, the relative speed and the current; 6) and respectively inputting the calculated current magnitude to each shock absorber to realize the control of the semi-active suspension of the cab. The method is simple, and can effectively inhibit the vibration of the vertical mass center, the roll angle and the pitch angle of the cab in a certain frequency range, so that the cab has better riding comfort.

Description

Control method for semi-active suspension of heavy truck cab
Technical Field
The invention relates to the technical field of heavy truck cab suspension, in particular to a control method for semi-active suspension of a heavy truck cab.
Background
With the increasing demand of society for comfort and the like of freight cars, the heavy truck cab is required to have good performance in the aspects of comfort, stability and the like. Due to the limitations of passive suspension in all aspects, the passive suspension is difficult to adapt to complex and variable actual road surfaces, and therefore the research of a control system in the aspect of cab suspension is promoted. The control system is divided into active control and semi-active control, and the active suspension system has great advantages in riding comfort and manipulation control compared with the traditional passive system. The increase in cost and complexity associated with replacing passive systems with active systems is justified only if performance is critical.
With the wide application of actuators such as MRD (mechanical Damping Control) and Continuous Damping Control (CDC) shock absorbers in the market, the application of a semi-active Control system to a commercial vehicle becomes possible.
Disclosure of Invention
The invention aims to overcome the defects of the prior art and provides a control method for semi-active suspension of a heavy truck cab.
The technical scheme for realizing the purpose of the invention is as follows:
a control method for semi-active suspension of a heavy truck cab comprises the following steps:
1) 3 vertical acceleration sensors are arranged at corresponding positions of a cab, 4 vertical acceleration sensors are arranged at corresponding positions of a frame, and corresponding signals are measured;
2) performing integral calculation on the signals obtained in the step 1) to obtain the vertical acceleration, the vertical speed, the roll angular acceleration, the roll angular speed, the pitch angular acceleration and the pitch angular speed of the center of mass of the cab and the relative movement speeds of 4 suspension points of the frame;
3) calculating the ceiling damping control force of the cab according to the data obtained in the step 2);
4) calculating the actual output damping force of the 4 shock absorbers according to the ceiling damping control force obtained in the step 3);
5) and respectively calculating the input current of each shock absorber according to the relationship between the calculated actual output damping force and the input current of the shock absorber and the relative speed of the two ends of the shock absorber, and inputting the calculated current to each damping adjustable shock absorber to realize the control of the cab semi-active suspension system.
The method comprises the following specific steps:
1) establishing a cab-frame semi-active suspension system, establishing a cab mass center coordinate system in the cab-frame semi-active suspension system, taking the driving direction as the positive direction of an x axis, taking a y axis as the side direction of the cab, obtaining a z axis according to a right hand rule, taking O as the coordinates of the cab mass center and z as the coordinates of the cab mass centeroAnd alpha and gamma are respectively the vertical displacement, the roll angle and the pitch angle of the cab; assuming that the cab is regarded as a rigid body, two vertical acceleration sensors are arranged at the upper ends of the front left suspension and the front right suspension of the cab to measure the vertical acceleration of the front left suspension point and the front right suspension point of the cab
Figure GDA0003097229500000021
And
Figure GDA0003097229500000022
a vertical acceleration sensor is arranged at the center of mass of the cab to measure the vertical acceleration of the center of mass of the cab
Figure GDA0003097229500000023
Four vertical acceleration sensors are arranged at four suspension points on the frame to measure the vertical acceleration of the four suspension points on the frame respectively
Figure GDA0003097229500000024
2) In the coordinate system of the center of mass of the cab, py is setiIs the y-axis coordinate of the cab suspension point i, pxiThe x-axis coordinate of a cab suspension point i is 1,2,3 and 4, and the projection points of the suspension points of the 1 st, 2 nd, 3 th and 4 th quadrants of the XOY plane are respectively corresponding to the x-axis coordinate; obtaining the acceleration and the speed of four suspension points of the cab and the vertical acceleration, the vertical speed, the roll angle acceleration, the roll angle speed, the pitch angle acceleration and the pitch angle speed of the center of mass of the cab according to the Coriolis effect, wherein the expression is as follows:
Figure GDA0003097229500000025
Figure GDA0003097229500000026
wherein z isi(i is 1,2,3 and 4) is respectively the z-axis displacement of each suspension point under a cab centroid coordinate system; pyi、pxi(i ═ 1,2,3,4) obtained by actual measurement;
Figure GDA0003097229500000027
by respectively pairing
Figure GDA0003097229500000028
Performing integration, and obtaining the vertical acceleration, the vertical speed, the roll angular acceleration, the roll angular speed, the pitch angular acceleration and the pitch angular speed of the center of mass of the cab and the acceleration and the speed of 4 cab suspension points through the formulas (1) and (2);
to pair
Figure GDA0003097229500000029
And (3) carrying out integration to obtain the vertical speeds of the four frame suspension points, and obtaining signals: vertical acceleration of the cab
Figure GDA00030972295000000210
Acceleration of roll angle
Figure GDA00030972295000000211
Acceleration of pitch angle
Figure GDA00030972295000000212
Vertical velocity
Figure GDA00030972295000000213
Speed of roll angle
Figure GDA00030972295000000214
And pitch angle velocity
Figure GDA00030972295000000215
And relative velocities of four frame suspension points
Figure GDA00030972295000000216
3) Obtained in step 2) according to the following formula (3)
Figure GDA00030972295000000217
The signal calculates the magnitude of the ceiling damping force,
Figure GDA0003097229500000031
Figure GDA0003097229500000032
wherein f isskyz、fskya、fskyγDamping force of ceiling, Cskyz、Cskya、CskyγIs the ceiling damping coefficient, beta1、β2、β3Is the amplification factor;
4) according to the force and moment equivalent principle, the expected damping force f of the 4 shock absorbers is calculated by using the following formula (5) and formula (6)i(i＝1，2，3，4)；
Figure GDA0003097229500000033
f3＝f4 (6)
5) Because the direction of the output damping force of the damping adjustable shock absorber is only related to the direction of the relative speed, the range of the output damping force of the shock absorber is related to the input current of the shock absorber and the relative speed of the two ends of the shock absorber, and the following formula (7) is utilized to calculate the actual output damping force f of the damping adjustable shock absorberri，
Figure GDA0003097229500000034
Wherein
Figure GDA0003097229500000035
Q＝[q1 q2 q3 q4]T，X＝[z a γ]T，
Figure GDA0003097229500000036
As shown in FIG. 2, wherein X is a cab centroid pose matrix, H is a cab suspension point coordinate transformation matrix, Q is a vertical displacement matrix of 4 suspension points of the frame, and Q is1 q2 q3 q4Vertical displacement of the frame suspension points i respectively;
6) and respectively calculating the input current of each shock absorber according to the calculated relation between the damping force actually output by the damping adjustable shock absorber and the input current of the shock absorber and the relative speed of the two ends of the shock absorber, and inputting the calculated current to each damping adjustable shock absorber, thereby realizing the control of the cab semi-active suspension system.
The invention provides a control method for semi-active suspension of a heavy truck cab, which is characterized in that 7 vertical acceleration sensors are arranged to obtain the vertical acceleration, the vertical speed, the roll angle acceleration, the roll angle speed, the pitch angle acceleration and the pitch angle speed of the mass center of the cab; and the relative speeds of the 4 suspensions. The acceleration sensor is convenient to install, low in price, high in reliability and easy to realize in engineering.
At present, most of the whole vehicle ceiling damping control methods regard a whole vehicle suspension model as a combination of four 1/4 suspension models, and are control methods aiming at reducing the acceleration, the speed and the displacement of suspension points, and a cab suspension system is a multi-degree-of-freedom coupling system; the semi-active suspension (ceiling damping) control strategy of the cab coordinates the acting forces of the four shock absorbers by a simple mathematical relationship, and considers the coupling problem of the four suspensions, so that the vibration of the center of mass of the cab is improved more comprehensively.
The control method provided by the invention has the advantages of simple calculation process and low calculation difficulty, so that the execution efficiency of the controller is relatively high, the requirement on the controller is low, and the engineering realization is easy.
Drawings
FIG. 1 is a flow chart of an embodiment of the method of the present invention;
FIG. 2 is a schematic view of a cab-frame semi-active suspension system;
FIG. 3 is a schematic view of a semi-active suspension system for a cab;
FIG. 4 is a diagram showing the relationship between the damping force output range of a certain shock absorber and the relative movement velocity of the two ends of the shock absorber;
FIG. 5 is a diagram showing that after modal decoupling is performed on a cab by using a modal decoupling method, 3 single-degree-of-freedom systems are obtained, a skyhook damping coefficient is selected for the 3 single-degree-of-freedom systems with a damping ratio equal to 1, and Adams car/Simulink joint simulation is used for extracting a vertical acceleration power density diagram of the center of mass of the cab;
fig. 6 is a diagram showing a pitch angle acceleration power spectrum density of a cab centroid extracted by selecting a skyhook damping coefficient for the 3 single-degree-of-freedom systems with a damping ratio of 1 and performing combined simulation with Adams car/Simulink after modal decoupling is performed on the cab by using a modal decoupling method to obtain 3 single-degree-of-freedom systems;
fig. 7 is a diagram showing that after modal decoupling is performed on a cab by using a modal decoupling method, 3 single-degree-of-freedom systems are obtained, a skyhook damping coefficient is selected for the 3 single-degree-of-freedom systems with a damping ratio of 1, and Adams car/Simulink joint simulation is used to extract a side inclination angle acceleration power spectral density diagram of a center of mass of the cab;
FIG. 8 is a diagram of an Adams heavy truck model.
Detailed Description
The invention will be further elucidated with reference to the drawings and examples, without however being limited thereto. As shown in fig. 1, a control method for semi-active suspension of heavy truck cab includes the following steps:
1) establishing a cab-frame semi-active suspension system, as shown in fig. 2, establishing a cab centroid coordinate system in the cab-frame semi-active suspension system, taking the driving direction as the positive direction of an x axis, taking a y axis as the side direction of the cab, obtaining a z axis according to a right hand rule, taking O as the coordinates of the centroid of the cab and z as the coordinates of the centroid of the caboA and gamma are respectively the vertical displacement, the roll angle and the pitch angle of the cab; assuming that the cab is regarded as a rigid body, two vertical acceleration sensors are arranged at the upper ends of the front left suspension and the front right suspension of the cab to measure the vertical acceleration of the front left suspension point and the front right suspension point of the cab
Figure GDA0003097229500000051
And
Figure GDA0003097229500000052
a vertical acceleration sensor is arranged at the center of mass of the cab to measure the vertical acceleration of the center of mass of the cab
Figure GDA0003097229500000053
Four vertical acceleration sensors are arranged at four suspension points on the frame to measure the vertical acceleration of the four suspension points on the frame respectively
Figure GDA0003097229500000054
2) As shown in FIG. 3, in the coordinate system of the center of mass of the cab, py is setiIs the y-axis coordinate of the cab suspension point i, pxiThe x-axis coordinate of a cab suspension point i is 1,2,3 and 4, and the projection points of the suspension points of the 1 st, 2 nd, 3 th and 4 th quadrants of the XOY plane are respectively corresponding to the x-axis coordinate; the acceleration and the speed of four suspension points of the cab and the vertical acceleration and the vertical of the center of mass of the cab are obtained according to the Coriolis effectSpeed, roll angular acceleration, roll angular velocity, pitch angular acceleration and pitch angular velocity, the expression is as follows:
Figure GDA0003097229500000055
Figure GDA0003097229500000056
wherein z isi(i is 1,2,3 and 4) is respectively the z-axis displacement of each suspension point under a cab centroid coordinate system; pyi、pxi(i ═ 1,2,3,4) obtained by actual measurement;
Figure GDA0003097229500000057
by respectively pairing
Figure GDA0003097229500000058
Performing integration, and obtaining the vertical acceleration, the vertical speed, the roll angular acceleration, the roll angular speed, the pitch angular acceleration and the pitch angular speed of the center of mass of the cab and the acceleration and the speed of 4 cab suspension points through the formulas (1) and (2);
to pair
Figure GDA0003097229500000059
And (3) carrying out integration to obtain the vertical speeds of the four frame suspension points, and obtaining signals: vertical acceleration of the cab
Figure GDA00030972295000000510
Acceleration of roll angle
Figure GDA00030972295000000511
Acceleration of pitch angle
Figure GDA00030972295000000512
Vertical velocity
Figure GDA00030972295000000513
Speed of rollDegree of rotation
Figure GDA00030972295000000514
And pitch angle velocity
Figure GDA00030972295000000515
And relative velocities of four frame suspension points
Figure GDA00030972295000000516
3) Obtained in step 2) according to the following formula (3)
Figure GDA0003097229500000061
The signal calculates the magnitude of the ceiling damping force,
Figure GDA0003097229500000062
Figure GDA0003097229500000063
wherein f isskyz、fskya、fskyγDamping force of ceiling, Cskyz、Cskya、CskyγIs the ceiling damping coefficient, beta1、β2、β3Is the amplification factor; in this example,. beta.1、β2、β3Is a reference value.
4) According to the force and moment equivalent principle, the expected damping force f of the 4 shock absorbers is calculated by using the following formula (5) and formula (6)i，i＝1，2，3，4，
Figure GDA0003097229500000064
f3＝f4 (6)
5) Because the direction of the damping force output by the damping adjustable shock absorber is only related to the direction of the relative speed, the shock absorberThe output damping force range is related to the input current of the shock absorber and the relative speed of the two ends of the shock absorber, and as shown in fig. 4, the following formula (7) is used for calculating the damping force f actually output by the shock absorber with adjustable dampingri，
Figure GDA0003097229500000065
Wherein
Figure GDA0003097229500000066
Q＝[q1 q2 q3 q4]T，X＝[z a γ]T，
Figure GDA0003097229500000067
As shown in FIG. 2, wherein X is a cab centroid pose matrix, H is a cab suspension point coordinate transformation matrix, Q is a vertical displacement matrix of 4 suspension points of the frame, and Q is1 q2 q3 q4Vertical displacement of the frame suspension points i respectively;
6) and respectively calculating the input current of each shock absorber according to the calculated relation between the damping force actually output by the damping adjustable shock absorber and the input current of the shock absorber and the relative speed of the two ends of the shock absorber, and inputting the calculated current to each damping adjustable shock absorber, thereby realizing the control of the cab semi-active suspension system.
The invention is illustrated below by a specific Adams car/Simulink co-simulation example.
In order to verify the effectiveness of the control strategy on a nonlinear cab suspension system more truly, a full-vehicle multi-body dynamic model is established by utilizing Adams based on the structural parameters of the cab suspension system of a certain heavy truck, as shown in FIG. 8. In the Adams model, the damping force of the CDC shock absorber is simplified to be constrained by the damping force controlled by Simulink, and meanwhile, the suspension relative velocity is extracted from the Simulink model and the velocity-damping force is obtained by interpolation (as shown in fig. 3) to simulate the real CDC shock absorber. Meanwhile, a cab ceiling control model and a cab passive suspension model are built in Simulink, and combined simulation control is carried out on the cab ceiling control model and the cab passive suspension model and a whole vehicle model built by Adams.
According to the practical situation, the acceleration of the vertical, the roll angle and the pitch angle of the center of mass of the cab can reflect the smoothness of the vehicle, and is an important index for measuring the riding comfort of the cab. And 5, 6 and 7 are graphs of the power spectrum density of the passive suspension and the semi-active suspension cab, the vertical center of mass, the pitch angle and the roll angle acceleration, which are derived when a certain heavy truck model runs on a C-class road surface at the vehicle speed of 70 km/h. Simulation effects show that the suppression effect of vertical and pitch angle acceleration of the center of mass of the cab is particularly obvious, the vibration isolation effect in a low frequency range is good, and the vibration isolation effect in a high frequency range is difficult to predict. The root mean square values of the vertical and pitching angular accelerations are reduced by about 20 percent, and as a result, the damping force generated by the control device in the cab suspension system has a certain adjusting effect on the whole control system, so that the mass center vibration of the cab is improved.
The damping adjustable shock absorber is a CDC shock absorber, and is applied to a cab semi-active suspension system based on a skyhook control algorithm idea, so that the driving smoothness and riding comfort of a vehicle body are improved. The CDC shock absorber adopted by the invention has the advantages of low energy consumption, capability of generating continuous damping force, convenience in control and the like.

Claims (1)

1. A control method for semi-active suspension of a heavy truck cab is characterized by comprising the following steps:
1) 3 vertical acceleration sensors are arranged at corresponding positions of a cab, 4 vertical acceleration sensors are arranged at corresponding positions of a frame, and corresponding signals are measured;
2) performing integral calculation on the signals obtained in the step 1) to obtain the vertical acceleration, the vertical speed, the roll angular acceleration, the roll angular speed, the pitch angular acceleration and the pitch angular speed of the center of mass of the cab and the relative movement speeds of 4 suspension points of the frame;
3) calculating the ceiling damping control force of the cab according to the data obtained in the step 2);
4) calculating the actual output damping force of the 4 shock absorbers according to the ceiling damping control force obtained in the step 3);
5) respectively calculating the input current of each shock absorber according to the relationship between the calculated actual output damping force and the input current of the shock absorber and the relative speed of the two ends of the shock absorber, and inputting the calculated current to each damping adjustable shock absorber to realize the control of the cab semi-active suspension system;
the method specifically comprises the following steps:
1) establishing a cab-frame semi-active suspension system, and establishing a cab mass center coordinate system in the cab-frame semi-active suspension system by taking the driving direction as the driving directionxIn the positive direction of the axis,ythe shaft is arranged at the side of the cab,zthe axis is obtained according to the right-hand rule, O is the coordinate of the center of mass of the cab,
Figure DEST_PATH_IMAGE002
respectively the vertical displacement, the roll angle and the pitch angle of the cab; assuming that the cab is regarded as a rigid body, two vertical acceleration sensors are arranged at the upper ends of the front left suspension and the front right suspension of the cab to measure the vertical acceleration of the front left suspension point and the front right suspension point of the cab
Figure DEST_PATH_IMAGE004
(ii) a A vertical acceleration sensor is arranged at the center of mass of the cab to measure the vertical acceleration of the center of mass of the cab
Figure DEST_PATH_IMAGE006
(ii) a Four vertical acceleration sensors are arranged at four suspension points on the frame to measure the vertical acceleration of the four suspension points on the frame respectively
Figure DEST_PATH_IMAGE008
；
2) Under the coordinate system of the center of mass of the cab, the devicepy i For cab suspension pointsiIs/are as followsyThe coordinates of the axes are set to be,px i for cab suspension pointsiIs/are as followsxThe coordinates of the axes are set to be,i=1, 2,3,4, respectively for projection of suspension points in quadrants 1,2,3,4 of the XOY planeShadow points; obtaining the acceleration and the speed of four suspension points of the cab and the vertical acceleration, the vertical speed, the roll angle acceleration, the roll angle speed, the pitch angle acceleration and the pitch angle speed of the center of mass of the cab according to the Coriolis effect, wherein the expression is as follows:
Figure DEST_PATH_IMAGE010
（1）
Figure DEST_PATH_IMAGE012
（2）
wherein the content of the first and second substances,z i （i=1, 2,3,4) respectively of each suspension point in the coordinate system of the center of mass of the cabzShaft displacement;py i 、px i （i=1, 2,3,4) obtained by actual measurement;
Figure DEST_PATH_IMAGE014
by respectively pairing
Figure DEST_PATH_IMAGE016
Performing integration, and obtaining the vertical acceleration, the vertical speed, the roll angular acceleration, the roll angular speed, the pitch angular acceleration and the pitch angular speed of the center of mass of the cab and the acceleration and the speed of 4 cab suspension points through the formulas (1) and (2);
to pair
Figure DEST_PATH_IMAGE018
And (3) carrying out integration to obtain the vertical speeds of the four frame suspension points, and obtaining signals: vertical acceleration of the cab
Figure DEST_PATH_IMAGE020
Acceleration of roll angle
Figure DEST_PATH_IMAGE022
Angular acceleration of pitch
Figure DEST_PATH_IMAGE024
Vertical velocity
Figure DEST_PATH_IMAGE026
Roll angular velocity
Figure DEST_PATH_IMAGE028
And pitch angle velocity
Figure DEST_PATH_IMAGE030
And relative velocities of four frame suspension points
Figure DEST_PATH_IMAGE032
；
3) Obtained in step 2) according to the following formula (3)
Figure DEST_PATH_IMAGE034
The signal calculates the magnitude of the ceiling damping force,
Figure DEST_PATH_IMAGE036
（3）
Figure DEST_PATH_IMAGE038
（4）
wherein
Figure DEST_PATH_IMAGE040
The damping force of the ceiling is used as the damping force,
Figure DEST_PATH_IMAGE042
the damping coefficient of the ceiling is the damping coefficient of the ceiling,
Figure DEST_PATH_IMAGE044
is the amplification factor;
4) calculating the expected damping force of 4 vibration absorbers by using the following formula (5) and formula (6) according to the force and moment equivalent principlef i （i=1，2，3，4）；
Figure DEST_PATH_IMAGE046
（5）
Figure DEST_PATH_IMAGE048
（6）
5) Because the direction of the output damping force of the damping adjustable shock absorber is only related to the direction of the relative speed, the range of the output damping force of the shock absorber is related to the input current of the shock absorber and the relative speed of the two ends of the shock absorber, and the following formula (7) is utilized to calculate the actual output damping force of the damping adjustable shock absorberf ri ，
Figure DEST_PATH_IMAGE050
，i=1，2，3，4 （7）
Wherein
Figure DEST_PATH_IMAGE052
,
Figure DEST_PATH_IMAGE054
(ii) a WhereinXIs a matrix of the centroid position of the cab,His a coordinate transformation matrix of the suspension points of the cab,Qis a vertical displacement matrix of 4 suspension points of the frame,q 1、q 2、 q 3、q 4are respectively frame suspension pointsiVertical displacement of (a);
6) and respectively calculating the input current of each shock absorber according to the calculated relation between the damping force actually output by the damping adjustable shock absorber and the input current of the shock absorber and the relative speed of the two ends of the shock absorber, and inputting the calculated current to each damping adjustable shock absorber, thereby realizing the control of the cab semi-active suspension system.
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