CN112339517B - Semi-active suspension control method and control system - Google Patents
Semi-active suspension control method and control system Download PDFInfo
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- CN112339517B CN112339517B CN202011267237.8A CN202011267237A CN112339517B CN 112339517 B CN112339517 B CN 112339517B CN 202011267237 A CN202011267237 A CN 202011267237A CN 112339517 B CN112339517 B CN 112339517B
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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
- 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
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G17/00—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load
- B60G17/015—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load the regulating means comprising electric or electronic elements
- B60G17/016—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load the regulating means comprising electric or electronic elements characterised by their responsiveness, when the vehicle is travelling, to specific motion, a specific condition, or driver input
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G17/00—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load
- B60G17/06—Characteristics of dampers, e.g. mechanical dampers
- B60G17/08—Characteristics of fluid dampers
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- 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
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- 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
- B60G2400/90—Other conditions or factors
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- 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
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- 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
- Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
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- Vehicle Body Suspensions (AREA)
Abstract
The invention discloses a semi-active suspension control method and a control system, wherein the control method comprises the following steps: s1, acquiring system parameters; comprising a sprung mass M, an unsprung mass M, a suspension stiffness k and a tire equivalent stiffness k t The method comprises the steps of carrying out a first treatment on the surface of the S2, calculating the trend of the damping coefficient of the running state of the automobile by adopting an On-Off algorithm, and determining the target damping coefficient of the damping adjustable shock absorber by adopting an expert database algorithm; s3, correcting the target damping coefficient according to the attitude control coupling based on the rule to obtain a corrected output damping coefficient; s4, adjusting and controlling the output damping of the damping-adjustable shock absorber according to the output damping coefficient obtained in the S3. The method can well solve the problems of hysteresis and complex calculation in the existing semi-active suspension control system and method, improves the response speed of the system and the smoothness and the stability of operation of the vehicle, can effectively inhibit the pitching and rolling phenomena in the running process of the vehicle, and improves the comprehensive performance of the running of the vehicle.
Description
Technical Field
The invention relates to the technical field of suspension system control, in particular to a semi-active suspension control method and a semi-active suspension control system.
Background
Suspension systems are key factors in determining ride comfort and handling stability of a vehicle. The semi-active suspension solves the contradiction between smoothness and stability of the passive suspension, can better give consideration to running smoothness and operation stability under any road working condition, is close to the active suspension in control quality, and has relatively simple structure and relatively low price. In semi-active suspension systems, shock absorbers are used to dissipate the impact energy from the road surface and to dampen oscillations after the shock absorption of the springs, which dampens the oscillations and returns the vehicle to a normal driving condition. The control system is mainly applied to the control of an actuator, namely a damping adjustable shock absorber. In order to achieve good control, the control system is required to be capable of adaptively adjusting the control amount according to different road conditions and vehicle driving conditions, so that a damping adjustable shock absorber with rapid response and excellent performance, a certain number of reliable vehicle-mounted sensors and a control algorithm with excellent performance are required. Major factors limiting the development of semi-active suspensions include: firstly, the control algorithm depends on a whole vehicle dynamics model, so that the problems of easy divergence of calculation, great model error, great control effect discount and the like are caused; secondly, the existing actuator, namely the damping adjustable shock absorber, has the problems of long response time and easiness in damage and consumption.
Sliding mode control (sliding model control, SMC), also known as sliding mode variable structure control, is a special nonlinear system control strategy. The fundamental difference between this control strategy and conventional control is the discontinuity of the control, i.e. a switching characteristic that causes the "architecture" of the system to change over time. Such control features may force the system to move up and down with small amplitude and high frequency along a prescribed state trajectory under certain characteristics, i.e., a "slip mode". The sliding mode can be designed and is irrelevant to system parameters and external disturbance, so that the sliding mode control has the advantages of high response speed, high robustness and the like.
A typical semi-active suspension slip mode control principle is shown in fig. 1, wherein a reference canopy damping model is shown in fig. 2.
The ideal canopy damping dynamics model equation is as follows:
the control method is characterized in that an ideal canopy damping model is used as a reference model, an ideal sliding mode state is defined, and the system is forced not to deviate from the ideal state. Equivalent control ensures that the system runs along the ideal slip-form surface, and switching control forces the motion state deviating from the ideal slip-form surface to return to the ideal state. The ideal motion state information of the ceiling damping model is derived from a suspension dynamic deflection sensor and a vibration acceleration sensor.
The problem with this control method is that: 1) The algorithm needs an ideal reference model, namely a zenith damping dynamic model, which is a physical model in fact, and under certain working conditions, the conditions of difficult solution, no solution or calculation divergence of differential equations and the like are easy to appear so as to greatly influence the effect of a control system. 2) The traditional damping adjustable shock absorber has slow response time, and hysteresis exists in sensor measurement and control system calculation.
The hierarchical ceiling algorithm judges the vibration state of the automobile according to the vibration degree (the times of exceeding the threshold value in unit time) of the four wheels, and generates a corresponding vibration identifier. Wherein the vibration identifier has three grades of 1, 2 and 3, which respectively correspond to the three conditions of slight vibration, medium vibration and severe vibration and are used for judging the reasonable zenith damping coefficient C under the vibration condition sky The method comprises the steps of carrying out a first treatment on the surface of the The specific control method is shown in fig. 3.
Wherein, hierarchical canopy algorithm control force equation is:
the control method is characterized in that the optimal canopy damping coefficient on different road surface grades is introduced on the basis of common canopy damping control, so as to achieve the control effect of self-adaptive road surface conditions. Only 5-8 vibration acceleration sensors are needed to be arranged, the control method is simple, no dynamic model solving process exists, and the system response is rapid.
The problem with this control method is that: 1) The control method needs to calculate the road surface state within a period of time, if the value of the period of time is shorter, the reflection is inaccurate, and if the value of the period of time is longer, the response is delayed. It is difficult to select a period of time for which the road surface condition is determined to be more optimal at different vehicle speeds. 2) The control method aims at controlling the vibration intensity of the sprung mass, and cannot respond to transient working conditions, and cannot control the pitching, the rolling and the like of the vehicle. 3) The response time of the traditional damping adjustable shock absorber is slow, so that the matching difficulty is high, and the sensor measurement and the control system calculation are delayed.
Disclosure of Invention
Aiming at the problems of complex calculation, delayed response and the like in the existing semi-active suspension control method, the invention provides a semi-active suspension control method and a control system based on a damping adjustable shock absorber, which can make quick response according to the motion state of a vehicle, change the damping of a suspension system, adapt to the requirements of different vehicles on the optimal damping of the suspension under different working conditions, and improve the comprehensive performances such as the stability of vehicle control.
In order to solve the technical problems, the invention adopts the following technical scheme:
a semi-active suspension control method comprising the steps of:
s1, acquiring system parameters; comprising a sprung mass M, an unsprung mass M, a suspension stiffness k and a tire equivalent stiffness k t ；
S2, calculating the trend of the damping coefficient of the running state of the automobile by adopting an On-Off algorithm, and determining the target damping coefficient of the damping adjustable shock absorber by adopting an expert database algorithm;
s3, correcting the target damping coefficient according to the attitude control coupling based on the rule to obtain a corrected output damping coefficient;
s4, adjusting and controlling the output damping of the damping-adjustable shock absorber according to the output damping coefficient obtained in the S3.
In the above technical solution, further, the step S2 includes the following steps:
s21, establishing a system dynamics model control equation based On an On-Off algorithm and a canopy control ideal model, wherein the system dynamics model control equation is as follows:
wherein c in The damping coefficient of the damping adjustable shock absorber; c min And c max The minimum damping coefficient and the maximum damping coefficient achievable by a damping-adjustable shock absorber, respectively, wherein c is typically set to max ＝c sky ，c sky For ideal ceiling damping coefficient, z is the displacement of the car body in the vertical direction, z r For the displacement of the tyre in the vertical direction,for the speed of movement of the vehicle body in the vertical direction, +.>Is the relative movement speed of the suspension;
s22, according to a system dynamics model control equation, building c under different working conditions based on system performance or experience data by adopting an expert database min And c max An expert experience library or a rule library of the vibration absorber is used for forming a MAP chart of damping coefficients of the vibration absorber;
s23, according to the MAP, corresponding to the corresponding c on different vehicle body vertical acceleration levels min And c max Value of c at different moments in time min And c max The two states are controlled to correspond to the output damping coefficient, and the target damping coefficient Y of the damping adjustable shock absorber is determined c Is a value of (2).
In the above technical solution, further, the step S3 includes the following steps:
s31, correcting a target damping coefficient according to the lateral movement state, and setting lateral movement control logic as follows:
when the steering wheel turns at a speedReaching the steering wheel rotational speed threshold +.>Or lateral acceleration a y Reaching the lateral acceleration threshold a y-ref When the target damping coefficient of the shock absorber is corrected to be c y ；
Correcting the target damping coefficient according to the longitudinal movement state, and setting longitudinal movement control logic as follows:
rate of change of accelerator pedal openingBrake pedal opening rate +.>Reach the threshold of its rate of change-> Or longitudinal acceleration a x Reaching the threshold a x-ref When the target damping coefficient of the shock absorber is corrected to be c x ；
S32, under the condition of simultaneously considering lateral movement control and longitudinal movement control, the corrected target damping coefficient Y of the shock absorber s C is y And c x Two of the larger values of (a), namely:
wherein:
a is
In the above technical solution, further, the step S3 further includes:
correcting a target damping coefficient of the shock absorber according to the intention parameter of the driver, and setting a suspension system mode for the driver to select, wherein the method comprises the following steps of: mode 1 is comfort mode, mode 2 is standard mode, and mode 3 is sport mode;
in different modes, the shock absorber outputs a damping coefficient N y The method comprises the following steps:
N y ＝[c Li ,c Ui ],i＝1,2,3。
in the above technical solution, further, the system corrects the output damping coefficientThe method comprises the following steps:
in the above technical solution, further, the step S4 includes a step of calculating and outputting a PWM frequency and a duty cycle corresponding to the operation of the damping adjustable shock absorber, which specifically includes the following steps:
establishing an F-Duty-Fre-v characteristic data table of the damping adjustable shock absorber, and obtaining PWM frequency and Duty ratio required by the working of the damping adjustable shock absorber according to a formula (1) from the F-Duty-Fre-v characteristic data table according to an output damping coefficient corrected by a system;
wherein Duty is the Duty cycle, fre is the PWM frequency, F d The damping force is output for the target.
The invention also relates to a semi-active suspension control system, comprising:
the four vehicle body vertical vibration acceleration sensors and the four suspension frame dynamic deflection sensors are arranged at corresponding positions of the suspension frame and are used for collecting vertical vibration state data in the running process of the vehicle;
damping adjustable shock absorbers installed at corresponding positions;
and the controller receives data acquired by the vehicle body vertical vibration acceleration sensor and the suspension dynamic deflection sensor and controls the output damping force of the damping adjustable shock absorber in real time according to a semi-active suspension control method.
The invention has the beneficial effects that:
1) The control method of the invention avoids solving complex dynamic differential equations through an improved expert database and a continuously adjustable On-Off algorithm, has simple and efficient calculation process, and can well solve the problems of hysteresis and complex calculation in the existing semi-active suspension control system and method.
2) The invention adopts the damping adjustable shock absorber controlled by the high-speed switch valve to be matched with a corresponding control method, so that the controller and the damping adjustable shock absorber can both respond quickly, the response speed of the system is improved, the smoothness and the stability of operation of the vehicle are both greatly improved, the pitching and rolling phenomena in the running process of the vehicle can be effectively inhibited, and the comprehensive performance of the running of the vehicle is improved.
Drawings
FIG. 1 is a schematic diagram of a prior art semi-active suspension synovial membrane control.
Fig. 2 is a schematic diagram of a conventional semi-active suspension synovial membrane controlled canopy damping model.
FIG. 3 is a schematic diagram of a control method of a conventional hierarchical canopy algorithm.
FIG. 4 is a control schematic of a semi-active suspension control system in accordance with the present invention.
FIG. 5 is a schematic diagram of a 1/4 vehicle model of a semi-active suspension control system according to the present invention.
FIG. 6 is a graph of corresponding damper damping coefficients MAP for different vehicle body vertical acceleration levels in a semi-active suspension control method of the present invention.
Detailed Description
The invention will be further described with reference to the drawings and the specific examples.
The invention relates to an automobile semi-active suspension control system based on a control method, which comprises four automobile body vertical vibration acceleration sensors, four suspension dynamic deflection sensors, a controller and a damping adjustable shock absorber controlled by a high-speed switch valve; the vehicle body vertical vibration acceleration sensor, the suspension dynamic deflection sensor and the high-speed switch valve are all connected with the controller.
The control principle of the semi-active suspension control system based on the control method is shown in fig. 4, and a vehicle body vertical vibration acceleration sensor and a suspension dynamic deflection sensor are used for collecting vertical vibration state data in the running process of the vehicle in real time and sending the collected data to an algorithm module of a controller for calculation.
The algorithm module of the controller calculates the damping force value tendency of the damping adjustable shock absorber according to the acquired running state data of the automobile, determines a target damping coefficient, corrects the target damping coefficient by combining with the automobile posture control, outputs the corrected target damping coefficient, and sends the corrected target damping coefficient to the driving module of the controller; the driving module calculates the optimal control frequency modulation frequency and the duty ratio of the damping adjustable shock absorber according to the optimal damping coefficient and the optimal damping force of the damping adjustable shock absorber obtained by the algorithm module, drives and outputs the optimal control frequency modulation frequency and the duty ratio to the high-speed switching valve, and adjusts and controls the output damping force of the damping adjustable shock absorber in real time so as to quickly respond to various different driving working conditions.
The semi-active suspension control method comprises the following steps:
s1, acquiring system parameters;
as shown in FIG. 5, a schematic diagram of a 1/4 dynamic model of the subject of a semi-active suspension control system on which the control method of the present invention is based, wherein the system parameters involved include sprung mass M, unsprung mass M, suspension stiffness k, and tire equivalent stiffness k t 。
S2, calculating the trend of the damping coefficient of the running state of the automobile by adopting an On-Off algorithm, and determining the target damping coefficient of the damping adjustable shock absorber by adopting an expert database algorithm; the specific process is as follows:
the classical canopy control theory is adopted, an On-Off algorithm is applied to a canopy control ideal model, and a system dynamics model control equation is obtained as follows:
wherein c in The damping coefficient of the damping adjustable shock absorber; c min And c max The minimum damping coefficient and the maximum damping coefficient achievable by a damping-adjustable shock absorber, respectively, wherein c is typically set to max ＝c sky ，c sky For ideal ceiling damping coefficient, z is the displacement of the car body in the vertical direction, z t For displacement z of the unsprung mass in the vertical direction r For the displacement of the tyre in the vertical direction,for the speed of movement of the vehicle body in the vertical direction, +.>Is the relative movement speed of the suspension.
The control logic is as follows:
speed of movement of the body in the vertical directionAnd the relative movement speed of the suspension in the vertical direction +.>When the directions are consistent, the damping force generated by the shock absorber can inhibit the sprung vibration, and the damping coefficient of the shock absorber is increased to the maximum c max To suppress sprung vibration;
when the car body moves at a speedAnd suspension relative movement speed +.>In the opposite direction, the damping force generated by the shock absorber cannot suppress or even aggravate the sprung vibration, and therefore, the damping coefficient of the shock absorber needs to be adjusted to the minimum state c min To minimize the impact of the shock absorber damping force on the sprung vibration.
According to a system dynamics model control equation and control logic thereof, an expert database is adopted to establish c under different working conditions based on system performance or experience data min And c max An expert experience library or a rule library of the shock absorber, and forming a MAP of damping coefficients of the shock absorber, as shown in fig. 6; corresponding to c on different vehicle vertical acceleration levels according to MAP graph min And c max Value, will be in the two states (c) min And c max Two states) control corresponds to the output damping coefficient to determine a target damping coefficient for the damping-adjustable shock absorber.
S3, correcting the target damping coefficient according to the attitude control coupling based on the rule to obtain a corrected output damping coefficient; the specific process is as follows:
correcting a target damping coefficient according to the lateral movement state, and setting control logic of the lateral movement of the vehicle as follows:
at steering wheel angular velocityAnd lateral acceleration a y As a status parameter for lateral control;
1) When (when)Reaching the steering wheel rotational speed threshold +.>Or a y Reaching the lateral acceleration threshold a y-ref When the lateral control is triggered, the control system adjusts the damping coefficient of the shock absorber to be c y To control vehicle body yaw and roll;
2) When (when)Less than->And a y Less than a y-ref At that time, the lateral control is exited.
The control logic expression is as follows:
damping values required for controlling yaw and roll of a vehicle body are different for different vehicle types, c y Is based on the experience value or calibration value obtained during the real vehicle debugging. The calibration value is obtained through a real vehicle test, for example, an evaluator tests a simulated lateral working condition such as a serpentine test by driving a target vehicle, and determines an optimal damping coefficient, namely an empirical value or calibration value is obtained.
When accelerating or braking the vehicle, the increase of the damping of the shock absorber can effectively control the peak value of the pitch angle of the vehicle body and delay the change rate of the pitch angle of the vehicle body, so that the target damping coefficient can be corrected according to the longitudinal movement state.
Similar to the lateral control, the longitudinal control is also a control for the dynamic response process of the vehicle caused by the steering behavior of the driver, so the control logic of the longitudinal movement can be formulated with reference to the movement logic of the lateral control, and is specifically as follows:
at a rate of change of accelerator pedal or brake pedal openingLongitudinal acceleration a x As a status parameter for the longitudinal control;
1) When (when)Or->Reaching a threshold value of the rate of change of the opening of the accelerator pedal or the brake pedal +.>Or->Or a x Reaching a longitudinal acceleration threshold a x-ref Triggering longitudinal control at the time, and adjusting the damping coefficient of the shock absorber to c by a control system x To control body pitch;
2) When (when)Or->A change rate threshold value which is smaller than the opening degree of the accelerator pedal or the brake pedal +.>Or->And a x Less than the longitudinal acceleration threshold a x-ref At that time, the longitudinal control is exited.
The control logic expression is as follows:
similarly, the damping value required to control the pitch of the vehicle body is different for different vehicle models, c x Is based on the experience value or calibration value obtained during the actual vehicle debugging. Similarly, the calibration value is obtained through a real vehicle test, for example, an evaluator performs a test of simulating a longitudinal working condition such as a rapid establishment test by driving a target vehicle, and determines an optimal damping coefficient, so as to obtain an empirical value or calibration value.
In the above attitude control rule, the input amount includes: steering wheel angle speedLateral acceleration a y Accelerator pedal opening rate of change->Brake pedal opening rate +.>Longitudinal acceleration a x ；
The output quantity comprises a lateral control target damping coefficient c y Longitudinal control target damping coefficient c x 。
When considering lateral control or longitudinal control triggering, the damping output of the operation stability strategy under the condition is ensured to be a larger value, and the target damping coefficient of the shock absorber after correction is c y And c x Is a larger value of both. The expression is as follows:
wherein:
a is
Meanwhile, the driver intention parameter is also introduced into the output rule, the target damping coefficient of the shock absorber is corrected according to the driver intention parameter, and the suspension system mode for the driver to select is set, which comprises the following steps:
mode 1 is comfort mode, mode 2 is standard mode, and mode 3 is sport mode; output damping coefficient N of shock absorber in different modes y The method comprises the following steps:
N y ＝[c Li ,c Ui ],i＝1,2,3，
here, according to the interval endpoint value c corresponding to different vehicle types Li And c Ui The values of (2) are different, usually based on the empirical or calibration values obtained by real vehicle debugging, N y At c Li ～c Ui The value is taken in the interval range of (2). Wherein c Li And c Ui The determination of the two interval end points is also obtained by test run experiments of an evaluator, for example, the interval values are determined on the premise of covering various working conditions according to the orientations of different modes (such as comfort mode, standard mode and sport mode).
Thus, with priority on safety, the final corrected output damping coefficient of the system is determinedThe method comprises the following steps:
s4, calculating and outputting PWM frequency and duty ratio corresponding to the operation of the damping adjustable shock absorber;
establishing an F-Duty-Fre-v characteristic data table of the damping adjustable shock absorber, wherein the data table is drawn in advance and written in a controller of the system, and frequency modulation characteristic data corresponding to the required damping in the current state of the system is called according to the corrected output damping coefficient and the formula (1) in a table look-up mode:
wherein Duty is the frequency modulation Duty cycle, fre is the PWM frequency, F d The damping force is output for the target.
Therefore, control parameters corresponding to the damping adjustable shock absorber are obtained, and required damping force can be rapidly generated, so that good performance can be ensured under various vehicle conditions and road conditions.
The specification and figures are to be regarded in an illustrative rather than a restrictive sense, and one skilled in the art, in light of the teachings of this invention, may make various substitutions and alterations to some of its features without the need for inventive faculty, all being within the scope of this invention.
Claims (3)
1. A semi-active suspension control method, comprising the steps of:
s1, acquiring system parameters; comprising a sprung mass M, an unsprung mass M, a suspension stiffness k and a tire equivalent stiffness k t ；
S2, calculating the trend of the damping coefficient of the running state of the automobile by adopting an On-Off algorithm, and determining the target damping coefficient of the damping adjustable shock absorber by adopting an expert database algorithm;
s3, correcting the target damping coefficient according to the attitude control coupling based on the rule to obtain a corrected output damping coefficient;
s4, adjusting and controlling the output damping of the damping-adjustable shock absorber according to the output damping coefficient obtained in the S3;
step S2 comprises the steps of:
s21, establishing a system dynamics model control equation based On an On-Off algorithm and a canopy control ideal model, wherein the system dynamics model control equation comprises the following steps:
wherein c in The damping coefficient of the damping adjustable shock absorber; c min And c max The minimum damping coefficient and the maximum damping coefficient which can be achieved by the damping adjustable shock absorber are respectively, z is the displacement of the vehicle body in the vertical direction, and z t Z, the displacement of the unsprung mass in the vertical direction r For the displacement of the tyre in the vertical direction,for the speed of movement of the vehicle body in the vertical direction, +.>Is the relative movement speed of the suspension;
s22, according to a system dynamics model control equation, building c under different working conditions based on system performance or experience data by adopting an expert database min And c max An expert experience library or a rule library of the vibration absorber is used for forming a MAP chart of damping coefficients of the vibration absorber;
s23, according to the MAP, corresponding to the corresponding c on different vehicle body vertical acceleration levels min And c max Value of c at different moments in time min And c max The two states are controlled to correspond to the output damping coefficient, and the target damping coefficient Y of the damping adjustable shock absorber is determined c Is a value of (2);
step S3 comprises the steps of:
s31, correcting a target damping coefficient according to the lateral movement state, and setting lateral movement control logic as follows:
when the steering wheel turns at a speedReaching the steering wheel rotational speed threshold +.>Or lateral acceleration a y Reaching the lateral acceleration threshold a y-ref When the target damping coefficient of the shock absorber is corrected to be c y ；
Correcting the target damping coefficient according to the longitudinal movement state, and setting longitudinal movement control logic as follows:
rate of change of accelerator pedal openingBrake pedal opening rate +.>Reach the threshold of its rate of change-> Or longitudinal acceleration a x Reaching the threshold a x-ref When the target damping coefficient of the shock absorber is corrected to be c x ；
S32, under the condition of simultaneously considering lateral movement control and longitudinal movement control, the corrected target damping coefficient Y of the shock absorber s C is y And c x Two of the larger values of (a), namely:
wherein: a is
The step S3 further comprises the following steps:
correcting a target damping coefficient of the shock absorber according to the intention parameter of the driver, and setting a suspension system mode for the driver to select, wherein the method comprises the following steps of: mode 1 is comfort mode, mode 2 is standard mode, and mode 3 is sport mode;
in different modes, the shock absorber outputs a damping coefficient N y The method comprises the following steps:
N y ＝[c Li ,c Ui ],i＝1,2,3；
output damping coefficient after system correctionThe method comprises the following steps:
2. the semi-active suspension control method according to claim 1, wherein step S4 includes the step of calculating and outputting PWM frequency and duty cycle corresponding to the operation of the damping-adjustable shock absorber, specifically as follows:
establishing an F-Duty-Fre-v characteristic data table of the damping adjustable shock absorber, and obtaining PWM frequency and Duty ratio required by the working of the damping adjustable shock absorber according to a formula (1) from the F-Duty-Fre-v characteristic data table according to an output damping coefficient corrected by a system;
wherein Duty is the Duty cycle, fre is the PWM frequency, F d The damping force is output for the target.
3. A semi-active suspension control system, comprising:
the four vehicle body vertical vibration acceleration sensors and the four suspension frame dynamic deflection sensors are arranged at corresponding positions of the suspension frame and are used for collecting vertical vibration state data in the running process of the vehicle;
damping adjustable shock absorbers installed at corresponding positions;
the controller receives data acquired by the vehicle body vertical vibration acceleration sensor and the suspension dynamic deflection sensor, and the output damping force of the damping adjustable shock absorber is controlled in real time according to the semi-active suspension control method of claim 1 or 2.
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| Application Number | Priority Date | Filing Date | Title |
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| CN202011267237.8A CN112339517B (en) | 2020-11-13 | 2020-11-13 | Semi-active suspension control method and control system |
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| CN202011267237.8A CN112339517B (en) | 2020-11-13 | 2020-11-13 | Semi-active suspension control method and control system |
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| CN112339517B true CN112339517B (en) | 2023-10-10 |
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