CN112721561A - Automobile active suspension control method based on parameter real-time adjustable PID controller - Google Patents
Automobile active suspension control method based on parameter real-time adjustable PID controller Download PDFInfo
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- 239000000725 suspension Substances 0.000 title claims abstract description 30
- 238000000034 method Methods 0.000 title claims abstract description 14
- 239000006096 absorbing agent Substances 0.000 claims abstract description 57
- 230000035939 shock Effects 0.000 claims abstract description 57
- 238000013016 damping Methods 0.000 claims abstract description 40
- 238000004088 simulation Methods 0.000 claims abstract description 38
- 238000012360 testing method Methods 0.000 claims abstract description 36
- 230000001133 acceleration Effects 0.000 claims description 30
- 241000510097 Megalonaias nervosa Species 0.000 claims description 28
- 238000010998 test method Methods 0.000 claims description 5
- 230000000694 effects Effects 0.000 abstract description 17
- 238000004422 calculation algorithm Methods 0.000 description 7
- 230000008901 benefit Effects 0.000 description 5
- 238000011217 control strategy Methods 0.000 description 5
- 238000010586 diagram Methods 0.000 description 5
- 238000013528 artificial neural network Methods 0.000 description 1
- 230000008859 change Effects 0.000 description 1
- 230000007547 defect Effects 0.000 description 1
- 238000013461 design Methods 0.000 description 1
- 238000005516 engineering process Methods 0.000 description 1
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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
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- G—PHYSICS
- G05—CONTROLLING; REGULATING
- G05B—CONTROL OR REGULATING SYSTEMS IN GENERAL; FUNCTIONAL ELEMENTS OF SUCH SYSTEMS; MONITORING OR TESTING ARRANGEMENTS FOR SUCH SYSTEMS OR ELEMENTS
- G05B11/00—Automatic controllers
- G05B11/01—Automatic controllers electric
- G05B11/36—Automatic controllers electric with provision for obtaining particular characteristics, e.g. proportional, integral, differential
- G05B11/42—Automatic controllers electric with provision for obtaining particular characteristics, e.g. proportional, integral, differential for obtaining a characteristic which is both proportional and time-dependent, e.g. P. I., P. I. D.
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Abstract
The invention discloses an automobile active suspension control method based on a parameter real-time adjustable PID controller, which specifically comprises the following steps: establishing a whole vehicle dynamic model in carsim, establishing various simulation working conditions for testing the running performance of the vehicle, and setting input and output variables of relative simulink; firstly, the carsim outputs the simulation result of the automobile under the current working condition to a PID controller with real-time adjustable parameters, the PID controller determines the damping force of the shock absorber according to a certain control logic and transmits the damping force to the carsim through the simulink, and the carsim calculates each index of the automobile again and outputs the index to the simulink; judging whether each index is in an expected range or not by simulink, if the index is not in the expected range, adjusting the damping force of the shock absorber by the PID controller and inputting the damping force to carsim again; until carsim simulates that all the metrics are within the desired range. The invention adopts a carsim and matlab \ simulink joint simulation mode and a unified simulink simulation framework to carry out multi-scene multi-target control on the vehicle, thereby obtaining obvious control effect.
Description
Technical Field
The invention relates to an automobile active suspension control method based on a parameter real-time adjustable PID controller, and belongs to the technical field of automobile suspension control.
Background
Automotive suspensions are key subsystems that affect the driving performance of an automobile. Active suspension (including semi-active suspension) systems overcome the technical defect that the stiffness and damping of a passive suspension are not adjustable, and are hot spots of the research of the prior suspension technology. The fundamental advantage of active suspension is that the stiffness and damping of the suspension can change during vehicle operation, where an active suspension control strategy that can provide good performance for the vehicle is a core content of the active suspension design.
The rigidity and damping control modes of the existing active suspension are many, the traditional classical control strategies mainly comprise sky-ground shed control, PID control, optimal control, fuzzy control, neural network control and the like, and the control algorithms have characteristics and have advantages and disadvantages on the control effect of the active suspension. The PID control does not need a mathematical model of a controlled object, and can obtain a better result only by adjusting the parameters of the regulator on line according to experience. The method has the advantages of simple algorithm, good robustness and high reliability, and about 90 percent of control loops of the current industrial process control have a PID structure. However, when the controlled object system is complex and has high performance requirements, the parameters of the conventional PID controller are often set badly and have poor performance. The conventional PID control effect of the automobile is not ideal due to the high complexity of the system.
Disclosure of Invention
The technical problem to be solved by the invention is as follows: the method for controlling the active suspension of the automobile based on the PID controller with the real-time adjustable parameters adopts a carsim and matlab/simulink combined simulation mode and a unified simulink simulation frame to perform multi-scene multi-target control on the automobile, and achieves an obvious control effect.
The invention adopts the following technical scheme for solving the technical problems:
an automobile active suspension control method based on a parameter real-time adjustable PID controller comprises the following steps:
the input and output variables of the relative simulation tool simulink comprise a variable input by the simulink to carsim and a variable output by carsim to simulink, wherein the variables input by the simulink to carsim comprise a left front shock absorber damping force Fd _ L1, a right front shock absorber damping force Fd _ R1, a left rear shock absorber damping force Fd _ L2, a right rear shock absorber damping force Fd _ R2, a left front wheel vertical force Fz0L1 vertical force Fz of right front wheel0R1 and left rear wheel vertical force Fz0L2 and right rear wheel vertical force Fz0R2, left front wheel longitudinal force Fx0L1 longitudinal force Fx of front right wheel0R1, left rear wheel longitudinal force Fx0L2 longitudinal force Fx of right rear wheel0R2; the variables output by carsim to simulink include front left shock absorber motion rate CmpRD _ L1, front right shock absorber motion rate CmpRD _ R1, rear left shock absorber motion rate CmpRD _ L2, rear right shock absorber motion rate CmpRD _ R2, sprung mass vertical acceleration Az _ SM, sprung mass Roll acceleration AAx, sprung mass pitch acceleration AAy, sprung mass Yaw acceleration AAz, body Yaw angle Yaw, and body Roll angle Roll;
and 4, inputting the adjusted damping force of the shock absorber to carsim, recalculating each index of the automobile by carsim and outputting the calculated index to simulink, judging whether each index is in an expected range again by the simulink, and if the index is not in the expected range, continuously adjusting by using a PID controller until all the indexes are in the expected range.
As a preferred scheme of the invention, the various simulation working conditions for testing the running performance of the automobile in the step 1 comprise simulation working conditions for testing the comfort of the automobile and simulation working conditions for testing the operation stability of the automobile.
As a preferred scheme of the present invention, the simulation working conditions for testing the comfort of the vehicle include three working conditions, and the first working condition specifically is: the testing road section is provided with a single deceleration ridge, the deceleration ridge is in the shape of an isosceles triangular bump, the bottom side length of the triangular bump is 500mm, the top point is 50mm, the vehicle speed is 30km/h, and the vehicle passes through the testing road section at a constant speed; the second working condition is specifically as follows: the test road section is a washboard road which comprises a plurality of washboards which are regularly arranged, each washboard is perpendicular to the running direction of the test automobile, one washboard is a triangular bump, the top point of each triangular bump is 70mm, the bottom side length is 350mm, the interval between every two adjacent washboards is 150mm, the speed of the automobile is 30km/h, and the automobile passes through the test road section at a constant speed; the third working condition is specifically as follows: the test road section is a staggered washboard road which comprises a plurality of large washboards, each large washboard is perpendicular to the running direction of a test automobile, one large washboard comprises four triangular lugs which are sequentially connected, the peaks and valleys of the triangular lugs on two adjacent large washboards are staggered, the top point of each triangular lug is 70mm, the bottom edge length is 1000mm, the speed of the automobile is 20km/h, and the automobile passes through the test road section at a constant speed.
As a preferred scheme of the present invention, the simulation working conditions for testing the operation stability of the vehicle include two working conditions, and the first working condition specifically is: a snake-shaped test is carried out according to a snake-shaped test method specified in GB/T6323-2014, and the distance between the piles is changed from 30m specified in the national standard to 18 m; the second working condition is specifically as follows: elk testing was performed according to the double shift test method specified in ISO-3888-2.
As a preferable aspect of the present invention, the indices include the sprung mass vertical acceleration Az _ SM, the sprung mass Roll acceleration AAx, the sprung mass pitch acceleration AAy, the sprung mass Yaw acceleration AAz, the vehicle body Yaw angle Yaw, and the vehicle body Roll angle Roll.
Compared with the prior art, the invention adopting the technical scheme has the following technical effects:
1. the invention is improved on the traditional classical PID control algorithm, inherits the advantages of simple algorithm, good robustness and high reliability of PID control, changes the unadjustable proportional, integral and differential parameters into control parameters which can be adjusted in real time, and utilizes matlab \ simulinK as a simulation platform which can adjust the PID parameters in real time. The programming by matlab can be extended to various parameter control algorithms.
2. The invention adopts a carsim and matlab \ simulink joint simulation mode and adopts a unified simulink simulation framework to carry out multi-scene multi-target control on the vehicle. In different scenes of observing smoothness and operating stability, the obvious control effect can be obtained only by properly adjusting the algorithm of the PID controller parameters, and the control effect is obviously superior to that of a passive suspension and the conventional control algorithm.
Drawings
FIG. 1 is an input-output variable of a co-simulation.
Fig. 2 is a simulink overall control block diagram.
FIG. 3 is a logic block diagram of a PID controller.
FIG. 4 is a Kp/Ki/Kd variable implementation.
Fig. 5 is a control strategy for Kp.
Fig. 6 shows the control effect of the simulation working condition (i), wherein (a) is the vertical acceleration of the center of mass of the sprung mass, and (b) is the pitch angle.
FIG. 7 shows the simulation conditions and the control effect, wherein (a) is the vertical acceleration of the center of mass of the sprung mass, and (b) is the pitch angle.
Fig. 8(a) -8 (d) are respectively a simulation working condition and a vertical acceleration, a pitch angle, a roll angle and a yaw angle of a sprung mass centroid in a control effect.
Fig. 9 shows the control effect of the simulated operating condition (a), the roll angle (b), the yaw angle (c), and the yaw rate (c).
Fig. 10 shows the control effect under the simulated operating condition (c), wherein (a) is the roll angle and (b) is the yaw rate.
Detailed Description
Reference will now be made in detail to embodiments of the present invention, examples of which are illustrated in the accompanying drawings. The embodiments described below with reference to the accompanying drawings are illustrative only for the purpose of explaining the present invention, and are not to be construed as limiting the present invention.
The invention provides an automobile active suspension control method based on a parameter real-time adjustable PID controller, which comprises the following specific steps:
establishing a complete vehicle dynamic model in carsim, and setting input and output variables, wherein the input variables (the variables input to carsim by simulink) are a left front shock absorber damping force Fd _ L1, a right front shock absorber damping force Fd _ R1, a left rear shock absorber damping force Fd _ L2 and a right rear shock absorber damping force Fd _ R2; wheel left front, right front, left back and right back vertical force Fz0_L1、Fz0_R1、Fz0_L2、Fz0R2 (for simulating wheel shock absorbers); left front, right front, left rear and right rear longitudinal force Fx of wheel0_L1、Fx0_R1、Fx0_L2、Fx0R2 (for simulating ESC functions). carsim outputs to simulink variables of front left shock absorber motion rate CmpRD _ L1, front right shock absorber motion rate CmpRD _ R1, rear left shock absorber motion rate CmpRD _ L2, rear right shock absorber motion rate CmpRD _ R2, as well as sprung mass vertical acceleration Az _ SM, sprung mass roll acceleration AAx, sprung mass pitch acceleration AAy, sprung mass yaw acceleration AAz; the vehicle body Yaw angle Yaw and the vehicle body Roll angle Roll; as shown in particular in fig. 1;
the simulated comfort-finding behavior established in carsim is as follows:
firstly, a single speed reduction ridge is 500mm long and 50mm high, and passes through a triangular bump at a constant speed of 30 km/h;
secondly, the washboard road is 70mm high and 350mm long, the washboard interval is 150mm, the speed is 30km/h, and the washboard passes through the washboard road at a constant speed;
thirdly, a staggered washboard road (a twisted road) is 70mm high, a single washboard is 1m long, the speed is 20km/h, and the washboard passes through the washboard at a constant speed;
the simulation conditions for investigating the steering stability established in carsim are as follows:
fourthly, performing a snake-shaped test according to a snake-shaped test method specified in GB/T6323-2014, and changing the distance between the piles from 30m specified in the national standard to 18 m;
elk test, according to ISO-3888-2 and double shift method.
and 4, inputting the adjusted damping force of the shock absorber to carsim, recalculating each index of the automobile by carsim and outputting the calculated index to simulink, judging whether each index is in an expected range again by the simulink, and if the index is not in the expected range, continuously adjusting by using a PID controller until all the indexes are in the expected range.
A control block diagram is written in simulink, Kp, Ki and Kd are input to matlab as variable quantities in a one-dimensional number table mode, a logic control block diagram of the simulink and variable implementation modes of Kp, Ki and Kd are shown in the figures 2, 3 and 4. Wherein fig. 2 is an overall framework of simulink and carsim joint simulation, in carsim, a performance index of the vehicle is simulated, namely, the output variable described in step 1 is sent to simulink, and in simulink, a PID controller (namely, a grey frame at the lower right corner in fig. 2) is adopted to control the input variable in step 1, so that the input variable is changed and sent to carsim. Fig. 3 is a detailed block diagram of the PID controller of fig. 2. Fig. 4 is a specific implementation manner that three parameters Kp/Ki/kd in the PID controller can be changed in real time, namely, a one-dimensional table lookup manner is adopted, and the table median of the table lookup can be changed along with time. Taking Kp as an example, setting the Kp as a variable P, and writing a control script aiming at P in matlab, one advantage of the invention is the expandability of the control strategies of the three parameters Kp \ Ki \ Kd. Here is shown a simple control strategy for matlab with which the results of the present invention are employed. The values of Kp and Ki are adjusted continuously to control the sprung mass acceleration to within 0.0005g, as shown in fig. 5.
Number of Table dimensions indicates the dimension of the Number Table, Data specification indicates the Data (ordinate) specification, Table Data indicates the value of the ordinate, break specification indicates the Data (abscissa) specification, and break point 1 indicates the value of the abscissa.
Fig. 6 shows the control effect under the simulated condition (i), the solid line shows the uncontrolled passive suspension, and the dotted line shows the controlled data. Wherein, (a) is the vertical acceleration of the mass center of the spring load mass, and (b) is the pitch angle. Under the control condition, the indexes for representing the ride comfort are as follows: the vertical acceleration and the pitch angle of the sprung mass center of mass of the automobile are greatly improved.
Fig. 7 shows the control effect under the simulation condition two, the solid line shows the uncontrolled passive suspension, and the dotted line shows the controlled data. Wherein, (a) is the vertical acceleration of the mass center of the spring load mass, and (b) is the pitch angle. Under the control condition, the indexes for representing the ride comfort are as follows: the vertical acceleration and the pitch angle of the sprung mass center of mass of the automobile are greatly improved.
Fig. 8(a) -8 (d) are respectively the vertical acceleration, pitch angle, roll angle, and yaw angle of the sprung mass centroid in the control effect under the simulation condition. The solid line represents the uncontrolled passive suspension and the dashed line represents the controlled data. Under the control condition, the indexes for representing the ride comfort are as follows: vertical acceleration and pitch angle of the mass center of the sprung mass, roll angle and yaw angle are all greatly improved.
Fig. 9 shows the control effect under the simulated operating condition (iv), the solid line representing the uncontrolled passive suspension, and the dashed line representing the controlled data. Wherein (a) is a roll angle, (b) is a yaw angle, and (c) is a yaw rate. Indexes for representing the handling stability of the automobile are as follows: the side inclination angle, the yaw angle and the yaw angular speed of the automobile body are greatly improved
Fig. 10 shows the control effect under simulated conditions (c), with the solid line representing the uncontrolled passive suspension and the dotted line representing the controlled data. Wherein, (a) is a roll angle, and (b) is an index of a yaw rate representing the steering stability of the automobile: the roll angle and the yaw rate of the automobile body are greatly improved.
The above embodiments are only for illustrating the technical idea of the present invention, and the protection scope of the present invention is not limited thereby, and any modifications made on the basis of the technical scheme according to the technical idea of the present invention fall within the protection scope of the present invention.
Claims (5)
1. An automobile active suspension control method based on a parameter real-time adjustable PID controller is characterized by comprising the following steps:
step 1, establishing a whole vehicle dynamics model in vehicle dynamics simulation software carsim, establishing various simulation working conditions for testing the driving performance of the vehicle, and setting input and output variables of a relative simulation tool simulink;
the input and output variables of the relative simulation tool simulink comprise a variable input by the simulink to carsim and a variable output by carsim to simulink, wherein the variables input by the simulink to carsim comprise a left front shock absorber damping force Fd _ L1, a right front shock absorber damping force Fd _ R1, a left rear shock absorber damping force Fd _ L2, a right rear shock absorber damping force Fd _ R2, a left front wheel vertical force Fz0L1 vertical force Fz of right front wheel0R1 and left rear wheel vertical force Fz0L2 and right rear wheel vertical force Fz0R2, left front wheel longitudinal force Fx0L1 longitudinal force Fx of front right wheel0R1, left rear wheel longitudinal force Fx0L2 longitudinal force Fx of right rear wheel0R2; the variables output by carsim to simulink include front left shock absorber motion rate CmpRD _ L1, front right shock absorber motion rate CmpRD _ R1, rear left shock absorber motion rate CmpRD _ L2, rear right shock absorber motion rate CmpRD _ R2, sprung mass vertical acceleration Az _ SM, sprung mass Roll acceleration AAx, sprung mass pitch acceleration AAy, sprung mass Yaw acceleration AAz, body Yaw angle Yaw, and body Roll angle Roll;
step 2, determining a damping force Fd _ L1 of a front left shock absorber, a damping force Fd _ R1 of a front right shock absorber, a damping force Fd _ L2 of a rear left shock absorber and a damping force Fd _ R2 of a rear right shock absorber by using a PID controller according to the current simulation working condition of the automobile, inputting the determined damping forces of the shock absorbers into carsim by simulink, calculating each index of the automobile by the carsim and outputting the index to the simulink;
step 3, judging whether each index is in an expected range or not by simulink, and if a certain index is not in the expected range, adjusting the damping force of the left front shock absorber, the right front shock absorber, the left rear shock absorber and the right rear shock absorber by utilizing a PID controller;
and 4, inputting the adjusted damping force of the shock absorber to carsim, recalculating each index of the automobile by carsim and outputting the calculated index to simulink, judging whether each index is in an expected range again by the simulink, and if the index is not in the expected range, continuously adjusting by using a PID controller until all the indexes are in the expected range.
2. The active suspension control method for the automobile based on the PID controller with the real-time adjustable parameters of claim 1, wherein the various simulation conditions for testing the driving performance of the automobile in the step 1 comprise simulation conditions for testing the comfort of the automobile and simulation conditions for testing the operation stability of the automobile.
3. The active suspension control method of the automobile based on the PID controller with the real-time adjustable parameter of claim 2, wherein the simulation working conditions for testing the comfort of the automobile comprise three working conditions, and the first working condition is specifically: the testing road section is provided with a single deceleration ridge, the deceleration ridge is in the shape of an isosceles triangular bump, the bottom side length of the triangular bump is 500mm, the top point is 50mm, the vehicle speed is 30km/h, and the vehicle passes through the testing road section at a constant speed; the second working condition is specifically as follows: the test road section is a washboard road which comprises a plurality of washboards which are regularly arranged, each washboard is perpendicular to the running direction of the test automobile, one washboard is a triangular bump, the top point of each triangular bump is 70mm, the bottom side length is 350mm, the interval between every two adjacent washboards is 150mm, the speed of the automobile is 30km/h, and the automobile passes through the test road section at a constant speed; the third working condition is specifically as follows: the test road section is a staggered washboard road which comprises a plurality of large washboards, each large washboard is perpendicular to the running direction of a test automobile, one large washboard comprises four triangular lugs which are sequentially connected, the peaks and valleys of the triangular lugs on two adjacent large washboards are staggered, the top point of each triangular lug is 70mm, the bottom edge length is 1000mm, the speed of the automobile is 20km/h, and the automobile passes through the test road section at a constant speed.
4. The active suspension control method of the automobile based on the PID controller with the real-time adjustable parameter of claim 2, wherein the simulation working conditions for testing the operation stability of the automobile comprise two working conditions, and the first working condition is specifically: a snake-shaped test is carried out according to a snake-shaped test method specified in GB/T6323-2014, and the distance between the piles is changed from 30m specified in the national standard to 18 m; the second working condition is specifically as follows: elk testing was performed according to the double shift test method specified in ISO-3888-2.
5. The active suspension control method for the automobile based on the PID controller with the real-time adjustable parameter of claim 1, wherein the index comprises a sprung mass vertical acceleration Az _ SM, a sprung mass Roll acceleration AAx, a sprung mass pitch acceleration AAy, a sprung mass Yaw acceleration AAz, a body Yaw angle Yaw and a body Roll angle Roll.
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