CN112776552B - 一种车辆悬挂用的主动式控制系统 - Google Patents

一种车辆悬挂用的主动式控制系统 Download PDF

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CN112776552B
CN112776552B CN202010862865.4A CN202010862865A CN112776552B CN 112776552 B CN112776552 B CN 112776552B CN 202010862865 A CN202010862865 A CN 202010862865A CN 112776552 B CN112776552 B CN 112776552B
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suspension
acceleration
turning
height
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CN112776552A (zh
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陶永明
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Dongbei University Of Finance & Economics
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    • 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
    • B60G17/0152—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 action on a particular type of suspension unit
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60G17/0152—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 action on a particular type of suspension unit
    • B60G17/0155—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 action on a particular type of suspension unit pneumatic unit
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    • B60G17/0165—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 to an external condition, e.g. rough road surface, side wind
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    • B60G17/019—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 type of sensor or the arrangement thereof
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Abstract

本发明公开了一种车辆悬挂用的主动式控制系统，包括：检测模块，通过高级模式或标准模式对车辆行驶状态及前方路况进行检测；计算模块，结合检测模块采集到的车辆行驶数据和自身尺寸数据及前方路况数据，再根据乘客舒适度要求，综合计算出需要调整到的目标数据；所述实施模块，对计算模块得到的目标数据，对车辆各悬挂高度进行调节。本发明通过主动控制悬挂高度，使得车辆转弯时车辆底盘内低外高适当主动内倾、车辆急加速时车辆底盘前低后高适当主动前倾、急减速时车辆底盘前高后低适当主动后倾，以对抗现有车辆在转弯、加速、减速时的侧倾、外倾、前倾问题，对车乘坐舒适性进一步提升。

Description

一种车辆悬挂用的主动式控制系统
技术领域
本发明属于车辆控制技术领域，具体涉及一种车辆悬挂用的主动式控制系统。
背景技术
车辆的主动悬挂系统，又称主动制导悬挂系统、动态可变悬挂系统，通过改变悬挂系统的高度、形状和阻尼，起到控制车身振动和车身高度的功能。主动悬挂系统是发源于20世纪50年代、近十年发展起来的由电脑控制的一种新型悬挂系统。主动悬挂系统具有控制车身运动的功能。当汽车制动、转向或增加负载引起弹簧变形时，主动悬挂系统会产生一个与惯力相对抗的力，减少车身位置的变化。
车辆主动悬挂系统按控制类型可以分为三大类：液压悬挂系统、空气悬挂系统和电磁感应悬挂系统。现有主动悬挂系统可以在一定程度上提高车乘坐舒适性。例如空气悬挂系统在车辆高速过弯时，外侧车轮的空气弹簧和减震器就会自动变硬，以减小车身的侧倾；在车辆紧急制动时电子模块也会对前轮的弹簧和减震器硬度进行加强以减小车身的惯性前倾。又例如高速行驶时悬挂可以变硬，以提高车身稳定性；长时间低速行驶时，控制单元会认为正在经过颠簸路面，以悬挂变软来提高减震舒适性。
现有主动悬挂系统主要依靠主动调节悬挂硬度来解决问题。以空气悬挂为例，在车辆转弯时增加外侧空气弹簧和减震器硬度，控制车身侧倾即外倾程度，其缺点是不能完全解决车辆转弯时车身侧倾问题；在车辆急减速时增加前轮空气弹簧和减震器硬度，控制车身前倾即点头程度，其缺点是不能完全解决车辆刹车时车身前倾问题。
发明内容
针对现有技术中的不足之处，本发明提供一种车辆悬挂用的主动式控制系统。其目的是车辆通过主动调节各悬挂高度，通过主动式内倾来解决车辆转弯时侧倾、主动式前倾来解决车辆急加速时后倾、主动式后倾来解决车辆急减速时前倾的问题。
为了达到上述目的，本发明技术方案如下：
一种车辆悬挂用的主动式控制系统，包括检测模块、计算模块和实施模块；
所述检测模块，通过高级模式对前方路况进行检测，或标准模式对车辆行驶状态进行检测；
所述计算模块，结合检测模块采集到的车辆行驶数据和自身尺寸数据及前方路况数据，再根据乘客舒适度要求，综合计算出需要调整到的目标数据；
所述实施模块，根据计算模块得到的目标数据，对车辆各悬挂高度进行调节，使车辆转弯时车辆底盘内低外高适当主动内倾、车辆急加速时车辆底盘前低后高适当主动前倾、急减速时车辆底盘前高后低适当主动后倾。
进一步的，所述高级模式，通过摄像头采集前方路况信息数据，包括前方路面平整程度、弯道角度、路面上下及横方向自然坡度数据。
进一步的，所述标准模式，通过时速表检测车辆速度，通过方向盘角度检测车辆转弯角度，通过陀螺仪传感器采集车辆所受到的加速度。
进一步的，所述计算模块，在车辆转弯时，根据车辆行驶速度与转弯角度计算出车辆转弯加速度，或通过陀螺仪传感器采集到的车辆受到的转弯加速度，计算出车辆需要内倾以克服离心力的倾斜角度；再考虑乘客座椅包裹性及摩擦力产生的加速度对内倾角度可以产生的减小，以及满足乘客舒适性前提下减小内倾角度的计算，再根据车辆尺寸、轮距参数计算出实际转弯时外侧悬挂需要增高的距离及内侧悬挂需要降低的距离，获得目标数据。
进一步的，所述计算模块，在车辆加速或减速时，通过陀螺仪传感器采集到车辆加速减速的加速度，计算出车辆需要在减速时后倾、或在加速时前倾的倾斜角度；再考虑乘客座椅包裹性及摩擦力产生的加速度对前后倾角度可以产生的减小，以及满足乘客舒适性前提下减小前后倾角度的计算，再根据车辆尺寸、轴距参数计算出实际加速或减速时前、后侧悬挂需要增高及降低的距离，获得目标数据。
进一步的，所述实施模块，通过液压悬挂系统、或空气悬挂系统、或电磁悬挂系统的方式调节车辆悬挂高度至目标数据，实现车辆转弯时车辆底盘内低外高适当主动内倾、车辆急加速时车辆底盘前低后高适当主动前倾、急减速时车辆底盘前高后低适当主动后倾，以达到提升车辆乘坐舒适性。
有益效果：本发明通过主动控制悬挂高度，使得车辆转弯时车辆底盘内低外高适当主动内倾、车辆急加速时车辆底盘前低后高适当主动前倾、急减速时车辆底盘前高后低适当主动后倾，以对抗现有车辆在转弯、加速、减速时的侧倾、外倾、前倾问题，对车辆乘坐舒适性进一步提升。即使车辆通过调整悬挂高度的改变不能达到完全消除侧倾、或前倾、或后倾的需要，也可以部分程度上改善目前的倾斜情况。
附图说明
图1为本发明的车辆悬挂用的主动式控制系统框图；
图2为本发明的车辆转弯时计算模块的流程图；
图3为本发明的车辆加速或减速时计算模块的流程图；
图4为本发明的计算模块的计算模型图。
具体实施方式
以下参照具体的实施例来说明本发明。本领域技术人员能够理解，这些实施例仅用于说明本发明，其不以任何方式限制本发明的范围。
一种车辆悬挂用的主动式控制系统100，如图1所示，包括检测模块101、计算模块102和实施模块103；其中，
检测模块101：通过高级模式对前方路况进行检测或标准模式对车辆行驶状态进行检测。高级模式通过设置在车辆200上的摄像头201采集包括前方路面平整程度、弯道角度、路面上下及横方向自然坡度数据的前方路况信息；标准模式通过时速表202检测车辆速度，通过方向盘203角度检测车辆转弯角度，通过陀螺仪传感器204采集车辆所受到的加速度。
计算模块102：结合检测模块101采集到的车辆200行驶数据和自身尺寸数据及前方路况数据，再根据乘客舒适度要求，综合计算出车辆200转弯时需要调整到的内外侧悬挂目标高度，或车辆200加速减速时需要调整到的前后侧悬挂目标高度，或弯道中加速或减速时各悬挂目标高度。
实施模块103：对计算模块得到的目标数据，通过液压悬挂系统301、或空气悬挂系统302、或电磁悬挂系统303的方式调节车辆200各悬挂至目标高度，使车辆200转弯时车辆底盘内低外高适当主动内倾、车辆200急加速时车辆底盘前低后高适当主动前倾、急减速时车辆底盘前高后低适当主动后倾。通过转弯时的速度以及转弯半径或转弯角度以及其它相关因素计算出最合适的车辆200主动内倾角度，以达到提升车辆乘坐舒适性。
计算模块102的算法过程：
（1）如图2所示，以车辆转弯为例，根据车辆行驶速度与转弯角度计算出车辆转弯加速度，或通过陀螺仪传感器采集到的车辆受到的转弯加速度，计算出车辆需要内倾以克服离心力的倾斜角度；再考虑乘客座椅包裹性及摩擦力产生的加速度对内倾角度可以产生的减小，以及满足乘客舒适性前提下减小内倾角度的计算，再根据车辆尺寸、轮距参数计算出实际转弯时外侧悬挂需要增高的距离及内侧悬挂需要降低的位置，获得目标高度；
（2）如图3所示，以车辆加速或减速为例，通过陀螺仪传感器采集到车辆加速减速的加速度，计算出车辆需要在减速时后倾、或在加速时前倾的倾斜角度；再考虑乘客座椅包裹性及摩擦力产生的加速度对前后倾角度可以产生的减小，以及满足乘客舒适性前提下减小前后倾角度的计算，再根据车辆尺寸、轴距参数计算出实际加速或减速时前、后侧悬挂需要增高及降低的位置，获得目标高度。
以车辆转弯为例，计算模块的基本步骤：
1）通过检测模块得到各项数据；
2）如图4（a）所示，可以通过标准模式中采集到的车辆速度v，以及车辆方向盘转动的角度和车辆尺寸计算出车辆当前转弯半径r，通过公式F n = mrw 2 = mv 2 /r以及a n = F n /m = rw 2 = v 2 /r计算得出车辆所受的向心加速度；
3） 也可以通过陀螺仪直接测量出车辆所受向心加速度a n ，除以重力加速度g，可以得到加速度的g值即加速度为多少g；
4） 如图4（b）所示，通过斜坡上物体受力分析，可以得到在坡度角度为θ的斜坡上，物体受到的摩擦力f值并且换算成g值（即通过倾斜车辆底盘角度可以获得的向心加速度）f = m·g·sinθ和a = g·sinθ；
5）以车辆轮轴中部为不动点，车辆外侧悬挂增高△h和内侧悬挂降低△h为例，在角度θ不太大的情况下，△h =l/2·sinθ，其中l为轮轴长度即轮距；
6） 通过提高外侧悬挂高度和降低内侧悬挂高度使得倾斜向心加速度a等于转弯向心加速度a n ，即△h =（a/g）·（l/2），可以求出悬挂需要改变的高度；
7）考虑到座椅摩擦力以及乘客不影响舒适性情况下可以承受的a n ’，即可以不用调整高度达到△h即可，即△h =（（a - a n ’）/g）·（l/2），这样可以减小悬挂需要调节的高度。例如车辆加减速时需要的加速度为0.2g，车辆轮距l为2.0m，则△h应该为1.0×0.2=0.20m，如考虑乘客可以承受的a n ’为0.1g，则△h应该为1.0×（0.2-0.1）=0.10m。
以车辆加减速为例，同样可以以上方法进行计算；例如车辆加减速时需要的加速度为0.2g，车辆轴距l 0 为2.8m，则△h应该为1.4×0.2=0.28m，如考虑乘客可以承受的a n ’为0.1g，则△h应该为1.4×（0.2-0.1）=0.14m；
进一步考虑，车辆在拐弯期间同时进行加减速运动，如入弯时减速、出弯时加速等情况；将转弯时内外侧悬挂高度调节要求与加减速时前后悬挂高度调节要求同时考虑；
进一步考虑，不同乘客对于可以承受的a n ’以及舒适度要求的差异，可以设定调节a n ’的值，如在0 ~ 0.1g之间调整；
进一步考虑，以车辆转弯为例，不一定以轮距中点为高度保持不动、外侧悬挂增高内侧悬挂降低，可以考虑不同乘客对于舒适度的需求，对高度不动点位置的设定，如内侧位置高度不动、仅外侧悬挂高度增加，或外侧位置高度不动、仅内侧悬挂高度降低，或将高度不动点的位置设定在内侧与外侧之间某个位置上、让内外侧悬挂根据计算目标数据进行高度的调节；
进一步考虑，路面在上坡或下坡时存在自然坡度，以及一些路面（直路或弯道）为了方便排水铺设为横方向坡度（内高外低），以及一些路面弯道为了增加车辆转弯稳定性铺设为内低外高向弯道内侧倾斜，本发明高级模式通过摄像头事先采集路面平整度和坡度信息，或标准模式通过陀螺仪，检测计算出路面自然坡度θ’，在计算时应该将自然坡度θ’加入车辆转弯及加减速时悬挂目标高度的计算。
实际工程实现时，应该通过ECU的机器学习功能进行学习记忆及调整，以得到车辆具体实施转弯及加减速时悬挂调整的目标高度，因此整个悬挂高度调整功能的调整数据，需要实践测试、调试的过程。

Claims (4)

1.一种车辆悬挂用的主动式控制系统，其特征在于：包括检测模块、计算模块和实施模块；
所述检测模块，通过高级模式对前方路况进行检测或标准模式对车辆行驶状态进行检测；
所述计算模块，结合检测模块采集到的车辆行驶数据和自身尺寸数据及前方路况数据，再根据乘客舒适度要求，综合计算出车辆转弯时需要调整到的内外侧悬挂目标高度，或车辆加速减速时需要调整到的前后侧悬挂目标高度，或弯道中加速或减速时各悬挂目标高度；
所述实施模块，根据计算模块得到的目标数据，通过液压悬挂系统、或空气悬挂系统、或电磁悬挂系统对车辆各悬挂高度进行调节，使车辆转弯时车辆底盘内低外高适当主动内倾、车辆急加速时车辆底盘前低后高适当主动前倾、急减速时车辆底盘前高后低适当主动后倾；
所述计算模块，在车辆转弯时，根据车辆行驶速度与转弯角度计算出车辆转弯向心加速度，或通过陀螺仪传感器采集到的车辆受到的转弯向心加速度，计算出车辆需要内倾以克服离心力的倾斜角度；再考虑乘客座椅包裹性及摩擦力产生的加速度，以及满足乘客舒适性前提下减小内倾角度，再根据车辆尺寸、轮距参数计算出转弯时外侧悬挂实际需要增高的距离及内侧悬挂实际需要降低的距离，获得目标数据；计算模块的基本步骤：
1）通过检测模块得到各项数据；
2）通过标准模式中采集到的车辆速度v，以及车辆方向盘转动的角度和车辆尺寸计算出车辆当前转弯半径r，通过a n = v 2 /r计算得出车辆所受的转弯向心加速度a n 或通过陀螺仪直接测量出车辆所受转弯向心加速度a n ；
3） 通过倾斜车辆底盘角度获得的倾斜向心加速度为a = g·sinθ，θ为车辆底盘的倾斜角度；
4）以车辆轮轴中部为不动点，车辆外侧悬挂增高△h和内侧悬挂降低△h，在角度θ不太大的情况下，△h =l/2·sinθ，其中l为轮轴长度即轮距；
5）利用倾斜向心加速度a等于转弯向心加速度a n ，根据△h =（a/g）·（l/2），求出悬挂需要改变的高度；
6）考虑乘客座椅包裹性及摩擦力以及不影响乘客舒适性情况下乘客能够承受的加速度a n ’，计算悬挂改变的目标数据△h ’=（（a - a n ’）/g）·（l/2）；
所述计算模块，在车辆加速或减速时，通过陀螺仪传感器采集到车辆加速减速的加速度，计算出车辆需要在减速时后倾、或在加速时前倾的倾斜角度；再考虑乘客座椅包裹性及摩擦力产生的加速度以及满足乘客舒适性前提下减小前后倾角度，再根据车辆尺寸、轴距参数计算出加速或减速时前、后侧悬挂实际需要增高及降低的距离，获得目标数据；
进一步考虑，车辆在转弯期间同时进行加减速运动，将转弯时内外侧悬挂高度调节要求与加减速时前后悬挂高度调节要求同时考虑；
进一步考虑，不同乘客对于舒适度要求的差异以及能够承受的a n ’的差异，调节a n ’ 的值，在0 ~ 0.1g之间调整。
2.如权利要求1所述的车辆悬挂用的主动式控制系统，其特征在于，所述高级模式，通过摄像头采集前方路况信息数据，包括前方路面平整程度、弯道角度、路面上下及横方向自然坡度数据。
3.如权利要求1所述的车辆悬挂用的主动式控制系统，其特征在于，所述标准模式，通过时速表检测车辆速度，通过方向盘角度检测车辆转弯角度，通过陀螺仪传感器采集车辆所受到的加速度。
4.如权利要求1所述的车辆悬挂用的主动式控制系统，其特征在于，所述实施模块，通过液压悬挂系统、或空气悬挂系统、或电磁悬挂系统的方式调节车辆悬挂高度至目标数据，实现车辆转弯时车辆底盘内低外高适当主动内倾、车辆急加速时车辆底盘前低后高适当主动前倾、急减速时车辆底盘前高后低适当主动后倾，以达到提升乘坐舒适性。
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