CN115056616A - Actuator and control method of full-active suspension - Google Patents

Actuator and control method of full-active suspension Download PDF

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Publication number
CN115056616A
CN115056616A CN202210772868.8A CN202210772868A CN115056616A CN 115056616 A CN115056616 A CN 115056616A CN 202210772868 A CN202210772868 A CN 202210772868A CN 115056616 A CN115056616 A CN 115056616A
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China
Prior art keywords
actuator
vehicle body
target actuation
target
force
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CN202210772868.8A
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Chinese (zh)
Inventor
苗为为
丁树伟
禹真
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FAW Group Corp
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FAW Group Corp
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Priority to CN202210772868.8A priority Critical patent/CN115056616A/en
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G13/00—Resilient suspensions characterised by arrangement, location or type of vibration dampers
    • B60G13/001—Arrangements for attachment of dampers
    • B60G13/003—Arrangements for attachment of dampers characterised by the mounting on the vehicle body or chassis of the damper unit
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G13/00—Resilient suspensions characterised by arrangement, location or type of vibration dampers
    • B60G13/02—Resilient suspensions characterised by arrangement, location or type of vibration dampers having dampers dissipating energy, e.g. frictionally
    • B60G13/06—Resilient suspensions characterised by arrangement, location or type of vibration dampers having dampers dissipating energy, e.g. frictionally of fluid type
    • B60G13/08—Resilient suspensions characterised by arrangement, location or type of vibration dampers having dampers dissipating energy, e.g. frictionally of fluid type hydraulic
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G17/00—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load
    • B60G17/015—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load the regulating means comprising electric or electronic elements
    • B60G17/018—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load the regulating means comprising electric or electronic elements characterised by the use of a specific signal treatment or control method
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • 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
    • 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
    • B60G2800/20—Stationary vehicle

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Vehicle Body Suspensions (AREA)

Abstract

The invention belongs to the field of vehicle vibration reduction, and particularly discloses an actuator and a control method of a full-active suspension. The actuator comprises a liquid storage cylinder, a piston assembly and a bidirectional pump, the piston assembly is arranged in the liquid storage cylinder, the piston assembly comprises a piston and a piston rod, the piston divides the liquid storage cylinder into an upper cavity and a lower cavity, the piston rod is positioned on the upper cavity, the piston rod is configured to be connected with a vehicle body, a liquid passing cavity is arranged on the piston, the liquid passing cavity is provided with a first port and a second port which are arranged up and down, and a valve element is arranged in the liquid passing cavity; when the piston assembly moves downwards for a first set distance, the valve member closes the first port; when the piston assembly moves upwards for a second set distance, the valve member closes the second port; the bidirectional pump can be used for conveying oil in the upper cavity to the lower cavity, and the bidirectional pump can also be used for conveying oil in the lower cavity to the upper cavity. The actuator can provide positive actuating power for the vehicle body and can also provide negative actuating power for the vehicle body, the relative speed between the vehicle body and the wheels does not need to be considered, and the vibration damping control effect is better.

Description

Actuator and control method of full-active suspension
Technical Field
The invention relates to the field of vehicle vibration reduction, in particular to an actuator and a control method of a full-active suspension.
Background
The suspension system is connected between the vehicle body and the tires and used for supporting the vehicle body, improving the vehicle body shaking phenomenon caused by the condition of high vehicle speed or bumpy road conditions and improving the riding comfort of a user.
The shock absorber with the adjustable damping coefficient improves the stability of a vehicle body by controlling the change of the damping coefficient. However, the control of the damping coefficient is performed based on the relative speed between the vehicle body and the wheels, and the damping coefficient can only be a positive value, so that the vibration damping effect is effective.
Disclosure of Invention
The invention aims to provide an actuator and a control method of a full-active suspension, which can effectively improve the stability of a vehicle body when the vehicle runs on a bumpy road.
In order to realize the purpose, the following technical scheme is provided:
in a first aspect, an actuator is provided, which comprises a liquid storage cylinder, a piston assembly and a bidirectional pump, wherein the piston assembly is arranged in the liquid storage cylinder, the piston assembly comprises a piston and a piston rod which are connected, the piston divides the liquid storage cylinder into an upper cavity positioned on the upper side of the piston and a lower cavity positioned on the lower side of the piston, the piston rod is positioned on the upper cavity, the piston rod is configured to be connected with a vehicle body, a liquid passing cavity is arranged on the piston, the liquid passing cavity is provided with a first port and a second port which are arranged up and down, and a valve element is arranged in the liquid passing cavity;
when the piston assembly moves downwards for a first set distance, the valve member closes the first port; when the piston assembly moves upwards for a second set distance, the valve member closes the second port;
the bidirectional pump can be used for conveying oil in the upper cavity to the lower cavity, and the bidirectional pump can also be used for conveying oil in the lower cavity to the upper cavity.
In a second aspect, a control method for an all-active suspension is provided, where the all-active suspension includes four actuators as described above, and the four actuators are a first actuator, a second actuator, a third actuator and a fourth actuator, respectively, where the first actuator connects a vehicle body and a left front wheel, the second actuator connects the vehicle body and a right front wheel, the third actuator connects the vehicle body and a left rear wheel, and the fourth actuator connects the vehicle body and a right rear wheel, and the control method includes:
s1, acquiring the mass center of the vehicle body and the motion state of a wheel assembly, wherein the wheel assembly comprises a left front wheel, a right front wheel, a left rear wheel and a right rear wheel;
s2, determining a total target actuating force of the fully active suspension according to the relative motion trend of the mass center of the vehicle body and the wheel assembly in the vertical direction of the vehicle body and by combining the absolute motion direction of the mass center of the vehicle body in the vertical direction of the vehicle body, wherein the total target actuating force is the total actuating force of the fully active suspension when the vertical displacement of the vehicle body is zero;
s3, acquiring the posture of the vehicle body, wherein the posture of the vehicle body comprises the pitching and rolling states of the vehicle body;
s4, determining the respective sub-target actuating power of the first actuator, the second actuator, the third actuator and the fourth actuator according to the total target actuating power and the vehicle body posture;
and S5, obtaining the actual target actuation power of the first actuator, the second actuator, the third actuator and the fourth actuator according to the respective target actuation power of the first actuator, the second actuator, the third actuator and the fourth actuator and by combining the respective actuation power adjusting ranges of the actuators.
Optionally, step S2 includes:
if the mass center of the vehicle body and the wheel assembly are mutually far away from each other in the vertical direction of the vehicle body, and the absolute movement direction of the mass center of the vehicle body in the vertical direction of the vehicle body is upward, the total target actuation power is a positive value; or the like, or, alternatively,
if the mass center of the vehicle body and the wheel assembly are far away from each other in the vertical direction of the vehicle body, and the absolute motion direction of the mass center of the vehicle body in the vertical direction of the vehicle body is downward, the total target actuation power is a negative value; or the like, or, alternatively,
if the mass center of the vehicle body and the wheel assembly are close to each other in the vertical direction of the vehicle body and the absolute motion direction of the mass center of the vehicle body in the vertical direction of the vehicle body is downward, the total target actuation power is a positive value; or the like, or, alternatively,
if the mass center of the vehicle body and the wheel assembly are close to each other in the vertical direction of the vehicle body, and the absolute movement direction of the mass center of the vehicle body in the vertical direction of the vehicle body is upward, the total target actuation power is a negative value.
Optionally, step S4 includes:
s4.1, determining initial target actuating forces of a first actuator, a second actuator, a third actuator and a fourth actuator according to the total target actuating force, the front shaft equivalent spring load mass and the rear shaft equivalent spring load mass after the shaft load transfer are considered;
and S4.2, respectively correcting the initial target actuation powers of the first actuator, the second actuator, the third actuator and the fourth actuator according to the posture of the vehicle body to determine the sub-target actuation powers of the first actuator, the second actuator, the third actuator and the fourth actuator.
Optionally, step S4.1 comprises:
initial target actuation force F of first actuator LF0 Comprises the following steps:
Figure BDA0003724863230000031
initial target actuation force F of the second actuator RF0 Comprises the following steps:
Figure BDA0003724863230000032
initial target actuation force F of the third actuator LR0 Comprises the following steps:
Figure BDA0003724863230000033
initial target actuation force F of fourth actuator RR0 Comprises the following steps:
Figure BDA0003724863230000041
wherein, F T As total target power, m f To account for the front axle equivalent sprung mass after axle load transfer, m r To account for the rear axle equivalent sprung mass after axle load transfer,
front axle equivalent springMass m of carrier f Comprises the following steps:
Figure BDA0003724863230000042
front axle equivalent spring load mass m r Comprises the following steps:
Figure BDA0003724863230000043
wherein m is f0 Is the front axle sprung mass m when the vehicle is stationary r0 Setting the connection position of the vehicle body and the first actuator as a first position, the connection position of the vehicle body and the second actuator as a second position, the connection position of the vehicle body and the third actuator as a third position, the connection position of the vehicle body and the fourth actuator as a fourth position, a LF Is the vertical acceleration at the first position, a RF Is the vertical acceleration at the second position, a LR Is the vertical acceleration at the third position, a RR Is the vertical acceleration at the fourth position, and g is the gravitational acceleration.
Optionally, step S4.2 comprises:
the target-specific actuation force F of the first actuator LF Comprises the following steps:
F LF ＝F LF0 +(a LF -a RF )m f
the target-specific actuating force F of the second actuator RF Comprises the following steps:
F RF ＝F RF0 +(a RF -a LF )m f
the target-divided actuating force F of the third actuator LR Comprises the following steps:
F LR ＝F LR0 +(a LR -a RR )m r
sub-target actuation force F of fourth actuator RR Comprises the following steps:
F RR ＝F RR0 +(a RR -a LR )m r 。
optionally, step S5 includes:
setting a maximum limit forward actuator force of the first actuator to F 11 Negative minimum limit force is F 12 ，F 12 Is a positive value, F 12 Is a negative value;
if the sub-target actuation force F of the first actuator LF Is negative and F LF ≤F 12 Adjusting the actual target actuation power of the first actuator to F 12 ；
If the sub-target actuation force F of the first actuator LF Is negative and F LF ＞F 12 Adjusting the actual target actuation power of the first actuator to F LF ；
If the sub-target actuation force F of the first actuator LF Is a positive value, and F LF ≥F 11 Adjusting the actual target actuation power of the first actuator to F 11 ；
If the sub-target actuation force F of the first actuator LF Is a positive value, and F LF ＜F 11 Adjusting the actual target actuation power of the first actuator to F LF 。
Optionally, step S5 further includes:
setting the maximum limit forward actuating force of the second actuator to F 21 Negative minimum limit force is F 22 ，F 21 Is a positive value, F 22 Is a negative value;
if the sub-target actuation force F of the second actuator RF Is negative and F RF ≤F 22 Adjusting the actual target actuation power of the second actuator to F 22 ；
If the sub-target actuation power FC of the second actuator RF Is negative and F RF ＞F 22 Adjusting the actual target actuation power of the second actuator to F RF ；
If the sub-target actuation force F of the second actuator RF Is a positive value, and F RF ≥F 21 Adjusting the actual target actuation power of the second actuator to F 21 ；
If the sub-target actuation force F of the second actuator is RF Is a positive value, and F RF ＜F 21 Adjusting the actual target actuation power of the second actuator to F RF 。
Optionally, step S5 further includes:
setting the maximum limit forward actuator of the third actuator to F 31 Negative minimum limit force is F 32 ，F 31 Is a positive value, F 32 Is a negative value;
if the target-divided actuating force F of the third actuator is LR Is negative and F LR ≤F 32 Adjusting the actual target actuation power of the third actuator to F 32 ；
If the target-divided actuating force F of the third actuator LR Is negative and F LR ＞F 32 Adjusting the actual target actuation power of the third actuator to F LR ；
If the target-divided actuating force F of the third actuator LR Is a positive value, and F LR ≥F 31 Adjusting the actual target actuation power of the third actuator to F 31 ；
If the target-divided actuating force F of the third actuator is LR Is a positive value, and F LR ＜F 31 Adjusting the actual target actuation power of the third actuator to F LR 。
Optionally, step S5 further includes:
setting the forward maximum limit actuating force of the fourth actuator to F 41 Negative minimum limit force is F 42 ，F 41 Is a positive value, F 42 Is a negative value;
if the sub-target actuation force F of the fourth actuator is RR Is a negative value, and F RR ≤F 42 Then the actual target actuation power of the fourth actuator is adjusted to F 42 ；
If the sub-target actuation force F of the fourth actuator RR Is negative and F RR ＞F 42 And then the actual target actuation power of the fourth actuator is adjusted to F RR ；
If the sub-target actuation force F of the fourth actuator RR Is a positive value, and F RR ≥F 41 Then adjusting the fourth actuatorActual target actuation power is F 41 ；
If the sub-target actuation force F of the fourth actuator RR Is a positive value, and F RR ＜F 41 And then the actual target actuation power of the fourth actuator is adjusted to F RR 。
The invention has the beneficial effects that:
the actuator provided by the invention changes along with the vibration amplitude and the vibration direction of the vehicle body, and the sliding direction and the sliding stroke of the piston change at any time. When the vibration amplitude of the vehicle body is small, only the piston assembly slides upwards or downwards; when the vibration amplitude of the vehicle body is large, the piston assembly moves to the upper limit position or the lower limit position, the first opening or the second opening is closed, and then the bidirectional pump is started to pump the upper cavity oil into the lower cavity or pump the lower cavity oil into the lower cavity, so that the actuating force applied to the vehicle body is improved, and a good vibration reduction effect is achieved. The piston assembly can slide upwards and downwards, the bidirectional pump can pump upper cavity oil into the lower cavity and pump lower cavity oil into the lower cavity, so that positive actuating power and negative actuating power can be provided for a vehicle body, relative speed between the vehicle body and wheels does not need to be considered, and the vibration damping control effect is better.
The control method of the fully active suspension provided by the invention obtains the motion states of the vehicle body and the wheel assembly in real time, calculates and obtains the total target actuation power of the fully active suspension according to the relative motion trend of the mass center of the vehicle body and the wheel assembly in the vertical direction of the vehicle body, and determines the positive and negative of the total target actuation power by combining the absolute motion direction of the mass center of the vehicle body in the vertical direction of the vehicle body. Meanwhile, the pitching and rolling states or the pitching and rolling trends of the vehicle body are measured, and the respective sub-target actuation powers of the first actuator, the second actuator, the third actuator and the fourth actuator are calculated by combining the total target actuation power. Further, the sub-target actuation power of each actuator is compared with the actuation power adjustment range of each actuator to obtain the actual target actuation power of each actuator. The posture of the vehicle body is controlled to be stable, so that the pitching and rolling motions of the vehicle body are minimized when the vehicle runs on a bumpy road, and the fatigue and the uncomfortable feeling of a driver and passengers are reduced.
Drawings
In order to more clearly illustrate the technical solutions in the embodiments of the present invention, the drawings used in the description of the embodiments of the present invention will be briefly described below, and it is obvious that the drawings in the following description are only some embodiments of the present invention, and for those skilled in the art, other drawings can be obtained according to the contents of the embodiments of the present invention and the drawings without creative efforts.
FIG. 1 is a schematic view of an actuator (with a piston in an initial position) according to an embodiment of the invention;
FIG. 2 is a schematic view of an actuator (with the piston in a lower limit position) according to an embodiment of the present invention;
FIG. 3 is a schematic view of an actuator with a piston in an upper limit position according to an embodiment of the present invention;
FIG. 4 is a schematic view of the connection between the fully active suspension and the vehicle body according to the embodiment of the present invention;
fig. 5 is a first flowchart of a control method of a fully active suspension according to an embodiment of the present invention;
fig. 6 is a second flowchart of a control method of the fully active suspension according to the embodiment of the present invention.
Reference numerals are as follows:
5. a liquid storage cylinder; 6. a piston; 7. a piston rod; 8. a valve member; 9. a bi-directional pump;
51. an upper chamber; 52. a lower cavity;
61. a liquid passing cavity; 611. a first port; 612. a second port;
100. a vehicle body; 101. a body center of mass;
1. a first actuator; 2. a second actuator; 3. a third actuator; 4. and a fourth actuator.
Detailed Description
In order to make the technical problems solved, technical solutions adopted and technical effects achieved by the present invention clearer, the technical solutions of the embodiments of the present invention will be described in further detail below with reference to the accompanying drawings, and it is obvious that the described embodiments are only a part of the embodiments of the present invention, and not all of the embodiments. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present invention.
In the description of the present invention, it should be noted that the terms "center", "upper", "lower", "left", "right", "vertical", "horizontal", "inner", "outer", etc., indicate orientations or positional relationships based on the orientations or positional relationships shown in the drawings, and are only for convenience of description and simplicity of description, but do not indicate or imply that the device or element being referred to must have a particular orientation, be constructed and operated in a particular orientation, and thus, should not be construed as limiting the present invention. Furthermore, the terms "first," "second," and the like are used for descriptive purposes only and are not to be construed as indicating or implying relative importance. Wherein the terms "first position" and "second position" are two different positions.
In the description of the present invention, it should be noted that unless otherwise explicitly stated or limited, the terms "mounted," "connected," and "connected" are to be construed broadly, e.g., as meaning either a fixed connection or a removable connection; can be mechanically or electrically connected; they may be connected directly or indirectly through intervening media, or they may be interconnected between two elements. The specific meanings of the above terms in the present invention can be understood in specific cases to those skilled in the art.
The embodiment provides an actuator, and it can realize the automatically regulated of automobile body gesture as the suspension of vehicle, improves the car speed and is faster or jolt the rocking phenomenon of automobile body under the road conditions, improves user's riding comfort.
As shown in fig. 1 to 3, the actuator of the present embodiment includes a reservoir 5, a piston assembly, and a bidirectional pump 9. A piston assembly is arranged in the reservoir 5, the piston assembly comprising a piston 6 and a piston rod 7 connected. The piston 6 can slide up and down in the liquid storage tank 5. The piston 6 is connected with the inner wall of the liquid storage cylinder 5 in a sealing way. The piston 6 partitions the reservoir 5 into an upper chamber 51 located on the upper side of the piston 6 and a lower chamber 52 located on the lower side of the piston 6. As the piston 6 slides up and down, the volumes of the upper chamber 51 and the lower chamber 52 change. The piston rod 7 is located in the upper chamber 51, and the piston rod 7 is configured to be connected to a vehicle body. The piston 6 is provided with a liquid passing chamber 61, and the liquid passing chamber 61 has a first port 611 and a second port 612 which are vertically arranged. The first port 611 communicates with the upper chamber 51. Second port 612 communicates with lower chamber 52. A valve element 8 is arranged in the liquid passing cavity 61. Since the valve member 8 is not moved, when the piston assembly moves downward by a first set distance, the valve member 8 contacts the upper inner wall of the liquid passing chamber 61, thereby closing the first port 611; when the piston assembly moves upward by a second set distance, the valve member 8 contacts the lower inner wall of the liquid passing chamber 61, thereby closing the second port 612. The bi-directional pump 9 is capable of delivering oil in the upper chamber 51 to the lower chamber 52, and the bi-directional pump 9 is also capable of delivering oil in the lower chamber 52 to the upper chamber 51. The first set distance is a stroke of the piston 6 from the initial position to the upper limit position, and the second set distance is a stroke of the piston 6 from the initial position to the lower limit position.
Specifically, when the vibration amplitude of the vehicle body is small, the bidirectional pump 9 is not operated, and the piston 6 slides upward or downward in the reservoir 5, and a pressure difference is provided between the upper chamber 51 and the lower chamber 52, so that the piston 6 applies an actuating force to the vehicle body through the piston rod 7 to reduce the vibration of the vehicle body. Thereafter, if the vibration amplitude of the vehicle body increases, the piston 6 continues to slide upward or downward until the valve member 8 closes the second port 612 or the first port 611; then, if the vibration amplitude of the vehicle continues to increase again, the bidirectional pump 9 is turned on to pump the oil in the upper chamber 51 into the lower chamber 52, or pump the oil in the lower chamber 52 into the lower chamber 52, so that the pressure difference between the upper chamber 51 and the lower chamber 52 increases, and the piston 6 provides a larger actuating force to the vehicle body through the piston rod 7.
Illustratively, when the vehicle encounters a convex road surface, the vehicle body moves upwards and rises in height, at this time, the piston 6 slides downwards in the liquid storage cylinder 5, oil in the lower cavity 52 enters the upper cavity 51 through the liquid cavity 61, and the piston 6 applies downward actuation force to the vehicle body through the piston rod 7; then, if the vehicle body continues to move upwards and the height continues to increase, the piston 6 continues to move downwards, and the actuating force applied to the vehicle body by the piston rod 7 by the piston 6 is increased until the second port 612 of the liquid passing cavity 61 is closed by the valve member 8; then, if the vehicle body further moves upwards and the height continues to increase, the bidirectional pump 9 is started to pump the oil in the lower cavity 52 into the upper cavity 51, the pressure difference between the upper cavity 51 and the lower cavity 52 is further increased, and the actuating force applied to the vehicle body by the piston rod 7 is further increased, so that a good vibration damping effect is achieved.
Of course, the vibration of the vehicle body is complex during the running process, and the sliding direction and the sliding stroke of the piston 6 are changed at any time along with the change of the vibration amplitude and the vibration direction of the vehicle body. In summary, when the vibration amplitude of the vehicle body is small, only the piston assembly slides upward or downward; when the vibration amplitude of the vehicle body is larger, the piston assembly moves to the upper limit position or the lower limit position, then the bidirectional pump 9 is started to pump the oil in the upper cavity 51 into the lower cavity 52 or pump the oil in the lower cavity 52 into the lower cavity 52, so that the actuating force applied to the vehicle body is improved, and a better vibration damping effect is achieved.
In the actuator of the embodiment, the piston assembly can slide upwards and downwards, the bidirectional pump 9 can pump the oil in the upper chamber 51 into the lower chamber 52 and can pump the oil in the lower chamber 52 into the lower chamber 52, so that the actuator can provide positive actuating power and negative actuating power for a vehicle body, the relative speed between the vehicle body and wheels does not need to be considered, and the vibration damping control effect is better.
The embodiment also provides a control method of the fully active suspension, which can reduce the fatigue and the uncomfortable feeling of a driver and a passenger. As shown in fig. 4, the fully active suspension includes four actuators as described above, the four actuators are a first actuator 1, a second actuator 2, a third actuator 3 and a fourth actuator 4, respectively, the first actuator 1 connects the vehicle body 100 and the left front wheel, the second actuator 2 connects the vehicle body 100 and the right front wheel, the third actuator 3 connects the vehicle body 100 and the left rear wheel, and the fourth actuator 4 connects the vehicle body 100 and the right rear wheel, and the actuation forces of the four actuators are controlled, respectively, so that the pitching and rolling movements of the vehicle body 100 when the vehicle runs on a bumpy road surface are minimized, and the fatigue and discomfort of the driver and the rider are reduced.
Specifically, as shown in fig. 5 and 6, the control method of the fully active suspension includes:
and S1, acquiring the motion states of the vehicle body mass center 101 and the wheel assembly, wherein the wheel assembly comprises a left front wheel, a right front wheel, a left rear wheel and a right rear wheel.
Multiple sensors or other measuring elements may be used to measure the motion of the body center of mass 101 and each wheel, respectively. It should be noted that the motion state of the body centroid 101 and each wheel in the present embodiment mainly refers to the motion state of the body centroid 101 and each wheel in the body vertical direction, such as the speed and the acceleration.
And S2, determining the total target actuation power of the fully active suspension according to the relative motion trend of the mass center 101 of the vehicle body and the wheel assembly in the vertical direction of the vehicle body and the absolute motion direction of the vehicle body in the vertical direction of the vehicle body, wherein the total target actuation power is the total actuation power of the fully active suspension when the vertical displacement of the vehicle body is zero.
The vehicle control unit obtains the measurement data of the sensors, and calculates a total target actuation force according to the vertical relative motion of the mass center 101 of the vehicle body and the wheels and by combining a preset program, so that the vertical motion of the vehicle body is zero, and the stability and riding comfort of the vehicle when the vehicle runs on a bumpy road are improved. The method and program for calculating the total target actuation power are the prior art and are not described in detail.
And S3, acquiring the posture of the vehicle body, wherein the posture of the vehicle body comprises the pitching and rolling states of the vehicle body.
And S4, determining the sub-target actuating powers of the first actuator 1, the second actuator 2, the third actuator 3 and the fourth actuator 4 according to the total target actuating power and the vehicle body posture.
And S5, obtaining the actual target actuation power of each of the first actuator 1, the second actuator 2, the third actuator 3 and the fourth actuator 4 by combining the adjustment range of the actuation power of each actuator according to the respective target actuation power of each of the first actuator 1, the second actuator 2, the third actuator 3 and the fourth actuator 4.
Further, the step S2 includes:
if the vehicle body center of mass 101 and the wheel assembly are away from each other in the vehicle body vertical direction, and the absolute movement direction of the vehicle body center of mass 101 in the vehicle body vertical direction is upward, the total target actuation power is a positive value.
Alternatively, if the body center of mass 101 and the wheel assembly are away from each other in the body vertical direction and the absolute movement direction of the body center of mass 101 in the body vertical direction is downward, the total target actuation force is a negative value.
Alternatively, if the vehicle body center of mass 101 and the wheel assembly are close to each other in the vehicle body vertical direction, and the absolute movement direction of the vehicle body center of mass 101 in the vehicle body vertical direction is downward, the total target actuation power is a positive value.
Alternatively, if the body center of mass 101 and the wheel assembly are close to each other in the body vertical direction, and the absolute movement direction of the body center of mass 101 in the body vertical direction is upward, the total target actuation force is a negative value.
Specifically, an increase in actuation force always causes a decrease in the current tendency of the body centroid 101 to move relative to the wheel assembly. The present embodiment is based on a vehicle body as a reference, and the control target is to minimize the amplitude of pitching of the vehicle body.
For the situation that the vehicle body mass center 101 and the wheel assembly are far away from each other in the vehicle body vertical direction, and the absolute motion direction of the vehicle body mass center 101 in the vehicle body vertical direction is upward, theoretically, the total target actuation force should be set to be a positive value, and the total target actuation force is increased relative to the total actuation force of the current fully-active suspension, so that the current trend that the vehicle body and the wheel assembly are far away from each other is reduced, a downward actuation force is given to the vehicle body, and the upward motion amplitude of the vehicle body is reduced and even is zero.
For the situation that the vehicle body mass center 101 and the wheel assembly are far away from each other in the vehicle body vertical direction, and the absolute motion direction of the vehicle body mass center 101 in the vehicle body vertical direction is downward, theoretically, the total target actuation power is set to be reduced relative to the total actuation power of the current fully-active suspension, the total target actuation power is a negative value, and an upward actuation power is given to the vehicle body so that the current downward motion of the vehicle body is stopped.
For the situation that the vehicle body mass center 101 and the wheel assembly are close to each other in the vehicle body vertical direction, and the absolute motion direction of the vehicle body mass center 101 in the vehicle body vertical direction is downward, theoretically, the total target actuation power is set to be increased relative to the total actuation power of the current fully-active suspension, the total target actuation power is a positive value, the trend that the vehicle body and the wheel assembly are close to each other is reduced, and an upward actuation power is given to the vehicle body, so that the current downward motion of the vehicle body is stopped.
In the case that the vehicle body mass center 101 and the wheel assembly are close to each other in the vehicle body vertical direction, and the absolute motion direction of the vehicle body mass center 101 in the vehicle body vertical direction is upward, theoretically, the total target actuation power should be set to be reduced relative to the total actuation power of the current fully-active suspension, and the total target actuation power should be a negative value, and a downward actuation power is given to the vehicle body, so that the current upward motion of the vehicle body is stopped.
Further, as shown in fig. 6, the step S4 includes:
s4.1, according to the total target actuating power, considering the front shaft equivalent spring load mass and the rear shaft equivalent spring load mass after the shaft load is transferred, determining initial target actuating power of the first actuator 1, the second actuator 2, the third actuator 3 and the fourth actuator 4.
The method for distributing the initial target actuation power of each of the four actuators comprises the following steps:
initial target actuation force F of the first actuator 1 LF0 Comprises the following steps:
Figure BDA0003724863230000141
the initial target actuation force F of the second actuator 2 RF0 Comprises the following steps:
Figure BDA0003724863230000142
initial target actuation force F of the third actuator 3 LR0 Comprises the following steps:
Figure BDA0003724863230000143
the initial target actuation force F of the fourth actuator 4 RR0 Comprises the following steps:
Figure BDA0003724863230000144
wherein, F T As total target power, m f To account for the front axle equivalent sprung mass after axle load transfer, m r To account for the rear axle equivalent sprung mass after axle load transfer,
front axle equivalent spring load mass m f Comprises the following steps:
Figure BDA0003724863230000145
front axle equivalent spring load mass m r Comprises the following steps:
Figure BDA0003724863230000151
wherein m is f0 Is the front axle sprung mass m when the vehicle is stationary r0 For the rear axle spring load mass when the vehicle is stationary, the connection with the first actuator 1 on the vehicle body 100 is set to a first position, the connection with the second actuator 2 on the vehicle body 100 is set to a second position, the connection with the third actuator 3 on the vehicle body 100 is set to a third position, the connection with the fourth actuator 4 on the vehicle body 100 is set to a fourth position, a LF Is the vertical acceleration at the first position, a RF Is the vertical acceleration at the second position, a LR Is the vertical acceleration at the third position, a RR Is the vertical acceleration at the fourth position, and g is the gravitational acceleration.
That is, the front axle equivalent sprung mass when the vehicle is running is the sum of the front axle sprung mass when the vehicle is stationary and the equivalent additional mass due to the front axle vertical acceleration due to the pitching of the vehicle body 100. The rear axle equivalent sprung mass when the vehicle is running is the sum of the rear axle sprung mass when the vehicle is stationary and the equivalent additional mass due to the vertical acceleration of the rear axle due to the pitching of the vehicle body 100. In step S4.1, the total target actuation power is distributed to the four actuators according to the pitch attitude of the vehicle body 100, to obtain the initial target actuation power of each actuator.
And S4.2, respectively correcting the initial target actuation power of the first actuator 1, the second actuator 2, the third actuator 3 and the fourth actuator 4 according to the posture of the vehicle body to determine the sub-target actuation power of each of the first actuator 1, the second actuator 2, the third actuator 3 and the fourth actuator 4.
The distribution method of the respective target-based actuation power of the four actuators comprises the following steps:
the target actuator force F of the first actuator 1 LF Comprises the following steps:
F LF ＝F LF0 +(a LF -a RF )m f
the sub-target actuation force F of the second actuator 2 RF Comprises the following steps:
F RF ＝F RF0 +(a RF -a LF )m f
the target-divided actuating force F of the third actuator 3 LR Comprises the following steps:
F LR ＝F LR0 +(a LR -a RR )m r
the target actuation force F of the fourth actuator 4 RR Comprises the following steps:
F RR ＝F RR0 +(a RR -a LR )m r
in step S4.2, the initial target actuation power of each actuator is corrected to obtain the sub-target actuation power of each actuator, taking the roll attitude of the vehicle body 100 into consideration.
It should be noted that, compared to the conventional passive suspension, the target actuation force in the present embodiment does not need to consider the relative speeds of the vehicle body 100 and the wheel assembly. However, the calculated target actuation power of each actuator is not always within the actuation power adjustment range of the corresponding actuator. Therefore, as shown in fig. 6, the step S5 includes:
for the first actuator 1, the maximum limit forward actuating force of the first actuator 1 is set to F 11 Negative minimum limit force is F 12 ，F 12 Is a positive value, F 12 Are negative values.
If the target actuation force F of the first actuator 1 is LF Is negative and F LF ≤F 12 Then the actual purpose of the first actuator 1 is adjustedNominal power is F 12 。
If the sub-target actuation force F of the first actuator 1 LF Is negative and F LF ＞F 12 Then the actual target actuation power of the first actuator 1 is adjusted to F LF 。
If the sub-target actuation force F of the first actuator 1 LF Is a positive value, and F LF ≥F 11 Then the actual target actuation power of the first actuator 1 is adjusted to F 11 。
If the sub-target actuation force F of the first actuator 1 LF Is a positive value, and F LF ＜F 11 Then the actual target actuation power of the first actuator 1 is adjusted to F LF 。
Similarly, for the second actuator 2, the maximum limit forward actuating force of the second actuator 2 is set to F 21 Negative minimum limit force is F 22 ，F 21 Is a positive value, F 22 Is negative.
If the sub-target actuation force F of the second actuator 2 RF Is negative and F RF ≤F 22 Then the actual target actuation power of the second actuator 2 is adjusted to F 22 。
If the sub-target actuation power FC of the second actuator 2 RF Is negative and F RF ＞F 22 And the actual target actuation power of the second actuator 2 is adjusted to F RF 。
If the sub-target actuation force F of the second actuator 2 is RF Is a positive value, and F RF ≥F 21 And the actual target actuation power of the second actuator 2 is adjusted to F 21 。
If the sub-target actuation force F of the second actuator 2 is RF Is a positive value, and F RF ＜F 21 And the actual target actuation power of the second actuator 2 is adjusted to F RF 。
Similarly, for the third actuator 3, the forward maximum limit actuation power of the third actuator 3 is set to F 31 Negative minimum limit force is F 32 ，F 31 Is a positive value, F 32 Is negative.
If the third actuator 3 is dividedTarget actuation force F LR Is negative and F LR ≤F 32 Adjusting the actual target actuation force of the third actuator 3 to F 32 。
If the sub-target force F of the third actuator 3 is LR Is negative and F LR ＞F 32 Adjusting the actual target actuation force of the third actuator 3 to F LR 。
If the sub-target of the third actuator 3 is the power F LR Is a positive value, and F LR ≥F 31 Adjusting the actual target actuation force of the third actuator 3 to F 31 。
If the sub-target force F of the third actuator 3 is LR Is a positive value, and F LR ＜F 31 Adjusting the actual target actuation force of the third actuator 3 to F LR 。
Similarly, for the fourth actuator 4, the forward maximum limit actuating force of the fourth actuator 4 is set to F 41 Negative minimum limit force is F 42 ，F 41 Is a positive value, F 42 Is negative.
If the sub-target actuation force F of the fourth actuator 4 RR Is negative and F RR ≤F 42 Then the actual target actuation power of the fourth actuator 4 is adjusted to F 42 。
If the sub-target actuation force F of the fourth actuator 4 RR Is negative and F RR ＞F 42 Then the actual target actuation power of the fourth actuator 4 is adjusted to F RR 。
If the sub-target actuation force F of the fourth actuator 4 RR Is a positive value, and F RR ≥F 41 Then the actual target actuation power of the fourth actuator 4 is adjusted to F 41 。
If the sub-target actuation force F of the fourth actuator 4 RR Is a positive value, and F RR ＜F 41 Then the actual target actuation power of the fourth actuator 4 is adjusted to F RR 。
In the control method of the fully active suspension provided by the embodiment, the motion states of the vehicle body and the wheel assembly are measured in real time by measuring elements such as a sensor, the total target actuation force of the fully active suspension is obtained through calculation according to the relative motion trend of the vehicle body mass center 101 and the wheel assembly in the vehicle body vertical direction, and the positive and negative of the total target actuation force are determined by combining the absolute motion direction of the vehicle body mass center 101 in the vehicle body vertical direction. Meanwhile, the pitching and rolling states or the pitching and rolling trends of the vehicle body are measured, and the respective sub-target actuation powers of the first actuator 1, the second actuator 2, the third actuator 3 and the fourth actuator 4 are calculated in combination with the total target actuation power. Further, the sub-target actuation power of each actuator is compared with the respective actuation power adjustment range of each actuator to obtain the actual target actuation power of each actuator.
The control process is a dynamic real-time adjustment process, the sensors measure the motion states of the vehicle body 100 and the wheel assemblies in real time, the vehicle controller acquires data of the sensors in real time and adjusts the actuating forces of the actuators to corresponding actual target actuating forces in real time to control the posture of the vehicle body 100 to be stable, so that the pitching and rolling motions of the vehicle body 100 are minimized when the vehicle runs on a bumpy road surface, and the fatigue and the uncomfortable feeling of a driver and passengers are reduced.
It should be understood that the term "vehicle" or "vehicular" or other similar terms as used herein generally includes motor vehicles, such as passenger vehicles including sport utility vehicles, commercial vehicles including passenger cars and vans, and includes hybrid vehicles, electric vehicles, fuel cell vehicles, hydrogen-powered vehicles, and other alternative fuel vehicles, where the hybrid vehicle is a vehicle having two or more power sources, such as both gasoline-powered and electric-powered vehicles.
It is to be noted that the foregoing is only illustrative of the preferred embodiments of the present invention and the technical principles employed. It will be understood by those skilled in the art that the present invention is not limited to the particular embodiments described herein, but is capable of various obvious changes, rearrangements and substitutions as will now become apparent to those skilled in the art without departing from the scope of the invention. Therefore, although the present invention has been described in greater detail by the above embodiments, the present invention is not limited to the above embodiments, and may include other equivalent embodiments without departing from the spirit of the present invention, and the scope of the present invention is determined by the scope of the appended claims.

Claims (10)

1. An actuator is characterized by comprising a liquid storage cylinder, a piston assembly and a bidirectional pump, wherein the piston assembly is arranged in the liquid storage cylinder and comprises a piston and a piston rod which are connected, the piston divides the liquid storage cylinder into an upper cavity positioned on the upper side of the piston and a lower cavity positioned on the lower side of the piston, the piston rod is positioned on the upper cavity, the piston rod is configured to be connected with a vehicle body, a liquid passing cavity is arranged on the piston and provided with a first port and a second port which are vertically arranged, and a valve element is arranged in the liquid passing cavity;
when the piston assembly moves downwards for a first set distance, the valve member closes the first port; when the piston assembly moves upwards for a second set distance, the valve member closes the second port;
the bidirectional pump can be used for conveying oil in the upper cavity to the lower cavity, and the bidirectional pump can be used for conveying the oil in the lower cavity to the upper cavity.
2. A control method of a full active suspension, the full active suspension comprising four actuators as set forth in claim 1, the four actuators being a first actuator, a second actuator, a third actuator and a fourth actuator, the first actuator connecting a vehicle body and a left front wheel, the second actuator connecting the vehicle body and a right front wheel, the third actuator connecting the vehicle body and a left rear wheel, the fourth actuator connecting the vehicle body and a right rear wheel, the control method comprising:
s1, acquiring the mass center of the vehicle body and the motion state of a wheel assembly, wherein the wheel assembly comprises a left front wheel, a right front wheel, a left rear wheel and a right rear wheel;
s2, determining the total target actuation power of the fully active suspension according to the relative motion trend of the mass center of the vehicle body and the wheel assembly in the vertical direction of the vehicle body and by combining the absolute motion direction of the mass center of the vehicle body in the vertical direction of the vehicle body, wherein the total target actuation power is the total actuation power of the fully active suspension when the vertical displacement of the vehicle body is zero;
s3, acquiring the posture of the vehicle body, wherein the posture of the vehicle body comprises the pitching and rolling states of the vehicle body;
s4, determining the respective sub-target actuating forces of the first actuator, the second actuator, the third actuator and the fourth actuator according to the total target actuating force and the vehicle body posture;
and S5, obtaining the actual target actuating power of the first actuator, the second actuator, the third actuator and the fourth actuator according to the respective target actuating power of the first actuator, the second actuator, the third actuator and the fourth actuator and by combining the adjusting range of the respective actuating power of the actuators.
3. The control method of the fully active suspension according to claim 2, wherein the step S2 includes:
if the mass center of the vehicle body and the wheel assembly are mutually far away from each other in the vertical direction of the vehicle body, and the absolute movement direction of the mass center of the vehicle body in the vertical direction of the vehicle body is upward, the total target actuation power is a positive value; or the like, or, alternatively,
if the mass center of the vehicle body and the wheel assembly are far away from each other in the vertical direction of the vehicle body, and the absolute motion direction of the mass center of the vehicle body in the vertical direction of the vehicle body is downward, the total target actuation power is a negative value; or the like, or, alternatively,
if the mass center of the vehicle body and the wheel assembly are close to each other in the vertical direction of the vehicle body and the absolute motion direction of the mass center of the vehicle body in the vertical direction of the vehicle body is downward, the total target actuation power is a positive value; or the like, or, alternatively,
if the mass center of the vehicle body and the wheel assembly are close to each other in the vertical direction of the vehicle body, and the absolute movement direction of the mass center of the vehicle body in the vertical direction of the vehicle body is upward, the total target actuation power is a negative value.
4. The control method of the all-active suspension according to claim 3, wherein the step S4 includes:
s4.1, determining initial target actuating forces of a first actuator, a second actuator, a third actuator and a fourth actuator according to the total target actuating force, the front shaft equivalent spring load mass and the rear shaft equivalent spring load mass after the shaft load transfer are considered;
and S4.2, respectively correcting the initial target actuation powers of the first actuator, the second actuator, the third actuator and the fourth actuator according to the posture of the vehicle body to determine the sub-target actuation powers of the first actuator, the second actuator, the third actuator and the fourth actuator.
5. The control method of the fully active suspension according to claim 4, wherein step S4.1 comprises:
initial target actuation force F of first actuator LF0 Comprises the following steps:
Figure FDA0003724863220000031
initial target actuation force F of the second actuator RF0 Comprises the following steps:
Figure FDA0003724863220000032
initial target actuation force F of the third actuator LR0 Comprises the following steps:
Figure FDA0003724863220000033
initial target actuation force F of fourth actuator RR0 Comprises the following steps:
Figure FDA0003724863220000034
wherein, F T As total target power, m f To account for the front axle equivalent sprung mass after axle load transfer, m r To account for the rear axle equivalent sprung mass after axle load transfer,
front axle equivalent sprung mass m f Comprises the following steps:
Figure FDA0003724863220000035
front axle equivalent spring load mass m r Comprises the following steps:
Figure FDA0003724863220000036
wherein m is f0 Is the front axle sprung mass m when the vehicle is stationary r0 Setting the connection position of the vehicle body and the first actuator as a first position, the connection position of the vehicle body and the second actuator as a second position, the connection position of the vehicle body and the third actuator as a third position, the connection position of the vehicle body and the fourth actuator as a fourth position, a LF Is the vertical acceleration at the first position, a RF Is the vertical acceleration at the second position, a LR Is the vertical acceleration at the third position, a RR Is the vertical acceleration at the fourth position, and g is the gravitational acceleration.
6. The control method of the fully active suspension according to claim 5, wherein step S4.2 comprises:
the target-specific actuation force F of the first actuator LF Comprises the following steps:
F LF ＝F LF0 +(a LF -a RF )m f
the sub-target actuation force F of the second actuator RF Comprises the following steps:
F RF ＝F RF0 +(a RF -a LF )m f
the target-divided actuating force F of the third actuator LR Comprises the following steps:
F LR ＝F LR0 +(a LR -a RR )m r
sub-target actuation force F of fourth actuator RR Comprises the following steps:
F RR ＝F RR0 +(a RR -a LR )m r 。
7. the control method of the fully active suspension according to claim 6, wherein the step S5 includes:
is set toAn actuator having a forward maximum limit actuation force of F 11 Negative minimum limit force is F 12 ，F 12 Is a positive value, F 12 Is a negative value;
if the sub-target actuation force F of the first actuator LF Is negative and F LF ≤F 12 Adjusting the actual target actuation power of the first actuator to F 12 ；
If the sub-target actuation force F of the first actuator LF Is negative and F LF ＞F 12 Adjusting the actual target actuation power of the first actuator to F LF ；
If the sub-target actuation force F of the first actuator LF Is a positive value, and F LF ≥F 11 Adjusting the actual target actuation power of the first actuator to F 11 ；
If the sub-target actuation force F of the first actuator LF Is a positive value, and F LF ＜F 11 Adjusting the actual target actuation power of the first actuator to F LF 。
8. The control method of the fully active suspension according to claim 6, wherein the step S5 further comprises:
setting the maximum limit forward actuating force of the second actuator to F 21 Negative minimum limit force is F 22 ，F 21 Is a positive value, F 22 Is a negative value;
if the sub-target actuation force F of the second actuator RF Is negative and F RF ≤F 22 Adjusting the actual target actuation power of the second actuator to F 22 ；
If the sub-target actuation power FC of the second actuator RF Is a negative value, and F RF ＞F 22 Adjusting the actual target actuation power of the second actuator to F RF ；
If the sub-target actuation force F of the second actuator is RF Is a positive value, and F RF ≥F 21 Adjusting the actual target actuation power of the second actuator to F 21 ；
If the second actuator is targetedPower F RF Is a positive value, and F RF ＜F 21 Adjusting the actual target actuation power of the second actuator to F RF 。
9. The control method of the fully active suspension according to claim 6, wherein the step S5 further comprises:
setting the maximum limit forward actuator of the third actuator to F 31 Negative minimum limit force is F 32 ，F 31 Is a positive value, F 32 Is a negative value;
if the target-divided actuating force F of the third actuator LR Is negative and F LR ≤F 32 Adjusting the actual target actuation power of the third actuator to F 32 ；
If the target-divided actuating force F of the third actuator LR Is a negative value, and F LR ＞F 32 Adjusting the actual target actuation power of the third actuator to F LR ；
If the target-divided actuating force F of the third actuator LR Is a positive value, and F LR ≥F 31 Adjusting the actual target actuation force of the third actuator to F 31 ；
If the target-divided actuating force F of the third actuator LR Is a positive value, and F LR ＜F 31 Adjusting the actual target actuation power of the third actuator to F LR 。
10. The control method of the fully active suspension according to claim 6, wherein the step S5 further comprises:
setting the forward maximum limit actuating force of the fourth actuator to F 41 Negative minimum limit force is F 42 ，F 41 Is a positive value, F 42 Is a negative value;
if the sub-target actuation force F of the fourth actuator is RR Is negative and F RR ≤F 42 Then the actual target actuation power of the fourth actuator is adjusted to F 42 ；
If the sub-target actuation force F of the fourth actuator RR Is negative and F RR ＞F 42 And then the actual target actuation power of the fourth actuator is adjusted to F RR ；
If the sub-target actuation force F of the fourth actuator RR Is a positive value, and F RR ≥F 41 And then the actual target actuation power of the fourth actuator is adjusted to F 41 ；
If the sub-target actuation force F of the fourth actuator RR Is a positive value, and F RR ＜F 41 And then the actual target actuation power of the fourth actuator is adjusted to F RR 。
CN202210772868.8A 2022-06-30 2022-06-30 Actuator and control method of full-active suspension Pending CN115056616A (en)

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Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN117465181A (en) * 2023-12-27 2024-01-30 合肥联宝信息技术有限公司 Active damping method and system and vehicle

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN117465181A (en) * 2023-12-27 2024-01-30 合肥联宝信息技术有限公司 Active damping method and system and vehicle
CN117465181B (en) * 2023-12-27 2024-03-26 合肥联宝信息技术有限公司 Active damping method and system and vehicle

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