CN115782501A - Intelligent hydraulic interconnection suspension system - Google Patents
Intelligent hydraulic interconnection suspension system Download PDFInfo
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- CN115782501A CN115782501A CN202211679423.1A CN202211679423A CN115782501A CN 115782501 A CN115782501 A CN 115782501A CN 202211679423 A CN202211679423 A CN 202211679423A CN 115782501 A CN115782501 A CN 115782501A
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Abstract
The invention relates to an intelligent hydraulic interconnection suspension system which comprises a hydraulic oil cylinder, an energy accumulator, an electromagnetic valve, a hydraulic pipeline, an actuator and a sensor, wherein the hydraulic oil cylinder is connected with the energy accumulator; the control part comprises an upper layer controller and a lower layer controller. The first electromagnetic valve is arranged between the left front oil cylinder and the right front oil cylinder, the second electromagnetic valve is arranged between the front oil cylinder and the rear oil cylinder, the third electromagnetic valve is arranged between the left rear oil cylinder and the right rear oil cylinder, and the adjusting oil cylinder is arranged between the first energy accumulator and the second energy accumulator. The on-off combination of the three electromagnetic valves can realize the switching of the hydraulic interconnection suspension among anti-side-tipping, anti-pitching and anti-vertical configurations. The actuator drives the piston rod of the adjusting oil cylinder to move, so that the pressure difference between the two energy accumulators can be changed, and active control force is generated. The hydraulic control system provided by the invention has the advantages of simple and efficient control mode, low energy consumption, compact structure and low cost.
Description
Technical Field
The invention relates to the technical field of vehicle suspensions, in particular to an intelligent hydraulic interconnection suspension system.
Background
With the development and progress of society and the rapid increase of automobile holding capacity, the demand of people for automobiles is upgraded from simple carrying demand to comprehensive demand for smoothness, comfort, stability and the like. In the vehicle form process, the disturbance caused by uneven road surface, the change of driving conditions and the operation behavior of a driver all influence the smoothness, comfort, operation stability and the like of the vehicle.
The suspension system of the vehicle is a general term for all force transmission connecting devices between a vehicle body and wheels, is used for maintaining the stability of the vehicle body and relieving vibration impact caused by uneven road surfaces, and generally comprises an elastic element, a damping element, a guide mechanism and the like. The whole vehicle suspension system is used as an actuating mechanism, can generate suspension force to act on the whole vehicle system, improves the vehicle dynamic performance, and is closely related to the operation stability, smoothness and safety of the vehicle.
The suspension system mainly comprises a passive suspension system, a semi-active suspension system and an active suspension system. Because the rigidity damping parameter of the traditional passive suspension system can not be adjusted, the performance of the traditional passive suspension system can not give consideration to the contradictory requirements of vehicle operation stability and smoothness all the time, and can not meet different performance requirements when the road surface is excited and the working condition is changed. The semi-active suspension shock absorber is adjustable in damping, variable control force can be generated by using a control strategy, but the damping of the semi-active suspension shock absorber can only be adjusted within a limited range, so that ideal control force of a vehicle under various working conditions cannot be completely provided, and the improvement result on the smoothness and the operation stability of the vehicle is very limited. Compared with the prior art, the active controllable suspension system has the advantages that due to the existence of the actuator, the required control force can be adjusted in real time according to the motion state of the vehicle and the change of external excitation, the dynamic performance of the vehicle can be obviously improved, and the smoothness and the operation stability in the driving process of the vehicle are improved.
For a traditional active suspension system, four sets of active actuating systems are generally required to be respectively installed on front, rear, left and right suspensions so as to realize active vehicle body attitude control. The scheme puts high requirements on system control precision, fault rate and economic cost. Compared with the prior art, the intelligent hydraulic interconnection suspension has numerous advantages, for example, the intelligent hydraulic interconnection suspension only uses one set of independent actuator, can effectively improve the contradiction relation among the performances of the suspension system, and is matched with a corresponding control strategy to execute interconnection configuration switching, so that the vertical, side-tipping and pitching control of the posture of the vehicle body can be realized, and the economic cost and the failure occurrence rate of the system are effectively reduced; secondly, the state of intelligence hydraulic pressure interconnection suspension can the initiative adjustment suspension to according to external excitation and road surface operating mode adaptation vehicle to the requirement of travelling comfort and operating stability.
Furthermore, on the one hand, due to the differences in understanding to the person skilled in the art; on the other hand, since the applicant has studied a great deal of literature and patents when making the present invention, but the disclosure is not limited thereto and the details and contents thereof are not listed in detail, it is by no means the present invention has these prior art features, but the present invention has all the features of the prior art, and the applicant reserves the right to increase the related prior art in the background.
Disclosure of Invention
Aiming at the defects of the prior art, the invention provides an intelligent hydraulic interconnection suspension system, aiming at solving at least one or more technical problems in the prior art.
To achieve the above object, the present invention provides an intelligent hydraulic interconnection suspension system, comprising:
an actuating assembly operably attached to the vehicle body and the wheel;
a controller including an upper layer controller and a lower layer controller, wherein,
an upper level controller configured to determine an interconnection configuration of a hydraulically interconnected suspension and a suspension target control force F in response to one or more of a received steering wheel angle sensor signal, an accelerator brake pedal sensor signal, an inertial navigation unit sensor signal, and a driving decision signal d Or target control torque T d ；
A lower layer controller configured to calculate a suspension actual output force F or an actual output torque T in response to the received hydraulic sensor signal and to use an error e of the suspension output force or torque as feedback to vary the target control force T by driving the actuator assembly d Or target control torque T d The associated pressure difference between the oil and the liquid.
In particular, compared with the prior art that four independent actuators are generally used for generating output force to control the posture of the vehicle body, the invention only uses one actuator and realizes active posture control by regulating pressure difference on the basis of a passive hydraulic system. And the cost and the energy consumption of the system are reduced under the condition of realizing the same control effect. Secondly, in the prior art, the actual roll angle of the vehicle is mostly used as feedback to directly control the output force of the actuator, a target anti-roll moment tracking link is added between the roll angle and the output force of the actuator, and the tracking control algorithm takes the nonlinear characteristic of a hydraulic system into consideration, so that a good control effect can be kept under each roll degree. In addition, in the prior art, the vertical absolute displacement of the vehicle body or the wheels is mostly used during state feedback, the state quantity is difficult to directly measure, an observer needs to be designed, and the cost of design and debugging is increased. The method provided by the invention uses the linear displacement of the suspension to replace the vertical absolute displacement of the vehicle body wheel for state feedback, and under the condition of sacrificing a small amount of control effect, the integral controller is simple in design and easy to adjust and teach.
Preferably, the hydraulic interconnection suspension of the present invention may comprise:
and the hydraulic assembly comprises a left front oil cylinder, a right front oil cylinder, a left rear oil cylinder, a right rear oil cylinder and an adjusting oil cylinder which are connected with each other through hydraulic pipelines.
The adjusting assembly comprises a first electromagnetic valve, a second electromagnetic valve and a third electromagnetic valve which are connected with each other through a hydraulic pipeline, wherein the first electromagnetic valve is arranged between the left front oil cylinder and the right front oil cylinder, the second electromagnetic valve is arranged between a front axle and a rear axle of the vehicle, and the third electromagnetic valve is arranged between the left rear oil cylinder and the right rear oil cylinder.
And the energy storage assembly comprises a first energy storage device and a second energy storage device which are connected with each other through a hydraulic pipeline, wherein the first energy storage device and the second energy storage device are connected with the adjusting oil cylinder through the hydraulic pipeline.
And the actuating assembly comprises an actuator, and the actuator is connected to the adjusting oil cylinder through a hydraulic pipeline.
Preferably, the actuator is connected to the piston rod of the adjusting cylinder, so that the lower controller can move the piston rod of the adjusting cylinder by driving the actuator and generate a stroke related to the distance between the liquid chamber of the adjusting cylinder and the piston rod.
Preferably, in the present invention, the actuator may include:
a servo motor;
the coupler is connected to an output shaft of the servo motor;
the screw rod is connected with an output shaft of the servo motor through a coupler and is connected to a piston rod of the adjusting oil cylinder through a nut seat and a connecting rod;
wherein the content of the first and second substances,
rotation of the output shaft of the servo motor provides movement of the piston rod in the axial direction of the lead screw.
Preferably, the first solenoid valve has a first ON position and a second ON position.
Preferably, when the first solenoid valve is in the first conducting position, the rodless chamber of the left front cylinder and the rod chamber of the right front cylinder communicate with each other, and the rod chamber of the left front cylinder and the rodless chamber of the right front cylinder communicate with each other.
Preferably, when the first solenoid valve is in the second conducting position, the rodless chamber of the left front cylinder and the rodless chamber of the right front cylinder communicate with each other, and the rod chamber of the left front cylinder and the rod chamber of the right front cylinder communicate with each other.
Preferably, the third solenoid valve has a third ON position and a fourth ON position.
Preferably, when the third solenoid valve is in the third conducting position, the rodless chamber of the left rear cylinder and the rod chamber of the right rear cylinder communicate with each other, and the rod chamber of the left rear cylinder and the rodless chamber of the right rear cylinder communicate with each other.
Preferably, when the third solenoid valve is in the fourth conducting position, the rodless chamber of the left rear cylinder and the rodless chamber of the right rear cylinder communicate with each other, and the rod chamber of the left rear cylinder and the rod chamber of the right rear cylinder communicate with each other.
Preferably, a first hydraulic branch and a second hydraulic branch are connected between the left front oil cylinder and the right front oil cylinder.
Preferably, a third hydraulic branch and a fourth hydraulic branch are connected between the left rear oil cylinder and the right rear oil cylinder.
Preferably, a first hydraulic main circuit and a second hydraulic main circuit are connected between the front side oil cylinder and the rear side oil cylinder.
Preferably, the second solenoid valve is connected to the first hydraulic branch and the third hydraulic branch through the first main hydraulic path, and connected to the second hydraulic branch and the fourth hydraulic branch through the second main hydraulic path, respectively.
Preferably, the second solenoid valve has a fifth conduction position and a sixth conduction position.
Preferably, when the second solenoid valve is in the fifth conducting position, the first hydraulic main circuit communicates the first hydraulic branch circuit with the third hydraulic branch circuit, and the second hydraulic main circuit communicates the second hydraulic branch circuit with the fourth hydraulic branch circuit.
Preferably, when the second solenoid valve is in the sixth conducting position, the first hydraulic main circuit communicates the first hydraulic branch with the fourth hydraulic branch, and the second hydraulic main circuit communicates the second hydraulic branch with the third hydraulic branch.
Preferably, the present invention relates to a vehicle, which may comprise:
a suspension actuator;
a controller including an upper layer controller and a lower layer controller, wherein,
an upper level controller configured to determine an interconnection configuration of a hydraulically interconnected suspension and a suspension target control force F in response to one or more of a received steering wheel angle sensor signal, an accelerator brake pedal sensor signal, an inertial navigation unit sensor signal, and a driving decision signal d Or target control torque T d ；
A lower controller configured to calculate a suspension actual output force F or an actual output torque T in response to the received hydraulic sensor signal and to use an error e of the suspension output force or torque as feedback to vary the target control force F by driving the suspension actuator d Or target control torque T d The associated oil pressure differential.
Preferably, the invention further provides a control method of the intelligent hydraulic interconnected suspension system, the control method is realized by a double-layer structure of an upper-layer controller and a lower-layer controller, and the control method specifically comprises the following steps:
the upper layer controller determines the interconnection configuration and the suspension target control force F according to one or more of the received vehicle steering wheel angle sensor signal, the received accelerator brake pedal sensor signal, the received inertial navigation unit sensor signal and the received intelligent driving decision signal d Or target control torque T d 。
The lower layer controller calculates the actual output force F or the actual output torque T of the suspension according to the signal of the hydraulic sensor, and takes the error e of the output force or the torque of the suspension as feedback to control the movement of the piston of the adjusting oil cylinder,
preferably, the movement of the adjusting oil cylinder changes the pressure difference of oil in oil passages at two sides, so that the error e between the output force or torque of the suspension and the target value is reduced, and the target control force F is realized d Or target torque T d The tracking of (2).
The beneficial technical effects of the invention at least comprise: the invention provides an intelligent hydraulic interconnection suspension, which realizes the mutual switching among three configurations of anti-roll, anti-pitch and anti-vertical through controlling the on-off state combination of three electromagnetic valves, so that a vehicle suspension system has multiple active control modes, the roll angle of a vehicle during steering, the pitch angle during starting and braking, the vertical vibration amplitude of a bumpy road section and the like can be reduced, and the requirements on the operation stability and the smoothness of the vehicle under different working conditions can be met. The hydraulic control system provided by the invention has the advantages of compact structure, low energy consumption, low cost and the like, and the pressure difference between the two accumulators is changed by driving the piston rod of the adjusting oil cylinder to move through the actuating assembly so as to generate active control force.
Drawings
FIG. 1 is a schematic diagram of an anti-roll configuration of a preferred embodiment intelligent hydraulically interconnected suspension system provided by the present invention;
FIG. 2 is a schematic diagram of an anti-vertical configuration of a preferred embodiment of the intelligent hydraulically interconnected suspension system provided by the present invention;
FIG. 3 is a schematic diagram of an anti-pitch configuration of a preferred embodiment of the intelligent hydraulically interconnected suspension system provided by the present invention;
FIG. 4 is a schematic view of an assembly of a preferred embodiment of an adjustment cylinder and actuator provided by the present invention;
FIG. 5 is a control schematic diagram of a preferred embodiment intelligent hydraulically interconnected suspension system provided by the present invention;
FIG. 6 is a graph of accumulator pressure versus output anti-roll moment for a preferred embodiment of the present invention;
fig. 7 is a schematic view of the operating region of a preferred embodiment of the present invention for outputting an anti-roll moment.
List of reference numerals
101a: a left front cylinder; 101b: a right front cylinder; 101c: a left rear cylinder; 101d: a right rear cylinder; 101e: adjusting the oil cylinder; 102a: a first solenoid valve; 102b: a second solenoid valve; 102c: a third solenoid valve; 103a: a first accumulator; 103b: a second accumulator; 104: an actuator; 201: a frame; 202: a piston rod; 203: a connecting rod; 204: a nut seat; 205: a screw rod; 206a: a screw rod support; 206b: a motor support; 207: a coupling; 208: a servo motor.
Detailed Description
The present invention will be described in further detail with reference to the accompanying drawings and examples. It should be understood that the present invention is not limited to these drawings and embodiments.
Fig. 1-3 respectively illustrate the physical layout and orientation of vehicle interior subassemblies, etc., in different configurations of the vehicle, according to a preferred embodiment. In particular, the vehicle may be a motor vehicle (e.g., an automobile, truck, agricultural or military equipment vehicle, etc.).
In particular, a vehicle generally includes a vehicle body, a steering system, a sensor system, a suspension system, and the like.
Specifically, the present invention provides a hydraulic interconnected suspension system, as shown in fig. 1 to 3, which may include:
and a hydraulic assembly including a front left cylinder 101a, a front right cylinder 101b, a rear left cylinder 101c, a rear right cylinder 101d, and an adjusting cylinder 101e corresponding to each wheel of the vehicle.
A regulating assembly comprising a first solenoid valve 102a, a second solenoid valve 102b and a third solenoid valve 102c.
An energy storage assembly comprising a first energy storage 103a and a second energy storage 103b.
And an actuation assembly including an actuator 104.
According to a preferred embodiment, the front left cylinder 101a, the front right cylinder 101b, the rear left cylinder 101c and the rear right cylinder 101d. Is connected between the frame and the axle. Specifically, a left front cylinder 101a, a right front cylinder 101b, a left rear cylinder 101c, and a right rear cylinder 101d are installed at vehicle shock absorber positions, respectively, to replace the original vehicle shock absorber and the stabilizer bar portion.
According to a preferred embodiment, as shown in fig. 1 to 3, an adjusting cylinder 101e is provided between the front and rear axles of the vehicle to operatively connect or attach to the vehicle body and the wheels.
According to a preferred embodiment, the front left cylinder 101a, the front right cylinder 101b, the rear left cylinder 101c, the rear right cylinder 101d, and the adjustment cylinder 101e may include a piston rod and a cylinder barrel for cooperating with the piston rod. Further, one of the piston rod and the cylinder is attached to the frame and the other is attached to the axle. In particular, the piston rod and the cylinder are driven to produce relative movement to act on the fluid within the cylinder.
According to a preferred embodiment, the solenoid valve (102a 102b 102c) is a two-position four-way valve comprising a cross oil path and a parallel oil path. Specifically, when the electromagnetic valve is disconnected, the cross oil way is conducted; when the electromagnetic valve is electrified, the parallel oil way is conducted.
According to a preferred embodiment, as shown in fig. 1 to 3, the first solenoid valve 102a is disposed between the left front cylinder 101a and the right front cylinder 101 b. The second solenoid valve 102b is disposed between the front side cylinder (101a 101b) and the rear side cylinder (101c 101d. The third solenoid valve 102c is disposed between the left rear cylinder 101c and the right rear cylinder 101d.
According to a preferred embodiment, as shown in fig. 1 to 3, a first accumulator 103a and a second accumulator 103b are provided between the front and rear axles of the vehicle and are connected to the adjusting cylinder 101e by hydraulic lines. Specifically, the first accumulator 103a is connected to an upper chamber (or a front chamber) of the adjusting cylinder 101e through a hydraulic line. The second accumulator 103b is connected to the lower chamber (or the rear chamber) of the adjusting cylinder 101e through a hydraulic line.
According to a preferred embodiment, as shown in fig. 1 to 3, the actuator 104 is connected to the adjusting cylinder 101e. Specifically, the actuator 104 is connected to the piston rod 202 of the adjusting cylinder 101e, so as to control the piston rod 202 of the adjusting cylinder 101e to move, and change the volume of oil in the accumulator in the two oil paths, thereby changing the pressure difference between the oil in the two oil paths, and generating the driving moment.
According to a preferred embodiment, as shown in fig. 1 to 3, the connection between each cylinder ( 101a 101b 101c 101d, 101 e), solenoid valve (102a 102b 102c) and accumulator (103a.
According to a preferred embodiment, as shown in fig. 1 to 3, a first hydraulic branch and a second hydraulic branch are connected between the left front cylinder 101a and the right front cylinder 101 b. Specifically, the first hydraulic branch may be connected to the rodless chambers of the left and right front cylinders 101a and 101b, respectively. The second hydraulic branch may be connected to the rod chambers of the left and right front cylinders 101a and 101b, respectively. The first electromagnetic valve 102a is provided between the left and right front cylinders 101a and 101b for switching the conduction state of the left and right front cylinders 101a and 101b with each other.
According to a preferred embodiment, the first solenoid valve 102a has a first ON position and a second ON position. Specifically, as shown in FIG. 1, when the first solenoid valve 102a is in the first ON position, the first solenoid valve 102a is in an OFF state. Further, when the first solenoid valve 102a is turned off, the rodless chamber of the left front cylinder 101a and the rod chamber of the right front cylinder 101b communicate with each other; the rod chamber of the left front cylinder 101a and the rodless chamber of the right front cylinder 101b communicate with each other.
According to a preferred embodiment, as shown in FIG. 2 or FIG. 3, when the first solenoid valve 102a is in the second ON position, the first solenoid valve 102a is in an ON state. When the first solenoid valve 102a is turned on, the rodless chamber of the left front cylinder 101a and the rodless chamber of the right front cylinder 101b communicate with each other; the rod chamber of the left front cylinder 101a and the rod chamber of the right front cylinder 101b communicate with each other.
According to a preferred embodiment, as shown in fig. 1 to 3, a third hydraulic branch and a fourth hydraulic branch are connected between the left rear cylinder 101c and the right rear cylinder 101d. Specifically, the third hydraulic branch may be connected to the rodless chambers of the left rear cylinder 101c and the right rear cylinder 101d, respectively. The fourth hydraulic branch may be connected to the rod chambers of the left rear cylinder 101c and the right rear cylinder 101d, respectively. A third solenoid valve 102c is provided between the left rear cylinder 101c and the right rear cylinder 101d for switching the conduction state of the left rear cylinder 101c and the right rear cylinder 101d with each other.
According to a preferred embodiment, the third solenoid valve 102c has a third ON position and a fourth ON position. Specifically, as shown in FIG. 1, when the third solenoid valve 102c is in the third ON position, the third solenoid valve 102c is in the OFF state. Further, when the third electromagnetic valve 102a is turned off, the rodless chamber of the left rear cylinder 101c and the rod chamber of the right rear cylinder 101d communicate with each other; the rod chamber of the left rear cylinder 101c and the rodless chamber of the right rear cylinder 101d communicate with each other.
According to a preferred embodiment, as shown in FIG. 2 or FIG. 3, when the third solenoid valve 102c is in the fourth conducting position, the third solenoid valve 102c is in a conducting state. When the third electromagnetic valve 102c is turned on, the rodless chamber of the left rear cylinder 101c and the rodless chamber of the right rear cylinder 101d communicate with each other; the rod chamber of the left rear cylinder 101c and the rod chamber of the right rear cylinder 101d communicate with each other.
According to a preferred embodiment, as shown in fig. 1 to 3, a first hydraulic main circuit and a second hydraulic main circuit are connected between a front axle and a rear axle of the vehicle. Specifically, two ends of the first hydraulic main path are respectively connected with the first hydraulic branch and the third hydraulic branch. And two ends of the second hydraulic main circuit are respectively connected with the second hydraulic branch circuit and the fourth hydraulic branch circuit.
According to a preferred embodiment, as shown in fig. 1 to 3, the second solenoid valve 102b is arranged between the front and rear axles of the vehicle. Alternatively, the second solenoid valve 102b is provided in the first hydraulic main circuit and the second hydraulic main circuit, and is configured to switch the conduction states among the first hydraulic branch circuit, the second hydraulic branch circuit, the third hydraulic branch circuit, and the fourth hydraulic branch circuit. Specifically, the second solenoid valve 102b can be used to switch the conduction state between the rodless chambers and the rod chambers of the left front cylinder 101a, the right front cylinder 101b, the right rear cylinder 101c, and the right rear cylinder 101d.
According to a preferred embodiment, the second solenoid valve 102b has a fifth conduction position and a sixth conduction position. Specifically, as shown in fig. 1 and 2, when the second solenoid valve 102b is in the fifth conducting position, the third solenoid valve 102c is in a conducting state. Further, when the second solenoid valve 102b is turned on, the first hydraulic main path communicates the first hydraulic branch path and the third hydraulic branch path; the second hydraulic main circuit communicates the second hydraulic branch circuit with the fourth hydraulic branch circuit.
According to a preferred embodiment, as shown in FIG. 3, when the second solenoid valve 102b is in the sixth ON position, the second solenoid valve 102b is in the OFF state. Further, when the second solenoid valve 102b is turned off, the first hydraulic main circuit communicates the first hydraulic branch circuit and the fourth hydraulic branch circuit; the second hydraulic main circuit communicates the second hydraulic branch circuit with the third hydraulic branch circuit.
According to a preferred embodiment, three control modes of anti-roll, anti-pitch and anti-vertical configurations are formed by combining different on-off states of the solenoid valves (102a, 102b, 102c).
Fig. 1 to 3 show in sequence a schematic view of the anti-roll, anti-vertical and anti-pitch of a vehicle, according to a preferred embodiment.
According to a preferred embodiment, when the vehicle is tilted to the left, as shown in fig. 1, the left cylinder (101a 101c) is caused to compress and the right cylinder (101b 101d) is caused to stretch. Specifically, when the upper controller of the suspension system detects that the vehicle is in a turning roll condition, the first solenoid valve 102a and the third solenoid valve 102c are controlled to be disconnected, and the second solenoid valve 102b is controlled to be conducted, so that the interconnected suspension system is in an anti-roll configuration. Further, as shown in fig. 1, in the anti-roll configuration, the rodless chamber of the front left cylinder 101a, the rodless chamber of the front right cylinder 101b, the rodless chamber of the rear left cylinder 101c, the rod chamber of the rear right cylinder 101d, the first accumulator 103a, and the upper chamber (or front chamber) of the adjusting cylinder 101e are interconnected. At this time, the hydraulic system nodes p1, p4, p5, p7 and p10 are communicated with each other to form an oil path a; the hydraulic system nodes p2, p3, p6, p8, and p9 communicate with each other to form an oil passage B.
According to a preferred embodiment, as shown in fig. 2, when the vehicle vibrates vertically, the four cylinders (101a. Specifically, when the upper controller of the suspension system detects that the vehicle is in a vertical vibration working condition, the first electromagnetic valve 102a, the second electromagnetic valve 102b and the third electromagnetic valve 102c are controlled to be conducted, so that the interconnected suspension system is in a vertical-resistant configuration. Further, as shown in fig. 2, in the anti-vertical configuration, the rodless chamber of the front left cylinder 101a, the rodless chamber of the front right cylinder 101b, the rodless chamber of the rear left cylinder 101c, the rodless chamber of the rear right cylinder 101d, the first accumulator 103a, and the upper chamber (or front chamber) of the adjusting cylinder 101e are interconnected. At this time, the hydraulic system nodes p1, p2, p5, p7 and p8 are communicated with each other to form an oil path C; the hydraulic system nodes p3, p4, p6, p9, and p10 communicate with each other to form an oil passage D.
According to a preferred embodiment, when the vehicle is pitching forward, the front ram (101a, 101b) is caused to compress and the rear ram (101c, 101d) is caused to stretch, as shown in fig. 3. Specifically, when the upper controller of the suspension system detects that the vehicle is in the braking pitch condition, the first solenoid valve 102a and the third solenoid valve 102c are controlled to be on, and the second solenoid valve 102b is controlled to be off, so that the interconnected suspension system is in the anti-pitch configuration. Further, as shown in fig. 3, in the anti-pitch configuration, the rodless chamber of the front left ram 101a, the rodless chamber of the front right ram 101b, the rod chamber of the rear left ram 101c, the rod chamber of the rear right ram 101d, the first accumulator 103a, and the upper chamber (or front chamber) of the adjust ram 101e are interconnected. At this time, the hydraulic system nodes p1, p2, p5, p9 and p10 are communicated with each other to form an oil path E; the hydraulic system nodes p3, p4, p6, p7, and p8 communicate with each other to form an oil passage F.
Fig. 4 shows a schematic view of the assembly of the adjusting cylinder 101e with the actuator 104 according to the invention, according to a preferred embodiment. Specifically, in the present invention, the adjusting cylinder 101e is fixed to the frame 201 in the middle of the vehicle chassis by a fastener (e.g., a bolt). Further, as shown in fig. 4, the servo motor 208 and the lead screw 205 are fixed on the frame 201 through a lead screw support 206a and a motor support 206b, wherein the servo motor 208 drives the lead screw 205 to rotate through the coupling 207. The piston rod 202 of the adjusting cylinder 101e is connected to a nut seat 204 connected to a lead screw 205 through a connecting rod 203. In particular, the rotation of the screw 205 driven by the servo motor 208 will make the nut base 204 drive the piston rod 202 to move linearly, thereby adjusting the hydraulic driving force generated by the adjusting cylinder 101e.
In order to facilitate understanding of the structural composition and the working principle of the intelligent hydraulic interconnected suspension system provided by the invention, a specific implementation process of the invention is described in detail below by taking an anti-roll working condition shown in fig. 1 as an example.
According to a preferred embodiment, the rotational speed ω of the servo motor 208 and the movement speed u of the piston rod 202 satisfy the following relationship:
wherein l d Is a lead of the screw thread of the screw rod.
According to a preferred embodiment, see fig. 1, when the vehicle is rolling, the left-hand ram (101a. Further, the oil in the oil passage a is pressed into the first accumulator 103a, and the first accumulator 103a is pressurized. The oil in the oil passage B flows out of the second accumulator 103B, and the pressure of the second accumulator 103B is reduced. The pressure difference formed by the oil passages on both sides will generate an anti-roll moment T.
According to a preferred embodiment, the anti-roll moment T and the accumulator (103a, 103b) pressure satisfy the following relationship:
T＝2t b (A 1 +A 2 )(P 1 -P 2 ) (2)
wherein, A 1 The upper chamber piston area of the left cylinder, A 2 The area of the lower cavity piston of the right oil cylinder, t b Is half of the distance between the left and right oil cylinders, P 1 Is the pressure in the first accumulator 103a, P 2 Is the pressure in the second accumulator 103b.
According to a preferred embodiment, v is applied to each of the front left cylinder 101a, front right cylinder 101b, rear left cylinder 101c and rear right cylinder 101d 1 、v 2 、v 3 And v 4 Velocity movement, when the movement velocity u of the piston rod 202 of the cylinder 101e is adjusted, the pressure flow amount of the first accumulator 103a and the second accumulator 103b becomes:
wherein, V p Is the accumulator volume, P p The accumulator is pre-charged with pressure, gamma is the gas adiabatic coefficient, and Q is the output flow of the regulating cylinder 101e.
According to a preferred embodiment, the magnitude of Q and the movement speed u of the piston rod 202 of the adjustment cylinder 101e satisfy the following relationship:
Q＝A 3 u (5)
according to a preferred embodiment, the upper level controller will give the target anti-roll moment T based on the vehicle state feedback d . The target anti-roll moment and the vehicle state satisfy the following relationship:
wherein k is i (i =1,2, …, 6) is a state feedback coefficient, which can be obtained by calculation of a control strategy such as LQR control or H infinity,
is the vehicle body roll angle, s i (i =1, …, 4) is the suspension wire displacement.
Taking LQR control as an example, the spatial expression of the motion state of the vehicle body part is as follows:
wherein
Is a vehicle state vector.
Selecting the vertical acceleration of the vehicle body, the roll angle of the vehicle body, the dynamic deflection of the suspensions on two sides and the output anti-roll moment of the active suspension as control targets, and designing and optimizing a target function as follows:
arranging formula (8) in a matrix form:
according to a preferred embodiment, after determining the weight coefficients of the vehicle parameters and the optimization objectives, the feedback gain matrix of the optimal controller can be obtained by solving the following ricatt equation:
PA+A T P-(PB+N)R -1 (B T P+N T )+Q＝0 (10)
the optimal controller feedback gain matrix is:
K＝B T P+N T (11)
the target anti-roll moment is:
T d ＝-KX (12)
equation (2) the anti-roll moment versus accumulator pressure relationship can be deformed as:
fig. 6 shows the accumulator pressure (P) according to a preferred embodiment 1 ；P 2 ) And the output anti-roll moment T. Specifically, with P 1 ，P 2 Drawing a rectangular plane coordinate system for the horizontal and vertical coordinates, and replacing the actual output anti-roll moment T of the suspension in the formula (6) with the target anti-roll moment T d Then, a target straight line with a fixed slope is formed under the coordinate system.
According to a preferred embodiment, as shown in fig. 6, the accumulator pressure at the present moment is taken as the system state, and is a point (P) in the coordinate system 1 ,P 2 ). When the point moves to the target line, the system will output the target anti-roll moment T d . Specifically, during operation of the system, movement of the left and right cylinder rods 202 will cause the system to moveThe system state point moves in the coordinate system, and the target anti-roll moment T d Will cause the target straight line to follow P 2 The direction moves up and down. Adjusting the output flow u of the cylinder 101e will cause the system state point to increase along P 1 Decrease P 2 Or increase P 2 Decrease P 1 The trajectory of the motion is a nonlinear curve. Therefore, the target moment can be accurately tracked by controlling the flow of the adjusting oil cylinder 101e.
According to a preferred embodiment, taking sliding mode control as an example, the anti-roll moment tracking error e is defined as:
e＝T d -T HIS (14)
defining the slip form surface s as:
s＝e (15)
the derivation of equation (15) can be:
designing an exponential approach rate to enable the tracking error to rapidly approach a sliding mode surface s:
wherein epsilon >0, k >0 is a design parameter for controlling the approach speed of the tracking error.
According to a preferred embodiment, combining equation (3) and equation (4), the system control quantity, i.e. the flow rate of the adjusting cylinder 101e, is designed as:
wherein the content of the first and second substances,
q 1 ＝v 1 v 1 -A 2 v 2 +A 1 v 3 -A 2 v 4 ，q 2 ＝A 1 v 2 -A 2 v 1 -A 2 v 3 +v 1 v 4 。
the stability of the sliding mode controller is proved by utilizing a Lyapunov function, and the positive and definite Lyapunov function is defined as follows:
deriving V yields:
in accordance with a preferred embodiment of the present invention,
is a semi-negative fixed function and is not always zero. The closed loop control system described above therefore satisfies asymptotic stability.
Fig. 5 shows a control schematic diagram of the intelligent hydraulically interconnected suspension system provided by the present invention, according to a preferred embodiment. With reference to fig. 5, the specific control process of the intelligent hydraulic interconnected suspension system of the present invention includes: the upper layer controller reads the attitude angle and the suspension linear displacement signal of the vehicle body, judges the running state of the vehicle and calculates the target moment T required to be output by the suspension system according to the formula (6) d Meanwhile, pressure signals of the suspension accumulator are collected, and the actual output torque T of the current suspension is calculated according to the formula (2) HIS . Thereafter, the lower layer controller reads the target torque T d Actual moment T HIS The size, the linear displacement of the suspension and the pressure signal of the energy accumulator are calculated by the sliding mode control according to the formula (18) to calculate the tracking target moment T of the adjusting oil cylinder 101e d The required flow Q is converted into the motor speed ω according to equation (1).
According to a preferred embodiment, in this embodiment, the lower level controller sets the target anti-roll moment T according to the hydraulic system parameters d Conversion to targetAccumulator pressure differential Δ P d And the pressure difference delta P of the actual accumulator of the current hydraulic system is obtained through the oil pressure sensor. The actuator 104 drives and controls the piston rod 202 of the adjusting oil cylinder 101e to displace, so that the pressure difference of the energy accumulators (103a and 103b) at two sides can be controlled, and the target anti-roll moment T can be achieved d The tracking of (2).
According to a preferred embodiment, in the embodiment, the anti-roll moment generated by the interconnected suspensions is related to the pressure difference of the oil passages A, B, and when the required anti-roll moment is fixed, the more the oil passage pressure difference is provided by the movement of the adjusting oil cylinder 101e, the smaller the oil passage pressure difference generated by the rolling of the vehicle is required to be, namely, the adjusting oil cylinder 101e is actively controlled to improve the anti-roll performance of the vehicle.
According to a preferred embodiment, the output force range of the active hydraulic interconnected suspension system is determined by the maximum fluid volume difference that can be generated by the adjusting cylinder 101e, namely the piston area and the stroke length of the adjusting cylinder 101e. Specifically, for example, when the inner diameter of the adjusting cylinder 101e is 40mm, and the diameter of the piston rod 202 is 25mm, the effective stroke of the piston is 120mm, and the static operating pressure of the system is 2MPa.
Fig. 7 shows a schematic representation of the operating range for the output of the anti-roll moment, according to a preferred embodiment. Specifically, as shown in fig. 7 (a), positions 1,2 and 3 are defined for the pistons of the adjustment cylinder 101e to be fixed at the middle, top and bottom ends of the cylinder, respectively. The left and right cylinders are loaded with sinusoidal displacement excitations with opposite phases for simulating the roll motion of the suspension. Fig. 7 (b) shows the active hydraulic interconnection suspension anti-roll moment as a function of roll angle with the piston of the actuator cylinder 101e at different positions.
Further, as shown in fig. 7 (b), position 1 can be regarded as an anti-roll moment output condition of the passive hydraulically interconnected suspension. Positions 2 and 3 correspond to the maximum and minimum anti-roll moments of the active hydraulically interconnected suspension at each roll angle, respectively. The output force curves of the position 2 and the position 3 can approximately form a parallelogram area, the area is a working area of the active hydraulic interconnected suspension system, and the positions in the area can realize force or moment tracking. From experimental simulation results, the active hydraulic interconnection suspension system expands the dynamic anti-roll moment output range of about +/-1000N-m compared with a passive hydraulic interconnection suspension system at any roll angle.
According to a preferred embodiment, it should be understood that in order to obtain the above-mentioned several parameters or signals for controlling the vehicle configuration, such as body attitude angle, suspension line displacement, accumulator pressure, etc., the invention should include several kinds of sensors for detecting the above-mentioned signal parameters. In particular, one or more pressure sensors may be installed at the outlet of the accumulator for measuring the pressure of the oil in the accumulator, for example. Alternatively, one or more vehicle body attitude sensors may be mounted at the center of mass of the vehicle body for measuring the attitude of the vehicle body in terms of roll angle and pitch angle. Or one or more oil cylinder displacement sensors can be arranged at the upper end and the lower end of the oil cylinder in parallel to measure the displacement of the piston rod of the oil cylinder relative to the cylinder body.
Similarly, when the upper controller of the suspension system detects that the vehicle is in the brake pitch condition, the first solenoid valve 102a and the third solenoid valve 102c are controlled to be on, and the second solenoid valve 102b is controlled to be off, so that the interconnected suspension system is in the anti-pitch configuration, as shown in fig. 3. Under the anti-pitching configuration, the hydraulic system nodes p1, p2, p5, p9 and p10 are communicated with each other to form an oil way E; nodes p3, p4, p6, p7, p8 are communicated with each other to form an oil path F.
Similarly, the upper controller gives a target anti-pitching moment T according to the vehicle state feedback d . Specifically, the target anti-roll moment and the vehicle state satisfy the following relationship:
wherein k is i (i =1,2, …, 6) is a state feedback coefficient, which can be obtained by calculation of a control strategy such as LQR control or H infinity,
is the roll angle of the vehicle body, s i (i =1, …, 4) is suspension linear displacement
Similarly, the lower controller controls the displacement of the piston rod 202 of the adjusting cylinder 101e to resist the pitching moment T to the target d And (6) tracking.
In particular, the specific control process related to the vertical vibration or braking pitch condition of the vehicle is similar to the control adjustment principle for the anti-roll condition, and the details can be referred to above, and will not be described in detail later, and those skilled in the art should have the ability to realize active control adjustment for the vertical vibration or braking pitch condition of the vehicle in combination with the above contents.
According to a preferred embodiment, based on the above embodiment, the invention provides an intelligent hydraulic interconnection suspension system, and the invention may further include a control method of the intelligent hydraulic interconnection suspension system.
Specifically, the control method of the intelligent hydraulic interconnected suspension system provided by the invention can comprise a double-layer structure of an upper-layer controller and a lower-layer controller, and comprises the following steps:
step 1: the upper layer controller collects one or more of a vehicle steering wheel corner sensor signal, an accelerator brake pedal sensor signal, an inertial navigation unit sensor signal and an intelligent driving decision signal, and decides a vehicle suspension interconnection configuration and a suspension target control force F according to the signals d Or target control torque T d 。
Step 2: the lower layer controller calculates the actual output force F or the actual output torque T of the suspension according to the signal of the hydraulic sensor, and takes the suspension output force or the torque error e as feedback to control the piston motion of the adjusting oil cylinder 101e.
According to a preferred embodiment, the movement of the adjustment cylinder 101e changes the pressure difference between the oil in the oil passages on both sides, so that the error between the suspension output force or torque and the target value is reduced, thereby achieving the target control force F d Or target control torque T d The tracking of (2).
It should be noted that the above-mentioned embodiments are exemplary, and that those skilled in the art, having benefit of the present disclosure, may devise various arrangements that are within the scope of the present disclosure and that fall within the scope of the invention. It should be understood by those skilled in the art that the present specification and figures are illustrative only and are not limiting upon the claims. The scope of the invention is defined by the claims and their equivalents. The present description contains a plurality of inventive concepts such as "preferably", "according to a preferred embodiment" or "optionally" each indicating that the respective paragraph discloses a separate concept, the applicant reserves the right to apply for divisional applications according to each inventive concept.
Claims (10)
1. An intelligent hydraulically interconnected suspension system, comprising:
an actuating assembly operably attached to the vehicle body and the wheel;
a controller including an upper layer controller and a lower layer controller, wherein,
an upper level controller configured to determine an interconnection configuration of a hydraulically interconnected suspension and a suspension target control force F in response to one or more of a received steering wheel angle sensor signal, an accelerator brake pedal sensor signal, an inertial navigation unit sensor signal, and a driving decision signal d Or target control torque T d ；
A lower layer controller configured to calculate a suspension actual output force F or an actual output torque T in response to the received hydraulic sensor signal and to use an error e of the suspension output force or torque as feedback to change the target control force F by driving the actuator assembly d Or target control torque T d The associated oil pressure differential.
2. The intelligent hydraulically interconnected suspension system of claim 1, wherein the hydraulically interconnected suspension comprises:
a hydraulic assembly including a left front cylinder (101 a), a right front cylinder (101 b), a left rear cylinder (101 c), and a right rear cylinder (101 d) connected to each other through hydraulic lines, and a regulation cylinder (101 e);
a regulating assembly comprising a first solenoid valve (102 a), a second solenoid valve (102 b) and a third solenoid valve (102 c) connected to each other by hydraulic lines, wherein the first solenoid valve (102 a) is arranged between a front left cylinder (101 a) and a front right cylinder (101 b), the second solenoid valve (102 b) is arranged between a front axle and a rear axle of the vehicle, and the third solenoid valve (102 c) is arranged between a rear left cylinder (101 c) and a rear right cylinder (101 d);
an energy storage assembly comprising a first energy storage (103 a) and a second energy storage (103 b) connected to each other by a hydraulic line, wherein the first energy storage (103 a) and the second energy storage (103 b) are connected to a regulating cylinder (101 e) by a hydraulic line; and
the actuating assembly comprises an actuator (104), and the actuator (104) is connected to the adjusting oil cylinder (101 e) through a hydraulic pipeline.
3. An intelligent hydraulic interconnected suspension system according to claim 1 or 2, wherein the actuator (104) is connected with the piston rod (202) of the adjusting cylinder (101 e) so that the lower controller can move the piston rod (202) of the adjusting cylinder (101 e) by driving the actuator (104) and generate a stroke related to the distance between the liquid chamber of the adjusting cylinder (101 e) and the piston rod (202).
4. The intelligent hydraulically interconnected suspension system of any one of claims 1 to 3, wherein the actuator (104) comprises:
a servo motor (208);
a coupling (207) connected to an output shaft of the servo motor (208);
the lead screw (205) is connected with an output shaft of the servo motor (208) through the coupling (207) and is connected to a piston rod (202) of the adjusting oil cylinder (101 e) through a nut seat (204) and a connecting rod (203);
wherein the content of the first and second substances,
rotation of the output shaft of the servo motor (208) provides movement of the piston rod (202) in the axial direction of the lead screw (205).
5. Intelligent hydraulically interconnected suspension system according to any one of claims 1 to 4, characterized in that the first solenoid valve (102 a) has a first conducting position and a second conducting position, wherein,
when the first electromagnetic valve (102 a) is at a first conducting position, the rodless cavity of the left front oil cylinder (101 a) and the rod cavity of the right front oil cylinder (101 b) are communicated with each other, and the rod cavity of the left front oil cylinder (101 a) and the rodless cavity of the right front oil cylinder (101 b) are communicated with each other;
when the first electromagnetic valve (102 a) is at the second conducting position, the rodless cavity of the left front oil cylinder (101 a) and the rodless cavity of the right front oil cylinder (101 b) are communicated with each other, and the rod cavity of the left front oil cylinder (101 a) and the rod cavity of the right front oil cylinder (101 b) are communicated with each other.
6. Intelligent hydraulically interconnected suspension system according to any one of claims 1 to 5, wherein the third solenoid valve (102 c) has a third conducting position and a fourth conducting position, wherein,
when the third electromagnetic valve (102 c) is at a third conducting position, the rodless cavity of the left rear oil cylinder (101 c) and the rod cavity of the right rear oil cylinder (101 d) are communicated with each other, and the rod cavity of the left rear oil cylinder (101 c) and the rodless cavity of the right rear oil cylinder (101 d) are communicated with each other;
when the third electromagnetic valve (102 c) is at a fourth conducting position, the rodless cavity of the left rear oil cylinder (101 c) and the rodless cavity of the right rear oil cylinder (101 d) are communicated with each other, and the rod cavity of the left rear oil cylinder (101 c) and the rod cavity of the right rear oil cylinder (101 d) are communicated with each other.
7. The intelligent hydraulic interconnected suspension system according to any one of claims 1-6, wherein a first hydraulic branch and a second hydraulic branch are connected between the left front oil cylinder (101 a) and the right front oil cylinder (101 b);
a third hydraulic branch and a fourth hydraulic branch are connected between the left rear oil cylinder (101 c) and the right rear oil cylinder (101 d);
a first hydraulic main path and a second hydraulic main path are connected between the front side cylinder (101a.
8. An intelligent hydraulic interconnected suspension system according to any one of claims 1-7, wherein the second solenoid valve (102 b) is connected to the first and third hydraulic branch circuits through a first main hydraulic circuit, respectively, and to the second and fourth hydraulic branch circuits through a second main hydraulic circuit, respectively.
9. Intelligent hydraulically interconnected suspension system according to any one of claims 1 to 8, characterized in that the second solenoid valve (102 b) has a fifth conducting position and a sixth conducting position, wherein,
when the second solenoid valve (102 b) is in a fifth conducting position, the first hydraulic main circuit communicates the first hydraulic branch with the third hydraulic branch, and the second hydraulic main circuit communicates the second hydraulic branch with the fourth hydraulic branch;
when the second solenoid valve (102 b) is in a sixth conducting position, the first hydraulic main circuit communicates the first hydraulic branch with the fourth hydraulic branch, and the second hydraulic main circuit communicates the second hydraulic branch with the third hydraulic branch.
10. A vehicle, characterized by comprising:
a suspension actuator;
a controller including an upper layer controller and a lower layer controller, wherein,
an upper level controller configured to determine an interconnection configuration of a hydraulically interconnected suspension and a suspension target control force F in response to one or more of a received steering wheel angle sensor signal, an accelerator brake pedal sensor signal, an inertial navigation unit sensor signal, and a driving decision signal d Or target control torque T d ；
A lower controller configured to calculate a suspension actual output force F or an actual output torque T in response to the received hydraulic sensor signal and to use an error e of the suspension output force or torque as a feedback to vary the target control force F by driving the suspension actuator d Or target control torque T d The associated oil pressure differential.
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| CN117267192A (en) * | 2023-11-07 | 2023-12-22 | 成都物天物联网科技有限责任公司 | Synchronous lifting system of vehicle-mounted exchange box |
| CN117267192B (en) * | 2023-11-07 | 2024-03-19 | 成都物天物联网科技有限责任公司 | Synchronous lifting system of vehicle-mounted exchange box |
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