CN115991070A - Multi-axle type automobile suspension control method - Google Patents
Multi-axle type automobile suspension control method Download PDFInfo
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Abstract
The application discloses a multi-axis automobile suspension control method, which relates to the field of automobile suspensions and comprises the steps of collecting current posture data of a vehicle and target posture data set by a user; calculating theoretical adjustment heights and theoretical target heights of suspensions on two sides of all axles of the vehicle when the vehicle is adjusted to a target included angle between the vehicle X direction and a road surface and a target included angle between the vehicle Y direction and the road surface, wherein the road surface is in contact with any wheel; and extracting a theoretical maximum value and a theoretical minimum value from all theoretical target heights, combining the theoretical maximum value, the theoretical minimum value and suspension upper and lower stroke limiting values to obtain actual target heights of suspensions on both sides of all shafts, and respectively adjusting the height of each suspension according to the actual target heights, wherein the actual target heights do not exceed the suspension upper and lower stroke limiting values. The vehicle attitude control system can adaptively adjust and control the vehicle attitude under the working conditions of more vehicle axles, different wheelbases and uneven road surfaces.
Description
Technical Field
The application relates to the technical field of automotive suspensions, in particular to a multi-axis automotive suspension control method.
Background
The hydraulic suspension system is configured for the special vehicle, and the suspension height of each wheel is adjusted by using the hydraulic system, so that the requirement for adjusting the posture of the vehicle is met.
However, when the axles of the vehicle are large and the road surface is uneven, a height calculation method of each wheel suspension needs to be set, otherwise, reasonable lifting of each wheel suspension cannot be realized, and the aim of adjusting the vehicle posture cannot be achieved.
Disclosure of Invention
Aiming at the defects existing in the prior art, the aim of the application is to provide a multi-axle type automobile suspension control method which can adaptively adjust and control the vehicle posture under the working conditions of more vehicle axles, different wheel distances of all axles and uneven road surfaces.
In order to achieve the above purpose, the technical scheme adopted is as follows:
a first aspect of the present application provides a multi-axle automotive suspension control method,
collecting current posture data of a vehicle and target posture data set by a user; the current attitude data comprise the current ground clearance height of suspensions at two sides of all axles, the current pitching angle between the X direction of the vehicle and the road surface, and the current rolling angle between the Y direction of the vehicle and the road surface; the target attitude data comprise a target pitching direction included angle between the vehicle X direction and the road surface and a target side trend included angle between the vehicle Y direction and the road surface; the road surface is a road surface contacted with any wheel;
calculating theoretical adjustment heights and theoretical target heights of suspensions on two sides of all axles of the vehicle when the vehicle is adjusted to the target pitching direction included angle and the target side inclined included angle respectively; the theoretical target height is the sum of the current ground clearance height and the theoretical adjustment height of the suspension;
and extracting a theoretical maximum value and a theoretical minimum value from the theoretical target heights of all the suspensions, combining the theoretical maximum value, the theoretical minimum value and the suspension upper and lower travel limit values to obtain actual target heights of the suspensions on both sides of all the shafts, and respectively adjusting the height of each suspension according to the actual target heights, wherein the actual target heights do not exceed the suspension upper and lower travel limit values.
In some embodiments, the theoretical adjustment heights of all axle-side suspensions due to the change of the pitching angle between the vehicle X-direction and the road surface are calculated by the following formula:
wherein,,
ΔH aRi the theoretical adjustment height of the suspension on the right side of the i-th axis is represented when the pitching angle between the X direction of the vehicle and the road surface is adjusted to the target pitching angle;
ΔH aLi the theoretical adjustment height of the suspension at the left side of the i-th axis is represented when the side inclination angle between the Y direction of the vehicle and the road surface is adjusted to the target side inclination angle;
i represents the axial sequence from the head to the tail;
d i representing the wheelbase of the i-th to n-th axles of the vehicle; n represents the total axle number of the vehicle;
α target representing the target pitching angle;
alpha represents the current roll angle.
In some embodiments, the theoretical adjustment heights of all axle two-sided suspensions due to the change in the roll angle between the vehicle Y-direction and the road surface are calculated using the following formula:
wherein,,
ΔH rRi the theoretical adjustment height of the suspension on the right side of the i-th axis is represented when the side inclination angle between the Y direction of the vehicle and the road surface is adjusted to the target side inclination angle;
ΔH rLi the theoretical adjustment height of the suspension at the left side of the i-th axis is represented when the side inclination angle between the Y direction of the vehicle and the road surface is adjusted to the target side inclination angle;
l i representing the track of the ith axle of the vehicle;
γ target representing the target side inclination angle;
and gamma represents the current pitching angle.
In some embodiments, when the pitch angle between the vehicle X direction and the road surface is adjusted to the target pitch angle, and the roll angle between the vehicle Y direction and the road surface is adjusted to the target roll angle, the theoretical adjustment height of each suspension caused by the change of the vehicle posture is calculated by using the following formula:
wherein,,
ΔH Ri representing the total theoretical adjustment height of the suspension on the right side of the ith shaft caused by the change of the vehicle posture;
ΔH Li representing the total theoretical adjustment height of the suspension on the left side of the ith axle caused by the change of the vehicle posture;
ΔH aRi the theoretical adjustment height of the suspension on the right side of the i-th axis is represented when the pitching angle between the X direction of the vehicle and the road surface is adjusted to the target pitching angle;
ΔH aLi the theoretical adjustment height of the suspension at the left side of the i-th axis is represented when the side inclination angle between the Y direction of the vehicle and the road surface is adjusted to the target side inclination angle;
ΔH rRi the theoretical adjustment height of the suspension on the right side of the i-th axis is represented when the side inclination angle between the Y direction of the vehicle and the road surface is adjusted to the target side inclination angle;
ΔH rLi and when the side inclination angle between the Y direction of the vehicle and the road surface is adjusted to the target side inclination angle, the theoretical adjustment height of the i-th axis left side suspension is shown.
In some embodiments, when the pitch angle between the vehicle X direction and the road surface is adjusted to the target pitch angle, and the roll angle between the vehicle Y direction and the road surface is adjusted to the target roll angle, the theoretical target height of each suspension of the vehicle is calculated by using the following formula:
wherein,,
H 1Ri representing a theoretical target height of an i-th axle right suspension of the vehicle;
H 1Li representing a theoretical target height of an i-th axis left suspension of the vehicle;
H Ri representing the current ground clearance of the right suspension of the ith axle of the vehicle;
H Li representing the current ground clearance of the i-th axle left suspension of the vehicle;
ΔH Ri representing the total theoretical adjustment height of the suspension on the right side of the ith shaft caused by the change of the vehicle posture;
ΔH Li indicating the total theoretical adjustment height of the i-th axis left suspension due to the change in vehicle attitude.
In some embodiments, the suspension up-down travel limit value includes a suspension up-travel limit value when the suspension is adjusted up and a suspension down-travel limit value when the suspension is adjusted down;
the actual target heights of the suspensions on both sides of all the shafts are obtained by combining the theoretical maximum value, the theoretical minimum value and the suspension upper and lower stroke limiting value, and the heights of the suspensions are respectively adjusted according to the actual target heights, and the specific steps are as follows:
respectively calculating a first difference value between the theoretical maximum value and the suspension upper travel limit value and a second difference value between the suspension lower travel limit value and the theoretical minimum value;
compressing the theoretical target height when the first difference value and the second difference value are positive numbers, until the first difference value and the second difference value are not positive numbers;
if the absolute value of the first difference value is not smaller than the absolute value of the second difference value, adding the absolute value of the second difference value to the actual target height on the basis of the theoretical target height; if the absolute value of the first difference is smaller than that of the second difference, the actual target height adopts a suspension upper travel limit value or a smaller value of the absolute value of the second difference added on the basis of the theoretical target height;
when the first difference value is positive and the second difference value is not positive, if the absolute value of the first difference value is not larger than the absolute value of the second difference value, subtracting the absolute value of the first difference value on the basis of the theoretical target height to obtain the actual target height; if the absolute value of the first difference is larger than that of the second difference, the actual target height adopts a suspension lower stroke limit value or a larger one of values obtained by subtracting the absolute value of the first difference on the basis of the theoretical target height;
and when the first difference value and the second difference value are not positive numbers, taking the theoretical target height as an actual target height, and respectively adjusting the height of each suspension according to the actual target height.
In some embodiments, when the first difference is positive and the second difference is positive, the following formula is used to calculate the selection coefficient of the right suspension of the ith axle of the vehicle:
wherein,,
f Ri a selection coefficient representing the right-hand suspension of the i-th axle of the vehicle;
H 1Ri representing a target height of an i-th axis right side suspension of the vehicle;
H uplimt representing a suspension upstroke limit value;
H dowmlimt representing a suspension downstroke limit value;
when the first difference value is positive and the second difference value is positive, the selection coefficient of the left suspension of the ith axle of the vehicle is calculated by adopting the following formula:
wherein,,
f Li a selection coefficient representing the left suspension of the i-th axle of the vehicle;
H 1Li representing the target height of the i-th axis left suspension of the vehicle.
In some embodiments, the actual adjustment heights for all axle two-sided suspensions are calculated using the following formula:
wherein,,
H TargetRi representing the actual target height of the i-th axle right suspension of the vehicle;
H TargetLi representing the actual target height of the vehicle's i-th axis left suspension.
In some embodiments, when the first difference is not positive and the second difference is positive, the calculation strategy is as follows:
when the absolute value of the first difference value is not smaller than that of the second difference value, the following formula is adopted to calculate and obtain the actual target heights of the suspensions at two sides of all the shafts:
wherein,,
H TargetRi representing the actual target height of the i-th axle right suspension of the vehicle;
H TargetLi representing the actual target height of the i-th axle left suspension of the vehicle;
H 1Ri representing a theoretical target height of an i-th axle right suspension of the vehicle;
H 1Li representing a theoretical target height of an i-th axis left suspension of the vehicle;
ΔH min representing a second difference between the suspension downstroke limit value and the theoretical minimum value;
when the absolute value of the first difference value is smaller than that of the second difference value, the following formula is adopted to calculate and obtain the actual target heights of the suspensions at two sides of all the shafts:
wherein,,
H uplimt representing the suspension upstroke limit value.
In some embodiments, when the first difference is positive and the second difference is not positive, the calculation strategy is as follows:
when the absolute value of the first difference value is not greater than that of the second difference value, the following formula is adopted to calculate and obtain the actual target heights of the suspensions at two sides of all the shafts:
wherein,,
H TargtRi representing the actual target height of the i-th axle right suspension of the vehicle;
H TargetLi representing the actual target height of the i-th axle left suspension of the vehicle;
H 1Ri representing a target height of an i-th axis right side suspension of the vehicle;
H 1Li representing a target height of an i-th axis left suspension of the vehicle;
ΔH max representing a first difference between the maximum value and a suspension upper travel limit value;
when the absolute value of the first difference value is larger than that of the second difference value, the following formula is adopted to calculate and obtain the actual target heights of the suspensions at two sides of all the shafts:
wherein,,
H dowmlimt representing the suspension downstroke limit.
The beneficial effects that technical scheme that this application provided brought include:
the target attitude of the vehicle can be arbitrarily set according to the driver's demand and the target attitude control can be realized.
The influence of the wheel track difference of different axles of the multi-axle automobile on the height of the suspension is considered, the control precision is improved,
the mode of calculating the variation of each suspension degree and adding the original height to obtain the target height can be automatically adapted to the mode that even if the vehicle is stopped on an uneven road, the target attitude control of the vehicle can still be normally realized, and the adjustment capability and the practical engineering application capability of a suspension system are improved.
The range of the stroke capacity of the suspension is considered, the height of each suspension is ensured to be always in the range of the stroke, the risk of damage caused by the super capacity of the suspension system is avoided, each suspension system is protected, and the reliability and the service life of the suspension are improved.
Drawings
Fig. 1 is a flowchart of a method for controlling a multi-axle automotive suspension according to an embodiment of the present invention.
Detailed Description
The present application is described in further detail below with reference to the accompanying drawings and examples.
As shown in fig. 1, an embodiment of the present invention provides a multi-axis automotive suspension control method, which includes collecting current posture data of a vehicle and target posture data, where the current posture data reflects a current posture of the vehicle, and the target posture data may be set according to a user requirement and reflect an adjusted target posture of the vehicle. When the pitching direction included angle between the vehicle X direction and the road surface is adjusted to the target pitching direction included angle and the rolling direction included angle between the vehicle Y direction and the road surface is adjusted to the target rolling direction inclined included angle, the theoretical adjustment heights and the theoretical target heights of the suspensions on the two sides of the vehicle are calculated respectively, the theoretical target heights are the sum of the current ground clearance heights and the theoretical adjustment heights of the suspensions, and the theoretical adjustment heights of each suspension on the two sides of different axles and the theoretical target heights which can be achieved after the posture adjustment can be adjusted according to the suspensions on the two sides of the axles with different wheelbases. The road surface can be selected from the road surface which is contacted with any wheel of the vehicle on the road where the vehicle is positioned.
Further, a theoretical maximum value and a theoretical minimum value are extracted from the theoretical target heights of all the suspensions, and the actual target heights of the suspensions on both sides of all the shafts are obtained by combining the theoretical maximum value, the theoretical minimum value and the suspension up-down travel limit value, wherein the actual target heights do not exceed the suspension up-down travel limit value. The actual target height reflects the actual ground clearance height which can be achieved after adjustment for each suspension, the travel capacity range of the suspension is considered, the height of each suspension is ensured to be always in the travel range, the risk of damage caused by the exceeding capacity of the suspension system is avoided, each suspension system is protected, and the reliability and the service life of the suspension are improved.
In one embodiment, a multi-axle automotive suspension control method includes:
s1, collecting current posture data of a vehicle and target posture data set by a user; the current attitude data comprise the current ground clearance of suspensions at two sides of all axles, the current pitching direction included angle between the X direction of the vehicle and the road surface, and the current side trend included angle between the Y direction of the vehicle and the road surface. The target attitude data comprise a target pitching direction included angle between the vehicle X direction and the road surface and a target side trend included angle between the vehicle Y direction and the road surface; the road surface is a road surface in contact with any one wheel.
And S2, respectively calculating the theoretical adjustment heights and the theoretical target heights of the suspensions on the two sides of all the axles of the vehicle when the vehicle is adjusted to the target pitching angle and the target side inclined angle. The theoretical target height is the sum of the current ground clearance height and the theoretical adjustment height of the suspension.
And S3, extracting a theoretical maximum value and a theoretical minimum value from the theoretical target heights of all the suspensions, combining the theoretical maximum value, the theoretical minimum value and the suspension up-down travel limit value to obtain actual target heights of the suspensions on both sides of all the shafts, and respectively adjusting the height of each suspension according to the actual target heights, wherein the actual target heights do not exceed the suspension up-down travel limit value.
In a preferred embodiment, the theoretical adjustment heights of all axle two-side suspensions caused by the change of the pitching angle between the vehicle X direction and the road surface are calculated by the following formula (1):
wherein DeltaH aRi And the theoretical adjustment height of the suspension on the right side of the i-th axis is shown when the pitching angle between the X direction of the vehicle and the road surface is adjusted to the target pitching angle. ΔH aLi The theoretical adjustment height of the i-th axis left suspension is shown when the roll angle between the vehicle Y direction and the road surface is adjusted to the target side inclination angle. i denotes an axial sequence from the head to the tail. d, d i Indicating the wheelbase of the i-th to n-th axles of the vehicle. n represents the total axle number of the vehicle. Alpha target Representing the target pitch angle. Alpha represents the current roll angle.
In a preferred embodiment, the theoretical adjustment heights of all axle side suspensions due to the change of the roll angle between the vehicle Y direction and the road surface are calculated by the following formula (2):
wherein DeltaH rRi The theoretical adjustment height of the i-axis right suspension is shown when the roll angle between the vehicle Y direction and the road surface is adjusted to the target-side inclination angle. ΔH rLi The theoretical adjustment height of the i-th axis left suspension is shown when the roll angle between the vehicle Y direction and the road surface is adjusted to the target side inclination angle. l (L) i Representing the track of the ith axle of the vehicle. Gamma ray target Representing the target-side inclination angle. Gamma denotes the current pitch angle.
In the present embodiment, by each wheel suspensionSystem configured height sensor detects current ground clearance H of each suspension to the ground Ri 、H Li The current pitching angle alpha and the current rolling angle gamma of the vehicle are monitored by the vehicle configuration transverse and longitudinal sensors. i is the number of the axle of the vehicle from the head to the tail, and the number starts from 1 to n. Where n is the total number of axles of the vehicle.
The head is positive relative to the selected road surface and is negative relative to the selected road surface when the head is lower than the tail, and the head is not higher than the selected road surface and is not lower than the tail, and is 0. The left side of the vehicle is higher than the right side relative to the selected road surface and is a positive number, the left side of the vehicle is lower than the right side relative to the selected road surface and is a negative number, and the left side of the vehicle is not higher than the selected road surface and is not lower than the right side and is a 0.
Further, the operator sets the target posture of the vehicle to be adjusted according to the requirement and obtains the target posture data, and when the setting method is that the suspension height is adjusted in place, the target pitching angle of the vehicle is set as alpha target Included angle r with object side trend of vehicle target 。
α target More than 0 represents that the target position of the head of the vehicle is higher than the target position of the tail of the vehicle relative to the selected road surface, alpha target <0 indicates that the target position of the head is lower than the target position of the tail relative to the selected road surface, alpha target =0 indicates that the head target position is not higher or lower than the tail target position with respect to the selected road surface.
r target And > 0 represents that the left side target position of the vehicle is higher than the right side target position relative to the selected road surface, r target <0 indicates that the left target position of the vehicle is lower than the right target position relative to the selected road surface, r target =0 indicates that the left target position of the vehicle is not higher or lower than the right target position with respect to the selected road surface.
α target =0 and r target =0, the vehicle target adjustment position is parallel to the selected road surface.
Further, deltaH aRi >0 or delta H aLi >0, then adjusting to the target pitching direction included angle alpha target The i-th axle right or left side suspension performs a lifting operation. ΔH aRi =0 or Δh aLi =0 describes the adjustment to the target pitch angle α target The ith axis should maintain the current position, ΔH aRi <0 or delta H aLi <0 then describes the adjustment to the target pitch angle alpha target The suspension on the right or left side of the i-th axle performs a lowering operation.
If delta H rLi >0, then the adjustment to the target side inclination angle gamma target The i-th axis left side suspension needs to be lifted to reach the set target. ΔH rLi =0, then the adjustment to the target-side inclination angle γ target The current position of the i-th axle left suspension needs to be maintained. ΔH rLi <0, then the adjustment to the target side inclination angle gamma target The i-th axle left side suspension needs to be lowered to achieve the set target.
In a preferred embodiment, when the pitch angle between the vehicle X direction and the road surface is adjusted to the target pitch angle and the roll angle between the vehicle Y direction and the road surface is adjusted to the target roll angle, the total theoretical adjustment height of each suspension caused by the change of the vehicle posture is calculated by the following formula (3):
wherein DeltaH Ri Indicating the total theoretical adjustment height of the i-th axle right suspension due to the change in vehicle attitude. ΔH Li Indicating the total theoretical adjustment height of the i-th axis left suspension due to the change in vehicle attitude.
In the present embodiment, the pitch angle between the vehicle X direction and the road surface is calculated and adjusted to the target pitch angle α target And the side inclination angle between the Y direction of the vehicle and the road surface is adjusted to the target side inclination angle r target The total height adjustment value of each suspension is theoretically calculated, including the total height adjustment value delta H of the right side suspension Ri And a height adjustment total value Δh of the left side suspension Li 。
In a preferred embodiment, when the pitch angle between the vehicle X direction and the road surface is adjusted to the target pitch angle, and the roll angle between the vehicle Y direction and the road surface is adjusted to the target roll angle, the theoretical target height of each suspension is calculated by the following formula (4):
wherein H is 1Ri Indicating the theoretical target height of the i-th axle right suspension of the vehicle. H 1Li Indicating the theoretical target height of the i-th axis left suspension of the vehicle.
In this embodiment, each suspension on both sides of all axles of the vehicle can be adjusted to the theoretical target height reached.
In a preferred embodiment, the suspension up-down travel limit value includes a suspension up-travel limit value when the suspension is adjusted upward and a suspension down-travel limit value when the suspension is adjusted downward.
Combining the theoretical maximum value, the theoretical minimum value and the suspension upper and lower stroke limit value to obtain the actual target heights of the suspensions on both sides of all the shafts, and respectively adjusting the height of each suspension according to the actual target heights, wherein the specific steps are as follows:
a first difference between the theoretical maximum and the suspension upper travel limit and a second difference between the suspension lower travel limit and the theoretical minimum are calculated, respectively.
And compressing the theoretical target height when the first difference value and the second difference value are positive numbers, until the first difference value and the second difference value are not positive numbers.
And if the absolute value of the first difference is not positive and the second difference is positive, adding the absolute value of the second difference on the basis of the theoretical target height to obtain an actual target height, and if the absolute value of the first difference is smaller than the absolute value of the second difference, adopting the smaller one of an upper suspension stroke limit value and a value obtained by adding the absolute value of the second difference on the basis of the theoretical target height.
And when the first difference value is positive and the second difference value is not positive, subtracting the absolute value of the first difference value from the absolute value of the second difference value to obtain an actual target height on the basis of the theoretical target height if the absolute value of the first difference value is not greater than the absolute value of the second difference value, and subtracting the greater one of the suspension downstroke limit value and the value obtained by subtracting the absolute value of the first difference value from the theoretical target height if the absolute value of the first difference value is greater than the absolute value of the second difference value.
And when the first difference value and the second difference value are not positive numbers, taking the theoretical target height as an actual target height, and respectively adjusting the height of each suspension according to the actual target height.
In this embodiment, the theoretical maximum value and the theoretical minimum value are calculated using the following formula (5):
wherein H is max The maximum value of the theoretical target height of the 1 st-axis right-side suspension to the theoretical target height of the n-axis right-side suspension and the theoretical target height of the 1 st-axis left-side suspension to the theoretical target height of the n-axis left-side suspension is represented. H min The minimum value of the theoretical target height of the 1 st-axis right-side suspension to the theoretical target height of the n-axis right-side suspension and the theoretical target height of the 1 st-axis left-side suspension to the theoretical target height of the n-axis left-side suspension is represented. H max ≥H min 。
Further, the difference between the maximum and minimum values of the theoretical leveling height and the suspension upper and lower stroke limit value is calculated by the following formula (6):
wherein H is uplimt Representing the maximum allowed ground clearance of the suspension, i.e. the suspension upstroke limit. H dowmlimt Representing the minimum allowed ground clearance of the suspension, i.e. the suspension downstroke limit。ΔH max Represents H max And H is uplimt Is a difference in (c). ΔH min Represents H dowmlimt And H is min Is a difference in (c). H uplimt And H dowmlimt The mechanical properties of the suspension system are determined.
In a preferred embodiment, the first difference (ΔH max >0) And a second difference (delta H min >0) And when the first difference value and the second difference value are positive numbers, compressing the theoretical target height until the first difference value and the second difference value are not positive numbers.
The selection coefficient of the right-side suspension of the ith axle of the vehicle is calculated by adopting the following formula (7):
wherein f Ri Representing the selection coefficient of the right-hand suspension of the ith axle of the vehicle. H 1Ri Representing the target height of the i-th axle right suspension of the vehicle.
The selection coefficient of the left suspension of the ith axle of the vehicle is calculated by adopting the following formula (8):
wherein f Li Representing the selection coefficient of the left suspension of the ith axle of the vehicle. H 1Li Representing the target height of the i-th axis left suspension of the vehicle.
The actual adjustment heights of the suspensions on both sides of all the shafts are calculated by adopting the following formula (9):
wherein H is TargetRi Indicating the actual target height of the vehicle's i-th axle right suspension. H TargetLi Representing the actual target height of the vehicle's i-th axis left suspension.
In this embodiment, the first difference and the second difference are both positive numbers, which indicates that the maximum value of the theoretical adjustment heights of all the suspensions exceeds the suspension upper stroke limit value when the suspensions are adjusted upward, and the minimum value of the theoretical adjustment heights of all the suspensions exceeds the suspension lower stroke limit value when the suspensions are adjusted downward, so that the theoretical adjustment heights of all the suspensions need to be compressed in equal proportion, the theoretical maximum value is prevented from exceeding the suspension upper stroke limit value, and the theoretical minimum value is prevented from exceeding the suspension lower stroke limit value, so that the height adjustment amount of the suspensions is within the range acceptable by the suspension structure.
In a preferred embodiment, the first difference (ΔH max Less than or equal to 0) is not positive, and the second difference value (delta H) min >0) For the positive, there are two cases, one is that the absolute value of the first difference is not smaller than the absolute value of the second difference (|Δh) max |≥|ΔH min I), the other is that the absolute value of the first difference is smaller than the absolute value of the second difference (|Δh) max |<|ΔH min |)。
At the absolute value of the first difference value not smaller than the absolute value (|ΔH) of the second difference value max |≥|ΔH min I), the actual target heights of all the axle two-side suspensions are calculated by adopting the following formula (10):
wherein H is TargetRi Indicating the actual target height of the vehicle's i-th axle right suspension. H TargetLi Representing the actual target height of the vehicle's i-th axis left suspension.
When the absolute value of the first difference value is smaller than that of the second difference value, the following formula is adopted to calculate and obtain the actual target heights of the suspensions at two sides of all the shafts:
wherein H is TargetRi Indicating the actual target height of the vehicle's i-th axle right suspension. H TargetLi Representing the actual target height of the vehicle's i-th axis left suspension.
In the embodiment, if the first difference is not positive and the second difference is positive, it is indicated that the maximum value of the theoretical adjustment heights of all the suspensions does not exceed the suspension upper stroke limit value when the suspensions are adjusted upward, but the minimum value of the theoretical adjustment heights of all the suspensions exceeds the suspension lower stroke limit value when the suspensions are adjusted downward, so that the theoretical adjustment heights of all the suspensions need to be lifted as a whole.
When lifting up as a whole, two situations are separated:
if the absolute value of the first difference is not smaller than the absolute value of the second difference, it is indicated that the distance between the maximum value of the theoretical adjustment height and the suspension upper stroke limit value is greater than the distance between the minimum value of the theoretical adjustment height and the suspension lower stroke limit value, until the minimum value of the theoretical adjustment height is lifted to the position of the suspension lower stroke limit value, the maximum value of the theoretical adjustment height does not exceed the suspension upper stroke limit value, and the lifting amount is the absolute value of the second difference, so that, for this case, the formula (10) is adopted when the lifting amount is added to the actual target height of all right side suspensions on the basis of the theoretical target height.
The absolute value of the first difference is smaller than the absolute value of the second difference, which means that the distance between the maximum value of the theoretical adjustment height and the upper limit of the suspension is smaller than the distance between the minimum value of the theoretical adjustment height and the lower limit of the suspension, before the minimum value of the theoretical adjustment height is lifted to the position of the lower limit of the suspension, the maximum value of the theoretical adjustment height reaches or even exceeds the upper limit of the suspension, and the lifting amount is smaller than the second difference.
In a preferred embodiment, when the first difference is positive (ΔH max >0) And the second difference is not positive (delta H min Less than or equal to 0), one of the two cases is that the absolute value of the first difference is not greater than the absolute value of the second difference (|ΔH) max |≤|ΔH min I), the other is that the absolute value of the first difference is larger than the absolute value of the second difference (|Δh) max |>|ΔH min |)。
When the absolute value of the first difference is not greater than that of the second difference, the following formula (12) is adopted to calculate and obtain the actual target heights of the suspensions on both sides of all the axles:
wherein H is TargetRi Indicating the actual target height of the vehicle's i-th axle right suspension. H TargetLi Representing the actual target height of the vehicle's i-th axis left suspension.
Where the absolute value of the first difference is greater than the absolute value of the second difference (|ΔH) max |>|ΔH min I), the actual target heights of all the axle two-side suspensions are calculated by the following formula (13):
wherein H is TargetRi Indicating the actual target height of the vehicle's i-th axle right suspension. H TargetLi Representing the actual target height of the vehicle's i-th axis left suspension.
In this embodiment, if the first difference is positive and the second difference is not positive, it is indicated that the maximum value of the theoretical adjustment heights of all the suspensions exceeds the suspension upper stroke limit value when the suspensions are adjusted upward, and the minimum value of the theoretical adjustment heights of all the suspensions does not exceed the suspension lower stroke limit value when the suspensions are adjusted downward, so that the theoretical adjustment heights of all the suspensions need to be adjusted downward as a whole.
When the whole is adjusted downwards, two conditions are divided:
if the absolute value of the first difference is not greater than the absolute value of the second difference, it means that the distance between the maximum value of the theoretical adjustment height and the suspension upper stroke limit is not greater than the distance between the minimum value of the theoretical adjustment height and the suspension lower stroke limit, until the maximum value of the theoretical adjustment height is adjusted down to the position of the suspension upper stroke limit, the minimum value of the theoretical adjustment height will not exceed the suspension lower stroke limit, and the adjustment amount is the first difference, therefore, for this case, the adjustment amount is subtracted from the actual target height of all right side suspensions on the basis of the theoretical target height, and equation (12) is adopted.
The absolute value of the first difference is larger than the absolute value of the second difference, which means that the distance between the maximum value of the theoretical adjustment height and the suspension upper limit is larger than the distance between the minimum value of the theoretical adjustment height and the suspension lower limit, before the maximum value of the theoretical adjustment height is adjusted down to the position of the suspension upper limit, the minimum value of the theoretical adjustment height reaches or even exceeds the suspension lower limit, and the lower amount is smaller than the first difference.
In a preferred embodiment, the first difference (ΔH max Less than or equal to 0) and a second difference value (delta H) min And less than or equal to 0), taking the theoretical target height as the actual target height, and respectively adjusting the height of each suspension according to the actual target height, and calculating the actual target heights of the suspensions at two sides of all the shafts by adopting the following formula (14):
wherein H is TargetRi Indicating the actual target height of the vehicle's i-th axle right suspension. H TargetLi Representing the actual target height of the vehicle's i-th axis left suspension.
In this embodiment, if the first difference is not positive and the second difference is not positive, it is indicated that the maximum value of the theoretical adjustment heights of all the suspensions does not exceed the suspension upper stroke limit value when the suspensions are adjusted upward, the minimum value of the theoretical adjustment heights of all the suspensions does not exceed the suspension lower stroke limit value when the suspensions are adjusted downward, and equation (14) is directly adopted with the theoretical target height as the actual target height without adjusting the theoretical adjustment heights of all the suspensions.
The present application is not limited to the above-described embodiments, and it will be apparent to those skilled in the art that modifications and variations can be made without departing from the principles of the present application, and such modifications and variations are also considered to be within the scope of the present application.
Claims (10)
1. A method of controlling a multi-axle automotive suspension, the method comprising:
collecting current posture data of a vehicle and target posture data set by a user; the current attitude data comprise the current ground clearance height of suspensions at two sides of all axles, the current pitching angle between the X direction of the vehicle and the road surface, and the current rolling angle between the Y direction of the vehicle and the road surface; the target attitude data comprise a target pitching direction included angle between the vehicle X direction and the road surface and a target side trend included angle between the vehicle Y direction and the road surface; the road surface is a road surface contacted with any wheel;
calculating theoretical adjustment heights and theoretical target heights of suspensions on two sides of all axles of the vehicle when the vehicle is adjusted to the target pitching direction included angle and the target side inclined included angle respectively; the theoretical target height is the sum of the current ground clearance height and the theoretical adjustment height of the suspension;
and extracting a theoretical maximum value and a theoretical minimum value from the theoretical target heights of all the suspensions, combining the theoretical maximum value, the theoretical minimum value and the suspension upper and lower travel limit values to obtain actual target heights of the suspensions on both sides of all the shafts, and respectively adjusting the height of each suspension according to the actual target heights, wherein the actual target heights do not exceed the suspension upper and lower travel limit values.
2. The multi-axle automotive suspension control method of claim 1 wherein said theoretical adjustment heights of all axle-side suspensions due to changes in pitch angle between the vehicle X-direction and the road surface are calculated using the following formula:
wherein,,
ΔH aRi the theoretical adjustment height of the suspension on the right side of the i-th axis is represented when the pitching angle between the X direction of the vehicle and the road surface is adjusted to the target pitching angle;
ΔH aLi the theoretical adjustment height of the suspension at the left side of the i-th axis is represented when the side inclination angle between the Y direction of the vehicle and the road surface is adjusted to the target side inclination angle;
i represents the axial sequence from the head to the tail;
d i representing the wheelbase of the i-th to n-th axles of the vehicle; n represents the total axle number of the vehicle;
α target representing the target pitching angle;
alpha represents the current roll angle.
3. The multi-axle automotive suspension control method of claim 1, characterized in that the theoretical adjustment heights of all axle-side suspensions due to the change in the roll angle between the vehicle Y-direction and the road surface are calculated using the following formula:
wherein,,
ΔH rRi the theoretical adjustment height of the suspension on the right side of the i-th axis is represented when the side inclination angle between the Y direction of the vehicle and the road surface is adjusted to the target side inclination angle;
ΔH rLi the theoretical adjustment height of the suspension at the left side of the i-th axis is represented when the side inclination angle between the Y direction of the vehicle and the road surface is adjusted to the target side inclination angle;
l i representing the track of the ith axle of the vehicle;
γ target representing the target side inclination angle;
and gamma represents the current pitching angle.
4. The multi-axis automotive suspension control method according to claim 1, wherein when the pitch angle between the vehicle X direction and the road surface is adjusted to the target pitch angle and the roll angle between the vehicle Y direction and the road surface is adjusted to the target side tendency angle, the theoretical adjustment height of each suspension as a result of the change in vehicle attitude is calculated using the following formula:
wherein,,
ΔH Ri representing the total theoretical adjustment height of the suspension on the right side of the ith shaft caused by the change of the vehicle posture;
ΔH Li representing the total theoretical adjustment height of the suspension on the left side of the ith axle caused by the change of the vehicle posture;
ΔH aRi the theoretical adjustment height of the suspension on the right side of the i-th axis is represented when the pitching angle between the X direction of the vehicle and the road surface is adjusted to the target pitching angle;
ΔH aLi indicating that the i-th axis left side is adjusted to the target side inclination angle when the side inclination angle between the vehicle Y direction and the road surface is adjustedThe theoretical adjustment height of the suspension;
ΔH rRi the theoretical adjustment height of the suspension on the right side of the i-th axis is represented when the side inclination angle between the Y direction of the vehicle and the road surface is adjusted to the target side inclination angle;
ΔH rLi and when the side inclination angle between the Y direction of the vehicle and the road surface is adjusted to the target side inclination angle, the theoretical adjustment height of the i-th axis left side suspension is shown.
5. The multi-axle automotive suspension control method of claim 1 wherein when the pitch angle between the vehicle X-direction and the road surface is adjusted to the target pitch angle and the roll angle between the vehicle Y-direction and the road surface is adjusted to the target side-tilt angle, the theoretical target height of each suspension of the vehicle is calculated using the following formula:
wherein,,
H 1Ri representing a theoretical target height of an i-th axle right suspension of the vehicle;
H 1Li representing a theoretical target height of an i-th axis left suspension of the vehicle;
H Ri representing the current ground clearance of the right suspension of the ith axle of the vehicle;
H Li representing the current ground clearance of the i-th axle left suspension of the vehicle;
ΔH Ri representing the total theoretical adjustment height of the suspension on the right side of the ith shaft caused by the change of the vehicle posture;
ΔH Li indicating the total theoretical adjustment height of the i-th axis left suspension due to the change in vehicle attitude.
6. The multi-axle automotive suspension control method according to claim 1, wherein the suspension up-down stroke limit value includes a suspension up-stroke limit value when the suspension is adjusted upward and a suspension down-stroke limit value when the suspension is adjusted downward;
the actual target heights of the suspensions on both sides of all the shafts are obtained by combining the theoretical maximum value, the theoretical minimum value and the suspension upper and lower stroke limiting value, and the heights of the suspensions are respectively adjusted according to the actual target heights, and the specific steps are as follows:
respectively calculating a first difference value between the theoretical maximum value and the suspension upper travel limit value and a second difference value between the suspension lower travel limit value and the theoretical minimum value;
compressing the theoretical target height when the first difference value and the second difference value are positive numbers, until the first difference value and the second difference value are not positive numbers;
if the absolute value of the first difference value is not smaller than the absolute value of the second difference value, adding the absolute value of the second difference value to the actual target height on the basis of the theoretical target height; if the absolute value of the first difference is smaller than that of the second difference, the actual target height adopts a suspension upper travel limit value or a smaller value of the absolute value of the second difference added on the basis of the theoretical target height;
when the first difference value is positive and the second difference value is not positive, if the absolute value of the first difference value is not larger than the absolute value of the second difference value, subtracting the absolute value of the first difference value on the basis of the theoretical target height to obtain the actual target height; if the absolute value of the first difference is larger than that of the second difference, the actual target height adopts a suspension lower stroke limit value or a larger one of values obtained by subtracting the absolute value of the first difference on the basis of the theoretical target height;
and when the first difference value and the second difference value are not positive numbers, taking the theoretical target height as an actual target height, and respectively adjusting the height of each suspension according to the actual target height.
7. The method of multi-axle automotive suspension control of claim 6 wherein when said first difference is positive and said second difference is positive, the following formula is used to calculate the selection factor for the right-hand suspension of the vehicle's ith axle:
wherein,,
f Ri a selection coefficient representing the right-hand suspension of the i-th axle of the vehicle;
H 1Ri representing a target height of an i-th axis right side suspension of the vehicle;
H uplimt representing a suspension upstroke limit value;
H dowmilmt representing a suspension downstroke limit value;
when the first difference value is positive and the second difference value is positive, the selection coefficient of the left suspension of the ith axle of the vehicle is calculated by adopting the following formula:
wherein,,
f Li a selection coefficient representing the left suspension of the i-th axle of the vehicle;
H 1Li representing the target height of the i-th axis left suspension of the vehicle.
8. The method of controlling a multi-axle automotive suspension according to claim 7, wherein the actual adjustment heights of all axle side suspensions are calculated using the following formula:
wherein,,
H TargetRi representing the actual target height of the i-th axle right suspension of the vehicle;
H TargetLi representing the actual target height of the vehicle's i-th axis left suspension.
9. The multi-axle automotive suspension control method of claim 6 wherein when said first difference is not positive and said second difference is positive, said calculation strategy is specified as follows:
when the absolute value of the first difference value is not smaller than that of the second difference value, the following formula is adopted to calculate and obtain the actual target heights of the suspensions at two sides of all the shafts:
wherein,,
H TargetRi representing the actual target height of the i-th axle right suspension of the vehicle;
H TargetLi representing the actual target height of the i-th axle left suspension of the vehicle;
H 1Ri representing a theoretical target height of an i-th axle right suspension of the vehicle;
H 1Li representing a theoretical target height of an i-th axis left suspension of the vehicle;
ΔH min representing a second difference between the suspension downstroke limit value and the theoretical minimum value;
when the absolute value of the first difference value is smaller than that of the second difference value, the following formula is adopted to calculate and obtain the actual target heights of the suspensions at two sides of all the shafts:
wherein,,
H uplimt representing the suspension upstroke limit value.
10. The multi-axle automotive suspension control method of claim 6 wherein when said first difference is positive and said second difference is not positive, said calculation strategy is specified as follows:
when the absolute value of the first difference value is not greater than that of the second difference value, the following formula is adopted to calculate and obtain the actual target heights of the suspensions at two sides of all the shafts:
wherein,,
H TargetRi representing the actual target height of the i-th axle right suspension of the vehicle;
H TargetLi representing the actual target height of the i-th axle left suspension of the vehicle;
H 1Ri representing a target height of an i-th axis right side suspension of the vehicle;
H 1Li representing a target height of an i-th axis left suspension of the vehicle;
ΔH max representing a first difference between the maximum value and a suspension upper travel limit value;
when the absolute value of the first difference value is larger than that of the second difference value, the following formula is adopted to calculate and obtain the actual target heights of the suspensions at two sides of all the shafts:
wherein,,
H dowmlimt representing the suspension downstroke limit.
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