CN117465180B - Driving experience improvement oriented adjustable negative stiffness air spring assembly and system control method - Google Patents
Driving experience improvement oriented adjustable negative stiffness air spring assembly and system control method Download PDFInfo
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- CN117465180B CN117465180B CN202311429762.9A CN202311429762A CN117465180B CN 117465180 B CN117465180 B CN 117465180B CN 202311429762 A CN202311429762 A CN 202311429762A CN 117465180 B CN117465180 B CN 117465180B
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- 238000000034 method Methods 0.000 title claims abstract description 37
- 230000006872 improvement Effects 0.000 title claims description 8
- 239000000725 suspension Substances 0.000 claims abstract description 116
- 238000013016 damping Methods 0.000 claims abstract description 34
- 230000001681 protective effect Effects 0.000 claims abstract description 15
- 230000001133 acceleration Effects 0.000 claims description 22
- 230000000670 limiting effect Effects 0.000 claims description 10
- 238000007599 discharging Methods 0.000 claims description 8
- 238000007789 sealing Methods 0.000 claims description 7
- 238000003745 diagnosis Methods 0.000 claims description 3
- 230000002452 interceptive effect Effects 0.000 claims description 3
- 238000005096 rolling process Methods 0.000 claims description 3
- 230000007246 mechanism Effects 0.000 abstract description 5
- 230000008859 change Effects 0.000 description 8
- 230000000694 effects Effects 0.000 description 8
- 230000005284 excitation Effects 0.000 description 8
- 238000011217 control strategy Methods 0.000 description 6
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- 230000003068 static effect Effects 0.000 description 4
- 238000010586 diagram Methods 0.000 description 3
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- 238000005215 recombination Methods 0.000 description 2
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Classifications
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G17/00—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load
- B60G17/015—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load the regulating means comprising electric or electronic elements
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G2202/00—Indexing codes relating to the type of spring, damper or actuator
- B60G2202/10—Type of spring
- B60G2202/15—Fluid spring
- B60G2202/152—Pneumatic spring
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G2202/00—Indexing codes relating to the type of spring, damper or actuator
- B60G2202/20—Type of damper
- B60G2202/24—Fluid damper
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G2500/00—Indexing codes relating to the regulated action or device
- B60G2500/20—Spring action or springs
- B60G2500/202—Height or leveling valve for air-springs
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G2500/00—Indexing codes relating to the regulated action or device
- B60G2500/20—Spring action or springs
- B60G2500/22—Spring constant
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G2500/00—Indexing codes relating to the regulated action or device
- B60G2500/30—Height or ground clearance
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G2800/00—Indexing codes relating to the type of movement or to the condition of the vehicle and to the end result to be achieved by the control action
- B60G2800/90—System Controller type
- B60G2800/91—Suspension Control
- B60G2800/914—Height Control System
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G2800/00—Indexing codes relating to the type of movement or to the condition of the vehicle and to the end result to be achieved by the control action
- B60G2800/90—System Controller type
- B60G2800/91—Suspension Control
- B60G2800/916—Body Vibration Control
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- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Vehicle Body Suspensions (AREA)
Abstract
The invention provides an adjustable negative stiffness air spring assembly and a system control method for improving driving experience, which belong to the field of vehicle suspension control and application, and firstly, the adjustable negative stiffness air spring assembly comprises an upper cover, a damper and an air bag, wherein permanent magnets and electromagnetic coils are arranged in pairs along the circumferential direction of the side wall of an oil cylinder of the damper and a protective cover of the upper cover; secondly, a system control method based on the assembly comprises frequency deviation, vertical control, lateral control and the like, and based on dynamic matching among modules, riding comfort, operation stability and safety are fused to improve riding experience. According to the invention, the adjustable negative stiffness mechanism is additionally arranged on the basis of the air spring with the single air chamber, so that the adjustable negative stiffness characteristic of the air spring assembly is realized, and the air spring is compact in structure, convenient for whole vehicle arrangement and low in cost; the dynamic coordination integrated control is designed based on the dynamic characteristics of the suspension system, firstly, the dynamic matching control of the damping, the rigidity and the height of the suspension is realized, and secondly, the efficacy close to the active suspension can be realized by combining the introduction of the adjustable negative rigidity characteristic.
Description
Technical Field
The invention belongs to the field of vehicle suspension control and application, and particularly relates to an adjustable negative stiffness air spring assembly and a system control method for driving experience improvement.
Background
The suspension system is an important component of the vehicle, has great influence on smoothness and operation stability of the vehicle, and is mutually contradictory, and the controllable suspension system is an effective technical solution for coordinating the contradiction. Currently, controllable suspension systems can be generally divided into: damping is adjustable, height is adjustable, rigidity is adjustable, damping and height or rigidity integration are adjustable. Under the background of rapid development of vehicle dynamism and intellectualization, the sprung mass is increased along with the addition of main parts such as a power battery pack, and the challenges of a suspension system are further aggravated. The contradiction between the bearing capacity, the dynamic travel and the deflection frequency of the suspension is mainly reflected. One approach to solving the above problems is to use air spring suspensions. The air spring and the electromagnetic valve type shock absorber are used as actuating devices (suspension strut assemblies), so that the height and damping integration can be adjusted, and meanwhile, the contradiction between suspension bearing and dynamic travel can be effectively balanced. However, the current integrated suspension damping, height and rigidity control systems are fewer, and the current air springs mainly adopt single-air-chamber air springs, so that the bias frequency is not effectively regulated as the bias frequency is regulated by the air springs with multiple air chambers; the multi-air chamber air spring has better effect in the aspect of adjusting offset frequency, but has complex structure and higher cost, and is mostly applied to high-end vehicle types.
Disclosure of Invention
In view of the above, the invention provides an adjustable negative stiffness air spring assembly and a system control method for improving driving experience, which are used for solving the problems that the existing multi-air chamber air spring has a better effect in the aspect of adjusting offset frequency, is complex in structure and high in cost, is mostly applied to high-end vehicle types, and is insufficient in offset frequency adjusting capability of a single-air chamber air spring.
The technical scheme adopted by the invention is as follows:
An adjustable negative stiffness air spring assembly for driving experience improvement and a system control method thereof comprise an upper cover, a damper and an air bag for connecting the upper cover and the damper, wherein a protective cover is arranged on the upper cover, and the air bag is positioned in the protective cover; the side wall of the damper is sleeved with a permanent magnet, the permanent magnet is arranged along the circumferential direction of the damper, and an electromagnetic coil corresponding to the position of the permanent magnet is arranged inside the protective cover.
Preferably, the protective cover is provided with a coil electrode and an electrode hole, and the coil electrode passes through the electrode hole to be connected with the electromagnetic coil.
Preferably, the damper comprises a working cylinder, an oil cylinder, a piston cylinder and a piston rod, wherein the side wall of the working cylinder is connected with the air bag, the working cylinder is communicated with the inside of the air bag, and the side wall of the working cylinder is provided with an air charging and discharging port in a penetrating way; the oil cylinder is positioned in the working cylinder, the piston cylinder is fixed in the oil cylinder, one end of the piston cylinder is connected with the bottom of the upper cover, and the other end of the piston cylinder penetrates into the piston cylinder; the permanent magnet is arranged on the side wall of the oil cylinder.
Preferably, an annular oblique side which inclines outwards is arranged on the side wall of the oil cylinder, a gasket is arranged at the top of the annular oblique side, the bottom of the gasket is matched with the shape of the annular oblique side, and the permanent magnet is arranged at the top of the gasket.
Preferably, an upper lifting lug is arranged at the top of the upper cover, and a lower lifting lug is arranged at the bottom of the oil cylinder; the piston rod is fixedly sleeved with a rebound limiting block, a piston valve and a limiting disc from top to bottom in sequence, and the piston rod is connected with the limiting disc through a spring; the bottom of the inner cavity of the piston cylinder is provided with a bottom valve.
Preferably, the top of the oil cylinder is detachably connected with a cylinder barrel cover.
Preferably, a sealing ring is arranged between the oil cylinder and the working cylinder.
An adjustable negative stiffness air spring assembly and a system control method for improving driving experience comprehensively consider multiple aspects of riding comfort, functional diversity, fault tolerance safety and the like. In actual use, different use environments and requirements often require vehicles to have different performance characteristics. These features generally include ride comfort, steering stability, and safety reliability. To achieve these objectives, it is necessary to perform individual control and joint control on suspension damping, height, frequency offset, and other aspects, and comprehensively consider the robustness and fault tolerance of the system. Characterized by comprising the following steps:
Step 1: after the vehicle is started, the suspension control system performs signal diagnosis to diagnose the working states of each key component of the current suspension system, wherein the working states comprise a normal state, a slight fault state/a general fault state and a serious fault state;
Specifically, in suspension systems, faults typically occur in the sensor, controller, and actuator, where a fault refers to an abnormality in the sensor or actuator value for some reason. While fault types generally include bias, gain, stuck, etc., assuming that a nominal value is expressed as x, the bias may be expressed as x+ρ, the gain may be expressed as x×σ, and the stuck may be expressed as ρ, where ρ is a constant value, 0 < σ.ltoreq.1. "normal" is a fault-free state, ρ=0, σ=1. The 'slight/general faults' refer to the fact that when the faults occur, the faults can be effectively compensated through robust fault-tolerant control methods such as sensor signals or control law recombination/reconstruction, and the like, so that the dynamic performance of the system is guaranteed. "catastrophic failure" refers to a failure of the system in the actuators, sensors and controllers, and cannot be repaired or compensated with a robust fault-tolerant control method, generally comprising: the actuator is stuck, sensor signals are lost, the controller is damaged, and the like.
The working states comprise a normal state, a slight fault state/a general fault state and a serious fault state, and the normal state, the slight fault state/the general fault state and the serious fault state are divided according to the fault types of the sensor or the actuator;
the step 1 specifically comprises the following steps:
Step 1.1: after the engine of the vehicle is started, the suspension system of the vehicle is initialized, and the electronic control unit is communicated with various sensors and actuators of the suspension system to verify the states of the sensors and the actuators;
Step 1.2: after the vehicle is started, the electric control unit inputs a fixed signal to each sensor and each actuator. Detecting deviation between an actual signal output by a current sensor/actuator and an estimated signal value obtained by the state observer through the state observer, judging a fault state of the current suspension system based on the deviation value, and controlling a fault prompting lamp on a vehicle instrument panel to be lightened if the fault exists;
In the step 1.2, the state observer is used for estimating the state variable of the system;
step 2: if each key component of the suspension system is in a normal, slight or general fault state, the mode judgment is completed by combining the driving mode selection of a driver and the strategy signal input so as to trigger different control modules: height control, offset frequency control, air supply control, vertical control, longitudinal control, lateral control and safety control, wherein each control module is in interactive coordination based on the real-time state of the suspension system;
in the step 2, the height control combines a threshold rule strategy and an incremental PID algorithm, and the height of the suspension, namely the height adjustment, is changed by inflating/deflating the air spring;
Incremental PID (Proport iona l-I ntegra l-DER IVAT IVE) is a variant of the PID control algorithm, which differs mainly in that it calculates the increment of the control quantity from the last control output and the current error, instead of directly calculating the control quantity itself. One of the advantages of incremental PID control over standard PID control is that it does not require storing the value of the historical control output, as it only calculates the control increment. This saves memory and reduces computational complexity, especially in environments where resources such as embedded systems are limited.
Similar to PID, incremental PID control can calculate the air pressure increment to be adjusted according to the current height error and the last error, and then is applied to the air pump and the valve to realize the adjustment of the suspension height. This control method can help stabilize the suspension system of the vehicle to maintain it at a desired height level.
Incremental PID control step:
1. Setting the cumulative error of the integral term and the differential term of the controller to zero, and acquiring a current system state (e.g., a current height of the suspension) and a target state (a desired height);
2. calculating a current error, namely a difference between an actual state and a target state;
3. The control increment is calculated using three components (proportional, integral, derivative) of the PID control algorithm. These increments represent contributions of the proportional, integral and derivative terms, respectively, calculated as:
scale-up (Δp): Δp=kp (current error-last error)
Integral delta (Δi): current error Δi=ki
Differential delta (Δd): Δd=kd (current error-last error)
4. The control output increment is equal to the sum of the three increments described above, i.e., Δu=Δp+Δi+Δd. This increment is used to adjust the control amount of the system (e.g., suspension air pressure)
5. Applying the calculated control output increment to the system to change a system state, such as increasing or decreasing an air pressure of the air bag, to adjust a height of the suspension;
6. updating the state and error of the system, then entering the next control period, and repeating the steps.
The bias frequency control is combined with a threshold value rule strategy, and the rigidity of the suspension is changed by changing the current in the coil so as to improve riding comfort;
threshold rule policies are a common control method. In suspension systems, such a strategy adjusts the suspension based on predefined thresholds or conditions to meet specific needs or objectives. The step of adjusting the suspension deflection frequency by using the threshold rule strategy is as follows:
defining threshold and conditions: first, a set of thresholds and conditions need to be explicitly defined that will trigger the adjustment of suspension deflection. For example:
if the vehicle speed exceeds 60 km/h, the suspension stiffness (frequency bias becomes high) is increased.
If the vehicle speed is lower than 20 km/h, the suspension stiffness is lowered (the yaw rate becomes low).
If the vehicle detects sudden braking or sudden acceleration, the suspension stiffness is temporarily increased to provide better stability.
Sensor and feedback: the suspension system is equipped with the necessary sensors to monitor vehicle conditions and driving behavior. The sensors can measure information such as vehicle speed, acceleration, braking force and the like and feed the information back to the control system.
Control algorithm: the control algorithm decides the adjustment mode of the suspension deflection frequency according to the feedback information of the sensor and the predefined threshold condition.
And performing offset frequency adjustment: and executing adjustment of suspension offset frequency according to the decision of the control algorithm. Namely, the control algorithm obtains a corresponding current value I, and inputs the current I to the electromagnetic coil, so that the rigidity of the suspension is changed, and the frequency offset adjustment is completed.
And (3) cycle control: the suspension system should continuously monitor conditions and make offset adjustments as needed. This is a cyclical control process, in which the suspension bias frequency is dynamically adjusted as the driving conditions change, to provide better ride stability and comfort.
As described above, the threshold rule policy may be used in conjunction with other control methods.
The air supply control threshold rule strategy ensures the basic working pressure required by the air spring system by charging/discharging the air supply system accumulator;
The vertical, longitudinal, lateral and safety control is combined with a canopy acceleration and threshold value rule mixing strategy, so that driving current in the suspension damper is changed in real time, and the output damping force is changed, and the vertical vibration, pitching and rolling phenomena of the vehicle are respectively and correspondingly improved, and the riding comfort and the running safety of the vehicle are improved;
The ceiling control is to install a larger damped ceiling damper between the vehicle body and an ideal ceiling, and the ceiling keeps absolute static, so that the vertical movement speed of the vehicle body can be reduced through the ideal ceiling damper, the vehicle body is more stable, and the riding comfort and the running smoothness of the vehicle are improved.
The acceleration damping control is to install an ideal inertial container between the vehicle body and an ideal ceiling, the ceiling keeps absolute static, the vertical vibration acceleration of the vehicle body is reduced through the ideal inertial container, the vehicle body moves more stably, and the riding comfort and the running smoothness of the vehicle are improved.
In practice, such an absolute stationary ideal canopy/inertial container cannot be provided, and therefore, in an active suspension, the damping force required for canopy control or acceleration control is provided by an actuator.
And the control effect of the canopy and the acceleration is better under the low frequency and the high frequency of the vertical vibration of the vehicle respectively. Therefore, the ceiling control and the acceleration control are combined to form the ceiling acceleration control, so that the vehicle has better performance in the full frequency band.
The control steps are as follows:
The sensor monitors the vehicle body vertical movement speed Deltax s, the vibration frequency and returns the signal value to the ECU.
And the ECU judges the current frequency band according to the returned signal, and selects a canopy control strategy or an acceleration control strategy according to the current frequency.
And the ECU combines the control strategy with the current vertical motion speed value of the vehicle body, calculates the damping force required to be output, and the actuator outputs the corresponding damping force according to the ECU signal.
The suspension system should continuously monitor conditions and make output damping force adjustments as needed. This is a cyclical control process where the suspension output damping force is dynamically adjusted as the driving conditions change to provide better ride stability and comfort.
If each critical component of the suspension system is in a serious fault state, the suspension control system is disconnected.
Step 3: and each control module outputs control variables, and a final control instruction is input into the adjustable negative stiffness air spring assembly with the adjustable negative stiffness characteristic through the priority coordination and dynamic matching module. The above-mentioned height adjustment, offset frequency adjustment and damping adjustment aim to improve the running dynamic performance of the vehicle, such as smoothness, stability of operation and passability, based on the following consideration; the failure mode aims at ensuring the safety of the running of the vehicle; the priority coordination module is set up to trade the performance for safety, namely, to sacrifice the running performance of the vehicle to a certain extent, and trade the running safety of the vehicle until the fault is relieved. The dynamic matching principle is based on the dynamic characteristics of a suspension system, and the dynamic change of the suspension height and deflection frequency is adapted by damping self-adaptive adjustment, and the dynamic matching principle depends on the internal relation of rigidity, damping and deflection frequency and the limit of the dynamic travel of the suspension. I.e. the output of the height-adjustable frequency offset module group is earlier than the output of the adjustable damping module group in priority.
In the step 3, the priority of each module is set as failure mode output > adjustable height & offset frequency module group output > adjustable damping module group output.
In summary, due to the adoption of the technical scheme, the beneficial effects of the invention are as follows:
1. compared with the stiffness-adjustable multi-air-chamber air spring, the invention is based on a single-air-chamber air spring, has simple structure, lower cost and small arrangement occupied space;
2. Introducing extra magnetic force, and changing the stiffness K (figure 8) of the air spring near the balance position to realize adjustable and controllable offset frequency; the air spring is endowed with adjustable negative stiffness characteristic, and is combined with a control method, so that the acceleration of the vehicle body (shown as the reduction of resultant force born by the sprung mass and shown as figure 7) is reduced in a certain road surface excitation frequency range, and the smoothness is improved under multiple road conditions;
3. the initial position is calibrated by utilizing the characteristic that the air spring can be charged and discharged, so that the invention has better action effect under different loads;
4. the adjustable negative stiffness mechanism and the control method thereof are dynamically matched with the adjustable damping of the shock absorber, so that the effect close to the active suspension can be realized in a certain travel range;
5. The electromagnetic coil is arranged in the protective sleeve, so that heat dissipation of the electromagnetic coil is facilitated; the permanent magnet is arranged in the air bag cavity, and the permanent magnet cannot influence the medium temperature distribution;
6. The suspension system provided by the invention coordinates and controls various performance modes including the offset frequency adjusting mode, so that the riding comfort, the control stability and the safety and reliability of the vehicle are effectively improved. The method can realize better comprehensive performance when facing different driving requirements and road conditions, and provides better driving experience for drivers.
7. The arrangement of the failure mode achieves a degree of functional degradation, which ensures that the suspension system can still provide good running performance in the event of a slight or general failure, and also ensures running safety in the event of a serious failure. The strategy provides more layers of safety guarantee for the driver while improving the overall reliability of the vehicle.
Drawings
The invention will now be described by way of example and with reference to the accompanying drawings in which:
FIG. 1 is a cross-sectional view of the present invention;
FIG. 2 is a graph of the velocity relationship of the present invention;
FIG. 3 is an explanatory diagram of the implementation of the present invention;
FIG. 4 is a schematic view of the pavement area of the present invention;
FIG. 5 is a schematic diagram of the force applied to a magnet according to the present invention;
FIG. 6 is a graph of magnetic force at various currents according to the present invention;
FIG. 7 is a graph of the resultant force experienced by the sprung mass at different currents in accordance with the present invention;
FIG. 8 is a graph of the total stiffness of the present invention at different currents;
FIG. 9 is a diagram of a control method architecture of the present invention.
Reference numerals
1-Upper lifting lug, 2-upper cover, 3-protective cover, 4-fastener, 5-gasbag, 6-solenoid, 7-permanent magnet, 8-packing, 9-working cylinder, 10-resilience stopper, 11-piston rod, 12-piston valve, 13-bottom valve, 14-lower lifting lug, 15-sealing ring, 16-charging and discharging hole, 17-spring, 18-cylinder, 19-piston cylinder, 20-sealing guiding device, 21-cylinder cover and 22-coil electrode.
Detailed Description
For the purpose of making the objects, technical solutions and advantages of the embodiments of the present invention more apparent, the technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings in the embodiments of the present invention, and it is apparent that the described embodiments are some embodiments of the present invention, but not all embodiments. The components of the embodiments of the present invention generally described and illustrated in the figures herein may be arranged and designed in a wide variety of different configurations.
Thus, the following detailed description of the embodiments of the invention, as presented in the figures, is not intended to limit the scope of the invention, as claimed, but is merely representative of selected embodiments of the invention. All other embodiments, based on the embodiments of the invention, which are apparent to those of ordinary skill in the art without inventive faculty, are intended to be within the scope of the invention.
In addition, the embodiments of the present invention and the features of the embodiments may be combined with each other without collision.
It should be noted that: like reference numerals and letters denote like items in the following figures, and thus once an item is defined in one figure, no further definition or explanation thereof is necessary in the following figures.
In the present invention, unless expressly stated or limited otherwise, a first feature "above" or "below" a second feature may include both the first and second features being in direct contact, as well as the first and second features not being in direct contact but being in contact with each other through additional features therebetween. Moreover, a first feature being "above," "over" and "on" a second feature includes the first feature being directly above and obliquely above the second feature, or simply indicating that the first feature is higher in level than the second feature. The first feature being "under", "below" and "beneath" the second feature includes the first feature being directly under and obliquely below the second feature, or simply means that the first feature is less level than the second feature.
In addition, the embodiments of the present invention and the features of the embodiments may be combined with each other without collision.
Example 1
As shown in the figure, the embodiment of the invention discloses an adjustable negative stiffness air spring assembly and a system control method for improving driving experience, wherein the adjustable negative stiffness air spring assembly comprises an upper cover, a damper and an air bag 5 for connecting the upper cover and the damper, a protective cover 3 is arranged on the upper cover, and the air bag 5 is positioned in the protective cover 3; the side wall of the damper is sleeved with a permanent magnet 7, the permanent magnet 7 is arranged along the circumferential direction of the damper, and an electromagnetic coil 6 corresponding to the permanent magnet 7 is arranged in the protective cover 3. The protective cover is provided with a coil electrode 22 and an electrode hole, and the coil electrode 22 passes through the electrode hole to be connected with the electromagnetic coil 6. The damper comprises a working cylinder 9, an oil cylinder 18, a piston cylinder 19 and a piston rod 11, wherein the side wall of the working cylinder 9 is connected with an air bag, the working cylinder 9 is communicated with the interior of the air bag, and an air charging and discharging port is penetrated through the side wall of the working cylinder 9; the oil cylinder 18 is positioned in the working cylinder 9, the piston cylinder 19 is fixed in the oil cylinder 18, one end of the piston cylinder 19 is connected with the bottom of the upper cover, and the other end of the piston cylinder 19 penetrates into the piston cylinder 19; the permanent magnet 7 is arranged on the side wall of the oil cylinder 18. The side wall of the oil cylinder 18 is provided with an annular bevel edge which is inclined outwards, the top of the annular bevel edge is provided with a gasket 8, the bottom of the gasket 8 is matched with the shape of the annular bevel edge, and the permanent magnet 7 is arranged at the top of the gasket 8. The top of the upper cover is provided with an upper lifting lug 1, and the bottom of the oil cylinder 18 is provided with a lower lifting lug 14; a rebound limiting block 10, a piston valve 12 and a limiting disc are sequentially and fixedly sleeved on the piston rod 11 from top to bottom, and the piston rod 11 is connected with the limiting disc through a spring 17; the bottom of the inner cavity of the piston cylinder 19 is provided with a bottom valve 13. The top of the cylinder 18 is detachably connected with a cylinder cover 21. A sealing ring 15 is arranged between the oil cylinder 18 and the working cylinder 9.
Wherein the protective sleeve, the electromagnetic coil 6, the annular permanent magnet 7 and the coil electrode 22 are formed into a negative stiffness mechanism component. The rubber air bag, the air cylinder 9 and the air charging and discharging hole 16 form an air bag component. The upper lifting lug 1, the upper cover, the rebound limiting block 10, the piston rod 11, the piston valve 12, the bottom valve 13, the lower lifting lug 14, the buffer spring 17, the oil storage cylinder, the piston cylinder 19, the sealing and guiding device and the cylinder cover 21 form a shock absorber assembly. The negative stiffness mechanism component, the air bag component and the shock absorber component are assembled into the negative stiffness adjustable air spring assembly with the negative stiffness adjustable characteristic through the fastener, the gasket 8 and the sealing ring 15.
When the vehicle is running on a road surface, the shock absorber operating speed and the sprung mass vertical speed are as shown in fig. 2. The present invention will be further described with reference to fig. 2, 3,4 and 5, taking the example of a wheel passing over a convex road surface excitation (similar to a concave road surface excitation).
When the wheel passes a certain convex road excitation (25) (fig. 4), the automotive suspension will have the following four phases: 1. the suspension changes from a balanced state to a compressed state; 2. the suspension is restored to an equilibrium state from a compressed state; 3. the suspension gradually changes from a balanced state to an elongated state; 4. the suspension gradually returns from the extended state to the equilibrium state.
Stage 1 (fig. 4 area ①): at this stage, vs >0, vt >0, (Vs-Vt) <0, the suspension gradually changes from equilibrium to compressed. At this time, the annular permanent magnet deviates from the initial position with the electromagnetic coil 6 and generates a repulsive force Fc (fig. 5 a). The annular permanent magnet is subjected to an upward repulsive force, the electromagnetic coil 6 is subjected to a downward repulsive force, and the sprung mass is dragged downwards to resist the influence of road surface excitation, so that the negative stiffness characteristic is met. The generated repulsive force Fc increases and decreases with the offset distance between the annular permanent magnets 1. When the offset distance between the annular permanent magnet and the electromagnetic coil 6 exceeds the magnetic force action range, the repulsive force Fc rapidly decreases and disappears, and the air spring 17 of the suspension plays a bearing role.
Stage 2 (fig. 4 area ②): at this stage, vs >0, vt >0, (Vs-Vt) <0, the suspension gradually returns from the compressed state to the equilibrium state. At this time, the annular permanent magnet and the electromagnetic coil 6 still deviate from the initial position and generate a repulsive force Fc (fig. 5 a). The annular permanent magnet is subjected to an upward repulsive force, the electromagnetic coil 6 is subjected to a downward repulsive force, and the sprung mass is dragged downwards to resist the influence of road surface excitation, so that the negative stiffness characteristic is met.
Stage 3 (fig. 4 area ③): at this stage, (Vs >0, vt >0, (Vs-Vt) > 0) or (Vs >0, vt <0, (Vs-Vt) > 0) or (Vs <0, vt <0, |Vs| -Vt| < 0) the suspension gradually changes from the equilibrium state to the extended state. At this time, the annular permanent magnet deviates from the initial position with the electromagnetic coil 6 and generates a repulsive force Fc (fig. 5 b). The annular permanent magnet is subjected to a downward repulsive force, the electromagnetic coil 6 is subjected to an upward repulsive force, and the sprung mass is lifted upwards to resist the influence of road surface excitation, so that the negative stiffness characteristic is met. The generated repulsive force Fc increases and decreases with the offset distance of the annular permanent magnet from the electromagnetic coil 6. When the offset distance between the annular permanent magnet and the electromagnetic coil 6 exceeds the magnetic force action range, the repulsive force Fc rapidly decreases and disappears, and the air spring 17 of the suspension plays a bearing role.
Stage 4 (fig. 4 area ④): at this stage, vs <0, vt <0, |Vs| -Vt| >0, the suspension gradually returns from the extended state to the equilibrium state. At this time, the annular permanent magnet and the electromagnetic coil 6 still deviate from the initial position and generate a repulsive force Fc (fig. 5 b). The annular permanent magnet is subjected to a downward repulsive force, the electromagnetic coil 6 is subjected to an upward repulsive force, and the sprung mass is lifted upwards to resist the influence of road surface excitation, so that the negative stiffness characteristic is met.
The magnitude of the magnetic force generated by the electromagnetic coil 6 is changed along with the magnitude of the current, so that the current I with different magnitudes can be introduced into the electromagnetic coil 6 according to different driving road conditions, and the negative stiffness effect generated by the mechanism can be adjusted by effectively widening the action range of the magnetic force so as to adapt to more complex road conditions. The implementation effect is shown in figures 6,7 and 8.
Example 2
As shown in fig. 9, this embodiment proposes an adjustable negative stiffness air spring assembly and a system control method for improving driving experience, which comprehensively consider multiple aspects of riding comfort, functional diversity, fault tolerance safety and the like. In actual use, different use environments and requirements often require vehicles to have different performance characteristics. These features generally include ride comfort, steering stability, and safety reliability. To achieve these objectives, it is necessary to perform individual control and joint control on suspension damping, height, frequency offset, and other aspects, and comprehensively consider the robustness and fault tolerance of the system. Characterized by comprising the following steps:
Step 1: after the vehicle is started, the suspension control system performs signal diagnosis to diagnose the working states of each key component of the current suspension system, wherein the working states comprise a normal state, a slight fault state/a general fault state and a serious fault state;
Specifically, in suspension systems, faults typically occur in the sensor, controller, and actuator, where a fault refers to an abnormality in the sensor or actuator value for some reason. While fault types generally include bias, gain, stuck, etc., assuming that a nominal value is expressed as x, the bias may be expressed as x+ρ, the gain may be expressed as x×σ, and the stuck may be expressed as ρ, where ρ is a constant value, 0 < σ.ltoreq.1. "normal" is a fault-free state, ρ=0, σ=1. The 'slight/general faults' refer to the fact that when the faults occur, the faults can be effectively compensated through robust fault-tolerant control methods such as sensor signals or control law recombination/reconstruction, and the like, so that the dynamic performance of the system is guaranteed. "catastrophic failure" refers to a failure of the system in the actuators, sensors and controllers, and cannot be repaired or compensated with a robust fault-tolerant control method, generally comprising: the actuator is stuck, sensor signals are lost, the controller is damaged, and the like.
The working states comprise a normal state, a slight fault state/a general fault state and a serious fault state, and the normal state, the slight fault state/the general fault state and the serious fault state are divided according to the fault types of the sensor or the actuator;
the step 1 specifically comprises the following steps:
Step 1.1: after the engine of the vehicle is started, the suspension system of the vehicle is initialized, and the electronic control unit is communicated with various sensors and actuators of the suspension system to verify the states of the sensors and the actuators;
Step 1.2: after the vehicle is started, the electric control unit inputs a fixed signal to each sensor and each actuator. Detecting deviation between an actual signal output by a current sensor/actuator and an estimated signal value obtained by the state observer through the state observer, judging a fault state of the current suspension system based on the deviation value, and controlling a fault prompting lamp on a vehicle instrument panel to be lightened if the fault exists;
In the step 1.2, the state observer is used for estimating the state variable of the system;
step 2: if each key component of the suspension system is in a normal, slight or general fault state, the mode judgment is completed by combining the driving mode selection of a driver and the strategy signal input so as to trigger different control modules: height control, offset frequency control, air supply control, vertical control, longitudinal control, lateral control and safety control, wherein each control module is in interactive coordination based on the real-time state of the suspension system;
in the step 2, the height control combines a threshold rule strategy and an incremental PID algorithm, and the height of the suspension, namely the height adjustment, is changed by inflating/deflating the air spring;
Incremental PID (Proport iona l-I ntegra l-DER IVAT IVE) is a variant of the PID control algorithm, which differs mainly in that it calculates the increment of the control quantity from the last control output and the current error, instead of directly calculating the control quantity itself. One of the advantages of incremental PID control over standard PID control is that it does not require storing the value of the historical control output, as it only calculates the control increment. This saves memory and reduces computational complexity, especially in environments where resources such as embedded systems are limited.
Similar to PID, incremental PID control can calculate the air pressure increment to be adjusted according to the current height error and the last error, and then is applied to the air pump and the valve to realize the adjustment of the suspension height. This control method can help stabilize the suspension system of the vehicle to maintain it at a desired height level.
Incremental PID control step:
1. Setting the cumulative error of the integral term and the differential term of the controller to zero, and acquiring a current system state (e.g., a current height of the suspension) and a target state (a desired height);
2. calculating a current error, namely a difference between an actual state and a target state;
3. The control increment is calculated using three components (proportional, integral, derivative) of the PID control algorithm. These increments represent contributions of the proportional, integral and derivative terms, respectively, calculated as:
scale-up (Δp): Δp=kp (current error-last error)
Integral delta (Δi): current error Δi=ki
Differential delta (Δd): Δd=kd (current error-last error)
4. The control output increment is equal to the sum of the three increments described above, i.e., Δu=Δp+Δi+Δd. This increment is used to adjust the control amount of the system (e.g., suspension air pressure)
5. Applying the calculated control output increment to the system to change a system state, such as increasing or decreasing an air pressure of the air bag, to adjust a height of the suspension;
6. updating the state and error of the system, then entering the next control period, and repeating the steps.
The bias frequency control is combined with a threshold value rule strategy, and the rigidity of the suspension is changed by changing the current in the coil so as to improve riding comfort;
threshold rule policies are a common control method. In suspension systems, such a strategy adjusts the suspension based on predefined thresholds or conditions to meet specific needs or objectives. The step of adjusting the suspension deflection frequency by using the threshold rule strategy is as follows:
defining threshold and conditions: first, a set of thresholds and conditions need to be explicitly defined that will trigger the adjustment of suspension deflection. For example:
if the vehicle speed exceeds 60 km/h, the suspension stiffness (frequency bias becomes high) is increased.
If the vehicle speed is lower than 20 km/h, the suspension stiffness is lowered (the yaw rate becomes low).
If the vehicle detects sudden braking or sudden acceleration, the suspension stiffness is temporarily increased to provide better stability.
Sensor and feedback: the suspension system is equipped with the necessary sensors to monitor vehicle conditions and driving behavior. The sensors can measure information such as vehicle speed, acceleration, braking force and the like and feed the information back to the control system.
Control algorithm: the control algorithm decides the adjustment mode of the suspension deflection frequency according to the feedback information of the sensor and the predefined threshold condition.
And performing offset frequency adjustment: and executing adjustment of suspension offset frequency according to the decision of the control algorithm. Namely, the control algorithm obtains a corresponding current value I, and inputs the current I to the electromagnetic coil, so that the rigidity of the suspension is changed, and the frequency offset adjustment is completed.
And (3) cycle control: the suspension system should continuously monitor conditions and make offset adjustments as needed. This is a cyclical control process, in which the suspension bias frequency is dynamically adjusted as the driving conditions change, to provide better ride stability and comfort.
As described above, the threshold rule policy may be used in conjunction with other control methods.
The air supply control threshold rule strategy ensures the basic working pressure required by the air spring system by charging/discharging the air supply system accumulator;
The vertical, longitudinal, lateral and safety control is combined with a canopy acceleration and threshold value rule mixing strategy, so that driving current in the suspension damper is changed in real time, and the output damping force is changed, and the vertical vibration, pitching and rolling phenomena of the vehicle are respectively and correspondingly improved, and the riding comfort and the running safety of the vehicle are improved;
The ceiling control is to install a larger damped ceiling damper between the vehicle body and an ideal ceiling, and the ceiling keeps absolute static, so that the vertical movement speed of the vehicle body can be reduced through the ideal ceiling damper, the vehicle body is more stable, and the riding comfort and the running smoothness of the vehicle are improved.
The acceleration damping control is to install an ideal inertial container between the vehicle body and an ideal ceiling, the ceiling keeps absolute static, the vertical vibration acceleration of the vehicle body is reduced through the ideal inertial container, the vehicle body moves more stably, and the riding comfort and the running smoothness of the vehicle are improved.
In practice, such an absolute stationary ideal canopy/inertial container cannot be provided, and therefore, in an active suspension, the damping force required for canopy control or acceleration control is provided by an actuator.
And the control effect of the canopy and the acceleration is better under the low frequency and the high frequency of the vertical vibration of the vehicle respectively. Therefore, the ceiling control and the acceleration control are combined to form the ceiling acceleration control, so that the vehicle has better performance in the full frequency band.
The control steps are as follows:
sensor monitoring vehicle body vertical movement speed The vibration frequency and return the signal value to the ECU.
And the ECU judges the current frequency band according to the returned signal, and selects a canopy control strategy or an acceleration control strategy according to the current frequency.
And the ECU combines the control strategy with the current vertical motion speed value of the vehicle body, calculates the damping force required to be output, and the actuator outputs the corresponding damping force according to the ECU signal.
The suspension system should continuously monitor conditions and make output damping force adjustments as needed. This is a cyclical control process where the suspension output damping force is dynamically adjusted as the driving conditions change to provide better ride stability and comfort.
If each critical component of the suspension system is in a serious fault state, the suspension control system is disconnected.
Step 3: and each control module outputs control variables, and a final control instruction is input into the adjustable negative stiffness air spring assembly with the adjustable negative stiffness characteristic through the priority coordination and dynamic matching module. The above-mentioned height adjustment, offset frequency adjustment and damping adjustment aim to improve the running dynamic performance of the vehicle, such as smoothness, stability of operation and passability, based on the following consideration; the failure mode aims at ensuring the safety of the running of the vehicle; the priority coordination module is set up to trade the performance for safety, namely, to sacrifice the running performance of the vehicle to a certain extent, and trade the running safety of the vehicle until the fault is relieved. The dynamic matching principle is based on the dynamic characteristics of a suspension system, and the dynamic change of the suspension height and deflection frequency is adapted by damping self-adaptive adjustment, and the dynamic matching principle depends on the internal relation of rigidity, damping and deflection frequency and the limit of the dynamic travel of the suspension. I.e. the output of the height-adjustable frequency offset module group is earlier than the output of the adjustable damping module group in priority.
In the step 3, the priority of each module is set as failure mode output > adjustable height & offset frequency module group output > adjustable damping module group output.
The previous description of the disclosed embodiments is provided to enable any person skilled in the art to make or use the present invention. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the generic principles defined herein may be applied to other embodiments without departing from the spirit or scope of the invention. Thus, the present invention is not intended to be limited to the embodiments shown herein but is to be accorded the widest scope consistent with the principles and novel features disclosed herein.
Claims (9)
1. The driving experience improvement oriented adjustable negative stiffness air spring assembly comprises an upper cover, a damper and an air bag for connecting the upper cover and the damper, and is characterized in that a protective cover is arranged on the upper cover, and the air bag is positioned in the protective cover;
the side wall of the damper is sleeved with a permanent magnet, the permanent magnet is arranged along the circumferential direction of the damper, and an electromagnetic coil corresponding to the position of the permanent magnet is arranged inside the protective cover;
The system control method comprises the following steps:
Step 1: after the vehicle is started, the suspension control system performs signal diagnosis to diagnose the working states of each key component of the current suspension system, wherein the working states comprise a normal state, a slight fault state/a general fault state and a serious fault state;
The working states comprise a normal state, a slight fault state/a general fault state and a serious fault state, and the normal state, the slight fault state/the general fault state and the serious fault state are divided according to the fault types of the sensor or the actuator;
Step 2: if each key component of the suspension system is in a normal, slight or general fault state, the driving mode selection and the strategy signal input of a driver are combined to complete the mode judgment so as to trigger different control modules, wherein the control modules comprise a height control module, a frequency deviation control module, an air supply control module, a vertical control module, a longitudinal control module, a lateral control module and a safety control module, and the control modules are in interactive fit based on the real-time state of the suspension system; if each key component of the suspension system is in a serious fault state, the system enters a failure mode and the suspension control system is disconnected;
step 3: and each control module outputs control variables, and a final control instruction is input into the adjustable negative stiffness air spring assembly with the adjustable negative stiffness characteristic through the priority coordination and dynamic matching module.
2. The riding experience improvement oriented adjustable negative stiffness air spring assembly and system control method according to claim 1, wherein the protective cover is provided with a coil electrode and an electrode hole, and the coil electrode passes through the electrode hole to be connected with the electromagnetic coil.
3. The driving experience improvement oriented adjustable negative stiffness air spring assembly and system control method according to claim 1, wherein the damper comprises a working cylinder, an oil cylinder, a piston cylinder and a piston rod, the side wall of the working cylinder is connected with an air bag, the working cylinder is communicated with the interior of the air bag, and an air charging and discharging port is penetrated through the side wall of the working cylinder;
The oil cylinder is positioned in the working cylinder, the piston cylinder is fixed in the oil cylinder, one end of the piston cylinder is connected with the bottom of the upper cover, and the other end of the piston cylinder penetrates into the piston cylinder;
The permanent magnet is arranged on the side wall of the oil cylinder.
4. The riding experience-improving-oriented adjustable negative stiffness air spring assembly and system control method according to claim 3, wherein an annular oblique side which inclines outwards is arranged on the side wall of the oil cylinder, a gasket is arranged at the top of the annular oblique side, the bottom of the gasket is matched with the shape of the annular oblique side, and the permanent magnet is arranged at the top of the gasket.
5. The riding experience-lifting-oriented adjustable negative stiffness air spring assembly and system control method according to claim 3, wherein an upper lifting lug is arranged at the top of the upper cover, and a lower lifting lug is arranged at the bottom of the oil cylinder;
The piston rod is fixedly sleeved with a rebound limiting block, a piston valve and a limiting disc from top to bottom in sequence, and the piston rod is connected with the limiting disc through a spring;
The bottom of the inner cavity of the piston cylinder is provided with a bottom valve.
6. The ride experience enhancement oriented adjustable negative stiffness air spring assembly and system control method of claim 3, wherein a cylinder cover is detachably connected to the top of the cylinder.
7. The riding experience-improving-oriented adjustable negative stiffness air spring assembly and system control method according to claim 3, wherein a sealing ring is arranged between the oil cylinder and the working cylinder.
8. The method for controlling the air spring assembly and the system with adjustable negative stiffness for driving experience improvement according to claim 1, wherein the step 1 specifically comprises the following steps:
Step 1.1: after the engine of the vehicle is started, the suspension system of the vehicle is initialized, and the electronic control unit is communicated with various sensors and actuators of the suspension system to verify the states of the sensors and the actuators;
step 1.2: after the vehicle is started, the electric control unit inputs a fixed signal to each sensor and each actuator; detecting deviation between an actual signal output by a current sensor/actuator and an estimated signal value obtained by the state observer through the state observer, judging a fault state of the current suspension system based on the deviation value, and controlling a fault prompting lamp on a vehicle instrument panel to be lightened if the fault exists;
In the step 1.2, the state observer is used for estimating the state variable of the system;
In the step 2, the height control module combines a threshold rule strategy and an incremental PID algorithm, and changes the height of the suspension, namely height adjustment, by inflating/deflating the air spring;
the offset frequency control module combines a threshold value rule strategy, and changes the rigidity of the suspension by changing the current in the electromagnetic coil so as to improve riding comfort;
The air supply control threshold value rule strategy module is used for ensuring the basic working pressure required by the air spring system by charging/discharging the air supply system accumulator;
The vertical, longitudinal, lateral and safety control is combined with a canopy acceleration and threshold value rule mixing strategy, driving current in the suspension damper is changed in real time, so that output damping force is changed, vertical vibration, pitching and rolling phenomena of a vehicle are respectively and correspondingly improved, and riding comfort and running safety of the vehicle are improved.
9. The driving experience enhancement oriented adjustable negative stiffness air spring assembly and the system control method according to claim 1, wherein in the step 3, each module priority is set as failure mode output > adjustable height & offset frequency module group output > adjustable damping module group output.
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