CN117601973B - Cab suspension system semi-active control method based on 6-axis IMU - Google Patents
Cab suspension system semi-active control method based on 6-axis IMU Download PDFInfo
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- CN117601973B CN117601973B CN202410082208.6A CN202410082208A CN117601973B CN 117601973 B CN117601973 B CN 117601973B CN 202410082208 A CN202410082208 A CN 202410082208A CN 117601973 B CN117601973 B CN 117601973B
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- 238000000034 method Methods 0.000 title claims abstract description 19
- 238000013016 damping Methods 0.000 claims abstract description 69
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- 230000035939 shock Effects 0.000 claims abstract description 42
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- 238000010586 diagram Methods 0.000 claims abstract description 11
- 238000004364 calculation method Methods 0.000 claims abstract description 10
- 238000006073 displacement reaction Methods 0.000 claims description 20
- 238000006243 chemical reaction Methods 0.000 claims description 4
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62D—MOTOR VEHICLES; TRAILERS
- B62D33/00—Superstructures for load-carrying vehicles
- B62D33/06—Drivers' cabs
- B62D33/0604—Cabs insulated against vibrations or noise, e.g. with elastic suspension
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
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Abstract
A semi-active control method of a cab suspension system based on a 6-axis IMU comprises the following steps: step one, installing an ECU at the position of a cab; step two, according to the signal obtained by the first IMU in the step one, the vertical, transverse and longitudinal acceleration, the roll angle and the pitch angle speed of the mass center of the cab are obtained; step three, performing integral calculation according to the signal data obtained in the step two; step four, according to the signal obtained by the second IMU in the step one; fifthly, establishing a cab suspension simplified model reference coordinate system diagram according to a cab suspension structure diagram; step six, establishing a canopy damping control model with continuously adjustable damping; step seven, according to the technical parameters of the 4 shock absorbers in the step six; and step eight, outputting current values of the shock absorbers calculated according to the step seven. According to the invention, two IMUs with 6 shafts are adopted to replace 7 acceleration sensors, so that the occupied space is small, and the pins of the ECU can be reduced greatly.
Description
Technical Field
The invention relates to the technical field of cab suspension systems, in particular to a 6-axis IMU-based semi-active control method of a cab suspension system.
Background
With the development of the freight industry, more and more drivers have obvious occupational diseases, and thus, the comfort, the stability and the like of the cab of the commercial vehicle are required to be higher. The control system is divided into passive control, semi-active control and active control, and the traditional commercial vehicle cab adopts passive suspension, cannot be suitable for all severe roads and has great limitation, so a suspension system with the control system is generated. With the current technical development, the realization of active control of cab suspension is still in the concept and exploration stage, and the realization of semi-active control becomes possible.
The existing semi-active suspension control system of the cab measures corresponding signals by installing 3 vertical acceleration sensors at corresponding positions of the cab and installing 4 vertical acceleration sensors at corresponding positions of a frame; the obtained signals are subjected to integral calculation to obtain the vertical, side inclination, pitch angle acceleration and speed of the center of mass of the cab and the relative movement speeds of 4 suspension points of the frame; the current method needs to arrange 7 acceleration sensors in total, is messy in wiring and occupies more vehicle space.
Disclosure of Invention
In order to solve the problems, the invention aims to provide a semi-active control method of a cab suspension system based on a 6-axis IMU.
In order to achieve the above purpose, the technical scheme of the invention is as follows: a semi-active control method of a cab suspension system based on a 6-axis IMU comprises the following steps:
the method comprises the steps that firstly, an ECU is arranged at the position of a cab and used for receiving various signal inputs of a control system and outputting various control signals, wherein a first IMU is integrated inside the ECU, a second IMU is arranged at the corresponding position of a suspension frame of the cab and used for measuring corresponding signals;
step two, according to the signal obtained by the first IMU in the step one, the vertical, transverse and longitudinal acceleration, the roll angle and the pitch angle speed of the mass center of the cab are obtained;
thirdly, performing integral calculation according to the signal data obtained in the second step to obtain vertical, transverse and longitudinal speeds and displacement amounts, a roll angle value and a pitch angle value of the mass center of the cab;
Step four, according to the signals obtained by the second IMU in the step one, the vertical, transverse and longitudinal acceleration, the roll angle and the pitch angle speed of the frame are obtained, and then integral calculation is carried out to obtain the vertical, transverse and longitudinal speed and displacement, the roll angle and the pitch angle value of the frame;
Fifthly, establishing a reference coordinate system diagram of a cab suspension simplified model according to a cab suspension structure diagram to obtain the relative movement speeds and the relative displacement of 4 suspensions of the left front, the right front, the left rear and the right rear of the cab;
Step six, establishing a canopy damping control model with continuously adjustable damping, calculating canopy damping control force of the cab according to the data obtained in the step two, the step three, the step four and the step five, and then calculating actual damping force required to be output by the shock absorbers of the 4 shock absorbers;
step seven, respectively deducing a relation formula between the output damping force of each shock absorber, the input current of the shock absorber and the compression deformation speed of the shock absorber according to the technical parameters of the 4 shock absorbers in the step six, and respectively calculating the input current of each shock absorber;
And step eight, according to the output current value of each shock absorber calculated in the step seven, the controller controls the current amplifier to input and output corresponding current to each shock absorber, so that the damping of each shock absorber is adjustable, and the semi-active control of the cab suspension system is achieved.
Through the arrangement, compared with the prior art, the invention has the beneficial effects that:
The invention adopts two IMUs (inertial measurement units) with 6 shafts to replace 7 acceleration sensors, wherein one IMU is integrated in the ECU, and the other IMU is arranged on the cab frame, so that the invention not only occupies small space, but also the pins of the ECU (electronic control unit, controller) can be reduced greatly.
Drawings
The invention will now be further described with reference to the accompanying drawings.
FIG. 1 is a fact flow chart of the method and system of the present invention;
Fig. 2 is a diagram of a cab suspension simplified model reference coordinate system.
Detailed Description
As shown in fig. 1 and 2, a cab suspension system semi-active control method based on a 6-axis IMU includes the following steps:
the method comprises the steps that firstly, an ECU is arranged at the position of a cab and used for receiving various signal inputs of a control system and outputting various control signals, wherein a first IMU is integrated inside the ECU, a second IMU is arranged at the corresponding position of a suspension frame of the cab and used for measuring corresponding signals;
step two, according to the signal obtained by the first IMU in the step one, the vertical, transverse and longitudinal acceleration, the roll angle and the pitch angle speed of the mass center of the cab are obtained;
thirdly, performing integral calculation according to the signal data obtained in the second step to obtain vertical, transverse and longitudinal speeds and displacement amounts, a roll angle value and a pitch angle value of the mass center of the cab;
Step four, according to the signals obtained by the second IMU in the step one, the vertical, transverse and longitudinal acceleration, the roll angle and the pitch angle speed of the frame are obtained, and then integral calculation is carried out to obtain the vertical, transverse and longitudinal speed and displacement, the roll angle and the pitch angle value of the frame;
Fifthly, establishing a reference coordinate system diagram of a cab suspension simplified model according to a cab suspension structure diagram to obtain the relative movement speeds and the relative displacement of 4 suspensions of the left front, the right front, the left rear and the right rear of the cab;
Step six, establishing a canopy damping control model with continuously adjustable damping, calculating canopy damping control force of the cab according to the data obtained in the step two, the step three, the step four and the step five, and then calculating actual damping force required to be output by the shock absorbers of the 4 shock absorbers;
step seven, respectively deducing a relation formula between the output damping force of each shock absorber, the input current of the shock absorber and the compression deformation speed of the shock absorber according to the technical parameters of the 4 shock absorbers in the step six, and respectively calculating the input current of each shock absorber;
And step eight, according to the output current value of each shock absorber calculated in the step seven, the controller controls the current amplifier to input and output corresponding current to each shock absorber, so that the damping of each shock absorber is adjustable, and the semi-active control of the cab suspension system is achieved.
The specific calculation method of the method and the system comprises the following steps:
1) A reference coordinate system is established, the coordinate system {0} is an inertial coordinate system (a base coordinate system), the origin of the coordinate system {1} is located on the front frame, the coordinate system {0} and the coordinate system {1} are only offset in the vertical direction in the initial state, and the coordinate system { S } is a cab mass center coordinate system. z f denotes the vertical displacement of the frame, The vehicle frame side tilt angle is represented by θ f, the pitch angle of the vehicle frame is represented by L, the distance of the front vehicle frame is represented by M S, the sprung mass (cab mass), k 1,k2,k3,k4 represents the rigidity of the four air springs of the front left, front right, rear left and rear right, c 1,c2,c3,c4 represents the damping coefficients of the four air springs of the front left, front right, rear left and rear right, Δf 1,ΔF2,ΔF3,ΔF4 represents the adjustable damping forces of the four air springs of the front left, front right, rear left and rear right, L w represents the distance between the front suspension and the rear suspension, L f represents the longitudinal distance between the sprung mass centroid and the front axle, L r represents the longitudinal distance between the sprung mass centroid and the rear axle, B l represents the transverse distance between the sprung mass centroid and the left wheel, B r represents the transverse distance between the sprung mass centroid and the right wheel, and the cab centroid displacement r s＝[xs,ys,zs]T, wherein x s,ys,zs represents the displacement of the cab centroid in the x, y and z directions under the whole vehicle coordinate system. /(I)Represents the cab roll angle, and θ s represents the cab pitch angle.
2) And carrying out motion analysis according to a reference coordinate system, wherein the sprung mass vertical displacement of the four air springs is as follows:
according to the small angle approximation principle, the sprung mass vertical displacement of the four air springs is calculated:
transformation of coordinate system {1} in coordinate system {0 }:
the displacement amounts of the positions of the four frames (unsprung mass) of the left front, the right front, the left rear and the right rear are calculated respectively:
3) And the ceiling damping control model is used for carrying out secondary control of high damping and low damping on a controllable damping controller according to the magnitude relation of the up-down movement speeds of the vehicle body and the wheels. Mathematical model and control logic interpretation thereof:
When v 2(v2-v1) is equal to or greater than 0, suspension Damping Force Damping force=c max(v2-v1);
When v 2(v2-v1) < 0, suspension Damping Force Damping force=c min(v2-v1);
v 1 and v 2 are the vertical motion speeds of the unsprung and sprung masses, respectively, and C max and C min correspond to the maximum and minimum damping coefficients of the controllable damper, C sky is a calibrated parameter, and C is a continuously adjustable damping coefficient.
The conversion from ideal canopy damping control to actual damping control refers to the conversion from virtual canopy damping coefficient to actual controllable damping coefficient C. In the real control, the controllable damping coefficient is continuously adjustable.
Obtaining according to the conversion relation between ideal canopy damping control and actual adjustable damping controlThus, the first and second heat exchangers are arranged,
The adjustable damping is as follows:
Obtaining real-time damping force: csky is a predetermined fixed parameter, which may be the upper limit damping coefficient C max of the adjustable damping shock absorber, or it may be a scaled coefficient multiplied by it, and once scaled, there is no longer any change in the algorithm. In summary, C sky is a calibration parameter, and C is a continuously adjustable damping coefficient.
When the control algorithm requests a negative damping coefficient, the shock absorber directly provides the minimum damping coefficient, namely:
When When C=C min,/>
WhenTime,/>
The damping adjustable shock absorber is a CDC shock absorber, is mature in technology and wide in application, but is not limited to the CDC shock absorber.
The invention adopts two IMUs (inertial measurement units) with 6 shafts to replace 7 acceleration sensors, wherein one IMU is integrated in the ECU, and the other IMU is arranged on the cab frame, so that the invention not only occupies small space, but also the pins of the ECU (electronic control unit, controller) can be reduced greatly.
The foregoing is illustrative of the present invention and is not to be construed as limiting the scope of the invention. Any equivalent changes and modifications can be made by those skilled in the art without departing from the spirit and principles of this invention, and are intended to be within the scope of this invention.
Claims (6)
1. The semi-active control method of the cab suspension system based on the 6-axis IMU is characterized by comprising the following steps of:
Step one, installing an ECU at the position of a cab, wherein the ECU is used for receiving various signal inputs and outputting various control signals;
step two, according to the signal obtained by the first IMU in the step one, the vertical, transverse and longitudinal acceleration, the roll angle and the pitch angle speed of the mass center of the cab are obtained;
Step three, performing integral calculation according to the signal data obtained in the step two;
Step four, according to the signals obtained by the second IMU in the step one, the vertical, transverse and longitudinal acceleration, the roll angle and the pitch angle speed of the frame are obtained, and then integral calculation is carried out to obtain the vertical, transverse and longitudinal speed and displacement, the roll angle and the pitch angle value of the frame;
fifthly, establishing a cab suspension simplified model reference coordinate system diagram according to a cab suspension structure diagram;
Step six, establishing a ceiling damping control model with continuously adjustable damping, and calculating actual damping forces required to be output by the shock absorbers of the 4 shock absorbers;
Step seven, respectively deducing a relation formula between the output damping force of each shock absorber, the input current of the shock absorber and the compression deformation speed of the shock absorber according to the technical parameters of the 4 shock absorbers in the step six;
Step eight, according to the output current value of each shock absorber calculated in the step seven, the controller controls the current amplifier to input and output corresponding current to each shock absorber, so that the damping of each shock absorber is adjustable, and the semi-active control of the cab suspension system is achieved;
the control method comprises the following specific steps:
1) Establishing a reference coordinate system, wherein the coordinate system {0} is an inertial coordinate system, the origin of the coordinate system {1} is positioned on the front frame, the coordinate system {0} and the coordinate system {1} are only offset in the vertical direction in the initial state, the coordinate system { S } is a center of mass coordinate system of the cab, z f represents the vertical displacement of the frame, The vehicle frame side inclination angle is represented by theta f, the pitch angle of the vehicle frame is represented by L, the distance between the front vehicle frame and the front axle is represented by L S, the sprung mass is represented by M 1,k2,k3,k4, the rigidity of the four left front, right front, left rear and right rear air springs is represented by k 1,c2,c3,c4, the damping coefficients of the four left front, right front, left rear and right rear air springs are represented by c 1,c2,c3,c4, the adjustable damping forces of the four left front, right front, left rear and right rear air springs are represented by DeltaF 1,ΔF2,ΔF3,ΔF4, the distance between the front suspension and the rear suspension is represented by L w, the longitudinal distance between the sprung mass centroid and the front axle is represented by L f, the longitudinal distance between the sprung mass centroid and the rear axle is represented by L r, the transverse distance between the sprung mass centroid and the left wheel is represented by B l, the transverse distance between the sprung mass centroid and the right wheel is represented by B r, the displacement amount r s＝[xs,ys,zs]T of the cab centroid in the x, y and z directions is represented by x s,ys,zs Representing cab roll angle, θ s representing cab pitch angle;
2) And carrying out motion analysis according to a reference coordinate system, wherein the sprung mass vertical displacement of the four air springs is as follows:
according to the small angle approximation principle, the sprung mass vertical displacement of the four air springs is calculated:
transformation of coordinate system {1} in coordinate system {0 }:
the displacement amounts of the left front frame position, the right front frame position, the left rear frame position and the right rear frame position are calculated respectively:
3) The canopy damping control model is used for carrying out high-low damping secondary control on a controllable damping controller according to the magnitude relation of the up-down movement speeds of the vehicle body and the wheels, and the mathematical model and the control logic are explained:
When v 2(v2-v1) is equal to or greater than 0, suspension Damping Force Damping force=c max(v2-v1);
When v 2(v2-v1) < 0, suspension Damping Force Damping force=c min(v2-v1);
v 1 and v 2 are the vertical motion speeds of the unsprung and sprung masses, respectively, the maximum and minimum damping coefficients of the controllable dampers corresponding to C max and C min, C sky is a calibration parameter, and C is a continuously adjustable damping coefficient;
obtaining according to the conversion relation between ideal canopy damping control and actual adjustable damping control Thus, the adjustable damping is:
Obtaining real-time damping force: csky is a preset fixed parameter, which can be the upper limit damping coefficient C max of the adjustable damping shock absorber or the upper limit damping coefficient C max multiplied by a calibrated proportionality coefficient;
When the control algorithm requests a negative damping coefficient, the shock absorber directly provides the minimum damping coefficient, namely:
When When C=C min,/>
WhenTime,/>
2. The 6-axis IMU-based cab suspension system semi-active control method of claim 1, wherein: in a first step, a first IMU is integrated inside the ECU, and a second IMU is installed at a corresponding position of the suspension frame of the cab, and corresponding signals are measured.
3. The 6-axis IMU-based cab suspension system semi-active control method of claim 1, wherein: and (3) performing integral calculation according to the signal data obtained in the step two to obtain the vertical, horizontal and longitudinal speeds and displacement, the roll angle and the pitch angle values of the center of mass of the cab.
4. The 6-axis IMU-based cab suspension system semi-active control method of claim 1, wherein: and step, establishing a reference coordinate system diagram of a cab suspension simplified model according to a cab suspension structure diagram, and obtaining the relative movement speeds and the relative displacement of 4 suspensions of the left front, the right front, the left rear and the right rear of the cab.
5. The 6-axis IMU-based cab suspension system semi-active control method of claim 1, wherein: and step six, after a canopy damping control model is established, calculating canopy damping control force of the cab according to the data obtained in the step two, the step three, the step four and the step five, and then calculating actual damping force required to be output by the shock absorbers of the 4 shock absorbers.
6. The 6-axis IMU-based cab suspension system semi-active control method of claim 1, wherein: and step seven, according to a relation formula between compression deformation speeds of the shock absorbers, respectively calculating input currents of the shock absorbers.
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| CN112009577A (en) * | 2020-09-11 | 2020-12-01 | 桂林电子科技大学 | Control method for semi-active suspension of heavy truck cab |
| CN214057735U (en) * | 2020-11-03 | 2021-08-27 | 湖南大学 | Cab and seat integrated suspension system |
| EP3888957A1 (en) * | 2020-04-02 | 2021-10-06 | Fox Factory, Inc. | System for vehicle suspension management |
| CN115402048A (en) * | 2022-08-26 | 2022-11-29 | 清华大学 | Method and system for determining dynamic response parameters of vehicle body |
| CN116021939A (en) * | 2021-10-26 | 2023-04-28 | 比亚迪股份有限公司 | Semi-active suspension control method and device, storage medium and vehicle |
| GB202308813D0 (en) * | 2020-07-21 | 2023-07-26 | Jaguar Land Rover Ltd | Vehicle active suspension control system and method |
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| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US9528567B2 (en) * | 2005-04-06 | 2016-12-27 | Zero Shock Seating, Llc | Method and apparatus for an adaptive suspension support system |
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Patent Citations (6)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| EP3888957A1 (en) * | 2020-04-02 | 2021-10-06 | Fox Factory, Inc. | System for vehicle suspension management |
| GB202308813D0 (en) * | 2020-07-21 | 2023-07-26 | Jaguar Land Rover Ltd | Vehicle active suspension control system and method |
| CN112009577A (en) * | 2020-09-11 | 2020-12-01 | 桂林电子科技大学 | Control method for semi-active suspension of heavy truck cab |
| CN214057735U (en) * | 2020-11-03 | 2021-08-27 | 湖南大学 | Cab and seat integrated suspension system |
| CN116021939A (en) * | 2021-10-26 | 2023-04-28 | 比亚迪股份有限公司 | Semi-active suspension control method and device, storage medium and vehicle |
| CN115402048A (en) * | 2022-08-26 | 2022-11-29 | 清华大学 | Method and system for determining dynamic response parameters of vehicle body |
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