CN117991662A - Chassis control rack system of simulation new energy automobile - Google Patents
Chassis control rack system of simulation new energy automobile Download PDFInfo
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Abstract
The application discloses a chassis control rack system of a simulated new energy automobile, which relates to the technical field of chassis control and solves the problems that an original control and adjustment mode is incomplete and a plurality of side-tipping conditions of the chassis cannot be considered.
Description
Technical Field
The invention relates to the technical field of chassis control, in particular to a chassis control rack system for a simulated new energy automobile.
Background
The automobile chassis control rack is a system integrating hardware closed-loop equipment, a vehicle dynamics model and test engineering, is mainly used for comprehensive test and development of an automobile chassis system, and a modern automobile chassis control system tends to be intelligent and digital.
The application with the publication number of CN114791727A relates to the field of electric test monitoring systems, in particular to an on-loop simulation evaluation system of the hardware of an automobile chassis control system, which comprises an upper computer, a hydraulic rack, an electric cabinet, a control cabinet and a chassis controller, wherein the upper computer is used for establishing a digital simulation and test software model of a vehicle, and the upper computer compiles and converts a vehicle algorithm to form executable information; be equipped with the test part of a plurality of vehicles that wait to test on the hydraulic bench, the regulator cubicle is used for supplying power and providing driving power to the test part on the hydraulic bench, and the control cubicle obtains executable information from the host computer, and the control cubicle is according to executable information analog switch and sensor signal transmission to chassis controller in, and chassis controller is operated according to the test part on switch and the sensor signal drive hydraulic bench, and the feedback signal when chassis controller gathers test part operation is sent to digital emulation and test software model in. The functional modules of the test components can be used independently or in combination, and the configuration is flexible.
When the existing new energy automobile aims at controlling and adjusting the chassis, the real-time adjustment is generally carried out based on the inclination angle of the corresponding chassis, so that the stability of the chassis is guaranteed, but the adjusting mode is slow in time, the corresponding suspension parameters can influence the stability of the chassis, the original controlling and adjusting mode is not comprehensive, a plurality of side-tipping conditions of the chassis cannot be considered, and the controlling and adjusting effect is not good.
Disclosure of Invention
Aiming at the defects of the prior art, the invention provides a chassis control rack system for simulating a new energy automobile, which solves the problems that the original control and adjustment mode is not comprehensive and a plurality of side-tipping conditions of a chassis cannot be considered.
In order to achieve the above purpose, the invention is realized by the following technical scheme: a chassis control rack system for a simulated new energy automobile, comprising:
The vehicle parameter monitoring end monitors the speed of the vehicle and the steering amplitude of the steering wheel in real time, and based on the monitoring value, identifies whether the simulation model needs to be executed, and comprises the following steps:
Calibrating a vehicle speed monitored in real time as Vi, and calibrating a steering amplitude of a steering wheel monitored in real time as Fi, wherein i represents different moments;
When Fi > Y1, it is recognized whether the vehicle speed Vi satisfies: vi > Y2, if satisfied, executing the simulation model, if not satisfied, not performing simulation processing, and if Fi is not greater than Y1, not performing any processing;
the simulation model simulates a curve trend line of the vehicle based on the corresponding steering wheel steering amplitude and the vehicle speed;
The walking line analysis end determines an actual curve line based on the specific trend of the tire, performs angle analysis on the curve line and the curve trend line, generates a corresponding control signal based on a corresponding angle analysis result, and transmits the control signal to a control center to control a balance bar, and comprises:
the vehicle body system determines an actual curve actual line of the vehicle body system based on the specific trend of the tire;
Based on the calibrated curve trend line, generating a group of virtual horizontal lines, translating the virtual horizontal lines, determining the included angles between the virtual horizontal lines and the curve trend line or the curve actual line, and marking the included angles as A1 and A2 respectively;
Identifying the numerical values of A1 and A2, if A1 is less than A2, generating an outer chassis pressing signal, and transmitting the right chassis rolling signal to a control center;
If a1=a2, then no processing signal is generated;
if A1 is more than A2, generating an inner chassis pressing signal, and transmitting a left chassis rolling signal to a control center;
And the regulation and control proportion of the control center is 1:1, a step of;
Preferably, the control center applies pressure to the left side of the balance bar based on the acquired right chassis roll signal, the pressure applied parameter is gradually increased, and the increased parameter in each interval period is a set value;
Based on the acquired left chassis roll signal, pressing the right side of the balance bar, wherein the pressing parameters are gradually increased, and the increased parameters in each interval period are set values;
When the vehicle interior chassis inclination angle belongs to [ -7 °,7 ° ], the pressing is stopped.
The real-time analysis center is used for identifying the specific vehicle rolling condition based on the change condition of the included angle between the curve actual line and the curve trend line and judging whether the balance bar needs to be controlled again based on the identification result; comprising the following steps:
In the control process, determining an angle difference value Cz based on A1-A2=Cz, determining the angle difference value Cz corresponding to the pressure applied by different balance bars, performing variance processing on the angle difference value Cz generated in real time, and determining a corresponding variance value F k, wherein k=1, 2, … …, n and n represent the total number of corresponding variances;
If the newly added corresponding variance value F k satisfies: f k≥Fk-1 multiplied by C1, wherein C1 is a preset fixed coefficient factor, an angle difference value change abnormal signal is generated, the vehicle speed V1 at the moment is obtained based on the angle difference value change abnormal signal, the vehicle speed V2 corresponding to the previous group of variance values F k-1 is obtained, if V1 is smaller than V2, a stop pressurizing signal is directly generated and transmitted to a control center, the control center stops pressurizing the balance bar, and if the corresponding variance values still meet the following conditions: f k≥Fk-1 multiplied by C1, directly generating a decompression signal, and gradually reducing the applied pressure by the control center according to the decompression signal to change the applied pressure into original preset parameters;
If V1 is more than V2, directly generating a stop pressurization signal and transmitting the stop pressurization signal into the control center, wherein the control center stops pressurizing the balance bar, and if the corresponding variance value still meets the following conditions: f k≥Fk-1 is multiplied by C1, a pressurizing signal is directly generated, and the control center increases the regulation and control proportion based on the pressurizing signal to enable the regulating and control proportion to be 1:1 is increased to 1:2, pressing the balance bar, wherein if the balance bar is pressed, the variance value still meets the following conditions: f k≥Fk-1 multiplied by C1, directly generating a braking signal and directly transmitting the braking signal into a braking center;
In the pressure adjusting process, when the chassis gradually tends to be stable, stopping the corresponding control process, and keeping the corresponding control parameters unchanged, wherein the bottom of the chassis is provided with a horizontal sensor, and when the angle change range monitored by the horizontal sensor is as follows: when the temperature is 7 DEG to 7 DEG, the control process is stopped.
Preferably, the braking center receives the generated braking signal, performs braking processing on the running speed of the vehicle, and determines the optimal running speed based on the angle parameter determined at the corresponding moment; comprising the following steps:
Determining an included angle A1 between a curve trend line and a horizontal line at a corresponding moment based on the receiving time of the brake signal;
And adopting Vs=A1×C2, wherein C2 is a preset fixed coefficient factor, determining the optimal running vehicle speed Vs, and stopping when the vehicle speed of the vehicle is braked and reduced to Vs based on the optimal running vehicle speed Vs.
The invention provides a chassis control rack system for a simulated new energy automobile. Compared with the prior art, the method has the following beneficial effects:
According to the invention, the simulation model and the corresponding vehicle running process are used for determining the corresponding trend lines, and the corresponding chassis control signals are determined based on the relative change between the trend lines, so that the balance bar is pressed, the automobile chassis can be effectively controlled, and the chassis is stable in the steering process;
The back group monitors the angle difference value in the real-time control process and determines the change of the variance value based on the numerical value change, if the variance value is too large, the corresponding angle difference value is represented to be too large, so that whether the vehicle speed of the vehicle is correspondingly changed is analyzed, and then different control signals are generated based on the corresponding change process of the vehicle speed to control the chassis of the vehicle again, so that the chassis of the vehicle can tend to be stable no matter in an acceleration state or a deceleration state, a better control effect is achieved, and sitting experience is ensured;
When the monitored variance value exceeds the standard, a corresponding braking signal is required to be generated, the optimal running speed of the vehicle is determined, the vehicle is controlled, and the vehicle tends to be stable.
Drawings
FIG. 1 is a schematic diagram of a principal frame of the present invention;
fig. 2 is a schematic plan view of a trace according to the present invention.
Detailed Description
The following description of the embodiments of the present invention will be made clearly and completely with reference to the accompanying drawings, in which it is apparent that the embodiments described are only some embodiments of the present invention, but not all embodiments. All other embodiments, which can be made by those skilled in the art based on the embodiments of the invention without making any inventive effort, are intended to be within the scope of the invention.
Referring to fig. 1, the application provides a chassis control rack system for a simulated new energy automobile, which comprises a vehicle parameter monitoring end, a simulation model, a trend line analysis end, a real-time analysis center, a control center and a brake center;
The vehicle parameter monitoring end is electrically connected with the simulation model and the input node of the real-time analysis center respectively, the simulation model, the trend line analysis end and the real-time analysis center are electrically connected from the output node to the input node, and the trend line analysis end and the real-time analysis center are electrically connected with the input node of the control center, wherein the real-time analysis center is electrically connected with the input node of the brake center;
The vehicle parameter monitoring end monitors the speed of a vehicle and the steering wheel steering amplitude in real time, and based on the monitoring value, identifies whether a simulation model needs to be executed, wherein the simulation model is a preset model, and according to the steering wheel steering amplitude and the speed, a corresponding curve trend line can be simulated, and the specific mode of identifying whether the simulation model needs to be executed comprises the following steps:
Calibrating a vehicle speed monitored in real time as Vi, and calibrating a steering amplitude of a steering wheel monitored in real time as Fi, wherein i represents different moments;
When Fi > Y1, it is recognized whether the vehicle speed Vi satisfies: vi > Y2, if satisfied, executing the simulation model, if not satisfied, not performing simulation processing, and if Fi is not greater than Y1, not performing any processing;
Specifically, the application is mainly aimed at corresponding control of the vehicle chassis, in order to realize corresponding control, firstly, the chassis needs to generate Xu Ceqing, when the roll condition needs to be met, the steering amplitude of the steering wheel and the corresponding vehicle speed need to be analyzed, when the corresponding vehicle speed is larger in turning, the roll condition of Xu Depan needs to be generated, and the subsequent relevant analysis and control need to be executed, so that the vehicle chassis is ensured to be relatively stable.
The simulation model simulates a curve trend line of the vehicle based on the corresponding steering wheel steering amplitude and the vehicle speed, transmits the corresponding curve trend line simulated in real time to a trend line analysis end, and establishes a joint simulation platform by using professional software such as Carsim, simulink and the like to simulate and generate a normal curve trend line of the vehicle;
The trend line analysis end determines an actual curve actual line based on a specific trend of the tire, performs angle analysis on the curve actual line and the curve trend line, generates a corresponding control signal based on a corresponding angle analysis result, and transmits the control signal to the control center, wherein the specific mode for performing the angle analysis comprises the following steps:
referring to fig. 2, the vehicle body system determines its actual curve actual line based on the specific behavior of the tire;
Generating a group of virtual horizontal lines based on the calibrated curve trend line, translating the virtual horizontal lines, determining the included angles between the virtual horizontal lines and the curve trend line or the curve actual line, and marking the included angles as A1 and A2 respectively, wherein A1 is the included angle between the curve trend line and the virtual horizontal line, and A2 is the included angle between the curve actual line and the virtual horizontal line;
Identifying the values of A1 and A2, if A1 is less than A2, as shown in FIG. 2, representing that the vehicle is inclined inwards, wherein the situation is rarely, but is not excluded, and the situation that the vehicle is inclined inwards can also occur when the tire pressures of the tires at two sides are inconsistent and the tire pressures of the inner side are smaller, and the situation that the vehicle is inclined inwards can also occur when the suspension parameters of the tires are inconsistent, namely the suspension parameters of the inner side chassis are lower than the suspension parameters of the outer side chassis, an outer side chassis pressing signal is generated, and the right side chassis inclination signal is transmitted to a control center;
If a1=a2, then no processing signal is generated;
if A1 is greater than A2, namely the similar situation frequently occurs, when the vehicle turns inwards, the whole chassis can incline outwards, so that the situation of outwards rolling is caused, the whole vehicle moves outwards, an inner chassis pressing signal is generated, and a left chassis rolling signal is transmitted to a control center, wherein the arrow direction in a curve in FIG. 2 is the running direction of the vehicle, and the left chassis and the right chassis of the vehicle can be determined;
the control center presses the left side of the balance bar based on the acquired right chassis rolling signal, the pressing parameters of the balance bar are gradually increased, the increased parameters in each interval period are set values, deformation is generated when the left side of the balance bar is pressed, and the generated corresponding deformation amount moves to the left side, so that the chassis corresponding to the rolling is lifted upwards;
Based on the acquired left chassis roll signal, pressing the right side of the balance bar, wherein the pressing parameters are gradually increased, and the increased parameters in each interval period are set values;
when the vehicle interior chassis tends to be stationary, the pressing is stopped, the stationary is confirmed by the designated sensor, and the stationary angle is also set in advance by the operator.
The chassis department can be provided with corresponding balancing pole, and the pressure value of general both sides all is the constant value, all is in order to ensure the chassis stability of vehicle, based on the condition of inclining of corresponding chassis, exerts pressure to it, makes the position of corresponding side upwards slightly lift up to ensure that its chassis is comparatively stable.
Meanwhile, in order to monitor the specific process of numerical value adjustment, a subsequent real-time analysis center is required to be executed to determine the optimal pressing pressure value, so that the relative stability of the chassis is ensured;
The real-time analysis center identifies specific vehicle rolling conditions based on the change condition of the included angle between the curve actual line and the curve trend line, and judges whether the balance bar needs to be controlled again based on the identification result so as to meet the requirement of vehicle chassis stability, wherein the specific mode of judging comprises the following steps:
In the control process, based on a1—a2=cz, determining an angle difference Cz corresponding to the pressure applied by different balance bars, and performing variance processing on the angle difference Cz generated in real time to determine a corresponding variance value F k, wherein k=1, 2, … …, n represents the total number of corresponding variances, for example: two sets of angle differences determine a first set of variances, when a new set of angle differences is added, three sets of angle differences determine a second set of variances, and when a new set of angle differences is added, four sets of angle differences determine a third set of variances, wherein the variances are processed in the following manner: assuming that three groups of angle differences exist, namely CZ1, CZ2 and CZ3, determining the average JJ of the three groups of angle differences, and adopting Because the variance is processed in the prior art, the description is omitted here;
If the newly added corresponding variance value F k satisfies: f k≥Fk-1 multiplied by C1, wherein C1 is a preset fixed coefficient factor, and is drawn in advance by an operator, and is generally taken as a value of 1.5, an angle difference change abnormal signal is generated, the vehicle speed V1 at the moment is obtained based on the difference change abnormal signal, the vehicle speed V2 corresponding to the previous group of variance values F k-1 is obtained, if V1 is smaller than V2, the vehicle speed is represented to decrease, so that the rolling of the vehicle is gradually stable, but the applied pressure can cause the angle difference to be quickly increased, a stop pressurization signal is directly generated and is transmitted to a control center, the control center stops pressurizing the balance bar, and if the corresponding variance values still meet the following conditions: f k≥Fk-1 is multiplied by C1, a decompression signal is directly generated, the control center gradually reduces the applied pressure according to the decompression signal to enable the applied pressure to be changed into original preset parameters, specifically, the situation can be combined, and the situation that when the balance bar is normally pressed, the speed of the balance bar suddenly drops, the corresponding angle difference value is excessively large, in order to avoid the reverse rolling situation of the vehicle, the pressure is preferentially stopped, then the pressure is monitored, if the corresponding effect still exists, the decompression treatment is carried out, when the balance bar is in a non-pressing state, the corresponding chassis is not correspondingly restricted, and when the speed of the balance bar is excessively low, the rolling situation is not caused, so that only the pressure is needed to be reduced;
If V1 > V2, the vehicle speed is increasing, so that the vehicle is gradually inclined and the angle difference is rapidly increased, and then a stop pressurization signal is directly generated and transmitted to the control center, the control center stops pressurizing the balance bar, and the regulation and control ratio is a preset value, which may be 1 in the primary control process: 1, wherein the adjustment is 1:2, that is, 1 unit time, one pressure parameter is increased to two pressure parameters in one unit time, if the corresponding variance value still meets the following requirements: f k≥Fk-1 is multiplied by C1, a pressurizing signal is directly generated, the control center increases the regulation and control proportion based on the pressurizing signal, and the variance value of the pressurizing signal is still satisfied after the pressurizing of the balancing rod: f k≥Fk-1 is multiplied by C1, a braking signal is directly generated and is directly transmitted to a braking center, specifically, the situation can be understood by combining the actual situation, when the vehicle is in a rolling situation, the rolling situation is further accelerated, the rolling situation is more serious, the corresponding angle variance value is not reduced and increased, the corresponding numerical value is excessively changed, so that the vehicle body is required to be pressed again to ensure stability, and if the pressing situation can not meet the numerical value changing situation, the corresponding braking center is required to be executed to brake the vehicle speed, the vehicle speed is sufficiently reduced, and the rolling risk of the vehicle is ensured;
In the pressure adjusting process, when the chassis gradually tends to be stable, stopping the corresponding control process, and keeping the corresponding control parameters unchanged, wherein the bottom of the chassis is provided with a horizontal sensor, and when the angle change range monitored by the horizontal sensor is as follows: when the temperature is 7 DEG to 7 DEG, the control process is stopped.
The braking center receives the generated braking signal, performs braking processing on the running speed of the vehicle, and determines the optimal running speed based on the angle parameter determined at the corresponding moment, wherein the specific mode for determining comprises the following steps:
Determining an included angle A1 between a curve trend line and a horizontal line at a corresponding moment based on the receiving time of the brake signal;
Adopting Vs=A1×C2, wherein C2 is a preset fixed coefficient factor, the specific value of which is determined by an operator according to experience, determining the optimal running vehicle speed Vs, and stopping when the vehicle speed of the vehicle is braked and reduced to Vs based on the optimal running vehicle speed Vs;
The whole braking process is finished, the risk that the vehicle body is not inclined in the bending process is guaranteed, the comprehensiveness and the effectiveness of the control process are improved, a good inclined control effect can be achieved, and the chassis is guaranteed to move stably.
Some of the data in the above formulas are numerical calculated by removing their dimensionality, and the contents not described in detail in the present specification are all well known in the prior art.
The above embodiments are only for illustrating the technical method of the present invention and not for limiting the same, and it should be understood by those skilled in the art that the technical method of the present invention may be modified or substituted without departing from the spirit and scope of the technical method of the present invention.
Claims (7)
1. A chassis control rack system for a simulated new energy automobile, comprising:
the vehicle parameter monitoring end monitors the speed of the vehicle and the steering amplitude of the steering wheel in real time and identifies whether a simulation model needs to be executed or not based on the monitored value;
the simulation model simulates a curve trend line of the vehicle based on the corresponding steering wheel steering amplitude and the vehicle speed;
The walking line analysis end determines an actual curve line based on the specific trend of the tire, performs angle analysis on the curve actual line and the curve trend line, generates a corresponding control signal based on a corresponding angle analysis result, and transmits the corresponding control signal to the control center to control the balance bar;
And the real-time analysis center is used for identifying the specific vehicle rolling condition based on the change condition of the included angle between the curve actual line and the curve trend line and judging whether the balance bar needs to be controlled again based on the identification result.
2. The system of claim 1, wherein the vehicle parameter monitoring unit for identifying whether a simulation model is required to be executed comprises:
Calibrating a vehicle speed monitored in real time as Vi, and calibrating a steering amplitude of a steering wheel monitored in real time as Fi, wherein i represents different moments;
When Fi > Y1, it is recognized whether the vehicle speed Vi satisfies: and if the value of Fi is larger than Y2, executing the simulation model, if the value of Fi is not larger than Y1, not executing the simulation process, and if the value of Fi is smaller than Y1, not executing any process.
3. The simulated new energy automobile chassis control rack system of claim 1, wherein said trend line analysis end performs an angle analysis comprising:
the vehicle body system determines an actual curve actual line of the vehicle body system based on the specific trend of the tire;
Based on the calibrated curve trend line, generating a group of virtual horizontal lines, translating the virtual horizontal lines, determining the included angles between the virtual horizontal lines and the curve trend line or the curve actual line, and marking the included angles as A1 and A2 respectively;
Identifying the numerical values of A1 and A2, if A1 is less than A2, generating an outer chassis pressing signal, and transmitting the right chassis rolling signal to a control center;
If a1=a2, then no processing signal is generated;
if A1 is more than A2, generating an inner chassis pressing signal, and transmitting a left chassis rolling signal to a control center;
And the regulation and control proportion of the control center is 1:1.
4. A simulated new energy vehicle chassis control rack system as claimed in claim 3 wherein said control center applies pressure to the left side of the balance bar based on the acquired right side chassis roll signal with the pressure applied being a step-wise increase in parameter and the increased parameter being a set value for each interval period;
Based on the acquired left chassis roll signal, pressing the right side of the balance bar, wherein the pressing parameters are gradually increased, and the increased parameters in each interval period are set values;
When the vehicle interior chassis inclination angle belongs to [ -7 °,7 ° ], the pressing is stopped.
5. The simulated new energy automobile chassis control rack system of claim 4, wherein said real time analysis center determining whether control of the balance bar is needed again comprises:
In the control process, determining an angle difference value Cz based on A1-A2=Cz, determining the angle difference value Cz corresponding to the pressure applied by different balance bars, performing variance processing on the angle difference value Cz generated in real time, and determining a corresponding variance value F k, wherein k=1, 2, … …, n and n represent the total number of corresponding variances;
If the newly added corresponding variance value F k satisfies: f k≥Fk-1 multiplied by C1, wherein C1 is a preset fixed coefficient factor, an angle difference value change abnormal signal is generated, the vehicle speed V1 at the moment is obtained based on the angle difference value change abnormal signal, the vehicle speed V2 corresponding to the previous group of variance values F k-1 is obtained, if V1 is smaller than V2, a stop pressurizing signal is directly generated and transmitted to a control center, the control center stops pressurizing the balance bar, and if the corresponding variance values still meet the following conditions: f k≥Fk-1 multiplied by C1, directly generating a decompression signal, and gradually reducing the applied pressure by the control center according to the decompression signal to change the applied pressure into original preset parameters;
If V1 is more than V2, directly generating a stop pressurization signal and transmitting the stop pressurization signal into the control center, wherein the control center stops pressurizing the balance bar, and if the corresponding variance value still meets the following conditions: f k≥Fk-1 is multiplied by C1, a pressurizing signal is directly generated, and the control center increases the regulation and control proportion based on the pressurizing signal to enable the regulating and control proportion to be 1:1 is increased to 1:2, pressing the balance bar, wherein if the balance bar is pressed, the variance value still meets the following conditions: f k≥Fk-1 multiplied by C1, directly generating a braking signal and directly transmitting the braking signal into a braking center;
In the pressure adjusting process, when the chassis gradually tends to be stable, stopping the corresponding control process, and keeping the corresponding control parameters unchanged, wherein the bottom of the chassis is provided with a horizontal sensor, and when the angle change range monitored by the horizontal sensor is as follows: when the temperature is 7 DEG to 7 DEG, the control process is stopped.
6. The system of claim 5, wherein the brake center receives the generated brake signal, applies a brake process to the traveling speed of the vehicle, and determines the optimal traveling speed based on the angle parameter determined at the corresponding time.
7. The simulated new energy vehicle chassis control rack system of claim 6, wherein said braking center determining an optimal travel speed comprises:
Determining an included angle A1 between a curve trend line and a horizontal line at a corresponding moment based on the receiving time of the brake signal;
And adopting Vs=A1×C2, wherein C2 is a preset fixed coefficient factor, determining the optimal running vehicle speed Vs, and stopping when the vehicle speed of the vehicle is braked and reduced to Vs based on the optimal running vehicle speed Vs.
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| CN202410396368.8A CN117991662B (en) | 2024-04-03 | Chassis control rack system of simulation new energy automobile |
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| CN202410396368.8A CN117991662B (en) | 2024-04-03 | Chassis control rack system of simulation new energy automobile |
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