WO2020114027A1 - 空气悬架高度控制系统和控制方法 - Google Patents

空气悬架高度控制系统和控制方法 Download PDF

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Publication number
WO2020114027A1
WO2020114027A1 PCT/CN2019/104639 CN2019104639W WO2020114027A1 WO 2020114027 A1 WO2020114027 A1 WO 2020114027A1 CN 2019104639 W CN2019104639 W CN 2019104639W WO 2020114027 A1 WO2020114027 A1 WO 2020114027A1
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Prior art keywords
height
preset
air spring
adjustment
difference
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PCT/CN2019/104639
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English (en)
French (fr)
Inventor
魏恒
程海松
刘壬生
潘高强
邱东
宋奕莹
陈新聪
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珠海格力电器股份有限公司
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Publication of WO2020114027A1 publication Critical patent/WO2020114027A1/zh

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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
    • 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
    • B60G17/02—Spring characteristics, e.g. mechanical springs and mechanical adjusting means
    • B60G17/04—Spring characteristics, e.g. mechanical springs and mechanical adjusting means fluid spring characteristics
    • B60G17/052—Pneumatic spring characteristics

Definitions

  • the present application relates to the technical field of vehicle engineering, in particular to a height control system and control method for a vehicle air suspension.
  • Suspension is the general term for the force-transmitting connection between the frame (or load-bearing body) of the car and the axle (or wheel). Its function is to transmit the force and torque between the wheel and the frame, and buffer The impact force transmitted to the frame or car body from the uneven road and reduce the vibration caused thereby to ensure the smooth driving of the car.
  • the load change of the vehicle between no load and full load will cause the suspension height to change.
  • the suspension will cause the vehicle to change the height from the ground continuously due to the different load, which will affect the passing distance and safety and comfort of the vehicle.
  • suspension displacement and load acting on the vehicle are independent parameters.
  • the overall load evaluation and load transfer evaluation lack data support, which is not conducive to the establishment of the vehicle load monitoring sequence.
  • the purpose of the present application is to provide an air suspension height control system and control method to solve or at least partially solve at least one of the above problems.
  • An air suspension height control system including:
  • a detection unit for detecting the current pressure and current height of the air spring, recording the current pressure data and outputting the current height data
  • a control unit for receiving current height data and comparing the current height with the first preset height, and if the difference between the current height and the first preset height exceeds the preset height difference range, the output height adjustment instruction;
  • a height adjustment unit configured to calculate a height adjustment step based on the received height adjustment instruction, and compare the obtained adjusted height with a second preset height;
  • the adjusted height is greater than the second preset height, increase the height of the air spring and record the pressure data of the air spring after the height increase; if the adjusted height is less than the second preset height, decrease the air spring Height and record the pressure data of the air spring after the height is reduced.
  • the detection unit monitors the current pressure and current height of the air spring in real time, and the first preset height recorded in the previous stage pre-stored in the control unit (if the detection unit is the first detection, the first The preset height is a preset initial height), and it is determined whether to trigger the height adjustment process of the height adjustment unit according to the comparison result.
  • the height adjustment component performs height adjustment
  • the target height difference and target height are determined according to the PID control algorithm, and the stepwise adjustment is performed according to a certain step length, and the height of the adjusted air spring is used as an outlet parameter for further comparison and judgment
  • the height of the adjusted air spring is compared with the second preset height.
  • the second preset height is the aforementioned target height.
  • the air suspension height control system can monitor the suspension height in real time and adjust it in time, so that the air spring can always be maintained in a substantially constant height range, thereby ensuring that the vehicle height is substantially constant, and improves the stability and comfort of operation.
  • the control system records the pressure of the air spring at each key node in the height adjustment process, thereby introducing the pressure difference and the height difference into the control strategy to ensure the adjustment accuracy, and by recording the current pressure of the air spring, the current pressure can be obtained
  • the relationship with the current load makes the suspension displacement relate to the load acting on the vehicle, provides data support for the overall load assessment and load transfer assessment, and facilitates the establishment of the vehicle load monitoring sequence.
  • control unit when the control unit determines that the difference between the current height and the first preset height exceeds the preset height difference range, it also determines that the difference between the current height and the first preset height exceeds the preset height difference The duration of the range, when the duration reaches the time threshold, the control unit outputs the height adjustment instruction.
  • control unit is further configured to compare the current height with the first preset height, and if the difference between the current height and the first preset height is within the preset height difference range, determine whether There is a height adjustment instruction. If so, the control unit outputs a height adjustment instruction.
  • the height adjustment unit is used to obtain the target adjustment difference, the number of adjustment steps and the single adjustment step size through the PID control algorithm, and output the adjusted height.
  • the control unit if the adjusted height is greater than the second preset height, the control unit outputs a solenoid valve inflation command to increase the height of the air spring;
  • control unit If the adjusted height is less than the second preset height, the control unit outputs a solenoid valve deflation command to reduce the height of the air spring.
  • the detection unit detects the height of the height-adjusted air spring and transmits the height to the control unit;
  • the control unit compares the height of the air spring obtained after the height adjustment with the second preset height, and if the difference between the height of the air spring obtained after the height adjustment and the second preset height exceeds the preset height Difference, the height adjustment unit adds at least one adjustment step to continue to adjust the height of the air spring; if the difference between the height of the air spring obtained after the height adjustment and the second preset height is within a preset height difference range, Then stop height adjustment.
  • the control unit issues a closing command to the solenoid valve to stop the height Adjustment.
  • the first preset height is the initial height of the air spring or the height at the completion of the previous height adjustment process.
  • the second preset height is a target height value obtained according to the target height difference and the current height.
  • the present application also provides an air suspension height control method, which is based on the control system described above and includes the following steps:
  • step S2 Compare the current height with the first preset height, and if the difference between the current height and the first preset height exceeds the preset height difference range, output a height adjustment instruction and proceed to step S3;
  • step S4 Compare the obtained adjusted height with the second preset height; if the adjusted height is greater than the second preset height, proceed to step S5, and if the adjusted height is less than the second preset height, proceed to step S6;
  • S5 increase the height of the air spring, and record the pressure data of the air spring after the height is increased;
  • S6 reduce the height of the air spring, and record the pressure data of the air spring after the height is reduced.
  • step S2 further includes: determining the duration of the difference between the current altitude and the first preset altitude beyond the preset altitude difference range, and when the duration reaches the time threshold, outputting the altitude adjustment instruction and Go to step S3.
  • step S2 if the difference between the current height and the first preset height is within the preset height difference range, step S2' is entered;
  • step S2' determine whether there is a height adjustment instruction, if yes, output the height adjustment instruction and go to step S3, if not, return to step S1.
  • step S3 the target adjustment difference, the number of adjustment steps and the single adjustment step length are obtained through the PID control algorithm to adjust the height of the air spring.
  • step S5 the solenoid valve is controlled to inflate to increase the height of the air spring
  • step S6 the solenoid valve is controlled to deflate to reduce the height of the air spring.
  • step S8 Compare the height of the air spring obtained after the height adjustment with the second preset height, if the difference between the height of the air spring obtained after the height adjustment and the second preset height exceeds the preset height difference, Then go to step S9;
  • step S9 Add at least one more adjustment step to continue to adjust the height of the air spring, and return to step S4; if the difference between the height of the air spring obtained after the height adjustment and the second preset height is within the preset height difference range, then Stop height adjustment.
  • step S9 if the difference between the height of the air spring obtained after the height adjustment and the second preset height is within a preset height difference range, a stop command is issued to the solenoid valve to stop Height adjustment.
  • the first preset height is the initial height of the air spring or the height at the completion of the previous height adjustment process.
  • the second preset height is a target height value obtained according to the target height difference and the current height.
  • step S1 the following steps are further included before step S1:
  • step S0 judge whether the solenoid valve is closed, if yes, go to step S1, if no, go to step S5.
  • FIG. 1 is a structural block diagram of a specific implementation manner of an air suspension height control system provided by this application;
  • FIG. 2 is a schematic structural view of an air suspension used in the control system shown in FIG. 1;
  • FIG. 3 is a flowchart of a specific implementation manner of an air suspension height control method provided by this application.
  • FIG. 1 is a structural block diagram of a specific implementation manner of an air suspension height control system provided by this application.
  • the air suspension height control system 10 provided in this application is applied to an air suspension.
  • An air suspension is an active suspension that can actively control the height of the suspension.
  • the vehicle's load changes, it can collect displacement data according to the suspension, automatically adjust the solenoid valve to charge and deflate, and maintain the original set height.
  • the vehicle load data can also be recorded in real time, which is used for overall load assessment and load transfer assessment, which is also of great significance for the accurate use of the load.
  • FIG. 2 is a schematic structural diagram of an air suspension of a motor vehicle, the air suspension is installed between the frame 1 and the wheel bracket 2, the wheel 3 is installed on the wheel bracket 2, the air suspension includes an air spring 4, Shock absorber 5, height sensor 6, height sensor connecting rod 7, solenoid valve, air tank 9 and air suspension height control system 10, each part of the structure is communicated through the air path 11 and the communication line is connected through the signal line 12 .
  • the air suspension height control system 10 and the air storage tank 9 provide data communication control and air pressure supply to the entire suspension system.
  • an air compressor (not shown in this figure) Out) When the gas supply is insufficient, supply gas supply.
  • the control system includes a detection unit 100, a control unit 200, and a height adjustment unit 300; wherein, the detection unit 100 is used to detect the current pressure and current height of the air spring 4, record the current pressure data and output Current height data; the recorded current pressure and current height can be used as the initial pressure and initial height in the next cycle, and can also be used to provide data support for obtaining pressure and load relationship sequences.
  • the detection unit 100 can be a combination unit of height sensor 6, displacement sensor, pressure sensor and other components. The collection frequency and processing cycle of each sensor are set according to the overall real-time and reliability requirements of the system, and the height fluctuation error Can be adjusted to a reasonable range.
  • the above control unit 200 is used to receive the current height data and compare the current height with the first preset height. If the difference between the current height and the first preset height exceeds the preset height difference range, a height adjustment instruction is output; At this time, the first preset height is the initial height of the air spring 4 or the height stored when the previous height adjustment process is completed.
  • the control unit 200 may be a single-chip microcomputer, a vehicle master control unit ECU, etc.
  • the control unit 200 ie, microprocessor
  • MCU micro-computing center, microprocessor, MCU, or the like.
  • the height adjustment unit 300 is used to calculate the height adjustment step according to the received height adjustment instruction, and compare the obtained adjusted height with a second preset height, which is obtained according to the target height difference and the current height Target height value; if the adjusted height is greater than the second preset height, increase the height of the air spring 4 and record the pressure data of the air spring 4 after the height increase; if the adjusted height is less than the second preset height, Then reduce the height of the air spring 4 and record the pressure data of the air spring 4 after the height is reduced.
  • the height adjustment unit 300 may be a component of the control unit 200, that is, the height adjustment unit 300 may be a functional module of the ECU.
  • the detection unit 100 monitors the current pressure and current height of the air spring 4 in real time, and the first preset height recorded in the previous stage pre-stored in the control unit 200 (if the detection unit 100 is the first detection , The first preset height is a preset initial height), and it is determined whether to trigger the height adjustment process of the height adjustment unit 300 according to the comparison result.
  • the target height difference and target height are determined according to the PID control algorithm, and stepwise adjustment is performed according to a certain step length, and the height of the adjusted air spring 4 is used as an outlet parameter, which is further compared and It is judged that the height of the air spring 4 obtained after the adjustment is compared with the second preset height, the second preset height is the aforementioned target height, and when the comparison value reaches within the preset height range, the height adjustment process is stopped, When it does not reach the preset height range, adjust the number of steps +1 and continue the height adjustment until the difference between the height of the adjusted air spring 4 and the second preset height enters the preset height range.
  • the air suspension height control system can monitor the suspension height in real time and adjust it in time, so that the air spring 4 can always be maintained in a substantially constant height range, thereby ensuring that the vehicle height is substantially constant, improving the stability and comfort of operation .
  • the control system records the pressure of the air spring 4 at each key node in the height adjustment process, thereby introducing the pressure difference and the height difference into the control strategy, ensuring the accuracy of adjustment, and by recording the current pressure of the air spring 4, the available
  • the relationship between the current pressure and the current load makes the suspension displacement be related to the load acting on the vehicle, and provides data support for the overall load assessment and load transfer assessment to facilitate the establishment of the vehicle load monitoring sequence.
  • control unit 200 determines that the difference between the current height and the first preset height exceeds the preset height difference range, it also determines the duration that the difference between the current height and the first preset height exceeds the preset height difference range. When the duration reaches the time threshold, the control unit 200 outputs the height adjustment instruction. In this way, when the current altitude fluctuates relative to the previous cycle process or target altitude, the duration of the fluctuation needs to be determined, so that the next command is determined based on the comprehensive data of altitude fluctuation and duration to avoid misjudgment and improve control precision.
  • control unit 200 is further configured to compare the current height with the first preset height, and determine if the difference between the current height and the first preset height is within the preset height difference range Is there a height adjustment instruction? If yes, does the control unit 200 output a height adjustment instruction. When it is judged that there is no fluctuation in the current height or the fluctuation range is within the allowable range, it is also necessary to judge whether there is a height adjustment command input. If there is a height adjustment command input, it also enters the subsequent height adjustment process so that the control system can also Realize passive height adjustment according to instructions.
  • the height adjustment unit 300 is used to obtain the target adjustment difference, the number of adjustment steps and the single adjustment step through the PID control algorithm, and output the adjusted height.
  • the import parameters that are set differ according to the source of the instruction. Specifically, if the command source is obtained by comparing and judging the height of the air spring 4, the current height of the air spring 4 in the import parameters is not equal to the height pre-stored in the previous state (ie, the first preset height). The current pressure of the air spring 4 at this time is recorded, and the target height difference is the difference between the first preset height and the current height.
  • the current height of the air spring 4 is equal to the first preset height
  • the current pressure of the air spring 4 is equal to the previous stage record (or initial pressure)
  • the target height is the difference between the set target height carried by the height adjustment instruction and the current height.
  • the control unit 200 After the height adjustment unit 300 adjusts the height, the difference between the height of the adjusted air spring 4 and the second preset height is detected again. If the absolute value of the difference between the two exceeds the preset height range, it means adjustment The rear height is greater than the second preset height. At this time, the control unit 200 outputs a solenoid valve inflation command to increase the height of the air spring 4. If the absolute value of the difference between the two does not exceed the preset height range, the adjusted height is less than the second preset height, and the control unit 200 outputs a solenoid valve deflation command to reduce the height of the air spring 4.
  • the height of the air spring 4 can be adjusted by adjusting the inflation and deflation of the solenoid valve. Specifically, when the air spring 4 needs to be increased, the solenoid valve is inflated. At the time of air spring 4, the solenoid valve deflates.
  • the detection unit 100 detects the height of the height-adjusted air spring 4 and transmits the height to the control unit 200; the control The unit 200 compares the height of the air spring 4 obtained after the height adjustment with the second preset height, if the difference between the height of the air spring 4 obtained after the height adjustment and the second preset height exceeds the preset height Difference, the height adjustment unit 300 adds at least one adjustment step to continue to adjust the height of the air spring 4; if the difference between the height of the air spring 4 obtained after the height adjustment and the second preset height is at a preset height difference Within the range, the height adjustment stops. If the difference between the height of the air spring 4 and the second preset height obtained after the height adjustment is within a preset height difference range, the control unit 200 issues a closing command to the solenoid valve to stop the height adjustment.
  • the air suspension height control system 10 can maintain the body height of the motor vehicle through dynamic adjustment so that the body height is always within an appropriate range.
  • the height of the body of the motor vehicle is constantly changing.
  • the pressure and height difference of the air spring 4 required for each adjustment process to the set height are used as the initial pressure for the next adjustment, and the required pressure difference is adjusted back to the setting. Height, obtain the pressure and height difference sequence during the whole operation.
  • the height of the car body can reach the height value within any adjustable range. Under the condition of realizing the control sequence of maintaining the car body height, by changing the height difference of the set height in the sequence, different target heights can be obtained.
  • the vehicle load change value can be obtained.
  • the real-time load value of the vehicle can also be obtained, which provides data support for dynamic load monitoring .
  • the present application also provides an air suspension height control method based on the control system, as shown in FIG. 3, the method includes the following steps:
  • step S1 Detect the current pressure and current height of the air spring, record the current pressure data and output the current height data; the current pressure and current height recorded in step S1 can be used as the initial pressure and initial height of the next cycle, and can also be used for Provide data support for the pressure and load relationship sequence.
  • step S2 Compare the current height with the first preset height. If the difference between the current height and the first preset height exceeds the preset height difference range, output a height adjustment command and go to step S3; the first preset height is The initial height of the air spring or the height stored at the completion of the previous height adjustment process.
  • step S4 Compare the obtained adjusted height with the second preset height; if the adjusted height is greater than the second preset height, proceed to step S5, if the adjusted height is less than the second preset height, proceed to step S6;
  • the second preset height is a target height value obtained according to the target height difference and the current height.
  • S5 increase the height of the air spring, and record the pressure data of the air spring after the height is increased;
  • S6 reduce the height of the air spring, and record the pressure data of the air spring after the height is reduced.
  • the current pressure and current height of the air spring are monitored in real time, and the first preset height recorded in the previous stage is stored (if the detection unit is the first detection, the first preset height is the preset The initial height), and determine whether to trigger the height adjustment process of the height adjustment unit according to the comparison result.
  • the height adjustment component performs height adjustment
  • the target height difference and target height are determined according to the PID control algorithm, and the stepwise adjustment is performed according to a certain step length, and the height of the adjusted air spring is used as an outlet parameter for further comparison and judgment
  • the height of the adjusted air spring is compared with the second preset height.
  • the second preset height is the aforementioned target height.
  • the height adjustment process is stopped.
  • the number of steps is adjusted by +1 and the height adjustment is continued until the difference between the adjusted height of the air spring and the second preset height enters the preset height range.
  • the air suspension height control method can monitor the suspension height in real time and adjust it in time, so that the air spring can always be maintained within a substantially constant height range, thereby ensuring that the vehicle height is substantially constant, and improves the running stability and comfort.
  • the control method records the pressure of the air spring at each key node in the height adjustment process, thereby introducing the pressure difference and the height difference into the control strategy to ensure the adjustment accuracy, and by recording the current pressure of the air spring, the current pressure can be obtained
  • the relationship with the current load makes the suspension displacement relate to the load acting on the vehicle, provides data support for the overall load assessment and load transfer assessment, and facilitates the establishment of the vehicle load monitoring sequence.
  • step S2 it may further include: determining a duration time when the difference between the current altitude and the first preset altitude exceeds the preset altitude difference range, and when the duration reaches the time threshold, outputting an altitude adjustment instruction and proceeding to step S3.
  • the duration of the fluctuation needs to be determined, so that the next command is determined based on the comprehensive data of altitude fluctuation and duration to avoid misjudgment and improve control accuracy .
  • step S2 if the difference between the current height and the first preset height is within the preset height difference range, step S2' is entered;
  • step S2' determine whether there is a height adjustment instruction, if yes, output the height adjustment instruction and go to step S3, if not, return to step S1.
  • the target adjustment difference, the number of adjustment steps and the single adjustment step length are obtained through the PID control algorithm to adjust the height of the air spring.
  • the import parameters that are set differ according to the source of the instruction. Specifically, if the source of the command is obtained by comparing and judging the height of the air spring, then the current height of the air spring in the import parameters is not equal to the pre-stored height in the previous state (ie, the first preset height), and you need to record this
  • the current pressure of the air spring at the time, the target height difference is the difference between the first preset height and the current height.
  • the current height of the air spring is equal to the first preset height
  • the current pressure of the air spring is equal to the previous stage record (or initial pressure)
  • the target height difference is The difference between the set target height and the current height carried in the height adjustment instruction.
  • the height of the air spring is adjusted by adjusting the charge and discharge of the solenoid valve.
  • step S5 the height of the air spring is increased by controlling the inflation of the solenoid valve; in step S6, the solenoid valve is controlled by Deflate to reduce the height of the air spring.
  • step S6 the solenoid valve is controlled by Deflate to reduce the height of the air spring.
  • the difference between the height of the adjusted air spring and the second preset height is detected again. If the absolute value of the difference between the two exceeds the preset height range, it means the adjusted height If it is greater than the second preset height, the control unit outputs a solenoid valve inflation command to increase the height of the air spring. If the absolute value of the difference between the two does not exceed the preset height range, the adjusted height is less than the second preset height, and the control unit outputs a solenoid valve deflation command to reduce the height of the air spring.
  • the height of the air spring can be adjusted by adjusting the inflation and deflation of the solenoid valve. Specifically, when the air spring needs to be increased, the solenoid valve is inflated, and when the air spring needs to be lowered , The solenoid valve deflated.
  • step S8 Compare the height of the air spring obtained after the height adjustment with the second preset height, if the difference between the height of the air spring obtained after the height adjustment and the second preset height exceeds the preset height difference, Then go to step S9;
  • step S9 Add at least one more adjustment step to continue to adjust the height of the air spring, and return to step S4; if the difference between the height of the air spring obtained after the height adjustment and the second preset height is within the preset height difference range, then Stop height adjustment.
  • step S9 if the difference between the height of the air spring obtained after the height adjustment and the second preset height is within a preset height difference range, the height adjustment is stopped by issuing a closing command to the solenoid valve.
  • the control unit adjusts the height of the air spring obtained after height adjustment The height is compared with the second preset height, and if the difference between the height of the air spring obtained after the height adjustment and the second preset height exceeds the preset height difference, the height adjustment unit adds at least one adjustment step to Continue to adjust the height of the air spring; if the difference between the height of the air spring obtained after the height adjustment and the second preset height is within a preset height difference range, the height adjustment is stopped. If the difference between the height of the air spring obtained after the height adjustment and the second preset height is within a preset height difference range, the control unit issues a closing command to the solenoid valve to stop the height adjustment.
  • the control method includes two loop processes, one is a closed loop small loop process, that is, after the height adjustment is completed, it is again checked whether the difference between the current height and the target height is within a preset range, and if so, it is ended
  • the small loop enters the next sequence of the large loop; if not, it returns to the height adjustment step to perform the next small loop process in the form of an additional adjustment.
  • the other is the closed-loop large cycle process, that is, before the execution of the entire method flow, first determine whether the solenoid valve is closed, if not, directly enter the solenoid valve inflation step and the subsequent small cycle, if it is, after the height judgment and instruction judgment step, Then enter the solenoid valve charging and deflating steps and subsequent small cycle.
  • step S1 Before step S1, the following steps are also included:
  • step S0 judge whether the solenoid valve is closed, if yes, go to step S1, if no, go to step S5.
  • Pa is the surrounding standard atmospheric pressure
  • Pe is the effective pressure of the air spring
  • Pe(0) is the initial effective pressure of the air spring
  • ⁇ is the gas variable index, and the value is 1.3-1.38;
  • V is the volume of the air spring
  • V0 is the initial air spring volume
  • h is the height of the air spring (mean).
  • h0 is the initial air spring height
  • ⁇ x is the air spring height difference (mean)
  • ⁇ x0 is the initial air spring height difference
  • Ae is the effective area of the air spring.
  • the gas in the air spring changes during the process of no inflation and deflation.
  • the current height value (average value) hk-1 becomes the height value (average value) hk, it is detected
  • a new steady-state pressure value Pe(k) at time k is obtained.
  • the ECU controls the solenoid valve to charge and deflate through a control algorithm (such as PID control) according to the height difference, adjusting the height to the height at the previous time, and the pressure is stable at this time Pe(k).
  • FIG. 4 is a schematic diagram of suspension height adjustment.
  • the ECU collects displacement data from the displacement sensor and compares it with the current height. When a height change occurs, it calculates the target pressure and adjusts the displacement height difference.
  • the solenoid valve is controlled to charge and deflate, and then adjust the suspension height to the target height, and continue to repeat the height. Check until the system is shut down.
  • the adjustment algorithm such as PID adjustment algorithm
  • the step size to adjust the solenoid valve charge and deflate
  • feedback to detect the air spring height and the target height Gap
  • the exit after the adjustment is still the current height and the target height are within the fluctuation error range
  • first and second are used for description purposes only, and cannot be understood as indicating or implying relative importance or implicitly indicating the number of technical features indicated. Therefore, the features defined as “first” and “second” may explicitly or implicitly include one or more of the features. In the description of this application, the meaning of "plurality” is more than two, unless otherwise specifically limited.

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Abstract

一种空气悬架高度控制系统和控制方法，其检测单元（100）用于检测空气弹簧（4）的当前压强和当前高度，记录当前压强数据并输出当前高度数据；控制单元（200）将当前高度与第一预设高度相比较，若当前高度与第一预设高度的差值超出预设高度差范围，则输出高度调整指令；高度调整单元（300）将得到的调整后高度与第二预设高度相比较；若调整后高度与第二预设高度的差值超出预设高度差，则所述高度调整单元（300）增加至少一步调整步数以继续调整空气弹簧（4）高度；若高度调整后得到的所述空气弹簧（4）的高度与第二预设高度的差值处于预设高度差范围内，则停止高度调整。所述控制系统和控制方法能够实时监控悬架高度并及时调整，使得空气弹簧（4）能够始终保持在大致恒定的高度范围内，从而保证车辆高度大致恒定。

Description

空气悬架高度控制系统和控制方法
相关申请
本申请要求2018年12月3日申请的，申请号为201811468502.1，名称为“一种空气悬架高度控制系统和控制方法”的中国专利申请的优先权，在此将其全文引入作为参考。
技术领域
本申请涉及车辆工程技术领域，尤其涉及一种用于车辆空气悬架的高度控制系统和控制方法。
背景技术
悬架是汽车的车架(或承载式车身)与车桥(或车轮)之间的传力连接装置的总称，其作用是传递作用在车轮和车架之间的力和力扭，并且缓冲由不平路面传给车架或车身的冲击力，并减少由此引起的震动，以保证汽车平顺行驶。但是，机动车在空载和满载之间的载荷变动会导致悬架高度发生变化，悬架会因为载重的不同，导致车辆离地高度不断变化，影响车辆的通过距离和安全舒适性。并且，在车辆行驶过程中，悬架位移与作用在车辆上的载荷是独立的参数，载荷总体评估和载荷转移评估缺少数据支撑，不利于车辆载荷监控序列的建立。
发明内容
本申请的目的在于提供一种空气悬架高度控制系统和控制方法，以解决或至少部分解决上述至少一个问题。
为实现上述目的，本申请提出的技术方案如下：
一种空气悬架高度控制系统，包括：
检测单元，所述检测单元用于检测空气弹簧的当前压强和当前高度，记录当前压强数据并输出当前高度数据；
控制单元，所述控制单元用于接收当前高度数据，并将当前高度与第一预设高度相比较，若当前高度与第一预设高度的差值超出预设高度差范围，则输出高度调整指令；
高度调整单元，所述高度调整单元用于根据接收到的高度调整指令计算高度调整步长，并将得到的调整后高度与第二预设高度相比较；
若调整后高度大于第二预设高度，则增加所述空气弹簧的高度并记录高度增加后所述空气弹簧的压强数据；若调整后高度小于第二预设高度，则降低所述空气弹簧的高度并记录高度降低后所述空气弹簧的压强数据。
在车辆行驶过程中，检测单元实时监测空气弹簧的当前压强和当前高度，并与预存在控制单元中的上一阶段记录下来的第一预设高度(若该检测单元为首次检测，则第一预设高度为预设的初始高度)相比较，并根据比较结果判断是否触发高度调整单元的高度调节过程。该高度调整部件进行高度调节时，根据PID控制算法确定目标高度差和目标高度，并根据一定的步长进行逐步调整，且调整后得到的空气弹簧的高度作为出口参数，对其进一步比较和判断，此时调整后得到的空气弹簧的高度与第二预设高度比较，该第二预设高度为前述的目标高度，当比较值达到了预设高度范围内时，停止高度调整过程，未达到预设高度范围内时，调整步数+1后继续高度调整，直至调整后的空气弹簧高度与第二预设高度的差值进入预设高度范围内为止。这样，该空气悬架高度的控制系统能够实时监控悬架高度并及时调整，使得空气弹簧能够始终保持在大致恒定的高度范围内，从而保证车辆高度大致恒定，提高了运行平稳性和舒适性。同时，该控制系统记录高度调整过程中的各关键节点上空气弹簧的压力，从而将压强差、高度差引入控制策略中，保证了调整精度，且通过记录空气弹簧的当前压力，可得到当前压力与当前载荷之间的关系，使得悬架位移与作用在车辆上的载荷产生联系，为载荷总体评估和载荷转移评估提供数据支撑，以利于车辆载荷监控序列的建立。
在其中一个实施例中，所述控制单元判断出当前高度与第一预设高度的差值超出预设高度差范围时，还判断当前高度与第一预设高度的差值超出预设高度差范围的持续时间，当该持续时间达到时间阈值，所述控制单元输出所述高度调整指令。
在其中一个实施例中，所述控制单元还用于：将当前高度与第一预设高度相比较，若当前高度与第一预设高度的差值在预设高度差范围内，则判断是否有高度调节指令，若是，所述控制单元输出高度调整指令。
在其中一个实施例中，高度调整单元用于通过PID控制算法得到目标调整差值、调整步数和单次调整步长，并输出调整后高度。
在其中一个实施例中，若调整后高度大于第二预设高度，则所述控制单元输出电磁阀充气指令，以增加所述空气弹簧的高度；
若调整后高度小于第二预设高度，则所述控制单元输出电磁阀放气指令，以降低所述空气弹簧的高度。
在其中一个实施例中，所述检测单元在所述控制单元输出电磁阀充气指令或电磁阀放 气指令后，检测高度调整后的所述空气弹簧的高度，并将该高度传输至所述控制单元；
所述控制单元将高度调整后得到的所述空气弹簧的高度与第二预设高度相比较，若高度调整后得到的所述空气弹簧的高度与第二预设高度的差值超出预设高度差，则所述高度调整单元增加至少一步调整步数以继续调整空气弹簧高度；若高度调整后得到的所述空气弹簧的高度与第二预设高度的差值处于预设高度差范围内，则停止高度调整。
在其中一个实施例中，若高度调整后得到的所述空气弹簧的高度与第二预设高度的差值处于预设高度差范围内，所述控制单元向电磁阀发出关闭指令，以停止高度调整。
在其中一个实施例中，所述第一预设高度为所述空气弹簧的初始高度或在上一高度调整过程完成时所处的高度。
在其中一个实施例中，所述第二预设高度为根据目标高度差和当前高度得到的目标高度值。
本申请还提供一种空气悬架高度控制方法，基于如上所述的控制系统，包括以下步骤：
S1：检测空气弹簧的当前压强和当前高度，记录当前压强数据并输出当前高度数据；
S2：将当前高度与第一预设高度相比较，若当前高度与第一预设高度的差值超出预设高度差范围，则输出高度调整指令并进入步骤S3；
S3：根据接收到的高度调整指令计算高度调整步长，按照调整步长调整空气弹簧的高度；
S4：将得到的调整后高度与第二预设高度相比较；若调整后高度大于第二预设高度，则进入步骤S5，若调整后高度小于第二预设高度，则进入步骤S6；
S5：增加所述空气弹簧的高度，并记录高度增加后所述空气弹簧的压强数据；
S6：降低所述空气弹簧的高度，并记录高度降低后所述空气弹簧的压强数据。
在其中一个实施例中，在步骤S2中还包括：判断当前高度与第一预设高度的差值超出预设高度差范围的持续时间，当该持续时间达到时间阈值，则输出高度调整指令并进入步骤S3。
在其中一个实施例中，在步骤S2中，若当前高度与第一预设高度的差值在预设高度差范围内，则进入步骤S2’；
S2’：判断是否有高度调节指令，若是，则输出高度调整指令并转入步骤S3，若否，则返回步骤S1。
在其中一个实施例中，在步骤S3中，通过PID控制算法得到目标调整差值、调整步数和单次调整步长，以调整空气弹簧的高度。
在其中一个实施例中，在步骤S5中，通过控制电磁阀充气以增加所述空气弹簧的高 度；
在步骤S6中，通过控制电磁阀放气以降低所述空气弹簧的高度。
在其中一个实施例中，电磁阀充气或电磁阀放气完毕后，还包括以下步骤：
S7：检测高度调整后的所述空气弹簧的高度；
S8：将高度调整后得到的所述空气弹簧的高度与第二预设高度相比较，若高度调整后得到的所述空气弹簧的高度与第二预设高度的差值超出预设高度差，则进入步骤S9；
S9：增加至少一步调整步数以继续调整空气弹簧高度，并返回步骤S4；若高度调整后得到的所述空气弹簧的高度与第二预设高度的差值处于预设高度差范围内，则停止高度调整。
在其中一个实施例中，在步骤S9中，若高度调整后得到的所述空气弹簧的高度与第二预设高度的差值处于预设高度差范围内，通过向电磁阀发出关闭指令以停止高度调整。
在其中一个实施例中，所述第一预设高度为所述空气弹簧的初始高度或在上一高度调整过程完成时所处的高度。
在其中一个实施例中，所述第二预设高度为根据目标高度差和当前高度得到的目标高度值。
在其中一个实施例中，在步骤S1之前还包括以下步骤：
S0：判断电磁阀是否闭合，若是，则转入步骤S1，若否，则转入步骤S5。
以上附加方面的优点将在下面的描述中部分给出，部分将从下面的描述中变得明显，或通过本申请的实践了解到。
附图说明
图1为本申请所提供的空气悬架高度控制系统一种具体实施方式的结构框图；
图2为图1所示控制系统所应用的空气悬架的结构示意图；
图3为本申请所提供的空气悬架高度控制方法一种具体实施方式的流程图。
附图标记说明：
100-检测单元
200-控制单元
300-高度调整单元
400-电磁阀
1-车架 2-车轮支架 3-车轮 4-空气弹簧 5-减振器
6-高度传感器 7-高度传感器连接杆 8-电磁阀 9-储气罐
10-空气悬架高度控制系统 11-气路 12-信号线路
具体实施方式
以下结合附图对本申请的原理和特征进行描述，所举实例只用于解释本申请，并非用于限定本申请的范围。
请参考图1，图1为本申请所提供的空气悬架高度控制系统一种具体实施方式的结构框图。
在一种具体实施方式中，本申请所提供的空气悬架高度控制系统10应用于空气悬架，空气悬架是一种可以主动控制悬架高度的主动悬架，在装载人或货物而使车辆发生载重变化时，可以根据悬架采集位移数据，自动调整电磁阀充放气，维持在原来的设定高度。同时也可以实时记录车辆载荷数据，用作载荷总体评估和载荷转移评估，对准确利用载荷的场合也有着重要意义。如图2所示为机动车一种空气悬架的结构示意图，该空气悬架安装在车架1与车轮支架2之间，车轮3安装在车轮支架2上，空气悬架包括空气弹簧4、减振器5、高度传感器6、高度传感器连接杆7、电磁阀、储气罐9以及空气悬架高度控制系统10，各部分结构之间通过气路11气道连通，通过信号线路12通信连接。而空气悬架高度控制系统10和储气罐9是对整个悬架系统提供数据通信控制和气压供给的，此外除了直接供气的储气罐9，还有空气压缩机(本图中未画出)在供气不足时，提供气量补给。
如图1所示，该该控制系统包括检测单元100、控制单元200和高度调整单元300；其中，所述检测单元100用于检测空气弹簧4的当前压强和当前高度，记录当前压强数据并输出当前高度数据；其记录下的当前压强与当前高度可作为下一个循环的初始压强和初始高度，也可以用于为得到压强与载荷关系序列提供数据支持。从硬件实现上，该检测单元100可以为高度传感器6、位移传感器以及压力传感器等部件的结合单元，各个传感器的采集频率和处理周期以系统总体实时性和可靠性要求来设定，高度波动误差可以调整为合理范围值。
上述控制单元200用于接收当前高度数据，并将当前高度与第一预设高度相比较，若当前高度与第一预设高度的差值超出预设高度差范围，则输出高度调整指令；此时，该第一预设高度为所述空气弹簧4的初始高度或在上一高度调整过程完成时所存储的高度。从硬件实现上看，该控制单元200可以为单片机、车辆总控单元ECU等，该控制单元200(即微处理器)可以是微型计算中心、微处理器、MCU等。
高度调整单元300用于根据接收到的高度调整指令计算高度调整步长，并将得到的调整后高度与第二预设高度相比较，该第二预设高度为根据目标高度差和当前高度得到的目 标高度值；若调整后高度大于第二预设高度，则增加所述空气弹簧4的高度并记录高度增加后所述空气弹簧4的压强数据；若调整后高度小于第二预设高度，则降低所述空气弹簧4的高度并记录高度降低后所述空气弹簧4的压强数据。应当理解的是，该高度调整单元300可以为控制单元200的一个组成部分，也就是说高度调整单元300可以为ECU的一个功能模块。
在车辆行驶过程中，检测单元100实时监测空气弹簧4的当前压强和当前高度，并与预存在控制单元200中的上一阶段记录下来的第一预设高度(若该检测单元100为首次检测，则第一预设高度为预设的初始高度)相比较，并根据比较结果判断是否触发高度调整单元300的高度调节过程。该高度调整部件进行高度调节时，根据PID控制算法确定目标高度差和目标高度，并根据一定的步长进行逐步调整，且调整后得到的空气弹簧4的高度作为出口参数，对其进一步比较和判断，此时调整后得到的空气弹簧4的高度与第二预设高度比较，该第二预设高度为前述的目标高度，当比较值达到了预设高度范围内时，停止高度调整过程，未达到预设高度范围内时，调整步数+1后继续高度调整，直至调整后的空气弹簧4高度与第二预设高度的差值进入预设高度范围内为止。这样，该空气悬架高度的控制系统能够实时监控悬架高度并及时调整，使得空气弹簧4能够始终保持在大致恒定的高度范围内，从而保证车辆高度大致恒定，提高了运行平稳性和舒适性。同时，该控制系统记录高度调整过程中的各关键节点上空气弹簧4的压力，从而将压强差、高度差引入控制策略中，保证了调整精度，且通过记录空气弹簧4的当前压力，可得到当前压力与当前载荷之间的关系，使得悬架位移与作用在车辆上的载荷产生联系，为载荷总体评估和载荷转移评估提供数据支撑，以利于车辆载荷监控序列的建立。
当控制单元200判断出当前高度与第一预设高度的差值超出预设高度差范围时，还判断当前高度与第一预设高度的差值超出预设高度差范围的持续时间，当该持续时间达到时间阈值，所述控制单元200输出所述高度调整指令。这样，在当前高度相对于上一循环过程或目标高度出现波动时，还需判断该波动持续的时间，从而根据高度波动和持续时间的综合数据确定下一步指令，以避免发生误判，提高了控制精度。
在其中一个实施例中，所述控制单元200还用于：将当前高度与第一预设高度相比较，若当前高度与第一预设高度的差值在预设高度差范围内，则判断是否有高度调节指令，若是，所述控制单元200输出高度调整指令。当通过判断发现当前高度未发生波动或波动范围处于可允许的范围内时，还需判断是否有高度调整的指令输入，如果有高度调节指令输入，同样进入后续高度调整过程，以便控制系统还可根据指令实现被动的高度调整。
高度调整单元300用于通过PID控制算法得到目标调整差值、调整步数和单次调整步 长，并输出调整后高度。在高度调整过程开始之前，根据指令来源的区别，其设定的进口参数有所区别。具体的，如指令来源是通过空气弹簧4的高度比对和判断得到的，则进口参数中，空气弹簧4的当前高度不等于上一状态下预存的高度(即第一预设高度)，需记录此时的空气弹簧4的当前压力，目标高度差为第一预设高度与当前高度的差值。如指令来源是通过高度调整指令得到的，则进口参数中，空气弹簧4的当前高度与第一预设高度相等，空气弹簧4的当前压力与上一阶段记录(或初始压力)相等，目标高度差为高度调整指令携带的设定目标高度与当前高度的差值。
经过高度调整单元300调整高度后，再一次检测调整后的空气弹簧4的高度与上述第二预设高度之间的差值，若两者差值的绝对值超过预设高度范围，则表示调整后高度大于第二预设高度，此时所述控制单元200输出电磁阀充气指令，以增加所述空气弹簧4的高度。若两者差值的绝对值不超过预设高度范围，则调整后高度小于第二预设高度，所述控制单元200输出电磁阀放气指令，以降低所述空气弹簧4的高度。
应当理解的是，根据前述空气悬架的结构组成可知，可通过调整电磁阀的充放气来调整空气弹簧4的高度，具体的，当需要增高空气弹簧4时，电磁阀充气，当需要降低空气弹簧4时，电磁阀放气。
检测单元100在所述控制单元200输出电磁阀充气指令或电磁阀放气指令后，检测高度调整后的所述空气弹簧4的高度，并将该高度传输至所述控制单元200；所述控制单元200将高度调整后得到的所述空气弹簧4的高度与第二预设高度相比较，若高度调整后得到的所述空气弹簧4的高度与第二预设高度的差值超出预设高度差，则所述高度调整单元300增加至少一步调整步数以继续调整空气弹簧4高度；若高度调整后得到的所述空气弹簧4的高度与第二预设高度的差值处于预设高度差范围内，则停止高度调整。若高度调整后得到的所述空气弹簧4的高度与第二预设高度的差值处于预设高度差范围内，所述控制单元200向电磁阀发出关闭指令，以停止高度调整。
在上述具体实施方式中，本申请所提供的空气悬架高度控制系统10能够通过动态调整来维持机动车的车身高度，使得车身高度始终处于适当的范围内。机动车的车身高度不断变化，每个调整过程到设定高度所需的空气弹簧4压强和高度差，并以此压强作为下一次调整的初始压强，和所需要的压强差，调整回设定高度，获得整个运行期间的压强和高度差序列。同时，通过东条调整可使得车身高度达到任意可调范围内的高度值，在实现维持车身高度的控制序列情况下，改变序列中的设定高度的高度差，就能得到不同的目标高度，实现任意允许范围车身高度调节。另外，通过多个节点下对空气弹簧4当前压力的记录，可获得整车载荷变化值，根据各个空气弹簧4压强序列，也可以得到整车的实时载荷 值，为载荷动态监测提供了数据支持。
除了上述控制系统，本申请还提供一种基于该控制系统的空气悬架高度控制方法，如图3所示，该方法包括以下步骤：
S1：检测空气弹簧的当前压强和当前高度，记录当前压强数据并输出当前高度数据；步骤S1中记录下的当前压强与当前高度可作为下一个循环的初始压强和初始高度，也可以用于为得到压强与载荷关系序列提供数据支持。
S2：将当前高度与第一预设高度相比较，若当前高度与第一预设高度的差值超出预设高度差范围，则输出高度调整指令并进入步骤S3；该第一预设高度为所述空气弹簧的初始高度或在上一高度调整过程完成时所存储的高度。
S3：根据接收到的高度调整指令计算高度调整步长，按照调整步长调整空气弹簧的高度；
S4：将得到的调整后高度与第二预设高度相比较；若调整后高度大于第二预设高度，则进入步骤S5，若调整后高度小于第二预设高度，则进入步骤S6；在步骤S4中，第二预设高度为根据目标高度差和当前高度得到的目标高度值。
S5：增加所述空气弹簧的高度，并记录高度增加后所述空气弹簧的压强数据；
S6：降低所述空气弹簧的高度，并记录高度降低后所述空气弹簧的压强数据。
在车辆行驶过程中，实时监测空气弹簧的当前压强和当前高度，并与预存的上一阶段记录下来的第一预设高度(若该检测单元为首次检测，则第一预设高度为预设的初始高度)相比较，并根据比较结果判断是否触发高度调整单元的高度调节过程。该高度调整部件进行高度调节时，根据PID控制算法确定目标高度差和目标高度，并根据一定的步长进行逐步调整，且调整后得到的空气弹簧的高度作为出口参数，对其进一步比较和判断，此时调整后得到的空气弹簧的高度与第二预设高度比较，该第二预设高度为前述的目标高度，当比较值达到了预设高度范围内时，停止高度调整过程，未达到预设高度范围内时，调整步数+1后继续高度调整，直至调整后的空气弹簧高度与第二预设高度的差值进入预设高度范围内为止。
这样，该空气悬架高度的控制方法能够实时监控悬架高度并及时调整，使得空气弹簧能够始终保持在大致恒定的高度范围内，从而保证车辆高度大致恒定，提高了运行平稳性和舒适性。同时，该控制方法记录高度调整过程中的各关键节点上空气弹簧的压力，从而将压强差、高度差引入控制策略中，保证了调整精度，且通过记录空气弹簧的当前压力，可得到当前压力与当前载荷之间的关系，使得悬架位移与作用在车辆上的载荷产生联系，为载荷总体评估和载荷转移评估提供数据支撑，以利于车辆载荷监控序列的建立。
在步骤S2中还可包括：判断当前高度与第一预设高度的差值超出预设高度差范围的持续时间，当该持续时间达到时间阈值，则输出高度调整指令并进入步骤S3。在当前高度相对于上一循环过程或目标高度出现波动时，还需判断该波动持续的时间，从而根据高度波动和持续时间的综合数据确定下一步指令，以避免发生误判，提高了控制精度。
在步骤S2中，若当前高度与第一预设高度的差值在预设高度差范围内，则进入步骤S2’；
S2’：判断是否有高度调节指令，若是，则输出高度调整指令并转入步骤S3，若否，则返回步骤S1。
据此，当通过判断发现当前高度未发生波动或波动范围处于可允许的范围内时，还需判断是否有高度调整的指令输入，如果有高度调节指令输入，同样进入后续高度调整过程，以便根据指令实现被动的高度调整。
在上述步骤S3中，通过PID控制算法得到目标调整差值、调整步数和单次调整步长，以调整空气弹簧的高度。在高度调整过程开始之前，根据指令来源的区别，其设定的进口参数有所区别。具体的，如指令来源是通过空气弹簧的高度比对和判断得到的，则进口参数中，空气弹簧的当前高度不等于上一状态下预存的高度(即第一预设高度)，需记录此时的空气弹簧的当前压力，目标高度差为第一预设高度与当前高度的差值。如指令来源是通过高度调整指令得到的，则进口参数中，空气弹簧的当前高度与第一预设高度相等，空气弹簧的当前压力与上一阶段记录(或初始压力)相等，目标高度差为高度调整指令携带的设定目标高度与当前高度的差值。
在其中一个实施例中，通过调整电磁阀的充放电来实现空气弹簧高度的调节，在步骤S5中，通过控制电磁阀充气以增加所述空气弹簧的高度；在步骤S6中，通过控制电磁阀放气以降低所述空气弹簧的高度。经过高度调整单元调整高度后，再一次检测调整后的空气弹簧的高度与上述第二预设高度之间的差值，若两者差值的绝对值超过预设高度范围，则表示调整后高度大于第二预设高度，此时所述控制单元输出电磁阀充气指令，以增加所述空气弹簧的高度。若两者差值的绝对值不超过预设高度范围，则调整后高度小于第二预设高度，所述控制单元输出电磁阀放气指令，以降低所述空气弹簧的高度。
应当理解的是，根据前述空气悬架的结构组成可知，可通过调整电磁阀的充放气来调整空气弹簧的高度，具体的，当需要增高空气弹簧时，电磁阀充气，当需要降低空气弹簧时，电磁阀放气。
在其中一个实施例中，电磁阀充气或电磁阀放气完毕后，还包括以下步骤：
S7：检测高度调整后的所述空气弹簧的高度；
S8：将高度调整后得到的所述空气弹簧的高度与第二预设高度相比较，若高度调整后得到的所述空气弹簧的高度与第二预设高度的差值超出预设高度差，则进入步骤S9；
S9：增加至少一步调整步数以继续调整空气弹簧高度，并返回步骤S4；若高度调整后得到的所述空气弹簧的高度与第二预设高度的差值处于预设高度差范围内，则停止高度调整。在步骤S9中，若高度调整后得到的所述空气弹簧的高度与第二预设高度的差值处于预设高度差范围内，通过向电磁阀发出关闭指令以停止高度调整。
在电磁阀充气或电磁阀放气完成后，检测高度调整后的所述空气弹簧的高度，并将该高度传输至所述控制单元；所述控制单元将高度调整后得到的所述空气弹簧的高度与第二预设高度相比较，若高度调整后得到的所述空气弹簧的高度与第二预设高度的差值超出预设高度差，则所述高度调整单元增加至少一步调整步数以继续调整空气弹簧高度；若高度调整后得到的所述空气弹簧的高度与第二预设高度的差值处于预设高度差范围内，则停止高度调整。若高度调整后得到的所述空气弹簧的高度与第二预设高度的差值处于预设高度差范围内，所述控制单元向电磁阀发出关闭指令，以停止高度调整。
也就是说，该控制方法包括两个循环过程，一个是闭环的小循环过程，即在高度调整完成后，再次检测当前高度与目标高度之间的差值是否在预设范围内，若是则结束小循环，进入大循环的下一序列；若否，则返回高度调整步骤，以增加一次调整的形式进行下一次的小循环过程。另一个是闭环的大循环过程，即在整个方法流程执行之前，先判断电磁阀是否闭合，若否，直接进入电磁阀充气步骤及后续的小循环，若是，经过高度判断和指令判断步骤后，再行进入电磁阀充放气步骤及后续的小循环。
在步骤S1之前还包括以下步骤：
S0：判断电磁阀是否闭合，若是，则转入步骤S1，若否，则转入步骤S5。
下面以上述具体实施方式为例，简述利用空气弹簧估算载荷的计算过程：
由于非簧载质量基本不变，但是簧载质量会随着载人和载物的不同发生变化，因此，对于簧载质量的检测，就需要使用空气弹簧模型来估算载荷。在某时刻，空气弹簧内的有效气体压强为pe，而初始位置气体压强为pe0，根据热动方程，可以得到：
公式1:
Figure PCTCN2019104639-appb-000001
又因膜式空气弹簧等效面积近似不变，则V0＝Aeh0且V＝Ae h，于是有
公式2:
Figure PCTCN2019104639-appb-000002
根据单个空气弹簧的载荷，就可以得到所有空气弹簧的载荷，即整车的簧载载荷。根据公式2可以知道，任意k时刻的压强Pe(k)与前一稳态时刻的压强Pe(k-1)，关系为:
公式3:
Figure PCTCN2019104639-appb-000003
其中，公式1-3中：Pa为周围标准大气压强；
Pe为空气弹簧有效压强；
Pe(0)为空气弹簧初始有效压强；
γ为气体多变指数，取值1.3-1.38；
V为空气弹簧体积；
V0为初始空气弹簧体积；
h为空气弹簧高度(均值)；
h0为初始空气弹簧高度；
Δx为空气弹簧高度差值(均值)；
Δx0为初始空气弹簧高度差值；
Ae为空气弹簧有效面积。
因车辆载荷发生变化，在未发生充放气的过程，空气弹簧中气体发生多变过程，当前高度值(均值)hk-1变为高度值(均值)hk时，检测到|hk-hk-1|>ε且维持一段时间时，则认为载荷发生变化，导致空气弹簧高度变化，利用公式3得到新的k时刻稳态压强值Pe(k)。启动高度调节过程，ECU根据高度差值，通过控制算法(如PID控制)控制电磁阀充放气，调节高度至上一时刻高度，且压强稳定在此时刻Pe(k)。
如果得到新的设定高度指令，则亦可以控制电磁阀充放气到新的设定高度hset，并记录下当前高度hk。附图4为悬架高度调节示意图。ECU从位移传感器采集位移数据，和当前高度比较，发生高度变化时，计算目标压强和调整位移高度差，根据控制算法控制电磁阀充放气，进而调整悬架高度到目标高度，继续重复进行高度检测，直到系统关闭。
在电控空气悬架系统启动后，有初始的空气弹簧压强和高度，检测电磁阀的状态，如果是关闭的则空气弹簧内部气体的变化是一个封闭的多变过程。持续检测空气弹簧高度(采集周期比如为Ts＝20ms，则Th＝200ms平均的数据作为此高度)，比较是否与上一调整高度一致(在高度数据波动误差ε范围内都认为高度未变)，若超过波动误差，且持续一定时间T(这里可以设计为T＝(5～10)·Th)，则判定高度发生了变化，进入高度调节流程。否则就认为高度未变，进而检测有无高度调节指令，若无则高度保持不变，继续检测高度变化；若有高度调节指令，则进入高度调节流程。
进入高度调节流程后，确定目标空气弹簧的压强和目标高度差，根据调节算法(如PID调节算法)，设定步长进行电磁阀充放气的调节，并反馈检测空气弹簧高度与目标高度的 差距，调节完毕的出口仍旧是当前高度和目标高度在波动误差范围内时，退出高度调节流程，关闭电磁阀，此时记录的稳态压强值Pe(k)，当前高度hk。随后，令k＝k+1，进入下一个循环检测阶段。
在本申请的描述中，需要理解的是，术语“上”、“下”、“左”、“右”、“内”、“外”等指示的方位或位置关系为基于附图所示的方位或位置关系，仅是为了便于描述本申请和简化描述，而不是指示或暗示所指的装置必须具有特定的方位、以特定的方位构造和操作，不能理解为对本申请的限制。
此外，术语“第一”、“第二”仅用于描述目的，而不能理解为指示或暗示相对重要性或者隐含指明所指示的技术特征的数量。由此，限定有“第一”、“第二”的特征可以明示或者隐含包括一个或者更多个该特征。在本申请的描述中，“多个”的含义是两个以上，除非另有明确具体的限定。
在本申请中，除非另有明确的规定和限定，术语“安装”、“相连”、“连接”等术语应做广义理解，例如，可以是固定连接，也可以是可拆卸连接，或成一体等。对于本领域的普通技术人员而言，可以根据具体情况理解上述术语在本申请中的具体含义。
尽管上面已经示出和描述了本申请的实施例，可以理解的是，上述实施例是示例性的，不能理解为对本申请的限制，本领域的普通技术人员在本申请的范围内可以对上述实施例进行变化、修改、替换和变型。

Claims (19)

  1. 一种空气悬架高度控制系统，其特征在于，包括：
    检测单元，所述检测单元用于检测空气弹簧的当前压强和当前高度，记录当前压强数据并输出当前高度数据；
    控制单元，所述控制单元用于接收当前高度数据，并将当前高度与第一预设高度相比较，若当前高度与第一预设高度的差值超出预设高度差范围，则输出高度调整指令；
    高度调整单元，所述高度调整单元用于根据接收到的高度调整指令计算高度调整步长，并将得到的调整后高度与第二预设高度相比较；
    若调整后高度大于第二预设高度，则增加所述空气弹簧的高度并记录高度增加后所述空气弹簧的压强数据；若调整后高度小于第二预设高度，则降低所述空气弹簧的高度并记录高度降低后所述空气弹簧的压强数据。
  2. 根据权利要求1所述的空气悬架高度控制系统，其特征在于，
    所述控制单元判断出当前高度与第一预设高度的差值超出预设高度差范围时，还判断当前高度与第一预设高度的差值超出预设高度差范围的持续时间，当该持续时间达到时间阈值，所述控制单元输出所述高度调整指令。
  3. 根据权利要求1所述的空气悬架高度控制系统，其特征在于，所述控制单元还用于：将当前高度与第一预设高度相比较，若当前高度与第一预设高度的差值在预设高度差范围内，则判断是否有高度调节指令，若是，所述控制单元输出高度调整指令。
  4. 根据权利要求2所述的空气悬架高度控制系统，其特征在于，
    高度调整单元用于通过PID控制算法得到目标调整差值、调整步数和单次调整步长，并输出调整后高度。
  5. 根据权利要求4所述的空气悬架高度控制系统，其特征在于，若调整后高度大于第二预设高度，则所述控制单元输出电磁阀充气指令，以增加所述空气弹簧的高度；
    若调整后高度小于第二预设高度，则所述控制单元输出电磁阀放气指令，以降低所述空气弹簧的高度。
  6. 根据权利要求5所述的空气悬架高度控制系统，其特征在于，所述检测单元在所述控制单元输出电磁阀充气指令或电磁阀放气指令后，检测高度调整后的所述空气弹簧的高度，并将该高度传输至所述控制单元；
    所述控制单元将高度调整后得到的所述空气弹簧的高度与第二预设高度相比较，若高 度调整后得到的所述空气弹簧的高度与第二预设高度的差值超出预设高度差，则所述高度调整单元增加至少一步调整步数以继续调整空气弹簧高度；若高度调整后得到的所述空气弹簧的高度与第二预设高度的差值处于预设高度差范围内，则停止高度调整。
  7. 根据权利要求6所述的空气悬架高度控制系统，其特征在于，若高度调整后得到的所述空气弹簧的高度与第二预设高度的差值处于预设高度差范围内，所述控制单元向电磁阀发出关闭指令，以停止高度调整。
  8. 根据权利要求1-7任一项所述的空气悬架高度控制系统，其特征在于，所述第一预设高度为所述空气弹簧的初始高度或在上一高度调整过程完成时所处的高度。
  9. 根据权利要求1-7任一项所述的空气悬架高度控制系统，其特征在于，所述第二预设高度为根据目标高度差和当前高度得到的目标高度值。
  10. 一种空气悬架高度控制方法，基于权利要求1-9任一项所述的控制系统，其特征在于，包括以下步骤：
    S1：检测空气弹簧的当前压强和当前高度，记录当前压强数据并输出当前高度数据；
    S2：将当前高度与第一预设高度相比较，若当前高度与第一预设高度的差值超出预设高度差范围，则输出高度调整指令并进入步骤S3；
    S3：根据接收到的高度调整指令计算高度调整步长，按照调整步长调整空气弹簧的高度；
    S4：将得到的调整后高度与第二预设高度相比较；若调整后高度大于第二预设高度，则进入步骤S5，若调整后高度小于第二预设高度，则进入步骤S6；
    S5：增加所述空气弹簧的高度，并记录高度增加后所述空气弹簧的压强数据；
    S6：降低所述空气弹簧的高度，并记录高度降低后所述空气弹簧的压强数据。
  11. 根据权利要求10所述的空气悬架高度控制方法，其特征在于，
    在步骤S2中还包括：判断当前高度与第一预设高度的差值超出预设高度差范围的持续时间，当该持续时间达到时间阈值，则输出高度调整指令并进入步骤S3。
  12. 根据权利要求11所述的空气悬架高度控制方法，其特征在于，
    在步骤S2中，若当前高度与第一预设高度的差值在预设高度差范围内，则进入步骤S2’；
    S2’：判断是否有高度调节指令，若是，则输出高度调整指令并转入步骤S3，若否，则返回步骤S1。
  13. 根据权利要求12所述的空气悬架高度控制方法，其特征在于，
    在步骤S3中，通过PID控制算法得到目标调整差值、调整步数和单次调整步长，以 调整空气弹簧的高度。
  14. 根据权利要求13所述的空气悬架高度控制方法，其特征在于，
    在步骤S5中，通过控制电磁阀充气以增加所述空气弹簧的高度；
    在步骤S6中，通过控制电磁阀放气以降低所述空气弹簧的高度。
  15. 根据权利要求14所述的空气悬架高度控制方法，其特征在于，电磁阀充气或电磁阀放气完毕后，还包括以下步骤：
    S7：检测高度调整后的所述空气弹簧的高度；
    S8：将高度调整后得到的所述空气弹簧的高度与第二预设高度相比较，若高度调整后得到的所述空气弹簧的高度与第二预设高度的差值超出预设高度差，则进入步骤S9；
    S9：增加至少一步调整步数以继续调整空气弹簧高度，并返回步骤S4；若高度调整后得到的所述空气弹簧的高度与第二预设高度的差值处于预设高度差范围内，则停止高度调整。
  16. 根据权利要求15所述的空气悬架高度控制方法，其特征在于，在步骤S9中，若高度调整后得到的所述空气弹簧的高度与第二预设高度的差值处于预设高度差范围内，通过向电磁阀发出关闭指令以停止高度调整。
  17. 根据权利要求10-16任一项所述的空气悬架高度控制方法，其特征在于，所述第一预设高度为所述空气弹簧的初始高度或在上一高度调整过程完成时所处的高度。
  18. 根据权利要求10-16任一项所述的空气悬架高度控制方法，其特征在于，所述第二预设高度为根据目标高度差和当前高度得到的目标高度值。
  19. 根据权利要求10-16任一项所述的空气悬架高度控制方法，其特征在于，在步骤S1之前还包括以下步骤：
    S0：判断电磁阀是否闭合，若是，则转入步骤S1，若否，则转入步骤S5。
PCT/CN2019/104639 2018-12-03 2019-09-06 空气悬架高度控制系统和控制方法 WO2020114027A1 (zh)

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