WO2022267621A1 - 基于车轮支持力的车辆主动悬挂惯性调控方法及控制系统 - Google Patents

基于车轮支持力的车辆主动悬挂惯性调控方法及控制系统 Download PDF

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Publication number
WO2022267621A1
WO2022267621A1 PCT/CN2022/085567 CN2022085567W WO2022267621A1 WO 2022267621 A1 WO2022267621 A1 WO 2022267621A1 CN 2022085567 W CN2022085567 W CN 2022085567W WO 2022267621 A1 WO2022267621 A1 WO 2022267621A1
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Prior art keywords
suspension
vehicle
support force
control
wheel
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PCT/CN2022/085567
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English (en)
French (fr)
Inventor
赵丁选
刘爽
巩明德
张祝新
孙志国
杨彬
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燕山大学
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Application filed by 燕山大学 filed Critical 燕山大学
Priority to CA3190323A priority Critical patent/CA3190323A1/en
Priority to BR112023019761A priority patent/BR112023019761A2/pt
Priority to MA62203A priority patent/MA62203A1/fr
Priority to KR1020237010357A priority patent/KR20230054881A/ko
Priority to JP2023517727A priority patent/JP2023541311A/ja
Priority to EP22827124.3A priority patent/EP4206004A4/en
Priority to AU2022299868A priority patent/AU2022299868A1/en
Publication of WO2022267621A1 publication Critical patent/WO2022267621A1/zh
Priority to US18/320,230 priority patent/US20230286345A1/en

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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
    • B60G17/016—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 characterised by their responsiveness, when the vehicle is travelling, to specific motion, a specific condition, or driver input
    • B60G17/0164—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 characterised by their responsiveness, when the vehicle is travelling, to specific motion, a specific condition, or driver input mainly during accelerating or braking
    • 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
    • B60G17/056—Regulating distributors or valves for hydropneumatic systems
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
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    • 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
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    • 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
    • B60G17/0152—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 characterised by the action on a particular type of suspension unit
    • B60G17/0155—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 characterised by the action on a particular type of suspension unit pneumatic unit
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • 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
    • B60G17/016—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 characterised by their responsiveness, when the vehicle is travelling, to specific motion, a specific condition, or driver input
    • B60G17/0165—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 characterised by their responsiveness, when the vehicle is travelling, to specific motion, a specific condition, or driver input to an external condition, e.g. rough road surface, side wind
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    • B60G17/018—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 characterised by the use of a specific signal treatment or control method
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60G17/018—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 characterised by the use of a specific signal treatment or control method
    • B60G17/0182—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 characterised by the use of a specific signal treatment or control method involving parameter estimation, e.g. observer, Kalman filter
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • 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
    • B60G17/019—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 characterised by the type of sensor or the arrangement thereof
    • 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
    • B60G17/019—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 characterised by the type of sensor or the arrangement thereof
    • B60G17/01933—Velocity, e.g. relative velocity-displacement sensors
    • 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
    • B60G17/06—Characteristics of dampers, e.g. mechanical dampers
    • B60G17/08—Characteristics of fluid dampers
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2202/00—Indexing codes relating to the type of spring, damper or actuator
    • B60G2202/20—Type of damper
    • B60G2202/24—Fluid damper
    • B60G2202/242—Pneumatic damper
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
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    • B60G2202/40—Type of actuator
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    • B60G2202/413—Hydraulic actuator
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60G2400/00—Indexing codes relating to detected, measured or calculated conditions or factors
    • B60G2400/05—Attitude
    • B60G2400/051—Angle
    • B60G2400/0511—Roll angle
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B—PERFORMING OPERATIONS; TRANSPORTING
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Definitions

  • the invention relates to a control method and a control system of a vehicle active suspension, in particular to a method for controlling the inertia of a vehicle active suspension system by controlling a wheel support force and a corresponding control system.
  • the suspension system is an important part of the vehicle chassis, and its performance directly determines the ride comfort and handling stability of the vehicle. Most traditional vehicles use passive suspension.
  • the suspension parameters are designed according to specific road conditions. Once selected, it is difficult to change and cannot change with road conditions and vehicle speeds. This limits the further improvement of vehicle driving performance.
  • Active suspension is a computer-controlled suspension method developed in recent years. Active suspension can be adjusted according to changes in vehicle quality, road conditions or bumps and vibrations, driving speed, and operating conditions such as acceleration, braking, driving, and steering. Automatically adjust the stiffness and damping of the suspension or control the expansion and contraction of the suspension to meet the requirements of vehicle ride comfort and handling stability.
  • Active suspension technology mainly includes two parts: active suspension system and control method.
  • Active suspension systems include devices that provide energy to the active suspension and additional devices that control forces or displacements. According to the way of energy supply, it is divided into three types: hydraulic drive, pneumatic drive and electric drive.
  • the hydraulic drive suspension system is currently widely used due to its high power density and easy layout and installation; the pneumatic drive suspension system has also been applied to a certain extent because of its advantages such as soft driving and no pollution.
  • the current active suspension control methods mainly include: ceiling damping control, optimal control, preview control, adaptive control, fuzzy control, neural network control, sliding mode control, immune evolution control, etc.
  • Vehicle ride comfort control and handling stability control are two important aspects that need to be considered in suspension design.
  • Most of the existing research results are to establish different mathematical models according to different needs, and design each independently, and consider the overall performance of the vehicle It is the sum of the performance of these subsystems; or the mathematical model is decomposed and then combined for control.
  • the mathematical model is established, the ride comfort control and the handling stability control are not considered to be designed at the same time. The design process is more complicated and it is difficult to obtain a better control effect.
  • the present invention provides a vehicle active suspension inertial control method and control system based on the wheel support force, which specifically includes the following two aspects.
  • the first aspect of the present invention is to provide a vehicle active suspension inertia control method based on the wheel support force: by adjusting the support force of each wheel and controlling the expansion and contraction of each suspension cylinder, the resultant force received by the vehicle in the vertical direction,
  • the respective resultant moments of the vertical axis and the horizontal axis of the center of mass are equal to zero or close to zero, so that the center of mass of the vehicle moves along a straight line or a smooth curve, and the attitude of the vehicle remains basically stable.
  • the inertia control method includes an inner loop control and an outer loop control, wherein the inner loop control is used to control the supporting force of each wheel, and the outer loop control is used to control the average value of all suspension cylinder strokes, and the inner loop control and the outer loop control are independent of each other. No coupling relationship.
  • the inner loop control is to obtain the theoretical support force W i that each wheel should bear when the vehicle travels on a virtual slope plane with the 6-dimensional acceleration, pitch angle and roll angle measured by the inertial measurement unit, as the wheel
  • the supporting force of each wheel is changed according to the theoretical supporting force W i .
  • the outer loop control is to calculate the stroke average value of all suspension cylinders according to the measured strokes of each suspension cylinder, and compare it with the median value of the suspension cylinder stroke, and use the difference between the two as the target displacement, Control each suspension cylinder to expand and contract with the same displacement, so that the average value of all suspension cylinder strokes tends to the median value.
  • both the inner loop control and the outer loop control are ultimately realized by controlling the displacement of the suspension cylinders.
  • the displacement of the suspension cylinders controlled by the inner loop and the displacement of the suspension cylinders controlled by the outer loop are input by the servo controllers of each suspension cylinder. end stacked together.
  • the second aspect of the present invention provides a suspension control system based on the vehicle active suspension inertia control method based on the aforementioned wheel support force, as shown in Figure 1, including a vehicle body 1, m wheels 2-1, 2-2, ... , 2-m, inertial measurement unit 3, suspension cylinders 4-1, 4-2, ..., 4-m corresponding to wheels and their displacement sensors 5-1, 5-2, ..., 5-m and supporting force Sensors 6-1, 6-2, ..., 6-m, servo controllers 7-1, 7-2, ..., 7-m, electronic control unit 8, etc.
  • the displacement sensors 5-1, 5-2, ..., 5-m and the supporting force sensors 6-1, 6-2, ..., 6-m are respectively mounted on the suspension cylinders 4-1, 4-2, ..., 4 -m, used to measure the stroke and supporting force of each suspension cylinder.
  • the electronic control unit 8 is connected with the inertial measurement unit 3, the displacement sensors 5-1, 5-2, ..., 5-m of the suspension cylinder and the support force sensors 6-1, 6-2, ..., 6-m and the servo motor respectively.
  • the controllers 7-1, 7-2, ..., 7-m are connected in communication.
  • the servo controllers 7-1, 7-2, ..., 7-m are respectively connected with the suspension cylinders 4-1, 4-2, ..., 4-m for driving the suspension cylinders.
  • the support force sensor is installed at the position where the suspension cylinder is connected to the vehicle body; or a support force sensor is respectively installed on the rod chamber circuit and the rodless chamber circuit of the suspension oil cylinder/air cylinder.
  • the present invention also proposes a vehicle active suspension inertia regulation method based on the wheel support force, characterized in that the control method includes an inner loop control for controlling the vertical support force of each wheel and using The outer loop control is used to control the average value of the stroke of each suspension cylinder;
  • the outer loop control is to calculate the average value of the stroke of the suspension cylinders according to the measured strokes of each suspension cylinder, and compare the average value with the median stroke of each suspension cylinder to obtain the median stroke of the suspension cylinders and the stroke
  • the difference of the average value is used as the target value of the uniform expansion and contraction of each suspension cylinder, so that each suspension cylinder can be extended or shortened by the same displacement, and the average stroke of the suspension cylinder is equal to the median stroke of the suspension cylinder.
  • the vehicle By adjusting the vertical support force of each wheel and controlling the expansion and contraction of each suspension cylinder, the vehicle can be operated under various forces including driving force, driving resistance, lateral force, gravity and inertial force, and the vertical support force of the wheel.
  • the resultant force in the vertical direction and the respective resultant moments around the longitudinal axis and the transverse axis passing through the center of mass are equal to zero or close to zero, so that the center of mass of the vehicle moves along a straight line or a smooth curve, and the posture of the vehicle remains basically stable.
  • a fixed coordinate system OXYZ and a vehicle coordinate system oxyz are established as shown in Fig.
  • the positive direction is the longitudinal forward direction of the vehicle
  • the Z-axis positive direction is the vertical upward direction of the vehicle
  • the fixed coordinate system OXYZ is fixedly connected with the virtual slope plane
  • the vehicle coordinate system oxyz is fixedly connected with the vehicle
  • the fixed coordinate system OXYZ is at the initial position time coincides.
  • the positioning coordinates of the vehicle coordinate system in the fixed coordinate system be x, y, z, ⁇ , ⁇ , ⁇ respectively; let the mass of the vehicle be M, and the coordinates of the center of mass of the vehicle in the vehicle coordinate system oxyz be W(x W , y W , z W ), the x and y coordinates of the suspension upper support point O i numbered i in the vehicle coordinate system are respectively b i and L i ; let the moment of inertia of the vehicle on the x, y and z axes of the coordinate system be J XX , J YY , J ZZ , the inertial products of x/y, y/z, x/z axes are J XY , J YZ , J XZ .
  • the 6-dimensional acceleration of the vehicle coordinate system in the virtual slope plane is The measured body attitude angles are ⁇ , ⁇ .
  • the slope angle ⁇ is set to be the angle between the normal of the virtual slope plane and the vertical line
  • the vehicle azimuth ⁇ is the gradient descent direction of the virtual slope relative to the vehicle coordinate system The included angle of the x-axis.
  • T X tan ⁇
  • T Y tan ⁇ /cos ⁇ .
  • the inner loop control and the outer loop control are independent of each other and have no coupling relationship, and the inner loop control and outer loop control for controlling the support force are controlled by the suspension cylinder
  • the displacement of the suspension oil cylinder controlled by the inner ring and the displacement of the suspension oil cylinder controlled by the outer ring are superimposed at the input end of the servo controller of each suspension oil cylinder.
  • the present invention also proposes a control system of a vehicle active suspension inertia regulation method based on the wheel support force, including a vehicle body, an inertial measurement unit, an electronic control unit, a wheel, a suspension oil cylinder corresponding to the wheel, and a displacement corresponding to the suspension oil cylinder sensor, supporting force sensor and servo controller; the inertial measurement unit, electronic control unit and servo controller are fixed on the car body, the wheels are connected to the car body through the suspension oil cylinder, and the displacement sensor and support force sensor are connected to the suspension oil cylinder.
  • the electronic control unit is respectively connected with the inertial measurement unit, the displacement sensor of the suspension cylinder, the support force sensor and the servo controller; each servo controller is respectively connected with the corresponding suspension cylinder for driving Suspension cylinder.
  • the support force sensor is installed at the position where the suspension cylinder is connected to the vehicle body, or a support force sensor is respectively installed on the rod chamber oil circuit and the rodless chamber oil circuit of the suspension cylinder.
  • the above-mentioned inertial control active suspension control method and suspension control system based on the wheel support force proposed by the present invention have the following advantages:
  • the coordination and unity of ride comfort control and handling stability control are well realized.
  • the invention adjusts the support force of each wheel and controls the expansion and contraction of each suspension cylinder, controls the resultant force received by the vehicle in the vertical direction, and the respective resultant moments around the longitudinal axis and the transverse axis of the center of mass are equal to zero or close to zero, so that the center of mass of the vehicle along the Straight or smooth curve movement, the attitude of the vehicle remains basically stable.
  • the present invention can make the trajectory of the center of mass of the vehicle smoother when the vehicle is driving on uneven roads, and the amplitude of the swaying attitude can be reduced. Significantly reduced, so the energy consumed by the vehicle can be effectively reduced.
  • Application practice shows that based on the active suspension system provided by the present invention, it can effectively suppress the disturbance caused by uneven ground, soft and hard geological changes, acceleration/braking and steering to the smooth running of the vehicle, and significantly improve the stability of the vehicle when driving on complex road conditions. ride comfort and handling stability.
  • Fig. 1 is the structural principle diagram of the inertia regulation active suspension control system based on the wheel support force of the present invention
  • Fig. 2 is the structural principle diagram of the active suspension control system of the three-axis vehicle inertia regulation based on the wheel support force of the present invention
  • FIG. 3 is a schematic diagram of a dynamic model of a three-axle passive suspension vehicle of the present invention traveling on a slope plane;
  • Fig. 4 is a structural schematic diagram of the active/passive mode shared suspension oil cylinder in the first embodiment of the present invention.
  • Fig. 5 is a schematic diagram of the arm-raising walking mode of the test vehicle in the first embodiment of the present invention.
  • Fig. 6 is a schematic diagram of the walking mode of the test vehicle with the arms dropped in the first embodiment of the present invention
  • Fig. 7 is a structural schematic diagram of a triangular bump used as a road barrier in the first embodiment of the present invention.
  • Fig. 8 is a layout diagram of triangular bumps in the working condition of unilaterally and continuously crossing obstacles in the first embodiment of the present invention
  • Fig. 9 is a layout diagram of triangular bumps in the working condition of bilateral continuous over-obstacles in the first embodiment of the present invention.
  • Fig. 10 is a layout diagram of triangular bumps in the bilateral staggered over obstacle working condition in the first embodiment of the present invention.
  • Fig. 11 is a schematic structural view of the active suspension oil cylinder in the second embodiment of the present invention.
  • the academic idea of the present invention is proposed based on the principle of vehicle dynamics.
  • the reason why the vehicle can run at a speed higher than 120km/h on the highway is mainly because the road surface is very flat. Movement in a straight line or smooth curve with a stable attitude.
  • the present invention proposes the principle of active suspension inertia regulation based on the wheel support force: by controlling the support force of each wheel, the vehicle can control the support force, driving force, driving resistance, lateral force, and gravity of each wheel. Under the action of various forces including the inertial force, the vertical resultant force and the respective resultant moments of the vertical axis and the horizontal axis around the center of mass are equal to zero or close to zero.
  • the present invention proposes a thinking, that is, to design a virtual slope plane, and the pitch angle, roll angle and 6 at the center of mass of the vehicle when driving on this virtual slope plane.
  • the dimensional acceleration is equal to the value measured when the vehicle is driving on an uneven road surface. Due to the constraints of the slope plane, the center of mass of the vehicle will move along a straight line or a smooth curve when driving on it and maintain a basically stable attitude.
  • the resultant force in the vertical direction and the respective resultant moments of the longitudinal axis and the transverse axis around the center of mass are equal to zero or close to zero. Therefore, the support force received by each wheel when the vehicle is running on a virtual slope plane is suitable as the control target value of the support force of each wheel when the vehicle is running on an uneven road.
  • the displacement of the suspension cylinders in each scanning period is much smaller than the height of the vehicle's center of mass during the control process, when each suspension cylinder expands and contracts at the same displacement in the same scanning period, it can be considered that there will be no impact on the various forces of the vehicle. Including wheel support forces to have an impact. If the average travel of each suspension can be controlled at the median value of the suspension travel by uniform expansion and contraction of the same displacement, then the problem of ride comfort and ride comfort caused by the stroke of the oil cylinder reaching the limit travel can be eliminated to the greatest extent. It can also improve the adaptability of the vehicle to future uneven road surfaces. Therefore, the present invention adds the control to the suspension average stroke in addition to the above-mentioned wheel supporting force control.
  • the former is called the inner loop control
  • the latter is called the outer loop control. The two are independent of each other and have no coupling relationship.
  • the active suspension control system for three-axis (six-wheel) vehicle inertia regulation based on wheel support force is shown in Figure 2, which adopts the form of hydraulic servo drive.
  • the system includes a car body 1 and six wheels 2-1, 2-2, ..., 2-6, an inertial measurement unit 3, suspension oil cylinders 4-1, 4-2, ..., 4-6 corresponding to the wheels, and Corresponding displacement sensors 5-1, 5-2, ..., 5-6 and supporting force sensors 6-1, 6-2, ..., 6-6, servo controllers 7-1, 7-2, ..., 7- 6.
  • the displacement sensors 5-1, 5-2, ..., 5-6 and the support force sensors 6-1, 6-2, ..., 6-6 are installed on the suspension cylinders 4-1, 4-2, ..., 4- 6, respectively used to measure the stroke and support force of each suspension cylinder.
  • the electronic control unit 8 is connected with the inertial measurement unit 3, the displacement sensors 5-1, 5-2, ..., 5-6 of the suspension oil cylinder, the supporting force sensors 6-1, 6-2, ..., 6-6 and the servo motor respectively.
  • the controllers 7-1, 7-2, ..., 7-6 are connected.
  • the servo controllers 7-1, 7-2, ..., 7-6 are respectively connected with the suspension oil cylinders 4-1, 4-2, ..., 4-6 for driving the suspension oil cylinders.
  • the vehicle is regarded as a rigid body, and the mass of the vehicle is assumed to be M. All suspensions of the vehicle are independent suspensions, and all suspensions have the same structural size and performance.
  • the hardware structure of the suspension system is simplified as the parallel connection of the damper and the spring; the spring is a linear spring, and the spring stiffness is K Z ; the damping of the damper is viscous damping, and the damping coefficient is C Z . Since the lateral and tangential elasticity and damping of the suspension system have little influence on the vehicle dynamics, the lateral and tangential elasticity and damping of the suspension are ignored here.
  • Establish a right-handed coordinate system OXYZ take the positive direction of the X-axis as the direction of the vehicle to the right, the positive direction of the Y-axis as the direction of the longitudinal direction of the vehicle, and the positive direction of the Z-axis as the vertical direction of the vehicle.
  • the coordinate system is fixedly connected with the slope plane and is a fixed coordinate system.
  • the vehicle coordinate system oxyz is introduced again.
  • the vehicle coordinate system and the fixed coordinate system coincide at the initial position, and its positioning coordinates in the fixed coordinate system are x, y, z respectively , ⁇ , ⁇ , ⁇ .
  • the slope angle is the angle between the slope plane and the horizontal plane, represented by ⁇ ;
  • the azimuth angle is the direction of the slope gradient relative to the vehicle coordinate system x
  • the included angle of the axis with express.
  • T X tan ⁇
  • T Y tan ⁇ /cos ⁇ .
  • W i is a function of the vehicle's 6-dimensional acceleration and attitude angle, and is related to the inertia characteristics of the vehicle in the coordinate system oxyz, the position coordinates of the upper support points of each suspension in the oxyz coordinate system, and the suspension's Stiffness and damping are irrelevant.
  • the inertia control method of three-axle vehicle active suspension based on wheel support force is divided into two parts: inner loop control and outer loop control.
  • the difference from the average value of the aforementioned suspension cylinder stroke Control the stroke of each suspension cylinder as the target value of the uniform expansion and contraction of each suspension cylinder, so that each suspension cylinder can be extended or shortened by the same displacement ⁇ , so that the average value of the stroke of all suspension cylinders approaches the stroke of the suspension cylinder median of Where S 0 is the maximum stroke of the suspension cylinder.
  • the aforementioned inner-loop control and outer-loop control are independent of each other and have no coupling relationship.
  • the inner loop control is the control of the supporting force of each wheel, it is finally realized by controlling the displacement of the suspension cylinder, so the inner loop control amount and the outer loop control amount are both displacement amounts, which can be superimposed together, such as As shown in Figure 1, the superposition point is selected at the input end of each suspension cylinder servo controller.
  • the vehicle to which the present invention is applied is a certain aerial ladder high-spray fire engine.
  • the vehicle used an oil-air suspension system.
  • This type of vehicle has no active suspension system in the whole industry in the world, and the oil-air suspension system is the current type of vehicle.
  • an active suspension system is added on the basis of the original oil-air suspension system, forming the current active/passive suspension switchable working mode.
  • the active suspension system is constructed according to the principle and method of the present invention, driven by hydraulic servo, and adopts the inertial control active suspension technology based on the wheel support force.
  • the active/passive suspension working mode can be switched through the switch on the front panel of the driver's cab.
  • FIG. 4 is a schematic diagram of the function and structure of the first wheel suspension cylinder of the vehicle, and the other wheel suspension cylinders are exactly the same.
  • the suspension oil cylinder 4-1 is installed between the car body 1 and the wheel 2-1, and is driven by the servo controller 7-1 composed of the servo amplifier 7-1-1 and the servo valve 7-1-2;
  • a magnetostrictive sensor 5-1 is installed in the piston rod of 4-1;
  • a pressure sensor 6 is installed in the oil circuit A connected to the rodless cavity of the suspension cylinder and the oil circuit B connected to the rod cavity -1-1, 6-1-2, the supporting force of the suspension cylinder can be calculated according to the oil circuit pressure measured by the two and the area of the rod chamber and rodless chamber of the suspension cylinder, and on this basis, according to the suspension connecting rod
  • the specific force transmission relationship of the mechanism can calculate the actual support force of each wheel.
  • test items are mainly to compare the ride comfort and handling stability under the two suspension modes.
  • the specific test items are as follows.
  • Vehicles were tested for ride comfort in active suspension mode and passive suspension mode, and their respective integrated total weighted acceleration root mean square values were calculated and compared; at the same time, the body attitude angle of the vehicle when crossing obstacles was tested and compared.
  • the vehicle was in the walking mode with arms raised as shown in Figure 5.
  • the road-to-tyre excitation is realized by setting triangular bump obstacles on the ordinary cement road.
  • the triangular bump barrier is shown in Figure 7.
  • the test is divided into three working conditions: the wheel continuously crosses the triangular bump obstacle on one side, the two sides continuously crosses the triangular bump obstacle, and the bilateral staggered crossing of the triangular bump obstacle.
  • the arrangement of the triangular bumps in each working condition is shown in Fig. Show.
  • the emergency braking test was carried out while the vehicle was running straight at a speed of 5km/h, and the pitch angle of the vehicle body was tested and compared. During the test, the vehicle was in the walking mode with arms raised as shown in Figure 5.
  • test was carried out according to the aforementioned test plan, and the test results and test conclusions are as follows.
  • the active suspension of the present invention has significantly improved driving comfort and handling stability under typical driving conditions.
  • the use effect obtained from the above test is obtained based on the function and structure of the suspension oil cylinder of the first embodiment of the present invention shown in Figure 4. It calculates the wheel support force by measuring the pressure of the two chambers of the suspension oil cylinder.
  • the advantage is that it does not change the crude oil gas suspension The structure and size of the cylinder. It should be noted that there will be some errors in the calculated wheel support force due to the friction of the oil cylinder.
  • a tension and pressure sensor 6-1 is installed at the end where the suspension oil cylinder is connected with the vehicle body to measure the supporting force of the wheel,
  • the measurement accuracy of the supporting force of the tested wheel can reach below 1%.
  • the use of the suspension oil cylinder in Fig. 11 can overcome the problem of a certain error in the wheel support force calculated in the first embodiment due to the friction of the oil cylinder, and further improve the suspension control performance. It should be noted that in the second embodiment of the present invention, the structure of the suspension cylinder and even the support position of the support point on the suspension cylinder need to be changed, and a certain installation space is required.

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Abstract

本发明公开了一种基于车轮支持力的车辆主动悬挂惯性调控方法和控制系统，包括内环控制与外环控制：内环控制根据惯性测量单元测得的车辆6维加速度和姿态角，由动力学求出车辆在相应虚拟斜坡平面行驶的各轮支持力理论值，并与车轮支持力实测值相比较，根据其差值控制各悬挂缸伸缩，使车轮支持力按理论值变化；外环控制是通过控制各悬挂缸相同位移量的伸缩，使所有悬挂缸行程平均值趋于中位值。本发明可显著提高车辆在不平路面行驶的平顺性和操纵稳定性。

Description

基于车轮支持力的车辆主动悬挂惯性调控方法及控制系统 技术领域
本发明涉及车辆主动悬挂的控制方法和控制系统，具体是指一种通过控制车轮支持力对车辆主动悬挂系统进行惯性调控的方法及其相应的控制系统。
背景技术
悬挂系统是车辆底盘的重要组成部分，其性能直接决定着车辆的行驶平顺性和操纵稳定性。传统的车辆大多采用被动悬挂，其悬挂参数根据特定路面条件进行设计，一经选定便难以改变，不能随路面状况、车速等发生变化，因此限制了汽车行驶性能的进一步提高。
主动悬挂是近年来发展起来的由电脑控制的一种悬挂方式，主动悬挂可以根据车载质量、路面状况或颠簸振动情况、行驶速度、运行工况如加速、制动、驱动、转向等的变化，自动调整悬挂的刚度与阻尼或控制悬挂的伸缩，以满足汽车行驶平顺性和操纵稳定性等方面的要求。
主动悬挂技术主要包括主动悬挂系统和控制方法两部分。
主动悬挂系统包括为主动悬挂提供能量的装置和可控制作用力或位移的附加装置。根据能量提供的方式不同又分为液压驱动、气压驱动和电驱动三种。液压驱动悬挂系统因功率密度较高，便于布置安装等优点目前应用较多；气压驱动悬挂系统因为驱动柔和、无污染等优势也得到了一定的应用。
即使相同的主动悬挂系统但由于采用不同的控制方法，也会产生不同的控制效果。目前的主动悬挂的控制方法主要包括：天棚阻尼控制、最优控制、预瞄控制、自适应控制、模糊控制、神经网络控制、滑模控制、免疫进化控制等。
根据记载，无论采用何种控制方法，车辆的性能均有不同程度的改善，但仍存在一些问题没有得到较好地解决，其中比较突出的是行驶平顺性控制和操纵稳定性控制难以协调的问题。车辆的行驶平顺性控制和操纵稳定性控制是悬挂设计需要考虑的两个重要方面，现有研究成果大多是根据不同的需要建立不同的数学模型，各自独立地进行设计，并认为车辆的总体性能是这些子系统性能之和；或者对数学模型进行分解，然后再组合起来进行控制。在建立数学模型时没有考虑把行驶平顺性控制和操纵稳定性控制同时进行设计，设计过程比较复杂且难以获得较好的控制效果。
发明内容
为了解决上述车辆主动悬挂技术所存在的突出问题，本发明提供一种基于车轮支持力的车辆主动悬挂惯性调控方法与控制系统，具体包括以下两个方面的内容。
本发明的第一方面，是提供一种基于车轮支持力的车辆主动悬挂惯性调控方法：通过调整各车轮的支持力和控制各悬挂缸的伸缩，控制车辆在垂向所受的合力、绕通过质心的纵轴和横轴各自的合力矩等于零或接近于零，使车辆的质心沿直线或平滑的曲线运动，车辆的姿态保持基本稳定。
所述惯性调控方法包括内环控制和外环控制，其中内环控制用于控制各车轮支持力，外 环控制用于控制所有悬挂缸行程的平均值，内环控制与外环控制相互独立，无耦合关系。
所述的内环控制是由动力学求出车辆以惯性测量单元测得的6维加速度、俯仰角和侧倾角行驶在一个虚拟斜坡平面上时各个车轮应当承受的理论支持力W i，作为车轮支持力控制的目标值，并与实测的各车轮支持力W i C相比较，将二者的差值ΔW i＝W i-W i C作为调节量输入伺服控制器对悬挂缸进行伸缩控制，使各车轮的支持力按理论支持力W i变化。其中i＝1、2、…、m，m为车轮数。
所述外环控制是根据测得的各悬挂缸行程求出所有悬挂缸的行程平均值，并将其与悬挂缸行程的中位值相比较，并以二者的差值作为目标位移量，控制各悬挂缸进行相同位移量的伸缩，使所有悬挂缸行程的平均值趋于中位值。
进一步地，内环控制和外环控制最终都是通过控制悬挂缸的位移量来实现，内环控制的悬挂缸位移量和外环控制的悬挂缸位移量在各悬挂缸的伺服控制器的输入端叠加在一起。
本发明的第二方面，提供一种基于前述车轮支持力的车辆主动悬挂惯性控制方法的悬挂控制系统，如图1所示，包括车体1，m个车轮2-1、2-2、…、2-m，惯性测量单元3，与车轮相对应的悬挂缸4-1、4-2、…、4-m及其位移传感器5-1、5-2、…、5-m和支撑力传感器6-1、6-2、…、6-m，伺服控制器7-1、7-2、…、7-m，电控单元8等。其中，位移传感器5-1、5-2、…、5-m和支撑力传感器6-1、6-2、…、6-m分别安装于悬挂缸4-1、4-2、…、4-m上,用于测量悬挂缸各自的行程和支撑力。所述电控单元8分别与惯性测量单元3、悬挂缸的位移传感器5-1、5-2、…、5-m和支撑力传感器6-1、6-2、…、6-m以及伺服控制器7-1、7-2、…、7-m通讯连接。伺服控制器7-1、7-2、…、7-m分别与悬挂缸4-1、4-2、…、4-m相连接，用于驱动悬挂缸。
进一步地，支撑力传感器安装在悬挂缸与车体相连的位置；或者在悬挂油缸/气缸的有杆腔回路上和无杆腔回路上分别安装一个支撑力传感器。
在另一个实施方式中，本发明还提出了一种基于车轮支持力的车辆主动悬挂惯性调控方法，其特征在于，所述控制方法包括用于控制各车轮垂向支持力的内环控制和用于控制各悬挂油缸行程平均值的外环控制；
所述内环控制包括根据测出各悬挂油缸各自的垂向支撑力，计算得出各车轮的实际垂向支持力W i C；根据测得的车辆坐标系的6维加速度和车身的俯仰角和侧倾角，求出车辆在虚拟斜坡平面行驶时，各车轮应当承受的理论垂向支持力W i，将车轮的理论垂向支持力W i作为实际垂向支持力W i C的控制目标值；计算理论垂向支持力和实际垂向支持力二者的差值后得到调节量ΔW i＝W i-W i C，作为悬挂油缸的伸缩调节量输入到伺服控制器，从而驱动悬挂油缸伸长或缩进；
所述外环控制是根据测得的各悬挂油缸行程求出所述悬挂油缸的行程平均值，并将此平均值与各悬挂油缸的中位行程进行比较，以悬挂油缸的中位行程与行程平均值的差值作为每个悬挂油缸统一伸缩的目标值，使各悬挂油缸进行相同位移量的伸长或缩短，并使悬挂油缸行程平均值等于悬挂油缸的中位行程。
通过调整各车轮的垂向支持力和控制各悬挂油缸的伸缩，使车辆在包括驱动力、行驶阻力、侧向力、重力和惯性力以及车轮垂向支持力在内的各种力作用下，在垂向所受的合力、绕通过质心的纵轴和横轴各自的合力矩等于零或接近于零，以使车辆的质心沿直线或平滑的曲线运动，车辆的姿态保持基本稳定。
进一步地，在各车轮的理论垂向支持力的确定过程中，如图3所示建立固定坐标系OXYZ和车辆坐标系oxyz，固定坐标系OXYZ的X轴正向为车辆横向的方向，Y轴正向为车辆纵向向前的方向，Z轴正向为车辆垂向向上的方向，固定坐标系OXYZ与虚拟斜坡平面固连；车辆坐标系oxyz与车辆固连，与固定坐标系OXYZ在初始位置时重合。设车辆坐标系在固定坐标系中的定位坐标分别为x、y、z、α、β、γ；设车辆质量为M，车辆质心在车辆坐标系oxyz中坐标为W(x W、y W、z W)，编号为i的悬挂上支撑点O i在车辆坐标系中的x、y坐标分别为b i、L i；设车辆对坐标系的x、y、z轴的惯性矩为J XX、J YY、J ZZ，对x/y、y/z、x/z轴的惯性积为J XY、J YZ、J XZ。设车辆坐标系在虚拟斜坡平面内的6维加速度分别为
Figure PCTCN2022085567-appb-000001
测得的车身姿态角为α、β。
进一步地，为了反映坡度对车轮实际垂向支持力的影响，设坡度角λ为虚拟斜坡平面的法线与铅垂线的夹角，车辆行驶方位角φ是虚拟斜坡梯度下降方向相对车辆坐标系x轴的夹角。由α、β计算坡度角λ和车辆行驶方位角φ的公式如下：
Figure PCTCN2022085567-appb-000002
Figure PCTCN2022085567-appb-000003
式中，T X＝tanα，T Y＝tanβ/cosα。
进一步地，为求解各车轮的理论垂向支持力，设车轮i在虚拟斜坡平面接地点处所受的驱动力为P i、行驶阻力为F i、侧向力为S i、车轮垂向支持力为W i，通过建立动力学方程并求解，可获得车轮的理论垂向支持力W i为：
W i＝{1 L i -b i}[H] -1{A}                (3)
其中：
Figure PCTCN2022085567-appb-000004
Figure PCTCN2022085567-appb-000005
各式中i＝1、2、3、…、m。
进一步地，根据前述的基于车轮支持力的车辆主动悬挂惯性调控方法，内环控制与外环控制相互独立且无耦合关系，控制支撑力的内环控制和外环控制都是通过控制悬挂油缸的行程位移来实现，内环控制的悬挂油缸的位移量和外环控制的悬挂油缸的位移量在各悬挂油缸的伺服控制器的输入端叠加在一起。
本发明还提出了一种基于车轮支持力的车辆主动悬挂惯性调控方法的控制系统，包括车体、惯性测量单元、电控单元、车轮、与车轮相对应的悬挂油缸、与悬挂油缸对应的位移传感器和支撑力传感器及伺服控制器；惯性测量单元、电控单元以及伺服控制器固定于车体上，车轮通过悬挂油缸连接于车体上，位移传感器和支撑力传感器连接在悬挂油缸上、用于测量悬挂油缸的行程和支撑力；电控单元分别与惯性测量单元、悬挂油缸的位移传感器和支撑力传感器以及伺服控制器通讯连接；各伺服控制器分别与相应悬挂油缸相连接，用于驱动悬挂油缸。
进一步的，支撑力传感器安装在悬挂油缸与车体相连的位置，或者在悬挂油缸的有杆腔油路上和无杆腔油路上分别安装一个支撑力传感器。
本发明提出的上述基于车轮支持力的惯性调控主动悬挂控制方法和悬挂控制系统，与现有主动悬挂技术相比具有如下优势：
(1)较好地实现了行驶平顺性控制和操纵稳定性控制的协调和统一。本发明通过调整各车轮的支持力和控制各悬挂缸的伸缩，控制车辆在垂向所受的合力、绕通过质心纵轴和横轴各自的合力矩等于零或接近于零，使车辆的质心沿直线或平滑的曲线运动，车辆的姿态保持基本稳定。
(2)使车辆在不平路面行驶时消耗更低的能量。因车辆行驶时质心的升降与颠簸、姿态的摇摆都会消耗大量的能量，与已有的主动悬挂控制方法相比，本发明可使车辆在不平路面行驶时质心的轨迹更加平滑，姿态摇摆的幅度显著减小，所以可有效降低车辆行驶所消耗的能量。
应用实践表明，基于本发明提供的主动悬挂系统，可有效抑制地面凹凸不平、地质软硬变化、加速/制动和转向对车辆平稳行驶带来的扰动，显著提高车辆在复杂路面工况行驶的平顺性和操纵稳定性。
附图说明
图1为本发明基于车轮支持力的惯性调控主动悬挂控制系统的结构原理图；
图2为本发明基于车轮支持力的三轴车辆惯性调控主动悬挂控制系统结构原理图；
图3为本发明三轴被动悬挂车辆在斜坡平面上行驶的动力学模型示意图；
图4为本发明第一种实施例中主/被动模式共用悬挂油缸的结构示意图；
图5为本发明第一种实施例中试验车辆举臂行走模式示意图；
图6为本发明第一种实施例中试验车辆落臂行走模式示意图；
图7为本发明第一种实施例中用作路面障碍的三角凸块的结构示意图；
图8为本发明第一种实施例中单边连续越过障碍工况的三角形凸块布置图；
图9为本发明第一种实施例中双边连续越过障碍工况的三角形凸块布置图；
图10为本发明第一种实施例中双边交错越过障碍工况的三角形凸块布置图；
图11为本发明第二种实施例中主动悬挂油缸的结构示意图。
具体实施方式
本发明的学术思想是根据车辆动力学原理提出的，车辆之所以能够在高速路上以高于120km/h的速度行驶，主要是因为路面非常平坦，受地平面的约束，车辆的质心只能沿一条直线或平滑的曲线运动，且保持姿态稳定。
根据牛顿第一定律，为了使车辆在不平路面上行驶时的质心也能够沿一条直线或平滑的曲线运动且保持姿态稳定，那么就需要获得与车辆在平坦路面行驶相同的受力，至少要保证车辆沿垂向的合力和绕过质心纵轴和横轴各自的合力矩为零或接近于零。基于此，本发明提出了基于车轮支持力的主动悬挂惯性调控的原理是：通过控制各车轮的支持力，使得车辆在包括各车轮的支持力、驱动力、行驶阻力、侧向力，以及重力和惯性力在内的各力作用下，在垂向的合力和绕过质心的纵轴和横轴各自的合力矩等于零或接近于零。
为了找到满足前述要求的各个车轮的支持力控制目标值，本发明提出了一种思路，即设计一个虚拟的斜坡平面，车辆行驶于此虚拟斜坡平面时的俯仰角、侧倾角和质心处的6维加速度与车辆在不平路面行驶时测得的数值相等，因受斜坡平面的约束，车辆在其上行驶时质心会沿一条直线或平滑的曲线运动并保持姿态的基本稳定，这意味着车辆于虚拟斜坡平面上行驶时在垂向所受的合力和绕过质心的纵轴和横轴各自的合力矩等于零或接近于零。所以车辆在虚拟斜坡平面行驶时各车轮所受的支持力适合作为车辆在不平路面行驶时的各车轮支持力的控制目标值。
实践证明上述学术思想是正确的，但实际应用时却存在一个问题，即对悬挂的控制仅是对车轮支持力的控制，没有对悬挂的行程进行控制，所以随着时间的推移，部分或全部悬挂缸的行程有可能达到极限行程，这会使车辆的乘坐舒适性和行驶平顺性严重恶化。
因为在控制过程中每个扫描周期内悬挂缸的位移量远小于车辆质心高度，所以在同一扫描周期内各悬挂缸按相同的位移量进行伸缩时，可认为不会对车辆的各种受力包括车轮支持力产生影响。如果能够通过各悬挂统一伸缩相同位移量的方式将其平均行程始终控制在悬挂行程的中位值，那么既可以最大限度地消除因油缸行程达到极限行程而造成的乘坐舒适性和行驶平顺性的恶化，还可以提升车辆对未来路面不平的适应性。所以本发明在上述车轮支持力控制之外又增加了对悬挂平均行程的控制。前者称为内环控制，后者称为外环控制，二者相互独立、没有耦合关系。
下面以三轴(6轮)车辆为例，参考附图详细说明本发明的示例性实施例、特征和方法。其它具有3个及以上车轮的车辆可依据与此例相同的方法来构建。
(一)主动悬挂控制系统的硬件构成
基于车轮支持力的三轴(六轮)车辆惯性调控主动悬挂控制系统如图2所示，它采用液 压伺服驱动的形式。系统包括车体1以及6个车轮2-1、2-2、…、2-6，惯性测量单元3，与车轮相对应的悬挂油缸4-1、4-2、…、4-6及其对应的位移传感器5-1、5-2、…、5-6和支撑力传感器6-1、6-2、…、6-6，伺服控制器7-1、7-2、…、7-6，电控单元8等。其中，位移传感器5-1、5-2、…、5-6和支撑力传感器6-1、6-2、…、6-6安装于悬挂油缸4-1、4-2、…、4-6上，分别用于测量各悬挂缸的行程和支撑力。所述电控单元8分别与惯性测量单元3、悬挂油缸的位移传感器5-1、5-2、…、5-6和支撑力传感器6-1、6-2、…、6-6以及伺服控制器7-1、7-2、…、7-6相连接。伺服控制器7-1、7-2、…、7-6分别与悬挂油缸4-1、4-2、…、4-6相连接，用于驱动悬挂油缸。
(二)车辆在虚拟斜坡平面上行驶的各轮支持力求解方法
1、三轴被动悬挂车辆的动力学建模
图3所示，将车辆看作刚体，设车辆质量为M，车辆的所有悬挂均为独立悬挂，且所有悬挂的结构尺寸和性能相同。将悬挂系统的硬件结构简化为阻尼器、弹簧的并联；弹簧为线性弹簧，弹簧刚度为K Z；阻尼器的阻尼为粘性阻尼，阻尼系数为C Z。因悬挂系统的侧向与切向弹性及阻尼对车辆动力学特性的影响较小，这里忽略悬挂在侧向与切向的弹性与阻尼。建立右手坐标系OXYZ，取X轴正向为车辆横向向右的方向，Y轴正向为车辆纵向向前的方向，Z轴正向为车辆垂向向上的方向。该坐标系与斜坡平面固连，为固定坐标系。为确定三轴车辆在固定坐标系中的位置，再引入车辆坐标系oxyz，车辆坐标系与固定坐标系在初始位置是重合的，它在固定坐标系中的定位坐标分别为x、y、z、α、β、γ。
设车辆质心在车辆坐标系oxyz中坐标为W(x W、y W、z W)，设编号为i的悬挂上支撑点O i在oxyz坐标系的x、y坐标分别为b i、L i，i＝1、2、…、6。设车辆对x、y、z轴的惯性矩为J XX、J YY、J ZZ，对x/y、y/z、x/z轴的惯性积为J XY、J YZ、J XZ。设由惯性测量单元3测得的车辆坐标系相对固定坐标系的6维加速度分别为
Figure PCTCN2022085567-appb-000006
测得的车身姿态角分别为α、β。为了准确反映坡度对车轮支持力的影响，再引入坡度角和车辆行驶方位角的概念：坡度角是斜坡平面与水平面的夹角，以λ表示；方位角是斜坡梯度下降方向相对车辆坐标系x轴的夹角，以
Figure PCTCN2022085567-appb-000007
表示。
由α、β计算λ、
Figure PCTCN2022085567-appb-000008
的转换式如下：
Figure PCTCN2022085567-appb-000009
Figure PCTCN2022085567-appb-000010
式中，T X＝tanα，T Y＝tanβ/cosα。
2、各车轮支持力的控制目标值求解
在图3中，设编号为i的车轮在斜坡平面接地点处所受的驱动力、行驶阻力、侧向力、支持力分别为P i、F i、S i、W i，i＝1、2、…、6。通过建立动力学方程并求解可以得出：
W i＝{1 L i -b i}[H] -1{A}，i＝1、2、…、6                  (3)
其中：
Figure PCTCN2022085567-appb-000011
Figure PCTCN2022085567-appb-000012
从中可以看出，W i是车辆的6维加速度和姿态角的函数，并与车辆在坐标系oxyz中的惯量特性、各悬挂的上支撑点在oxyz坐标系中的位置坐标有关，与悬挂的刚度、阻尼无关。
(三)悬挂系统的惯性调控方法
基于车轮支持力的三轴车辆主动悬挂惯性调控方法分为内环控制与外环控制两部分。
1、内环控制
先根据悬挂油缸上安装的支撑力传感器6-1、6-2、…、6-6测出各车轮2-1、2-2、…、2-6的实际支持力W i C，i＝1、2、…、6；再将惯性测量单元3测得的车辆坐标系的6维加速度
Figure PCTCN2022085567-appb-000013
Figure PCTCN2022085567-appb-000014
和车身姿态角α、β，代入表达式(1)、(2)、(3)求出车辆在相应虚拟斜坡平面行驶时各车轮应当承受的理论支持力W i，i＝1、2、…、6。以此理论支持力W i作为车轮的实际支持力W i C的控制目标值，将二者求差值后得调节量ΔW i＝W i-W i C，经过PID调节后获得相应的悬挂油缸位移量，输入伺服控制器7-1、7-2、…、7-6，驱动悬挂油缸4-1、4-2、…、4-6伸长或缩进，通过此种控制使各车轮实际支持力W i C跟随支持力控制目标值W i变化。
2、外环控制
由悬挂油缸上安装的位移传感器5-1、5-2、…、5-6，测得各悬挂油缸的行程w i，然后求出6个悬挂油缸行程的平均值
Figure PCTCN2022085567-appb-000015
其中i＝1、2、…、6。以悬挂油缸行程的中位值
Figure PCTCN2022085567-appb-000016
与前述悬挂油缸行程平均值之差
Figure PCTCN2022085567-appb-000017
作为每个悬挂油缸统一伸缩的位移量目标值来控制每个悬挂油缸的行程，使各悬挂油缸进行相同位移量δ的伸长或缩短，使所有悬挂油缸行程的平均值趋近于悬挂油缸行程的中位值
Figure PCTCN2022085567-appb-000018
其中S 0为悬挂油缸的最大行程。
前述内环控制与外环控制相互独立，没有耦合关系。其中的内环控制虽然是对各车轮支持力的控制，但最终也是通过控制悬挂缸的位移量来实现的，所以内环控制量和外环控制量 都是位移量，可以叠加在一起，如图1所示，叠加点选在各悬挂油缸伺服控制器的输入端。
(四)本发明具体实施例的有益效果
下面结合附图4-10对本发明第一种实施例中主/被动模式共用悬挂油缸的方案进行描述。本发明已经经过应急救援车辆实际应用试验，并取得了好的使用效果。
1、应用的基本情况
应用本发明的车辆是某云梯高喷消防车，该车在采用本发明之前使用的是油气悬挂系统，此类车辆世界上全行业内均没有应用主动悬挂系统，而油气悬挂系统是目前此类车辆全行业应用的最先进悬挂系统。采用本发明之后，在原有油气悬挂系统的基础上增加了主动悬挂系统，形成了目前的主/被动悬挂可切换工作模式。其中的主动悬挂系统按照本发明的原理方法构建，由液压伺服驱动，采用基于车轮支持力的惯性调控主动悬挂技术。主/被动悬挂工作模式可以通过司机室前面板的开关切换。
应用车辆的基本参数如表1所示。
表1应用车辆基本参数表
Figure PCTCN2022085567-appb-000019
该型车辆悬挂系统的主/被动模式共用悬挂油缸，如图4所示。图4是车辆第1个车轮悬挂油缸的功能与结构示意图，其它车轮悬挂油缸与其完全相同。图中，悬挂油缸4-1安装于车体1与车轮2-1之间，由伺服放大器7-1-1和伺服阀7-1-2构成的伺服控制器7-1驱动；在悬挂油缸4-1的活塞杆内安装有磁致伸缩传感器5-1；为了测出车轮支持力，在悬挂油缸的无杆腔相连油路A与有杆腔相连油路B中各安装一个压力传感器6-1-1、6-1-2，根据二者测得的油路压力和悬挂油缸的有杆腔、无杆腔面积可计算出悬挂油缸的支撑力，在此基础上再根据悬挂连杆机构具体的力传递关系可计算出各车轮实际支持力。
2、测试方案确定
试验项目主要是比较两种悬挂模式下行驶平顺性和操纵稳定性，具体测试项目如下。
(1)行驶平顺性测试
车辆分别在主动悬挂模式和被动悬挂模式下进行行驶平顺性测试，计算各自的综合总加权加速度均方根值并进行对比；同时对车辆在越过障碍时的车身姿态角进行测试并进行对比。测试时车辆处于图5所示的举臂行走模式。通过在普通水泥路面上设置三角凸块障碍的方式实现路面对轮胎激励。三角形凸块障碍如图7所示。
试验分为车轮单边连续越过三角凸块障碍、双边连续越过三角凸块障碍和双边交错越过 三角凸块障碍三种工况，各工况三角凸块布置方式分别如图8、9、10所示。
(2)操纵稳定性稳态回转测试
车辆分别在主动悬挂模式和被动悬挂模式下进行操纵稳定性稳态回转测试，计算相应的车身侧倾度并进行对比。测试时车辆处于图6所示的落臂行走模式。之所以没有采用举臂行走模式做测试，是因为油气悬挂模式下以较高车速转向可能导致车辆倾翻。
(3)操纵稳定性紧急制动测试
车辆分别在主动悬挂和被动油气悬挂两种模式下，以5km/h的车速直线行驶的过程中进行紧急制动试验，测试其车身俯仰角并进行对比。测试时车辆处于图5所示的举臂行走模式。
3、测试结果
按照前述测试方案进行了测试，测试结果与测试结论如下。
(1)测试结果，见表2、表3和表4。
(2)测试结论
使用本发明的主动悬挂与原油气悬挂相比，典型行驶工况行驶平顺性和操纵稳定性均有了显著的提高。
①行驶平顺性测试，越过三角障碍时，主动悬挂与被动油气悬挂相比加速度均方根值降低32.4％；单边车轮越过三角障碍时的平均车身侧倾角降低34.5％，双边车轮越过三角障碍时的平均车身俯仰角降低25.7％。
②操纵稳定性稳态回转测试，主动悬挂与被动油气悬挂相比车身侧倾度左转时降低40.8％，右转时降低51.2％。
③操纵稳定性紧急制动测试，主动悬挂与被动油气悬挂相比车身俯仰角峰值降低64.6％。
表2行驶平顺性测试结果
Figure PCTCN2022085567-appb-000020
表3操纵稳定性稳态回转测试结果
Figure PCTCN2022085567-appb-000021
表4操纵稳定性紧急制动测试结果
Figure PCTCN2022085567-appb-000022
上面测试得到的使用效果是基于图4所示本发明第一种实施例的悬挂油缸功能与结构获得的，它是通过测量悬挂油缸两腔压力来计算车轮支持力，优点是不改变原油气悬挂油缸的结构形式和尺寸。需要注意的是，因油缸存在摩擦力而使计算得到的车轮支持力会存在一定的误差。
在一种可替换的方案中，即在如图11所示本发明第二种实施例中，在悬挂油缸与车体相连的一端安装1个拉压传感器6-1来测算车轮的支持力，经过试验车轮的支持力测量精度可以达到1％以下。采用图11的悬挂油缸，能够克服因油缸存在的摩擦力而使第一种实施例中计算得到的车轮支持力存在一定误差的问题，可以使悬挂控制性能得到进一步提高。值得注意的是，在本发明第二种实施例中，要改变悬挂油缸的结构甚至悬挂油缸上支撑点的支撑位置，并需要一定的安装空间。
在本说明书的描述中，参考术语“一个实施例”、“一些实施例”、“示例”、“具体示例”、或“一些示例”等的描述意指结合该实施例或示例描述的具体特征、结构、材料或者特点包含于本发明的至少一个实施例或示例中。在本说明书中，对上述术语的示意性表述不一定指的是相同的实施例或示例。而且，描述的具体特征、结构、材料或者特点可以在任何的一个或多个实施例或示例中以合适的方式结合。
以上，对本发明的实施方式进行了说明。但是，本发明不限定于上述实施方式。凡在本发明的精神和原则之内，所做的任何修改、等同替换、改进等，均应包含在本发明的保护范围之内。

Claims (7)

  1. 一种基于车轮支持力的车辆主动悬挂惯性调控方法，其特征在于，通过调整各车轮的支持力和控制各悬挂缸的伸缩，控制车辆在垂向所受的合力、绕通过质心的纵轴和横轴各自的合力矩等于零或接近于零，使车辆的质心沿直线或平滑的曲线运动，车辆的姿态保持基本稳定。
  2. 根据权利要求1所述的基于车轮支持力的车辆主动悬挂惯性调控方法，其特征在于，所述主动悬挂的惯性调控方法包括内环控制和外环控制，其中内环控制用于控制各车轮支持力，外环控制用于控制所有悬挂缸行程的平均值，内环控制与外环控制相互独立、无耦合关系。
  3. 根据权利要求2所述的基于车轮支持力的车辆主动悬挂惯性调控方法，其特征在于，所述的内环控制是由动力学求出车辆以惯性测量单元测得的6维加速度、俯仰角和侧倾角行驶在一个虚拟斜坡平面上时各个车轮应当承受的理论支持力W i，作为车轮支持力的控制目标值，并与实测的各车轮支持力W i C相比较，将二者的差值ΔW i＝W i-W i C作为调节量输入伺服控制器对悬挂缸进行伸缩控制，使各车轮的支持力按理论支持力W i变化，其中i＝1、2、…、m，m为车轮数。
  4. 根据权利要求2所述的基于车轮支持力的车辆主动悬挂惯性调控方法，其特征在于，所述外环控制是根据测得的各悬挂缸行程求出所有悬挂缸的行程平均值，并将其与悬挂缸行程的中位值相比较，并以二者的差值作为目标位移量，控制各悬挂缸进行相同位移量的伸缩，使所有悬挂缸行程的平均值趋于中位值。
  5. 根据权利要求2所述的基于车轮支持力的车辆主动悬挂惯性调控方法，其特征在于，内环控制和外环控制最终都是通过控制悬挂缸的位移量来实现，内环控制的悬挂缸位移量和外环控制的悬挂缸位移量在各悬挂缸的伺服控制器的输入端叠加在一起。
  6. 一种应用权利要求1-5任一项所述的基于车轮支持力的车辆主动悬挂惯性调控方法的控制系统，其特征在于：包括车体1，m个车轮2-1、2-2、…、2-m，惯性测量单元3，与车轮相对应的悬挂缸4-1、4-2、…、4-m及其位移传感器5-1、5-2、…、5-m和支撑力传感器6-1、6-2、…、6-m，伺服控制器7-1、7-2、…、7-m，电控单元8；其中，位移传感器5-1、5-2、…、5-m和支撑力传感器6-1、6-2、…、6-m分别安装于悬挂缸4-1、4-2、…、4-m上，用于测量悬挂缸各自的行程和支撑力；所述电控单元8分别与惯性测量单元3、悬挂缸的位移传感器5-1、5-2、…、5-m和支撑力传感器6-1、6-2、…、6-m以及伺服控制器7-1、7-2、…、7-m通讯连接；伺服控制器7-1、7-2、…、7-m分别与悬挂缸4-1、4-2、…、4-m相连接，用于驱动悬挂缸。
  7. 根据权利要求6所述的基于车轮支持力的车辆主动悬挂惯性调控方法的控制系统，其特征在于：支撑力传感器安装在悬挂缸与车体相连的位置；或者在悬挂油缸/气缸的有杆腔回路上和无杆腔回路上分别安装一个支撑力传感器。
PCT/CN2022/085567 2021-06-26 2022-04-07 基于车轮支持力的车辆主动悬挂惯性调控方法及控制系统 WO2022267621A1 (zh)

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