CN109109601A - 基于车辆位姿偏差的惯性调控主动悬挂控制***及控制方法 - Google Patents

基于车辆位姿偏差的惯性调控主动悬挂控制***及控制方法 Download PDF

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CN109109601A
CN109109601A CN201811051382.5A CN201811051382A CN109109601A CN 109109601 A CN109109601 A CN 109109601A CN 201811051382 A CN201811051382 A CN 201811051382A CN 109109601 A CN109109601 A CN 109109601A
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China
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wheel
vehicle
suspension
oil cylinder
car body
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CN201811051382.5A
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赵丁选
巩明德
刘爽
张祝新
孙志国
倪涛
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Yanshan University
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Yanshan University
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Priority to CN201811051382.5A priority Critical patent/CN109109601A/zh
Publication of CN109109601A publication Critical patent/CN109109601A/zh
Priority to AU2019340500A priority patent/AU2019340500B2/en
Priority to US16/978,721 priority patent/US11326985B2/en
Priority to JP2020545152A priority patent/JP6845601B2/ja
Priority to SG11202102301PA priority patent/SG11202102301PA/en
Priority to KR1020207024918A priority patent/KR102366200B1/ko
Priority to NZ773751A priority patent/NZ773751A/en
Priority to EP19859726.2A priority patent/EP3851303A4/en
Priority to PCT/CN2019/098908 priority patent/WO2020052367A1/zh
Priority to KR1020207026555A priority patent/KR102331677B1/ko
Priority to AU2019339956A priority patent/AU2019339956B2/en
Priority to US16/971,328 priority patent/US11280703B2/en
Priority to CN201910709022.8A priority patent/CN110281727B/zh
Priority to NZ773674A priority patent/NZ773674A/en
Priority to NZ773654A priority patent/NZ773654A/en
Priority to CA3112407A priority patent/CA3112407C/en
Priority to SG11202102302YA priority patent/SG11202102302YA/en
Priority to PCT/CN2019/098904 priority patent/WO2020052365A1/zh
Priority to US16/980,002 priority patent/US11906392B2/en
Priority to EP19860571.9A priority patent/EP3851304A4/en
Priority to CA3112415A priority patent/CA3112415C/en
Priority to EP19858833.7A priority patent/EP3851302B1/en
Priority to PCT/CN2019/098906 priority patent/WO2020052366A1/zh
Priority to JP2020546998A priority patent/JP7031905B2/ja
Priority to CA3112372A priority patent/CA3112372C/en
Priority to SG11202102304QA priority patent/SG11202102304QA/en
Priority to CN201910708295.0A priority patent/CN110370877B/zh
Priority to CN201910708270.0A priority patent/CN110281726B/zh
Priority to JP2020551945A priority patent/JP6957769B2/ja
Priority to KR1020207025638A priority patent/KR102391326B1/ko
Priority to AU2019338507A priority patent/AU2019338507B2/en
Pending legal-status Critical Current

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  • Mechanical Engineering (AREA)
  • Physics & Mathematics (AREA)
  • General Physics & Mathematics (AREA)
  • Automation & Control Theory (AREA)
  • Vehicle Body Suspensions (AREA)
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Abstract

本发明公开了一种基于车辆位姿偏差的惯性调控主动悬挂控制***，其包括车体、惯性测量单元、多个车轮、与车轮一一对应的悬挂伺服作动油缸和位移传感器、电控单元以及伺服控制器组。本发明将车轮分为三组，当组内车轮数大于1时，将组内车轮的悬挂伺服作动油缸的上腔、下腔分别连通，使该组车轮成为一个共同支撑车体的支点。三组车轮形成三个支点，本发明依据三点决定一个平面的原理对车体的位姿进行控制，并根据车辆质心处的垂向位移、俯仰角和侧倾角的变化量来控制各悬挂伺服作动油缸的伸缩，使车辆的质心沿直线或弧线运动且车体姿态尽量保持不变，从而降低车体的振动，提高车辆在复杂路面行驶时的速度、操纵稳定性和行驶平顺性。

Description

基于车辆位姿偏差的惯性调控主动悬挂控制***及控制方法
技术领域
本发明属于车辆控制技术领域，具体涉及一种基于车辆位姿偏差的惯性调控主动悬挂控制***及控制方法。
背景技术
悬挂***是车辆底盘的重要组成部分，其性能直接决定着车辆的乘坐舒适性，操作稳定性和行驶安全性。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，因此限制了车辆行驶性能的进一步提高。
随着电子信息技术的发展以及液压、电气驱动技术的进步，可控悬挂在车辆领域的应用成为可能。目前普遍认为主动控制的可控悬挂技术是提高悬挂性能的有效途径。如果悬挂***的刚度和阻尼特性能根据车辆的行驶条件(包括车辆的运动状态和路面状况等)进行动态自适应调节，使悬挂***始终处于最佳减振状态，则称为主动悬挂。主动悬挂具有诸多优点，比如可以控制车身高度，提高通过性，兼顾车辆的平顺性与操纵稳定性等。
主动悬挂技术主要包含控制机构和控制策略两大部分。由于执行机构按照控制策略的要求来输出主动力，因此主动悬挂设计的关键，就是选取能够为车辆提供良好性能的控制策略。不同的控制策略，将会产生不同的悬挂特性和减振效果。
目前的主动悬挂的控制策略主要包括：最优控制、预瞄控制、自适应控制、模糊控制、神经网络控制、天棚阻尼控制、滑模控制、免疫进化控制等。根据文献记载，无论采用何种控制方法，车辆的性能均有不同程度的改善，但也存在一些问题没有得到较好地解决，特别是以下两个方面：
(1)车辆悬挂***是个典型的多输入多输出的复杂***，对于此类复杂***的控制，其重要问题之一是解耦控制，目前的控制策略对车辆悬挂***的解耦控制还没有较好地解决。
(2)车辆的姿态调节和乘坐舒适性控制是悬挂设计需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，各自独立进行设计，并认为车辆的总体性能是这些子***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姿态控制和乘坐舒适性控制同时进行设计，设计过程复杂。
发明内容
本发明需要解决的技术问题是提供一种基于车辆位姿偏差的惯性调控主动悬挂控制***及控制策略，通过主动控制悬挂伸缩，使车辆在凹凸不平路面行驶时其质心近似沿直线或弧线运动，且车***姿保持近似不变，从而降低行驶时车体的振动，提高车辆在越野时的行驶速度、操纵稳定性和行驶平顺性。
为解决上述问题，本发明所采取的技术方案是：
一种基于车辆位姿偏差的惯性调控主动悬挂控制***，包括车体、惯性测量单元、多个车轮、与车轮一一对应的悬挂伺服作动油缸和位移传感器、电控单元以及伺服控制器组，其中惯性测量单元固定于车体上，车轮通过悬挂伺服作动油缸连接于车体下方，位移传感器用于测量悬挂伺服作动油缸的行程，电控单元以及伺服控制器组固定于车体上，所述电控单元与惯性测量单元以及伺服控制器组通讯连接，伺服控制器组与位移传感器通讯连接，电控单元读取惯性测量单元测得的车辆位姿参数，并计算车辆当前时刻的位姿偏差，然后输出位姿控制参数至伺服控制器组，伺服控制器组根据电控单元输出的位姿控制参数以及位移传感器的位移反馈值控制各悬挂伺服作动油缸动作，使车辆质心近似沿直线或弧线运动。
进一步的，各车轮及悬挂伺服作动油缸和位移传感器构成车轮悬挂机构，各车轮及其悬挂伺服作动油缸和位移传感器的结构均相同。
进一步的，所述车轮依据三点决定一个平面的原理被分为三个车轮组，每个车轮组内设有一个车轮或多个车轮，当某车轮组内车轮数量大于1时，该车轮组内所有悬挂伺服作动油缸的上腔和下腔分别连通，使该车轮组构成支撑车体的一个支点，三个车轮组形成三个支点。
进一步的，基于车辆位姿偏差的惯性调控主动悬挂控制***的控制方法包括以下步骤：
1)以惯性测量单元中心点O为坐标原点建立坐标系OXYZ，定义车辆前进的正前方为Y轴正方向，车辆前进的右侧方向为X轴正方向，垂直XOY平面向上的方向为Z轴正方向，惯性测量单元测量坐标原点O的垂向位移wO、俯仰角αO与侧倾角βO并输出至电控单元；
2)定义车体质心为W，电控单元根据坐标原点O的垂向位移wO、俯仰角αO与侧倾角βO和质心W相对测量点O的几何关系，计算车辆质心W处的垂直位移ww、俯仰角αw和侧倾角βw；
3)电控单元对垂直位移ww、俯仰角αw和侧倾角βw进行截止频率为ωH的高通滤波，滤波后的垂直位移为w、俯仰角为α、侧倾角为β；
4)控制单元内部预先设置有扫描周期，在某个扫描周期内，根据步骤3)得到的w、α以及β与上个扫描周期的值相比较，计算出各自的变化量Δw、Δα、Δβ，以-Δw、-Δα、-Δβ为位姿相对校正量，通过三支点车辆悬挂机构的逆运动学算法计算出车辆各个悬挂伺服作动油缸的名义伸长量的目标值，并将该目标值传输至伺服控制器组对各个悬挂伺服作动油缸进行位移伺服控制，实现对车***姿目标的控制，使w、α以及β尽量保持稳定不变，使车辆质心的轨迹沿直线或弧线运动且车体姿态保持近似不变。
进一步的，车辆质心W处的垂直位移ww、俯仰角αw和侧倾角βw的计算公式如下：
其中，设质心W在坐标系OXYZ中的坐标为xW、yW、zW。
优选的，截止频率ωH通过如下方法确定：
S1、车辆静止于水平面时，高通滤波后输出的w、α和β均近似收敛于0；
S2、车辆静止停放在所允许的极限横向坡度和纵向坡度上，高通滤波后输出的w、α和β收敛于一个较小的值，该值处于***稳定控制所必须的误差范围内；
S3、在满足S1与S2两种条件下截止频率ωH取低值。
优选的，悬挂伺服作动油缸的名义伸长量的计算方法如下：
S1、名义伸长量定义
对于车轮数量等于1的车轮组，其悬挂伺服作动油缸的名义伸长量即为其悬挂伺服作动油缸的伸长量；对于车轮数量大于1的车轮组，设组内所有车轮及悬挂对车体的支撑作用由一个虚拟车轮及其悬挂代替，则虚拟车轮的接地点称为名义接地点，虚拟悬挂对车体的支撑点称为名义支撑点，处于名义接地点和名义支撑点之间的虚拟车轮及其悬挂相对应的虚拟伺服作动油缸的伸长量称为悬挂伺服作动油缸组的名义伸长量；
S2、名义伸长量计算
设第m个车轮组内有n个车轮m1，m2，……，mn，m＝1、2或3，n为自然数，各个车轮的接地点为m11，m21，……，mn1，各个车轮悬挂对车体的支撑点为m12，m22，……，mn2，将组内所有车轮对车体的支撑作用由一个虚拟车轮m0代替，设虚拟车轮的名义接地点为m01，该名义接地点为组内各车轮接地点的几何中心，其坐标通过计算各车轮接地点m11，m21，……，mn1坐标分量的平均值得到；
设虚拟车轮及其悬挂支撑车体的名义支撑点为m02，该名义支撑点为组内各个车轮悬挂对车体的支撑点的几何中心，其坐标通过计算各车轮支撑点m12，m22，……，mn2坐标分量的平均值得到，从而得出虚拟伺服作动油缸的名义伸长量等于组内各伺服作动油缸伸长量的平均值。
采用上述技术方案所产生的有益效果在于：
本发明提出的基于惯性调控原理的主动悬挂控制***及控制方法，和传统的主动悬挂控制***及控制方法相比，由于是通过控制各伺服作动油缸的伸缩来控制行驶过程中的车***姿近似保持不变，从而可以降低行驶时车体的振动，提高车辆在复杂路面行驶时的行驶速度、操纵稳定性和行驶平顺性。其特点为：一是将车辆的姿态调节和乘坐舒适性控制统一了起来；二是使车辆在行驶过程中各车轮接地点的高低不平对车***姿的影响降低到了较低的水平，即对主动悬挂控制***这个多输入多输出的复杂***进行了较好地解耦。
附图说明
图1为基于位姿偏差的惯性调控主动悬挂控制***结构原理图；
图2为车轮数为n的车轮组m的名义支撑点、名义接地点和名义伸长量说明用图；
图3为基于位姿偏差的四轮车辆惯性调控主动悬挂控制***结构原理图。
具体实施方式
下面结合附图对发明做进一步详细描述：
本发明提供一种基于位姿偏差的惯性调控主动悬挂控制***，适用于具有三个及以上车轮的车辆主动悬挂控制***。本发明依据三点决定一个平面的原理将车轮划分为三组，构成车体的三个支撑点，通过对三个支撑点支撑高度的控制对车体的位姿进行控制。具体做法是：将车轮划分为三组，每个车轮组内设有一个车轮或多个车轮，当某车轮组内车轮数量大于1时，该车轮组内所有悬挂伺服作动油缸的上腔和下腔分别连通，使该车轮组构成支撑车体的一个支点，三个车轮组形成三个支点，***通过控制三个支点的支撑高度来控制车辆的位姿。
下面以常见的三轮车辆和四轮车辆为例进行说明，四轮以上的车辆可依据四轮车辆的构建原理和方法构建。
实施例一：三轮车辆的惯性调控主动悬挂控制***
如图1所示，***包括：车体13、惯性测量单元1，车轮2、3、4及与车轮一一对应的悬挂伺服作动油缸5、6、7和对应的位移传感器8、9、10，电控单元11以及伺服控制器组12。其中惯性测量单元1固定于车体13上，车轮2、3、4分别通过悬挂伺服作动油缸5、6、7连接于车体下方，位移传感器8、9、10分别用于测量悬挂伺服作动油缸5、6、7的行程，电控单元11以及伺服控制器组12固定于车体上，所述电控单元11与惯性测量单元1以及伺服控制器组12通讯连接，伺服控制器组12与位移传感器8、9、10通讯连接，电控单元11读取惯性测量单元1测得的车辆位姿参数，并计算车辆当前时刻的位姿偏差，然后输出位姿控制参数至伺服控制器组12，伺服控制器组12根据电控单元输出的位姿控制参数以及位移传感器的位移反馈值控制各悬挂伺服作动油缸5、6、7动作，使车辆质心近似沿直线或弧线运动。本实施例为三轮车辆，每个车轮及其对应的悬挂伺服作动油缸和位移传感器单独构成一组，共三组，各车轮及其对应的悬挂伺服作动油缸和位移传感器构成车轮悬挂机构，各车轮及其悬挂伺服作动油缸和位移传感器的结构和尺寸均相同。
本发明的控制方法包括以下步骤：
第一步，以惯性测量单元中心点O为坐标原点建立坐标系OXYZ，定义车辆前进的正前方为Y轴正方向，车辆前进的右侧方向为X轴正方向，垂直XOY平面向上的方向为Z轴正方向，惯性测量单元1测量坐标原点O的垂向位移wO、俯仰角αO与侧倾角βO并输出至电控单元11，所述wO为车体在测量点O处沿Z轴方向的垂向位移，αO为绕X轴转动的俯仰角，βO为绕Y轴转动的侧倾角。
第二步，计算车辆质心W处的位姿参数。定义车体质心为W，电控单元根据坐标原点O的垂向位移wO、俯仰角αO与侧倾角βO和质心W相对测量点O的几何关系，计算车辆质心W处的垂直位移ww、俯仰角αw和侧倾角βw，车体质心W在所述坐标系OXYZ中的坐标为W(xW,yW,zW)，因ww是车辆质心W沿Z轴方向的垂向位移，αw是车辆绕过质心W且与X轴平行的轴转动的俯仰角，βw是车辆绕过质心W且与Y轴平行的轴转动的侧倾角，则W质心坐标的计算公式如下：
第三步，电控单元对ww、αw和βw进行截止频率为ωH的高通滤波滤，得到w、α和β。此处进行高通滤波滤的作用是为了去除ww、αw和βw中变化频率较慢的积分误差和因车辆越过缓坡而产生的ww、αw和βw中缓慢变化的部分，后者的去除使得车辆可以沿丘壑的包络面行驶，而不至于使悬挂行程达到极限，使车辆的通过性得以提高。ωH可通过如下实验的方法来确定：
S1、将车辆静止于水平面，高通滤波后输出的w、α和β均近似收敛于0；
S2、将车辆静止停放在所允许的极限横向坡度和纵向坡度上，高通滤波输出的w、α和β收敛于一个较小的值，该值处于悬挂***稳定控制所必须的误差范围内；
S3、在满足S1与S2两种条件下截止频率ωH取低值。
第四步，通过控制各悬挂伺服作动油缸的伸缩使w、α以及β尽量保持稳定不变，使车辆质心的轨迹沿直线或弧线运动且车体姿态近似保持不变。具体做法为：在控制单元内部预先设置扫描周期，在某个扫描周期内，根据前面第三步得到的w、α以及β与上个扫描周期的同一值相比较，计算出各自的变化量Δw、Δα、Δβ，以(-Δw，-Δα，-Δβ)为位姿相对校正量，通过三支点车辆悬挂机构的逆运动学算法计算出车辆各悬挂伺服作动油缸组5、6、7的名义伸长量l5、l6、l7的目标值，并将该目标值传输至伺服控制器组12对各悬挂伺服作动油缸5、6、7进行位移伺服控制，以实现对车***姿目标的控制。
图1所示三轮车辆的伺服作动油缸5、6、7的名义伸长量l5、l6、l7计算方法如下：对于车轮数量等于1的车轮组，其悬挂伺服作动油缸组的名义伸长量即为其悬挂伺服动油缸的伸长量；根据前面介绍的分组方法，本实施例中每个车轮组均只包含一个车轮，所以其名义伸长量l5、l6、l7分别是悬挂伺服作动油缸5、6、7的伸长量。
实施例二：四轮车辆的惯性调控主动悬挂控制***
如图3所示，***包括：车体13、惯性测量单元1，车轮2、3、4.1、4.2及与车轮一一对应的悬挂伺服作动油缸5、6、7.1、7.2和对应的位移传感器8、9、10.1、10.2，电控单元11以及伺服控制器组12。其中惯性测量单元1固定于车体13上，车轮2、3、4.1、4.2分别通过悬挂伺服作动油缸5、6、7.1、7.2连接于车体下方，位移传感器8、9、10.1、10.2分别用于测量悬挂伺服作动油缸5、6、7.1、7.2的行程，电控单元11以及伺服控制器组12固定于车体上，所述电控单元11与惯性测量单元1以及伺服控制器组12通讯连接，伺服控制器组12与位移传感器8、9、10.1、10.2通讯连接，电控单元11读取惯性测量单元1测得的车辆位姿参数，并计算车辆当前时刻的位姿偏差，然后输出位姿控制参数至伺服控制器组12，伺服控制器组12根据电控单元输出的位姿控制参数以及位移传感器的位移反馈值控制各悬挂伺服作动油缸5、6、7.1、7.2动作，使车辆质心近似沿直线或弧线运动。本实施例为四轮车辆，车轮被分为三组，车轮2和车轮3各单独为一组，车轮4.1和4.2为一组；悬挂伺服作动油缸也分为三组，油缸5和油缸6各单独为一组，油缸7.1、7.2为一组；位移传感器也分为三组，传感器8和传感器9各单独为一组，传感器10.1、10.2为一组。本实施例的车轮4.1和4.2为一组，该组内车轮数量大于1，因此该车轮组内所有悬挂伺服作动油缸7.1、7.2的上腔和下腔分别连通，即悬挂伺服作动油缸7.1、7.2的上腔通过上腔连接管路14连接，下腔通过下腔连接管路15连接，构成车轮组。本实施例各车轮及其对应的悬挂伺服作动油缸和位移传感器构成车轮悬挂机构，各车轮及其悬挂伺服作动油缸和位移传感器的结构和尺寸均相同。
本实施例的控制方法实施例一完全相同，这里不再赘述，只是名义伸长量的计算不同，由于本实施例有一车轮组有2个车轮，车轮数量大于1，其名义伸长量计算方法如下：
图3所示四轮车辆的悬挂伺服作动油缸5、6的名义伸长量l5、l6以及悬挂伺服作动油缸组7的名义伸长量l7的计算方法如下：根据前面介绍的分组方法，第一组和第二组各只包含一个车轮，所以其名义伸长量l5、l6分别是悬挂伺服作动油缸5、6的伸长量；而第三组包含4.1和4.2两个车轮，其名义伸长量l7是悬挂伺服作动油缸7.1与7.2伸长量的平均值。
上述名义伸长量的计算是车轮组为两个车轮的，对于车轮数量大于2的车轮组，其名义伸长量的计算参照2个车轮的车轮组计算方法，具体如下：
S1、名义伸长量定义
对于车轮数量大于1的车轮组，设组内所有车轮及悬挂对车体的支撑作用由一个虚拟车轮及其悬挂代替，则虚拟车轮的接地点称为名义接地点，虚拟悬挂对车体的支撑点称为名义支撑点，处于名义接地点和名义支撑点之间的虚拟车轮及其悬挂相对应的虚拟伺服作动油缸的伸长量称为悬挂伺服作动油缸组的名义伸长量，
S2、名义伸长量计算
如图2所示，设第m个车轮组内有n个车轮m1，m2，……，mn，m＝1、2或3，n为自然数，各轮的接地点为m11，m21，……，mn1，各车轮悬挂对车体的支撑点为m12，m22，……，mn2，将组内所有车轮对车体的支撑作用由一个虚拟车轮m0代替，设虚拟车轮的名义接地点为m01，该名义接地点为组内各车轮接地点的几何中心，其坐标可通过计算各车轮接地点m11，m21，……，mn1坐标分量的平均值得到；
设虚拟车轮及其悬挂支撑车体的名义支撑点为m02，该名义支撑点为组内各车轮悬挂对车体的支撑点的几何中心，其坐标也可通过计算m12，m22，……，mn2各点坐标分量的平均值得到，从而得出虚拟伺服作动油缸的名义伸长量等于组内各伺服作动油缸伸长量的平均值。
最后应说明的是：以上所述的各实施例仅用于说明本发明的技术方案，而非对其限制；尽管参照前述实施例对本发明进行了详细的说明，本领域的普通技术人员应当理解：其依然可以对前述实施例所记载的技术方案进行修改，或者对其中部分或全部技术特征进行等同替换；而这些修改或替换，并不使相应技术方案的本质脱离本发明各实施例技术方案的范围。

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1.一种基于车辆位姿偏差的惯性调控主动悬挂控制***，其特征在于：包括车体、惯性测量单元、多个车轮、与车轮一一对应的悬挂伺服作动油缸和位移传感器、电控单元以及伺服控制器组，其中惯性测量单元固定于车体上，车轮通过悬挂伺服作动油缸连接于车体下方，位移传感器用于测量悬挂伺服作动油缸的行程，电控单元以及伺服控制器组固定于车体上，所述电控单元与惯性测量单元以及伺服控制器组通讯连接，伺服控制器组与位移传感器通讯连接，电控单元读取惯性测量单元测得的车辆位姿参数，并计算车辆当前时刻的位姿偏差，然后输出位姿控制参数至伺服控制器组，伺服控制器组根据电控单元输出的位姿控制参数以及位移传感器的位移反馈值控制各悬挂伺服作动油缸动作，使车辆质心近似沿直线或弧线运动。
2.根据权利要求1所述的基于车辆位姿偏差的惯性调控主动悬挂控制***，其特征在于：各车轮及悬挂伺服作动油缸和位移传感器构成车轮悬挂机构，各车轮及其悬挂伺服作动油缸和位移传感器的结构均相同。
3.根据权利要求1或2所述的基于车辆位姿偏差的惯性调控主动悬挂控制***，其特征在于：所述车轮依据三点决定一个平面的原理被分为三个车轮组，每个车轮组内设有一个车轮或多个车轮，当某车轮组内车轮数量大于1时，该车轮组内所有悬挂伺服作动油缸的上腔和下腔分别连通，使该车轮组构成支撑车体的一个支点，三个车轮组形成三个支点。
4.根据权利要求3所述的基于车辆位姿偏差的惯性调控主动悬挂控制***进行车辆控制的方法，其特征在于，其包括以下步骤：
1)以惯性测量单元中心点O为坐标原点建立坐标系OXYZ，定义车辆前进的正前方为Y轴正方向，车辆前进的右侧方向为X轴正方向，垂直XOY平面向上的方向为Z轴正方向，惯性测量单元测量坐标原点O的垂向位移wO、俯仰角αO与侧倾角βO并输出至电控单元；
2)定义车体质心为W，电控单元根据坐标原点O的垂向位移wO、俯仰角αO与侧倾角βO和质心W相对测量点O的几何关系，计算车辆质心W处的垂直位移ww、俯仰角αw和侧倾角βw；
3)电控单元对垂直位移ww、俯仰角αw和侧倾角βw进行截止频率为ωH的高通滤波，滤波后的垂直位移为w、俯仰角为α、侧倾角为β；
4)控制单元内部预先设置有扫描周期，在某个扫描周期内，根据步骤3)得到的w、α以及β与上个扫描周期的值相比较，计算出各自的变化量Δw、Δα、Δβ，以-Δw、-Δα、-Δβ为位姿相对校正量，通过三支点车辆悬挂机构的逆运动学算法计算出车辆各个悬挂伺服作动油缸的名义伸长量的目标值，并将该目标值传输至伺服控制器组对各个悬挂伺服作动油缸进行位移伺服控制，实现对车***姿目标的控制，使w、α以及β尽量保持稳定不变，使车辆质心的轨迹沿直线或弧线运动且车体姿态保持近似不变。
5.根据权利要求4所述的基于车辆位姿偏差的惯性调控主动悬挂控制***，其特征在于车辆质心W处的垂直位移ww、俯仰角αw和侧倾角βw的计算公式如下：
其中，设质心W在坐标系OXYZ中的坐标为xW、yW、zW。
6.根据权利要求5所述的基于车辆位姿偏差的惯性调控主动悬挂控制***，其特征在于截止频率ωH通过如下方法确定：
S1、车辆静止于水平面时，高通滤波后输出的w、α和β均近似收敛于0；
S2、车辆静止停放在所允许的极限横向坡度和纵向坡度上，高通滤波后输出的w、α和β收敛于一个较小的值，该值处于***稳定控制所必须的误差范围内；
S3、在满足S1与S2两种条件下截止频率ωH取低值。
7.根据权利要求6所述的基于车辆位姿偏差的惯性调控主动悬挂控制方法，其特征在于悬挂伺服作动油缸的名义伸长量的计算方法如下：
S1、名义伸长量定义
对于车轮数量等于1的车轮组，其悬挂伺服作动油缸的名义伸长量即为其悬挂伺服作动油缸的伸长量；对于车轮数量大于1的车轮组，设组内所有车轮及悬挂对车体的支撑作用由一个虚拟车轮及其悬挂代替，则虚拟车轮的接地点称为名义接地点，虚拟悬挂对车体的支撑点称为名义支撑点，处于名义接地点和名义支撑点之间的虚拟车轮及其悬挂相对应的虚拟伺服作动油缸的伸长量称为悬挂伺服作动油缸组的名义伸长量；
S2、名义伸长量计算
设第m个车轮组内有n个车轮m1，m2，……，mn，m＝1、2或3，n为自然数，各个车轮的接地点为m11，m21，……，mn1，各个车轮悬挂对车体的支撑点为m12，m22，……，mn2，将组内所有车轮对车体的支撑作用由一个虚拟车轮m0代替，设虚拟车轮的名义接地点为m01，该名义接地点为组内各车轮接地点的几何中心，其坐标通过计算各车轮接地点m11，m21，……，mn1坐标分量的平均值得到；
设虚拟车轮及其悬挂支撑车体的名义支撑点为m02，该名义支撑点为组内各个车轮悬挂对车体的支撑点的几何中心，其坐标通过计算各车轮支撑点m12，m22，……，mn2坐标分量的平均值得到，从而得出虚拟伺服作动油缸的名义伸长量等于组内各伺服作动油缸伸长量的平均值。
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CN114312198B (zh) * 2022-01-30 2024-06-14 中国第一汽车股份有限公司 车身高度控制方法、***、车辆及存储介质
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