CN111216712A - Method for optimizing vehicle steering performance through semi-active suspension damping force control - Google Patents

Method for optimizing vehicle steering performance through semi-active suspension damping force control Download PDF

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CN111216712A
CN111216712A CN202010085539.7A CN202010085539A CN111216712A CN 111216712 A CN111216712 A CN 111216712A CN 202010085539 A CN202010085539 A CN 202010085539A CN 111216712 A CN111216712 A CN 111216712A
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vehicle
suspension
rear axle
steering
damping force
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CN111216712B (en
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贾凤娇
周洪亮
刘志远
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Harbin Institute of Technology
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/02—Control of vehicle driving stability
    • B60W30/045—Improving turning performance
    • 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
    • B60G17/0162—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 a motion involving steering operation, e.g. cornering, overtaking
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/22—Conjoint control of vehicle sub-units of different type or different function including control of suspension systems
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W40/00—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models
    • B60W40/10—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models related to vehicle motion

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  • Mechanical Engineering (AREA)
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Abstract

A method for controlling and optimizing the steering performance of a vehicle through semi-active suspension damping force relates to a method for controlling and optimizing the steering performance of the vehicle. Establishing a vehicle lateral motion dynamic equation containing a vehicle yaw rate, a lateral speed and a roll angle; giving an expression for describing the relationship between the load transfer quantity of the front and rear axle shafts and the lateral acceleration of the mass center and the damping force of the suspension when the vehicle turns; the nonlinear relation between the suspension damping force and the suspension current in the vehicle dynamic equation is expressed by a piecewise linear model; providing a method for describing the dynamic performance index of vehicle steering by using the yaw rate, the lateral speed of the mass center and the roll angle; under different driving conditions, obtaining a vehicle steering dynamic performance optimization problem which takes front and rear axle suspension driving current as an optimization variable and takes yaw rate, mass center lateral speed and roll angle as optimization targets; and optimal front and rear axle suspension driving current is obtained through optimization solution, and the aim of controlling and optimizing the steering performance of the vehicle is fulfilled.

Description

Method for optimizing vehicle steering performance through semi-active suspension damping force control
Technical Field
The invention relates to a method for controlling and optimizing the steering performance of a vehicle, in particular to a method for controlling and optimizing the steering performance of the vehicle through semi-active suspension damping force, and belongs to the field of vehicle driving control.
Background
At present, a damping-adjustable semi-active suspension is widely applied to high-grade passenger vehicles and is mainly used for adjusting the comfort performance of the vehicles. The damping adjustment of the suspension can bring about the change of the front and rear axle loads of the vehicle while inhibiting the vertical vibration of the vehicle, thereby influencing the yaw dynamic process of the vehicle.
Currently, the vehicle can be yaw-controlled during steering by adjusting the torque difference between the inner and outer wheels or the hydraulic braking torque of the wheels. The method of yaw control of a vehicle by means of wheel torque difference has an adjustment range limited by the road surface; in the method of yaw control by braking, since the hydraulic braking torque of the wheels cannot be continuously applied for a long time, a large braking torque can be applied only for a short time, and thus, the yaw rate and the vehicle speed fluctuate. And the axle load transfer of the front and rear axle wheels during steering is changed by adjusting the damping of the suspension, so that the requirement of the yaw performance on the yaw torque can be reduced, the yaw rate can be continuously adjusted, and the yaw control performance of the vehicle can be improved from two aspects. The present invention thus provides a method for improving the yaw performance of a vehicle by adjusting semi-active suspension damping, with less demand for yaw torque and the ability to continuously adjust the yaw rate of the vehicle.
Disclosure of Invention
In order to solve the problems existing in the prior art, the invention provides a method for controlling and optimizing the steering performance of a vehicle through semi-active suspension damping force, and the yaw performance of the vehicle is improved by adjusting the damping of the semi-active suspension to change the load transfer of inner and outer wheels.
In order to achieve the purpose, the invention adopts the following technical scheme: a method of optimizing vehicle steering performance through semi-active suspension damping force control, comprising the steps of:
the method comprises the following steps: establishing a vehicle lateral motion dynamic equation containing the vehicle yaw rate, the lateral speed and the roll angle,
Figure BDA0002381883940000021
wherein the content of the first and second substances,
Figure BDA0002381883940000022
the lateral forces of the front and rear axle wheels, m is the vehicle mass, msFor sprung mass of vehicle, IzFor the moment of inertia of the vehicle about the z-axis, IφFor the moment of inertia of the vehicle about the x-axis,/fIs the vehicle center-of-mass to front axle distance,/rIs the vehicle center-of-mass to rear axle distance, dfFor the front wheel track of the vehicle, drIs the wheel track of the rear wheel of the vehicle, l is the distance from the front axle to the rear axle of the vehicle, gamma is the yaw rate of the vehicle, vxIs the longitudinal speed, v, of the vehicleyIs the lateral speed of the vehicle, phi is the roll angle of the vehicle body, hsHeight of roll center to vehicle center of mass, KφjRoll stiffness for the front and rear axles of a vehicle, Fmr,jDamping forces for front and rear axle suspensions of a vehicle (where j ═ f, r denotes front and rear axles, respectively), ayIs the lateral acceleration of the vehicle, g is the gravitational acceleration, MzYawing the vehicle by torque;
step two: giving an expression for describing the relationship between the load transfer quantity of the front and rear axles and the lateral acceleration of the mass center and the damping force of the suspension when the vehicle steers, wherein the vertical force of the front and rear axles is expressed by the nominal value of the axle load and the transfer of the axle load:
Figure BDA0002381883940000023
wherein the nominal value of the axle load is as follows:
Figure BDA0002381883940000024
the front and rear axle load transfer is:
Figure BDA0002381883940000031
wherein, Fmr,fAnd Fmr,rThe damping forces of the front and rear axle suspension are respectively;
step three: the nonlinear relation between the suspension damping force and the suspension current in the vehicle dynamic equation is expressed by a piecewise linear model;
step four: a method for describing the dynamic performance index of vehicle steering by using the yaw rate, the lateral speed of the mass center and the roll angle is provided, three different optimization indexes are adopted to represent the requirements on different dynamic performances of the vehicle,
Figure BDA0002381883940000032
wherein t is0Indicating the steering start time, tfIndicating the end time of the steering dynamics,
Figure BDA0002381883940000033
the peak value of the yaw rate is represented,
Figure BDA0002381883940000034
represents the peak value of the lateral speed of the vehicle,
Figure BDA0002381883940000035
is represented by [ t0,tf]Area under the time inside inclination dynamic curve;
step five: under different driving conditions, different yaw rate, mass center lateral speed and roll angle performance index weights are set according to the understeer degree of the vehicle, and the vehicle steering dynamic performance optimization problem that the yaw rate, the mass center lateral speed and the roll angle are used as optimization targets is obtained by using front and rear axle suspension driving currents as optimization variables;
step six: and obtaining the front and rear axle suspension driving current with optimal performance indexes through optimization solution.
Compared with the prior art, the invention has the beneficial effects that: the method for optimizing the steering dynamic performance of the vehicle through the semi-active suspension damping force control is suitable for vehicles with semi-active suspensions, the axle load transfer of the front axle and the rear axle is optimized under different lateral accelerations, the yaw response of the vehicle can be increased under the condition of smaller lateral acceleration, and the yaw response overshoot of the vehicle is restrained under the condition of larger lateral acceleration.
Drawings
FIG. 1 is a MAP of front axle suspension current versus vehicle speed and steering wheel angle for the present invention;
FIG. 2 is a MAP of rear axle suspension current versus vehicle speed and steering wheel angle of the present invention.
Detailed Description
The technical solutions in the present invention will be described clearly and completely with reference to the accompanying drawings in the embodiments of the present invention, and it is obvious that the described embodiments are only a part of the embodiments of the invention, rather than all embodiments, and all other embodiments obtained by those skilled in the art without any creative work based on the embodiments of the present invention belong to the protection scope of the present invention.
The invention discloses a method for controlling and optimizing the steering performance of a vehicle through semi-active suspension damping force, which comprises the following steps:
the method comprises the following steps: establishing a vehicle lateral motion dynamic equation containing the vehicle yaw rate, the lateral speed and the roll angle,
Figure BDA0002381883940000041
wherein the content of the first and second substances,
Figure BDA0002381883940000042
the lateral forces of the front and rear axle wheels, m is the vehicle mass, msFor sprung mass of vehicle, IzFor the moment of inertia of the vehicle about the z-axis, IφFor the moment of inertia of the vehicle about the x-axis,/fIs the vehicle center-of-mass to front axle distance,/rIs the vehicle center-of-mass to rear axle distance, dfFor the front wheel track of the vehicle, drIs the wheel track of the rear wheel of the vehicle, l is the distance from the front axle to the rear axle of the vehicle, gamma is the yaw rate of the vehicle, vxIs the longitudinal speed, v, of the vehicleyIs the lateral speed of the vehicle, phi is the roll angle of the vehicle body, hsHeight of roll center to vehicle center of mass, KφjRoll stiffness for the front and rear axles of a vehicle, Fmr,jDamping forces for vehicle front and rear axle suspensions (where j ═ f, r, respectivelyIndicating front axle, rear axle), ayIs the lateral acceleration of the vehicle, g is the gravitational acceleration, MzIn order to provide the yaw torque for the vehicle,
the lateral tire force in equation (1) is represented using the Burckhardt tire model,
Figure BDA0002381883940000051
wherein, c1,c2,c3,c5(1/kN)2Representing the characteristic parameter, k, of the Burckhardt tire model as a normal numbersis a normal number, and represents a Kamm correction factor, αjIs the front and rear axle wheel slip angle, FzjIs the vertical force of the front and rear axle wheels,
the wheel slip angle in equation (2) is:
Figure BDA0002381883940000052
wherein δ is a steering wheel angle;
step two: giving an expression for describing the relationship between the load transfer quantity of the front and rear axles and the lateral acceleration of the mass center and the damping force of the suspension when the vehicle steers, wherein the vertical force of the front and rear axles is expressed by the nominal value of the axle load and the transfer of the axle load:
Figure BDA0002381883940000053
wherein the nominal value of the axle load is as follows:
Figure BDA0002381883940000054
the front and rear axle load transfer is:
Figure BDA0002381883940000055
wherein, Fmr,fAnd Fmr,rThe damping forces of the front and rear axle suspension are respectively;
step three: the nonlinear relation between the suspension damping force and the suspension current in the vehicle dynamic equation is represented by a piecewise linear model, and the piecewise linear model describes the relation between the front and rear axle suspension damping force and the driving current as follows:
Figure BDA0002381883940000061
wherein the content of the first and second substances,
Figure BDA0002381883940000062
xi,yi,zii is a constant value identified according to experimental data;
step four: a method for describing the dynamic performance index of vehicle steering by using the yaw rate, the lateral speed of the mass center and the roll angle is provided, three different optimization indexes are adopted to represent the requirements on different dynamic performances of the vehicle,
Figure BDA0002381883940000063
wherein t is0Indicating the steering start time, tfIndicating the end time of the steering dynamics,
Figure BDA0002381883940000064
the peak value of the yaw rate is represented,
Figure BDA0002381883940000065
represents the peak value of the lateral speed of the vehicle,
Figure BDA0002381883940000066
is represented by [ t0,tf]Area under the time inside inclination dynamic curve;
step five: under different driving conditions, different yaw rate, mass center lateral speed and roll angle performance index weights are set according to the understeer degree of the vehicle, the vehicle steering dynamic performance optimization problem that the yaw rate, the mass center lateral speed and the roll angle are taken as optimization targets is obtained by using front and rear axle suspension driving currents as optimization variables, the vehicle comfort performance is guaranteed when the vehicle is under a low-speed small steering wheel corner, the stability performance of the vehicle is guaranteed when the vehicle is under a high-speed large steering wheel corner, and the understeer degree of the vehicle is large when the vehicle is under a high-speed large steering wheel corner, so that the weighting of different performance indexes in a formula (8) is selected according to the understeer degree of the vehicle, and the final optimization index is formed, as shown in a formula (9):
Figure BDA0002381883940000067
s.t.
Figure BDA0002381883940000068
Figure BDA0002381883940000071
Figure BDA0002381883940000072
Figure BDA0002381883940000073
Figure BDA0002381883940000074
Figure BDA0002381883940000075
Figure BDA0002381883940000076
Figure BDA0002381883940000077
Figure BDA0002381883940000078
ε1＝e-100K,ε2＝e100K,ε3＝e-100K
the understeer degree K is:
Figure BDA0002381883940000079
wherein the content of the first and second substances,
Figure BDA00023818839400000710
step six: through optimization solution, front and rear axle suspension driving currents with optimal performance indexes are obtained, the aim of optimizing the steering dynamic performance of the vehicle through semi-active suspension damping force control is achieved, suspension optimization currents corresponding to different vehicle speeds and steering wheel corners are solved according to an optimization problem and constraint conditions, then MAP with the steering wheel corners and the vehicle speeds as inputs and the front and rear axle suspension optimization currents as outputs is constructed, and the MAP is convenient to apply on line as shown in the figures 1 and 2.
It will be apparent to those skilled in the art that the present invention can be embodied in other forms. The present embodiments are therefore to be considered in all respects as illustrative and not restrictive, the scope of the invention being indicated by the appended claims rather than by the foregoing description, and all changes which come within the meaning and range of equivalency of the claims are therefore intended to be embraced therein. Any reference sign in a claim should not be construed as limiting the claim concerned.
Furthermore, it should be understood that although the present description refers to embodiments, not every embodiment may contain only a single embodiment, and such description is for clarity only, and those skilled in the art should integrate the description, and the embodiments may be combined as appropriate to form other embodiments understood by those skilled in the art.

Claims (3)

1. A method of optimizing vehicle steering performance through semi-active suspension damping force control, characterized by: the method comprises the following steps:
the method comprises the following steps: establishing a vehicle lateral motion dynamic equation containing the vehicle yaw rate, the lateral speed and the roll angle,
Figure FDA0002381883930000011
wherein the content of the first and second substances,
Figure FDA0002381883930000012
the lateral forces of the front and rear axle wheels, m is the vehicle mass, msFor sprung mass of vehicle, IzFor the moment of inertia of the vehicle about the z-axis, IφFor the moment of inertia of the vehicle about the x-axis,/fIs the vehicle center-of-mass to front axle distance,/rIs the vehicle center-of-mass to rear axle distance, dfFor the front wheel track of the vehicle, drIs the wheel track of the rear wheel of the vehicle, l is the distance from the front axle to the rear axle of the vehicle, gamma is the yaw rate of the vehicle, vxIs the longitudinal speed, v, of the vehicleyIs the lateral speed of the vehicle, phi is the roll angle of the vehicle body, hsHeight of roll center to vehicle center of mass, KφjRoll stiffness for the front and rear axles of a vehicle, Fmr,jDamping forces for front and rear axle suspensions of a vehicle (where j ═ f, r denotes front and rear axles, respectively), ayIs the lateral acceleration of the vehicle, g is the gravitational acceleration, MzYawing the vehicle by torque;
step two: giving an expression for describing the relationship between the load transfer quantity of the front and rear axles and the lateral acceleration of the mass center and the damping force of the suspension when the vehicle steers, wherein the vertical force of the front and rear axles is expressed by the nominal value of the axle load and the transfer of the axle load:
Figure FDA0002381883930000013
wherein the nominal value of the axle load is as follows:
Figure FDA0002381883930000014
the front and rear axle load transfer is:
Figure FDA0002381883930000021
wherein, Fmr,fAnd Fmr,rThe damping forces of the front and rear axle suspension are respectively;
step three: the nonlinear relation between the suspension damping force and the suspension current in the vehicle dynamic equation is expressed by a piecewise linear model;
step four: a method for describing the dynamic performance index of vehicle steering by using the yaw rate, the lateral speed of the mass center and the roll angle is provided, three different optimization indexes are adopted to represent the requirements on different dynamic performances of the vehicle,
Figure FDA0002381883930000022
wherein t is0Indicating the steering start time, tfIndicating the end time of the steering dynamics,
Figure FDA0002381883930000023
the peak value of the yaw rate is represented,
Figure FDA0002381883930000024
represents the peak value of the lateral speed of the vehicle,
Figure FDA0002381883930000025
is represented by [ t0,tf]Area under the time inside inclination dynamic curve;
step five: under different driving conditions, different yaw rate, mass center lateral speed and roll angle performance index weights are set according to the understeer degree of the vehicle, and the vehicle steering dynamic performance optimization problem that the yaw rate, the mass center lateral speed and the roll angle are used as optimization targets is obtained by using front and rear axle suspension driving currents as optimization variables;
step six: and obtaining the front and rear axle suspension driving current with optimal performance indexes through optimization solution.
2. A method of optimizing vehicle steering performance by semi-active suspension damping force control according to claim 1, wherein: in the third step, a piecewise linear model is adopted to describe the relation between the front and rear axle suspension damping force and the driving current:
Figure FDA0002381883930000026
wherein the content of the first and second substances,
Figure FDA0002381883930000031
Figure FDA0002381883930000032
xi,yi,ziand i is a constant value identified according to experimental data, namely 1,2,3,4 and 5.
3. A method of optimizing vehicle steering performance by semi-active suspension damping force control according to claim 1, wherein: in the fifth step, weighting of different performance indexes in the formula (8) is selected according to the understeer degree of the vehicle to form a final optimization index, as shown in the formula (9):
Figure FDA0002381883930000033
s.t.
Figure FDA0002381883930000034
Figure FDA0002381883930000035
Figure FDA0002381883930000036
Figure FDA0002381883930000037
Figure FDA0002381883930000038
Figure FDA0002381883930000039
Figure FDA00023818839300000310
Figure FDA00023818839300000311
Figure FDA00023818839300000312
ε1＝e-100K,ε2＝e100K,ε3＝e-100K
the understeer degree K is:
Figure FDA0002381883930000041
wherein the content of the first and second substances,
Figure FDA0002381883930000042
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CN111898207A (en) * 2020-07-31 2020-11-06 哈尔滨工业大学 Centroid slip angle estimation method considering dynamic load and road adhesion coefficient
CN113147309A (en) * 2021-04-30 2021-07-23 合肥工业大学 Control method of automobile electric control semi-active suspension system
CN113297681A (en) * 2021-06-22 2021-08-24 东风汽车集团股份有限公司 Optimization method and system for vehicle steering input yaw response over-slow problem
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CN115674982A (en) * 2022-10-18 2023-02-03 中国北方车辆研究所 Two-stage superposition control method for electromechanical suspension
CN115782496A (en) * 2022-12-01 2023-03-14 西南交通大学 Intelligent evolution method of semi-active suspension system based on MAP control

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