CN114670593A - Vehicle body attitude control system - Google Patents

Abstract

The invention relates to a vehicle body attitude control system. The vehicle body attitude control system comprises a gyroscope sensor, a first motion signal acquisition unit and a second motion signal acquisition unit, wherein the gyroscope sensor is used for acquiring a first motion signal which comprises an acceleration signal and an angular velocity signal of a vehicle body in the X/Y/Z axis direction; the wheel end acceleration sensor is used for acquiring a second motion signal, and the second motion signal comprises an acceleration signal of a wheel; a plurality of damping shock absorbers for controlling the posture of the vehicle body; the system controller ECU comprises an attitude calculation module, a suspension state calculation module and a suspension main control algorithm module, wherein the attitude calculation module obtains vehicle body motion state information and vehicle body point motion state information according to a first motion signal, the suspension state calculation module obtains suspension motion state information according to a second motion signal and the vehicle body point motion state information, the suspension main control algorithm module obtains an expected current value according to the vehicle body motion state information and the suspension motion state information, and the system controller ECU controls the plurality of damping vibration absorbers to act through the expected current value. The invention provides a vehicle body posture control system which is low in cost and can better execute vehicle body posture control.

Description

Vehicle body attitude control system

Technical Field

The invention relates to the technical field of vehicle vibration reduction control, in particular to a vehicle body attitude control system based on a gyroscope sensor.

Background

The electric control suspension system is a system which can control a suspension actuating mechanism by an electronic control unit according to signals of vehicle height, vehicle speed, steering angle and speed, braking and the like, so that parameters of the suspension system, such as rigidity, damping force of a shock absorber, vehicle height and the like, are changed, and an automobile has good riding comfort and operation stability.

At present, the cost of most electric control suspension systems is high, and meanwhile, an approximate estimation method is also used for measuring the vehicle angular motion attitude, so that certain defects exist in the system cost and the attitude measurement precision.

Disclosure of Invention

In view of the above problems in the prior art, the present invention provides a vehicle body attitude control system that is low in cost and can better perform vehicle body attitude control.

Specifically, the present invention provides a vehicle body attitude control system, including:

the gyroscope sensor is used for acquiring a first motion signal, and the first motion signal comprises an acceleration signal and an angular velocity signal of the vehicle body in the X/Y/Z axis direction;

the wheel end acceleration sensor is used for acquiring a second motion signal, and the second motion signal comprises an acceleration signal of a wheel;

a plurality of damping absorbers for controlling the posture of the vehicle body;

the system controller ECU comprises an attitude calculation module, a suspension state calculation module and a suspension main control algorithm module, wherein the attitude calculation module obtains vehicle body motion state information and vehicle body point motion state information according to the first motion signal, the suspension state calculation module obtains suspension motion state information according to the second motion signal and the vehicle body point motion state information, the suspension main control algorithm module obtains an expected current value according to the vehicle body motion state information and the suspension motion state information, and the system controller ECU controls the plurality of damping vibration absorbers to act through the expected current value.

According to one embodiment of the invention, the gyro sensor is embedded in the system controller ECU.

According to one embodiment of the invention, the gyroscope sensor comprises an acceleration measurement chip and an angular velocity measurement chip, the acceleration measurement chip is used for detecting acceleration signals of the vehicle body in the X/Y/Z axis direction, the angular velocity measurement chip is used for detecting angular velocity signals of the vehicle body in the X/Y/Z axis direction, and the acceleration measurement chip and the angular velocity measurement chip are communicated with the system controller ECU in a master-slave communication mode of the SPI.

According to one embodiment of the present invention, the system controller ECU is provided at a left side bracket of a trunk of a vehicle body.

According to one embodiment of the present invention, the wheel-end acceleration sensor is provided on an outer cylinder of a strut of the damping shock absorber.

According to one embodiment of the invention, the system controller ECU further comprises a filtering processing module, wherein the filtering processing module is used for filtering the first motion signal and sending a processing result to the attitude calculation module.

According to one embodiment of the invention, the system controller ECU further comprises a signal preprocessing module, the signal preprocessing module is connected with a central control panel of a vehicle body, the signal preprocessing module acquires a driver control signal through the central control panel, and the suspension master control algorithm module adjusts the expected current value according to the driver control signal.

According to one embodiment of the invention, the signal preprocessing module is connected to the central control panel through a CAN bus network.

According to one embodiment of the invention, the vehicle body attitude control system further comprises a current driving module, and the suspension master control algorithm module controls the actions of the plurality of damping shock absorbers through the current driving module.

According to an embodiment of the present invention, the processing of the first motion signal by the attitude calculation module includes:

step S01, according to the angular velocity information of the point O obtained by the gyroscope sensor in three directions, Euler angle information is obtained through Euler angle calculation processing;

step S02, obtaining acceleration information of point O in three directions according to the Euler angle information and the acceleration information of the gyroscope sensor, and obtaining the acceleration under the absolute coordinate through acceleration coordinate transformation calculation;

step S03, integrating the acceleration to obtain the movement speed of the point O in an absolute coordinate system;

step S04, the movement speed is subjected to coordinate transformation from an absolute coordinate system to a follow-up coordinate system, and the speed of the point O in a vehicle body follow-up coordinate system is obtained;

step S05, combining the position information of the point R relative to the point O, the Euler angle information and the angular velocity information of the three directions measured by the gyroscope sensor, and obtaining the velocity of the point R under the vehicle body following coordinate system according to the rigid body relative motion velocity calculation method;

wherein, point O is the mounting point of the gyroscope sensor, and point R is any point on the vehicle body.

According to the vehicle body attitude control system provided by the invention, the gyroscope sensor and the wheel end acceleration sensor are arranged, so that the material cost of the whole system can be reduced, and the vehicle body attitude control can be better realized.

It is to be understood that both the foregoing general description and the following detailed description of the present invention are exemplary and explanatory and are intended to provide further explanation of the invention as claimed.

Drawings

The accompanying drawings, which are included to provide a further understanding of the invention and are incorporated in and constitute a part of this application, illustrate embodiment(s) of the invention and together with the description serve to explain the principle of the invention. In the drawings:

fig. 1 shows a schematic configuration diagram of a vehicle body attitude control system according to an embodiment of the present invention.

Fig. 2 is a schematic view showing a combination of a vehicle body attitude control system according to an embodiment of the present invention with a vehicle body.

Fig. 3 shows a schematic diagram of the body coordinate system and the position relationship of the system controller ECU.

FIG. 4 shows a block flow diagram of the calculation of the body point motion state information by the attitude calculation module based on the first motion signal.

Wherein the figures include the following reference numerals:

vehicle body attitude control system 100 gyro sensor 101

Wheel end acceleration sensor 102 damping vibration damper 103

System controller ECU 104 attitude calculation module 105

Suspension state calculation module 106 suspension master control algorithm module 107

Filtering processing module 108 signal preprocessing module 109

Central control panel 110 current driving module 111

Detailed Description

It should be noted that the embodiments and features of the embodiments in the present application may be combined with each other without conflict.

The technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the drawings in the embodiments of the present application. It should be apparent that the described embodiments are only some of the embodiments of the present application, and not all of the embodiments. The following description of at least one exemplary embodiment is merely illustrative in nature and is in no way intended to limit the application, its application, or uses. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present application.

It is noted that the terminology used herein is for the purpose of describing particular embodiments only and is not intended to be limiting of exemplary embodiments according to the present application. As used herein, the singular forms "a", "an" and "the" are intended to include the plural forms as well, and it should be understood that when the terms "comprises" and/or "comprising" are used in this specification, they specify the presence of stated features, steps, operations, devices, components, and/or combinations thereof, unless the context clearly indicates otherwise.

The relative arrangement of the components and steps, the numerical expressions, and numerical values set forth in these embodiments do not limit the scope of the present application unless specifically stated otherwise. Meanwhile, it should be understood that the sizes of the respective portions shown in the drawings are not drawn in an actual proportional relationship for the convenience of description. Techniques, methods, and apparatus known to those of ordinary skill in the relevant art may not be discussed in detail but are intended to be part of the specification where appropriate. In all examples shown and discussed herein, any particular value should be construed as merely illustrative, and not limiting. Thus, other examples of the exemplary embodiments may have different values. It should be noted that: like reference numbers and letters refer to like items in the following figures, and thus, once an item is defined in one figure, further discussion thereof is not required in subsequent figures.

In the description of the present application, it is to be understood that the orientation or positional relationship indicated by the directional terms such as "front, rear, upper, lower, left, right", "lateral, vertical, horizontal" and "top, bottom", etc., are generally based on the orientation or positional relationship shown in the drawings, and are used for convenience of description and simplicity of description only, and in the case of not making a reverse description, these directional terms do not indicate and imply that the device or element being referred to must have a particular orientation or be constructed and operated in a particular orientation, and therefore, should not be considered as limiting the scope of the present application; the terms "inner and outer" refer to the inner and outer relative to the profile of the respective component itself.

Spatially relative terms, such as "above … …," "above … …," "above … … surface," "above," and the like, may be used herein for ease of description to describe one device or feature's spatial relationship to another device or feature as illustrated in the figures. It will be understood that the spatially relative terms are intended to encompass different orientations of the device in use or operation in addition to the orientation depicted in the figures. For example, if a device in the figures is turned over, devices described as "above" or "on" other devices or configurations would then be oriented "below" or "under" the other devices or configurations. Thus, the exemplary term "above … …" can include both an orientation of "above … …" and "below … …". The device may also be oriented 90 degrees or at other orientations and the spatially relative descriptors used herein interpreted accordingly.

It should be noted that the terms "first", "second", and the like are used to define the components, and are only used for convenience of distinguishing the corresponding components, and the terms have no special meanings unless otherwise stated, so that the scope of the present application is not to be construed as being limited. Further, although the terms used in the present application are selected from publicly known and used terms, some of the terms mentioned in the specification of the present application may be selected by the applicant at his or her discretion, the detailed meanings of which are described in relevant parts of the description herein. Further, it is required that the present application is understood not only by the actual terms used but also by the meaning of each term lying within.

Fig. 1 shows a schematic configuration diagram of a vehicle body attitude control system according to an embodiment of the present invention. Fig. 2 is a schematic view showing a combination of a vehicle body attitude control system according to an embodiment of the present invention with a vehicle body. As shown in the drawing, a vehicle body attitude control system 100 mainly includes a gyro sensor 101, a wheel-end acceleration sensor 102, a plurality of damping absorbers 103, and a system controller ECU 104.

The gyro sensor 101 is used to acquire a first motion signal. The first motion signal includes acceleration and angular velocity signals of the vehicle body in the X/Y/Z axis directions. The X/Y/Z axis directions refer to the front-rear, left-right, and up-down directions of the vehicle body. During the running of the vehicle on the road surface, the gyro sensor 101 measures the accelerations in three directions of the X/Y/Z axis at the position of the vehicle body and the angular velocity of the movement of the vehicle body.

The wheel end acceleration sensor 102 is used to acquire a second motion signal. The second motion signal includes an acceleration signal of the wheel.

The plurality of damping vibration absorbers 103 are used for controlling the posture of the vehicle body, and improving the comfort and the operation stability of the vehicle.

The system controller ECU 104 includes an attitude calculation module 105, a suspension state calculation module 106, and a suspension master algorithm module 107. The attitude calculation module 105 obtains vehicle body motion state information and vehicle body point motion state information according to the first motion signal, the suspension state calculation module 106 obtains suspension motion state information according to the second motion signal and the vehicle body point motion state information, and the suspension master control algorithm module 107 obtains an expected current value according to the vehicle body motion state information and the suspension motion state information. The system controller ECU 104 outputs the corresponding current value to the damping vibration absorbers 103, thereby controlling the plurality of damping vibration absorbers 103 to operate to control the posture of the vehicle body, and improving the control comfort.

Preferably, the gyro sensor 101 is embedded in the system controller ECU 104. One gyro sensor 101 is employed in the present embodiment, provided in the system controller ECU 104. The system controller ECU 104 processes the first motion signal through the attitude calculation module 105 to obtain vehicle body motion state information as one of the input signal sources of the suspension master control algorithm module 107. The gyro sensor 101 is integrated with the system controller ECU 104, so that cost can be saved from the system structure and the measurement accuracy of the angular motion attitude can be improved.

Preferably, the gyro sensor 101 includes an acceleration measuring chip and an angular velocity measuring chip. The acceleration measuring chip is used for detecting acceleration signals of the vehicle body in the X/Y/Z axis direction, and the angular speed measuring chip is used for detecting angular speed signals of the vehicle body in the X/Y/Z axis direction. The acceleration measurement chip and the angular velocity measurement chip communicate with the system controller ECU 104 in a master-slave communication manner of the SPI. The acceleration measurement chip and the angular velocity measurement chip feed back the measured first motion signal to the system controller ECU 104 for processing.

Preferably, the system controller ECU 104 is provided at a left side bracket of a trunk of the vehicle body. The ECU 104 integrates the gyro sensor 101 due to the system controller. When the gyro sensor 101 is arranged on the circuit board of the system controller ECU 104, it is necessary to consider that the direction of the physical quantity measured by the chip thereof should coincide with the direction of the vehicle body coordinate system, so that the arrangement can simplify the subsequent processing of attitude calculation, improve the usability of the first motion signal, and obtain an accurate vehicle body motion state. Fig. 3 shows a schematic diagram of the body coordinate system and the position relationship of the system controller ECU 104. When the motion state of a specific point of the vehicle body needs to be measured, the position relationship between the specific point of the vehicle body and the system controller ECU 104 needs to be clarified so as to solve for the motion amount in the solution method. As shown in fig. 3, TFR and TFL respectively indicate the Y-direction distances between the center point of the system controller ECU 104 and the wheel centers of the front right wheel and the front left wheel in the vehicle coordinate system, TRR and TRL respectively indicate the Y-direction distances between the center point of the system controller ECU 104 and the wheel centers of the rear right wheel and the rear left wheel in the vehicle coordinate system, LF and LR respectively indicate the X-direction distances between the center point of the system controller ECU 104 and the wheel centers of the front axle wheel and the rear axle wheel in the vehicle coordinate system, and CH indicates the Z-direction distance between the center point of the system controller ECU 104 and the wheel centers of the rear left wheel in the vehicle coordinate system.

Preferably, referring to fig. 2, the wheel-end acceleration sensor 102 is provided on the outer cylinder of the strut of the damping vibration absorber 103. Two wheel end acceleration sensors 102 are included in the present embodiment. Four damping shock absorbers 103 are provided at the positions of the left front wheel, the right front wheel, the left rear wheel and the right rear wheel, respectively. Wherein the two wheel end acceleration sensors 102 are respectively arranged on the damping shock absorber 103 on the left front wheel side, and the damping shock absorber 103 on the right front wheel side. It is to be understood that, by way of example and not limitation, to improve the measurement accuracy, the number of the wheel end acceleration sensors 102 may be increased to four, and two more damping shock absorbers 103 are provided at the left and right rear wheel positions.

Preferably, the system controller ECU 104 further includes a filtering processing module 108. The filtering processing module 108 is configured to perform filtering processing on the first motion signal, and send a processing result to the attitude calculation module 105. In fact, what the attitude calculation module 105 obtains is the first motion signal after the filtering process.

Preferably, the system controller ECU 104 further includes a signal preprocessing module 109. The signal preprocessing module 109 is connected to a central control panel 110 of the vehicle body. The signal preprocessing module 109 obtains the driver control signal through the central control panel 110, and the suspension master control algorithm module 107 adjusts the desired current value according to the driver control signal. Specifically, the driver can input a control request, such as command information for acceleration, braking, and steering, to the central control panel 110. The signal preprocessing module 109 obtains a driver control signal and sends the driver control signal to the suspension master control algorithm module 107 so as to adjust a finally obtained expected current value, and further improve the control comfort of driving. In this embodiment, the signal preprocessing module 109 is connected to the central control panel 110 through a CAN bus network.

Preferably, the driver can also select the mode of the system controller ECU 104 through the vehicle display screen to switch between the different modes. The system controller ECU 104 mainly includes three modes: the "comfort mode", "standard mode" and "sport mode" are different from each other mainly in that the suspension master control algorithm module 107 is strong or weak in control degree and has a bias in riding comfort and controllability of the vehicle body. The "comfort mode" makes the suspension more comfortable, more heavily riding the ride comfort of the vehicle, and the "sporty mode" makes the suspension stiffer, more heavily than the maneuverability of the vehicle. The standard mode provides better neutralizing matching for the riding comfort and the controllability of the vehicle, and achieves better performance experience effect.

Preferably, referring to fig. 2, the body attitude control system 100 further includes a current drive module 111. The suspension master control algorithm module 107 controls the operation of the plurality of damping vibration absorbers 103 through the current driving module 111. As shown, the suspension master control algorithm module 107 calculates the desired current value for each of the damping shock absorbers 103 located at the front left wheel, the front right wheel, the rear left wheel and the rear right wheel. The current drive module 111 obtains a desired current value and is used to drive the damping dampers 103 at the respective corresponding positions.

Preferably, the attitude calculation module 105 processes the filtered first motion signal to obtain the motion state information of the body point. The processing step comprises the steps of obtaining relevant physical parameters of specific points on the vehicle body under a follow-up coordinate system of the vehicle body through a coordinate transformation method, obtaining other physical quantities of the specific points on the vehicle body through differentiating or integrating the relevant physical parameters, and obtaining motion state information of the vehicle body points by utilizing motion relations of different points of the vehicle body. Fig. 4 shows a block flow diagram of the process of calculating the motion state information of the body point by the attitude calculation module 105 according to the first motion signal. Referring to fig. 3, the point O is a mounting point of the system controller ECU 104 integrated with the gyro sensor 101, and the first motion signal measured at this point is used to calculate the motion state information of the point, that is, the speed of any point R on the vehicle body in the vehicle body following coordinate system is calculated as follows:

in step S01, the euler angle information is obtained by the euler angle calculation process based on the angular velocity information of the point O obtained by the gyro sensor 101 in the three directions. First, the euler angle information is calculated and obtained through an euler angle calculation processing module by utilizing the three direction angular speed information measured at the point O.

In step S02, acceleration in the absolute coordinate is calculated by acceleration coordinate conversion based on the euler angle information and the acceleration information in the three directions of the point O obtained by the gyro sensor 101.

And step S03, integrating the acceleration to obtain the movement speed of the point O in the absolute coordinate system.

And step S04, obtaining the speed of the point O in the vehicle body follow coordinate system through the coordinate transformation from the absolute coordinate system to the follow coordinate system.

And step S05, combining the position information of the point R relative to the point O, Euler angle information and angular velocity information of three directions measured by the gyroscope sensor 101, and obtaining the velocity of the point R in a vehicle body follow-up coordinate system according to a rigid body relative motion velocity calculation method, namely obtaining the motion state information of the vehicle body point.

According to the vehicle body attitude control system provided by the invention, the gyroscope sensor integrated in the system controller ECU is used as a hardware basis for measuring the vehicle body attitude, meanwhile, the current value which should be output by the system controller ECU is obtained by utilizing the first motion signal and the second motion signal and combining with the driver control signal, and the current value supplied to the electromagnetic valve of the damping shock absorber is output through the current driving module, so that the vehicle body attitude control is realized, and the material cost of the whole system is reduced.

It will be apparent to those skilled in the art that various modifications and variations can be made to the above-described exemplary embodiments of the present invention without departing from the spirit and scope of the invention. Thus, it is intended that the present invention cover the modifications and variations of this invention provided they come within the scope of the appended claims and their equivalents.

Claims (10)

1. A vehicle body attitude control system comprising:

the gyroscope sensor is used for acquiring a first motion signal, wherein the first motion signal comprises an acceleration signal and an angular velocity signal of the vehicle body in the X/Y/Z axis direction;

the wheel end acceleration sensor is used for acquiring a second motion signal, and the second motion signal comprises an acceleration signal of a wheel;

a plurality of damping shock absorbers for controlling the posture of the vehicle body;

the system controller ECU comprises an attitude calculation module, a suspension state calculation module and a suspension main control algorithm module, wherein the attitude calculation module obtains vehicle body motion state information and vehicle body point motion state information according to the first motion signal, the suspension state calculation module obtains suspension motion state information according to the second motion signal and the vehicle body point motion state information, the suspension main control algorithm module obtains an expected current value according to the vehicle body motion state information and the suspension motion state information, and the system controller ECU controls the plurality of damping vibration absorbers to act through the expected current value.

2. The vehicle body attitude control system according to claim 1, characterized in that the gyro sensor is embedded in the system controller ECU.

3. A vehicle body attitude control system according to claim 2, wherein the gyro sensor includes an acceleration measurement chip for detecting an acceleration signal of the vehicle body in the X/Y/Z axis direction and an angular velocity measurement chip for detecting an angular velocity signal of the vehicle body in the X/Y/Z axis direction, the acceleration measurement chip and the angular velocity measurement chip being in communication with the system controller ECU through a master-slave communication method of SPI.

4. The vehicle body attitude control system according to claim 2, wherein the system controller ECU is provided at a left side bracket of a trunk of the vehicle body.

5. The vehicle body attitude control system according to claim 1, wherein the wheel-end acceleration sensor is provided on an outer cylinder of a strut of the damping absorber.

6. The vehicle body attitude control system according to claim 1, wherein the system controller ECU further includes a filter processing module for performing filter processing on the first motion signal and sending a processing result to the attitude calculation module.

7. The vehicle body attitude control system according to claim 1, wherein the system controller ECU further includes a signal preprocessing module, the signal preprocessing module is connected with a central control panel of the vehicle body, the signal preprocessing module acquires a driver control signal through the central control panel, and the suspension master control algorithm module adjusts the desired current value according to the driver control signal.

8. The vehicle body attitude control system according to claim 7, wherein the signal preprocessing module is connected to the central control panel through a CAN bus network.

9. The vehicle body attitude control system of claim 1 further comprising a current drive module through which said suspension master control algorithm module controls a plurality of said damping shock absorbers.

10. The vehicle body attitude control system of claim 1, wherein the attitude calculation module processes the first motion signal, including:

step S01, according to the angular velocity information of the point O obtained by the gyroscope sensor in three directions, Euler angle information is obtained through Euler angle calculation processing;

step S02, obtaining acceleration information of point O in three directions according to the Euler angle information and the acceleration information of the gyroscope sensor, and obtaining the acceleration under the absolute coordinate through acceleration coordinate transformation calculation;

step S03, integrating the acceleration to obtain the movement speed of the point O in an absolute coordinate system;

step S04, the movement speed is subjected to coordinate transformation from an absolute coordinate system to a follow-up coordinate system, and the speed of the point O in a vehicle body follow-up coordinate system is obtained;

step S05, combining the position information of the point R relative to the point O, the Euler angle information and the angular velocity information of the three directions measured by the gyroscope sensor, and obtaining the velocity of the point R under the vehicle body following coordinate system according to the rigid body relative motion velocity calculation method;

wherein, point O is the mounting point of the gyroscope sensor, and point R is any point on the vehicle body.

Images