CN116691259A - Semi-active suspension control method and system and vehicle - Google Patents
Semi-active suspension control method and system and vehicle Download PDFInfo
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- CN116691259A CN116691259A CN202210190585.2A CN202210190585A CN116691259A CN 116691259 A CN116691259 A CN 116691259A CN 202210190585 A CN202210190585 A CN 202210190585A CN 116691259 A CN116691259 A CN 116691259A
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- 239000000725 suspension Substances 0.000 title claims abstract description 129
- 238000000034 method Methods 0.000 title claims abstract description 54
- 238000013016 damping Methods 0.000 claims abstract description 220
- 230000001133 acceleration Effects 0.000 claims abstract description 132
- 230000035939 shock Effects 0.000 claims abstract description 127
- 239000006096 absorbing agent Substances 0.000 claims abstract description 124
- 238000011217 control strategy Methods 0.000 claims abstract description 91
- 230000008569 process Effects 0.000 claims abstract description 24
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- 230000009467 reduction Effects 0.000 claims description 8
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Classifications
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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
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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
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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
- B60G17/018—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
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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
- B60G17/06—Characteristics of dampers, e.g. mechanical dampers
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G2400/00—Indexing codes relating to detected, measured or calculated conditions or factors
- B60G2400/10—Acceleration; Deceleration
- B60G2400/104—Acceleration; Deceleration lateral or transversal with regard to vehicle
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G2600/00—Indexing codes relating to particular elements, systems or processes used on suspension systems or suspension control systems
- B60G2600/18—Automatic control means
- B60G2600/184—Semi-Active control means
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
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- Vehicle Body Suspensions (AREA)
Abstract
The invention relates to the technical field of vehicle suspensions, and discloses a semi-active suspension control method, a semi-active suspension control system and a vehicle, wherein the semi-active suspension control method comprises the following steps: acquiring the lateral acceleration, the unsprung acceleration and the actual stroke of a vehicle shock absorber in the running process of the vehicle; determining a damping control strategy of the semi-active suspension according to the lateral acceleration, the unsprung acceleration and the actual stroke; and controlling the shock absorber to execute preset vibration damping operation according to the vibration damping control strategy. The invention can ensure the riding comfort and the operation stability of the vehicle and improve the riding experience.
Description
Technical Field
The invention relates to the technical field of vehicle suspensions, in particular to a semi-active suspension control method and system and a vehicle.
Background
With the wide use of vehicles and rapid development of scientific technology, the requirements of users on driving experience are also increasing. Vehicle ride comfort and steering stability are gaining increasing attention as characteristics that directly affect occupant sensory experience and personal safety. The vehicle suspension system is connected with the wheels and the vehicle body, plays a role in vibration isolation and force transmission, and is one of important systems for determining the dynamic performance of the vehicle.
At present, if the vibration of a vehicle body is required to be reduced, a softer shock absorber is required to filter the fluctuation of a road surface so as to achieve the purpose of better comfort; if the stability of the vehicle body posture during braking, accelerating and turning is required to be ensured, a harder shock absorber is required to reduce the pitching and the rolling of the vehicle body so as to achieve the aim of better operation stability; that is, when the damper is currently adjusted to achieve high vehicle ride comfort and handling stability, there is a conflict between the two operations, and ride comfort and handling stability cannot be considered.
Disclosure of Invention
The embodiment of the invention provides a semi-active suspension control method, a semi-active suspension control system and a vehicle, which can give consideration to riding comfort and steering stability.
A semi-active suspension control method comprising:
acquiring the lateral acceleration, the unsprung acceleration and the actual stroke of a vehicle shock absorber in the running process of the vehicle;
determining a vibration damping control strategy of the semi-active suspension according to the lateral acceleration, the unsprung acceleration and the actual stroke, wherein the vibration damping control strategy comprises a first suspension control strategy and a second suspension control strategy;
and controlling the shock absorber to execute preset vibration damping operation according to the vibration damping control strategy.
A semi-active suspension control system comprising a shock absorber and a controller coupled to the shock absorber; the controller is used for executing the semi-active suspension control method.
A vehicle includes the semi-active suspension control system.
The invention provides a semi-active suspension control method, a semi-active suspension control system and a vehicle, wherein the method comprises the following steps: acquiring the lateral acceleration, the unsprung acceleration and the actual stroke of a vehicle shock absorber in the running process of the vehicle; determining a vibration damping control strategy of the semi-active suspension according to the lateral acceleration, the unsprung acceleration and the actual stroke, wherein the vibration damping control strategy comprises a first suspension control strategy and a second suspension control strategy; and controlling the shock absorber to execute preset vibration damping operation according to the vibration damping control strategy. According to the method, different vibration damping control strategies (such as a first suspension control strategy and a second suspension control strategy) of the semi-active suspension are determined according to the lateral acceleration, the unsprung acceleration and the actual stroke, so that the vibration damper effect of the vibration damper can be optimal, meanwhile, the riding comfort and the operating stability of a vehicle are ensured, and the driving experience is improved.
Drawings
In order to more clearly illustrate the technical solutions of the embodiments of the present invention, the drawings that are needed in the description of the embodiments of the present invention will be briefly described below, and it is obvious that the drawings in the following description are only some embodiments of the present invention, and other drawings may be obtained according to these drawings without inventive effort for a person skilled in the art.
FIG. 1 is a flow chart of a semi-active suspension control method in accordance with one embodiment of the present invention.
FIG. 2 is a flowchart of step S200 of a semi-active suspension control method according to an embodiment of the present invention.
Fig. 3 is a flowchart of step S201 of the semi-active suspension control method according to an embodiment of the present invention.
Fig. 4 is a flowchart of step S201 of a semi-active suspension control method according to another embodiment of the present invention.
FIG. 5 is a schematic representation of a kinetic model of a vehicle in an embodiment of the invention.
FIG. 6 is a diagram illustrating a process offset adjustment coefficient table according to an embodiment of the present invention.
Detailed Description
The following description of the embodiments of the present invention will be made clearly and fully with reference to the accompanying drawings, in which it is evident that the embodiments described are some, but not all embodiments of the invention. All other embodiments, which can be made by those skilled in the art based on the embodiments of the invention without making any inventive effort, are intended to be within the scope of the invention.
The invention provides a semi-active suspension control system, which comprises a shock absorber and a controller connected with the shock absorber; further, the semi-active suspension control system also includes a sensing assembly coupled to the controller; the sensing assembly includes a gyroscope and an unsprung acceleration sensor disposed on the vehicle; wherein the gyroscope may be an IMU (inertial measurement unit ) gyroscope; the gyroscope is used for measuring lateral acceleration (such as measuring lateral acceleration during running of a vehicle in real time); the unsprung acceleration sensor is used to measure unsprung acceleration of the vehicle (e.g., measure unsprung acceleration during running of the vehicle in real time). In one embodiment, the stroke of the shock absorber may be calculated from the unsprung acceleration measured by the sensor assembly, and the velocity and acceleration signals measured by the gyroscope and the like. In yet another embodiment, the sensing assembly includes a height sensor disposed on the vehicle; the height sensor is used for measuring the actual stroke of the shock absorber in the running process of the vehicle in real time. In the present invention, one shock absorber is provided at each of four wheel corresponding positions of the vehicle, and the shock absorbers include, but are not limited to, CDC (continuous damping control, continous Damping Contol) shock absorbers, magnetorheological shock absorbers, and the like. Meanwhile, a current driving module connected with the shock absorber is arranged in the controller and is used for outputting control current to the shock absorber, and then the shock absorber can adjust the orifice opening of the electromagnetic valve through the input control current so as to change the vibration damping force of the shock absorber, and further the vibration of the automobile body is attenuated in real time through the adjustment of the vibration damping force of the shock absorber, so that riding comfort is improved. Further, the sensing assembly may include four height sensors disposed at the four shock absorber locations of the vehicle, each for measuring a shock absorber stroke of a corresponding shock absorber thereof during travel of the vehicle. The gyroscope is arranged in the middle of the vehicle. The invention is applicable to vehicles with semi-active suspensions.
In the present invention, a vehicle dynamics model including a semi-active suspension is shown in fig. 5, and fig. 5 is a dynamics description based on a theoretical knowledge of an automobile to illustrate pitching and rolling motions of a vehicle body, and in the seven-degree-of-freedom vehicle dynamics model of fig. 5, seven degrees of freedom are a vertical motion, a pitching motion and a rolling motion of the vehicle body, and vertical motions of 4 wheels, respectively. The vehicle corresponding to the vehicle dynamics model consists of a vehicle body and four wheels, and each wheel is connected with the vehicle body through a semi-active suspension. The spring, the damper and other devices in the semi-active suspension are all regarded as linear elements in the modeling process, and the actuating mechanism of the semi-active suspension is a damper. The vehicle dynamics model in fig. 5 includes the following parameters: road surface excitation Xg, tire rigidity Kt, unsprung mass mu, unsprung displacement Xu, spring rigidity K, adjustable damping u of shock absorber, four-corner sprung displacement Xs, sprung mass ms, pitch angle theta and roll angle
In one embodiment, as shown in fig. 1, the semi-active suspension control method includes the following steps S100-S300 performed by the controller described above:
s100, acquiring lateral acceleration, unsprung acceleration and actual stroke of a vehicle shock absorber in the running process of the vehicle; the sensing assembly of the semi-active suspension control system comprises a gyroscope and an unsprung acceleration sensor which are arranged on the vehicle; the gyroscope is used for measuring lateral acceleration (such as measuring lateral acceleration during running of a vehicle in real time); the unsprung acceleration sensor is used to measure unsprung acceleration of the vehicle (e.g., measure unsprung acceleration during running of the vehicle in real time). In one embodiment, the stroke of the shock absorber may be calculated from the unsprung acceleration measured by the sensor assembly, and the velocity and acceleration signals measured by the gyroscope and the like. In yet another embodiment, the sensing assembly includes a height sensor disposed on the vehicle; the height sensor is used for measuring the actual stroke of the shock absorber in the running process of the vehicle in real time.
S200, determining a vibration damping control strategy of the semi-active suspension according to the lateral acceleration, the unsprung acceleration and the actual stroke, wherein the vibration damping control strategy comprises a first suspension control strategy and a second suspension control strategy. Wherein the first suspension control strategy may include setting a damping coefficient of the shock absorber to a base damping. Further, the first suspension control strategy is a canopy control strategy or a preset acceleration control strategy. The canopy control strategy specifically comprises the following steps: determining a basic vibration damping according to the vertical speed of the vibration of the vehicle body and the relative speed of the suspension movement; specifically, when the product between the vertical speed of the vehicle body vibration and the relative speed of the suspension movement is greater than zero, determining that the basic vibration damping is the maximum value of the preset damping range of the shock absorber; and when the product between the vertical speed of the vibration of the vehicle body and the relative speed of the suspension movement is smaller than or equal to zero, determining that the basic vibration damping is the minimum value of the preset damping range of the shock absorber.
Further, the preset acceleration control strategy specifically includes: determining basic vibration damping according to the vehicle body vibration acceleration and the relative speed of suspension movement; specifically, when the product between the vehicle body vibration acceleration and the relative speed of the suspension movement is greater than zero, determining that the basic vibration damping is the maximum value of the preset damping range of the shock absorber; and when the product between the vibration acceleration of the vehicle body and the relative speed of the suspension movement is smaller than or equal to zero, determining the basic vibration damping as the minimum value of the preset damping range of the shock absorber.
And the second suspension control strategy includes setting a damping coefficient of the shock absorber to an adjusted damping, and understandably, the adjusted damping is a product of the base damping and the damping adjustment coefficient, specifically: firstly, preliminarily determining the product of the basic vibration reduction damping and the damping adjustment coefficient as the adjustment damping of the final input vibration damper (at the moment, the adjustment damping is the product of the basic vibration reduction damping and the damping adjustment coefficient); however, in the present invention, since the damper damping cannot exceed the preset damping range, when the preliminarily determined adjusted damping falls within the preset damping range, the adjusted damping is used as the adjusted damping of the damper; when the adjusting damping is larger than the maximum value of the preset damping range, taking the maximum value of the preset damping range as the adjusting vibration damping; and when the adjusted damping is smaller than the minimum value of the preset damping range, taking the minimum value of the preset damping range as the adjusted vibration damping. The embodiment realizes the fusion of the basic vibration damping and the damping adjustment coefficient so as to obtain the adjusted vibration damping. The second suspension control strategy is used for further adjusting the basic vibration damping on the basis of the first suspension control strategy to complete self-adaptive vibration damping compensation, finally, the purpose of adjusting the damping force of the shock absorber to change the aim of restraining the unbalanced pitching is achieved, and the balance of driving comfort and operation stability is further improved.
According to the method, different vibration damping control strategies (such as a first suspension control strategy and a second suspension control strategy) of the semi-active suspension are determined according to the lateral acceleration, the unsprung acceleration and the actual stroke, so that the vibration damper effect of the vibration damper can be optimal, meanwhile, the riding comfort and the operating stability of a vehicle are ensured, and the driving experience is improved.
In one embodiment, as shown in fig. 2, the step S200 includes:
s201, determining a vehicle running state according to the lateral acceleration, and determining a road surface state of a road surface on which the vehicle runs according to the unsprung acceleration and the actual travel; the vehicle running state includes, but is not limited to, a cornering running state and a quasi-straight running state, wherein the quasi-straight running state refers to a vehicle running straight or an approximately straight running. And the turning running state means that the vehicle is turning. The vehicle running state may be determined based on the lateral acceleration. The road surface conditions of the road surface on which the vehicle runs include, but are not limited to, a flat road surface condition and a rough road surface condition, wherein the rough road surface condition refers to the condition that the vehicle runs on a road with more rough surface, at the moment, the vibration damper is excessively large in stroke, the pitching and the rolling of the vehicle can be influenced, and the phenomenon of unbalanced pitching easily occurs; and the flat road surface state means that the vehicle is driven on a road with a flat road surface.
In a specific embodiment, as shown in fig. 3, the step S201, that is, the determining the vehicle driving state according to the lateral acceleration, includes:
s2011, judging whether the lateral acceleration is smaller than a preset lateral acceleration threshold value or not; the preset lateral acceleration threshold value can be calibrated in advance, and when the lateral acceleration is smaller than the preset lateral acceleration threshold value, the vehicle is indicated to run straight or approximately straight; and when the lateral acceleration is greater than or equal to a preset lateral acceleration threshold value, indicating that the vehicle is turning.
S2012, when the lateral acceleration is smaller than a preset lateral acceleration threshold value, determining that the vehicle running state is a quasi-straight running state; that is, when the lateral acceleration is smaller than the preset lateral acceleration threshold value, it is indicated that the vehicle is traveling straight or approximately straight, and at this time, it is possible to determine that the vehicle traveling state is a quasi-straight traveling state.
And S2013, when the lateral acceleration is larger than or equal to a preset lateral acceleration threshold value, determining that the vehicle running state is a turning running state. That is, when the lateral acceleration is greater than or equal to the preset lateral acceleration threshold value, it is indicated that the vehicle is making a sharp turn, and the lateral acceleration of the vehicle in the turning running state is greater, and therefore, when the lateral acceleration is greater than or equal to the preset lateral acceleration threshold value, it is indicated that the vehicle is making a turn, and it is possible to determine that the vehicle running state is the turning running state.
In a specific embodiment, as shown in fig. 4, the step S201, that is, the determining the road surface condition of the road surface on which the vehicle is traveling according to the unsprung acceleration and the actual travel, includes:
s2014, determining an absolute value of a difference value between the actual stroke and the calibration stroke; the calibration travel is an average value of the shock absorber travel of the vehicle within a preset time period; in this embodiment, when the vehicle continuously travels on the preset test road surface, it is considered that the damper stroke may eventually fluctuate up and down at the balance position, and the fluctuation value is balanced and stable, so the above-mentioned calibration stroke (i.e., the damper stroke corresponding to the stroke balance position) refers to the average value of all (or the preset number selected from) measured damper strokes of each damper in the travel process within the obtained preset time period (the preset time period may be set according to the requirement) when the vehicle travels on the preset test road surface (the preset test road surface is a road surface satisfying a certain test condition and allowing the vehicle to travel straight at a constant speed), and thus the absolute value of the difference between the actual stroke and the calibration stroke represents the degree of stroke deviation.
Further, the calibration travel refers to an average value of the damper travel of the vehicle in a constant-speed straight running process of a preset test pavement; in this embodiment, when the vehicle is traveling straight at a constant speed on the preset test road surface, it is considered that the damper travel may fluctuate up and down at the balance position, and the fluctuation value is balanced and stable, so the above-mentioned calibration travel (that is, the damper travel corresponding to the travel balance position) refers to the average value of the damper travel measured by each damper in the preset time period (or the preset number selected from the damper travel) when the vehicle is traveling straight at a constant speed on the preset test road surface (the preset test road surface is a road surface satisfying a certain test condition and being available for the vehicle to travel straight at a constant speed), and thus the absolute value of the difference between the actual travel and the calibration travel represents the degree of travel deviation.
In this embodiment, each damper corresponds to a calibration stroke. It will be appreciated that after the calibration stroke, the sprung mass will change due to the difference of the passengers when the vehicle is actually running, at this time, the stroke balance position of the damper stroke will also change, but in the course of constant speed straight running for a period of time, the four damper strokes will jump up and down at the new stroke balance position, and the average value will also be similar to the new balance position, so that the average value can be used as the calibration stroke of the new damper, that is, the calibration stroke can be updated regularly in the use process of the vehicle, that is, the vehicle can be controlled to run straight at a constant speed for a preset time period on the preset test road surface to recalibrate the stroke. Therefore, the invention can autonomously identify the travel balance point (namely the calibration travel) of the vehicle without being influenced by the load of the vehicle body, and is suitable for all vehicles with semi-active suspension.
S2015, judging whether the root mean square value of the unsprung acceleration in a preset period is smaller than a preset acceleration threshold value or not, and judging whether the absolute value is larger than a preset deviation stroke or not at the same time; the preset time period refers to a continuous time period which is already running before the current time point of running of the vehicle or a continuous time period which is already running and contains the current time point. The duration of the preset period may be set according to requirements. It can be understood that in the present invention, each shock absorber corresponds to the root mean square value of all actually measured unsprung accelerations of the shock absorber in a preset period, so in this step, it is determined whether the root mean square value of the unsprung accelerations in the preset period is smaller than a preset acceleration threshold value, specifically, whether the root mean square values corresponding to the four shock absorbers in the preset period are smaller than a preset acceleration threshold value, where the magnitude of the preset acceleration threshold value is set according to the requirement.
S2016, when the root mean square value of the unsprung acceleration is smaller than a preset acceleration threshold value and the absolute value is larger than a preset deviation travel, determining that the road surface state of the vehicle running road surface is a rough road surface state; in this embodiment, only if the root mean square value of each of the four shock absorbers within the preset period is smaller than the preset acceleration threshold value, the root mean square value of the unsprung acceleration of the vehicle within the preset period is considered to be smaller than the preset acceleration threshold value. And when any one of the root mean square values corresponding to the four vibration absorbers in the preset time period is larger than or equal to the preset acceleration threshold value, the root mean square value of the unsprung acceleration of the vehicle in the preset time period is considered to be larger than or equal to the preset acceleration threshold value.
It will be appreciated that when the vehicle is travelling on a road, the road surface excitation Xg acts on the vehicle through the tyres, springs and dampers to cause vertical, pitch and roll movements of the vehicle, and that in order to obtain good vehicle comfort it is desirable to minimise the vertical, pitch and roll movements of the vehicle body.
That is, when the vehicle is traveling on a road with a lot of undulations, the pitching of the vehicle body should be prioritized, at this time, the unsprung acceleration root mean square value is small, the suspension stroke is large, and at the same time, the pitching process of the vehicle is often accompanied by some roll motion, and the phenomenon of unbalanced pitching appears as the left and right suspension strokes are different, so that the fine adjustment of the vehicle body posture can be performed according to the suspension stroke at this time, and the comfort is improved. Therefore, when the root mean square value of the unsprung acceleration in the preset period is smaller than the preset acceleration threshold value and the absolute value of the difference between the actual stroke and the calibration stroke is larger than the preset deviation stroke, the road surface state of the running road surface of the vehicle is determined to be the undulating road surface state, at the moment, the fact that the vehicle runs on the road with more undulation is indicated, the vibration damper stroke is too large, the pitching and the rolling of the vehicle can be influenced, and the pitching imbalance phenomenon is easy to occur.
S2017, when the root mean square value of the unsprung acceleration is larger than or equal to a preset acceleration threshold value or the absolute value is smaller than or equal to a preset deviation stroke, determining that the road surface state of the vehicle running road surface is a flat road surface state.
From the above, when the vehicle is traveling on a flat urban road, the vertical motion should be preferentially considered, and at this time, the unsprung mass vibrates at a high frequency, the suspension stroke is small, and the root mean square value of the unsprung acceleration is large. Therefore, when the root mean square value of the unsprung acceleration in the preset period is greater than or equal to the preset acceleration threshold value, or the absolute value of the difference between the actual stroke and the calibration stroke is less than or equal to the preset deviation stroke (the preset deviation stroke can be set according to the requirement, for example, 40 mm), the road surface state of the running road surface of the vehicle is determined to be a flat road surface state, in this state, the semi-active suspension is impacted by the ground surface, and when the stroke change occurs and deviates from the balance position, the moderate stroke change can buffer the ground surface impact, thereby being beneficial to improving the comfort.
S202, determining a vibration reduction control strategy of the semi-active suspension according to the running state of the vehicle and the road surface state.
In a specific embodiment, the step S201, that is, the determining the damping control strategy of the semi-active suspension according to the vehicle driving state and the road surface state, includes:
When the vehicle running state is a quasi-straight running state and the road surface state of the road surface on which the vehicle is running is a flat road surface state, determining the vibration damping control strategy as a first suspension control strategy, wherein the first suspension control strategy comprises setting the damping coefficient of the vibration damper as a basic vibration damping.
That is, when the vehicle driving state is a quasi-straight driving state, at this time, when the road surface state of the vehicle driving road surface is a flat road surface state, the semi-active suspension is impacted by the ground due to the tires, and when the travel change occurs and deviates from the balance position, the moderate travel change can buffer the ground impact, which is beneficial to improving the comfort.
Understandably, the damping control strategy is determined to be the first suspension control strategy in step S202. Then, in step S300, the damper is controlled to execute a preset damping operation according to the damping control strategy, specifically: obtaining a preset damping-current correlation table corresponding to the shock absorber, determining a control current corresponding to the basic vibration damping (the first suspension control strategy comprises setting the damping coefficient of the shock absorber as the basic vibration damping) according to the preset damping-current correlation table, and outputting the control current to the shock absorber so as to adjust the vibration damping force of the shock absorber to the basic vibration damping, wherein the basic vibration damping belongs to a preset damping range. That is, in this embodiment, a current driving module connected to the damper is provided in the controller, and the current driving module is configured to output the above-described determined control current to the damper, and further, the damper may adjust the orifice opening of the solenoid valve through the input control current to change the damping force of the damper, and further, real-time damp the vibration of the vehicle body through the adjustment of the damping force of the damper, so that the damper effect of the damper is optimal, and at the same time, riding comfort and steering stability of the vehicle are ensured, and driving experience is improved.
In another embodiment, the step S201, that is, the determining the damping control strategy of the semi-active suspension according to the vehicle driving state and the road surface state, includes:
when the vehicle running state is a quasi-straight running state and the road surface state of the road surface on which the vehicle is running is a rough road surface state, determining a damping adjustment coefficient according to the absolute value of the difference between the actual stroke and the calibration stroke, and determining the damping control strategy as a second suspension control strategy, wherein the second suspension control strategy comprises setting the damping coefficient of the shock absorber as an adjustment damping, and the adjustment damping is the product of basic damping and the damping adjustment coefficient; the calibration travel is an average value of the shock absorber travel of the vehicle in a constant-speed straight running process with a preset duration.
It should be noted that the adjusting vibration damping is the product of the base vibration damping and the damping adjusting coefficient, specifically: firstly, preliminarily determining the product of the basic vibration reduction damping and the damping adjustment coefficient as the adjustment damping of the final input vibration damper (at the moment, the adjustment damping is the product of the basic vibration reduction damping and the damping adjustment coefficient); however, in the present invention, since the damper damping cannot exceed the preset damping range, when the preliminarily determined adjusted damping falls within the preset damping range, the adjusted damping is used as the adjusted damping of the damper; when the adjusting damping is larger than the maximum value of the preset damping range, taking the maximum value of the preset damping range as the adjusting vibration damping; and when the adjusted damping is smaller than the minimum value of the preset damping range, taking the minimum value of the preset damping range as the adjusted vibration damping. The embodiment realizes the fusion of the basic vibration damping and the damping adjustment coefficient so as to obtain the adjusted vibration damping.
In this embodiment, when the vehicle is in a quasi-straight running state and the vehicle is running on a road with more undulations, the excessive stroke of the shock absorber affects the pitching and rolling of the vehicle, and a pitching imbalance phenomenon is likely to occur, so that it is required to first determine a damping adjustment coefficient and determine a second suspension control strategy according to the damping adjustment coefficient, and the second suspension control strategy adjusts the base damping (the damping coefficient of the shock absorber is set to adjust the damping, where the adjusting damping is the product of the base damping and the damping adjustment coefficient, and the obtaining manner of the base damping is the same as that of the first suspension control strategy, which is not repeated herein), and then the shock absorber is controlled by the adjusted adjusting damping to perform a preset damping operation, so as to reduce the pitching and rolling of the vehicle and improve the driving comfort. In the present embodiment, the second suspension control strategy is executed only when the vehicle is traveling in a quasi-straight traveling state (the lateral acceleration is smaller than the preset lateral acceleration threshold value) and the vehicle traveling road surface is a rough road surface state (the root mean square value of the unsprung acceleration in the preset period is smaller than the preset acceleration threshold value, and the absolute value of the difference between the actual stroke and the calibrated stroke is larger than the preset deviated stroke). According to the embodiment, the second suspension control strategy is determined through the damping adjustment coefficient, so that the vibration damper effect of the vibration damper is optimal, the self-adaptive vibration damping compensation of the vehicle in a specific vehicle running state and a road surface state (namely, when the vehicle running state is a quasi-straight running state and the road surface state of the vehicle running road surface is a rough road surface state) is finally realized, the pitching unbalanced state of the vehicle in the specific vehicle running state and the road surface state is controlled, the pitching of the vehicle is restrained, and the riding comfort of the vehicle is ensured; in the embodiment of the invention, the damping of the shock absorber is controlled according to the actual stroke and the calibration stroke of the four-axis shock absorber, so that the stroke of the shock absorber is reduced, the roll phenomenon in unbalanced pitching can be effectively controlled, the phenomenon that the shock absorber impacts a limiting block is reduced, and the driving experience of a user is improved.
In the above embodiment of the present invention, the damping adjustment coefficient of the damper damping adaptive adjustment is determined by the damper stroke instead of being used as the judgment adjustment of the damper damping adaptive adjustment according to the vehicle body posture, and further the adjustment of the basic damping is further performed on the basis of the first suspension control strategy according to the damping adjustment coefficient, so as to change the control current input to the damper to perform adaptive damping compensation, and finally achieve the purpose of adjusting the damping force of the damper to change the damping imbalance of the damper, thereby further improving the balance of driving comfort and operation stability.
Further, the determining a damping adjustment coefficient according to the actual stroke includes:
acquiring a stroke offset adjustment coefficient table associated with the shock absorber; in this embodiment, as shown in fig. 6, the one-to-one correspondence between the absolute value of the difference between the actual stroke and the calibration stroke of the different shock absorbers (i.e., the shock absorber off-stroke) and the damping adjustment coefficient is set in the stroke offset adjustment coefficient table. It is understood that when the vehicle is traveling on the same road surface, the degree of the deviation of the damper stroke from the stroke balance position is related to the damper damping (the damper damping can be adjusted according to the damping adjustment coefficient), and the larger the damper damping is, the smaller the degree of the deviation of the damper stroke from the stroke balance position is, and conversely, the larger the degree of the deviation of the damper stroke from the stroke balance position is, so that by controlling the damper damping, the stroke of the damper can be controlled, and the damping effect of the damper can be adjusted. In the present invention, as shown in fig. 6, since the damper damping needs to be adjusted to suppress the pitch imbalance phenomenon, the increase in the damper stroke can be suppressed by multiplying the base damping output from the damper by the damping adjustment coefficient greater than 1 in the stroke offset adjustment coefficient table, thereby suppressing the pitch imbalance and improving the riding comfort.
And determining a damping adjustment coefficient corresponding to the absolute value according to the stroke offset adjustment coefficient table. It is understood that when there is a pitch imbalance, the damper damping is increased with a large stroke offset, which can effectively reduce the pitch imbalance. Therefore, in the present invention, different stroke deviation degrees correspond to different damping adjustment coefficients, and the larger the stroke deviation is, the larger the damping adjustment coefficient is, and the smaller the stroke deviation is, the smaller the damping adjustment coefficient is. Understandably, the calibration travel refers to an average value of the damper travel of the vehicle in a constant-speed straight-line running process of a preset test pavement; the above-mentioned calibration stroke (i.e., the stroke of the damper corresponding to the stroke balance position) refers to an average value of the stroke of the damper measured by each damper obtained during all (or a preset number selected from) the running process when the vehicle runs straight at a constant speed on a preset test road surface (the preset test road surface is a road surface which satisfies a certain test condition and can be used for the vehicle to run straight at a constant speed), and thus, the absolute value of the difference between the actual stroke and the calibration stroke represents the degree of the stroke deviation (the greater the absolute value, the more the stroke deviation). Therefore, in the embodiment of the invention, the damping of the shock absorber is controlled according to the actual stroke and the calibration stroke of the four-axis shock absorber, so that the stroke of the shock absorber is reduced, the roll phenomenon in unbalanced pitching can be effectively controlled, the phenomenon that the shock absorber impacts a limiting block is reduced, and the driving experience of a user is improved.
In an embodiment, the damping control strategy further includes a third suspension control strategy, and the step S200, that is, the damping control strategy for determining the semi-active suspension according to the vehicle driving state and the road surface state, includes:
and when the vehicle running state is a turning running state, determining the vibration reduction control strategy as the third suspension control strategy, wherein the third suspension control strategy comprises setting the damping coefficient of the vibration absorber to be the maximum value of the preset damping range of the vibration absorber.
In this embodiment, as long as it is determined that the vehicle running state is the cornering running state, at this time, the vehicle can be well controlled by the third suspension control strategy regardless of whether or not a large roll occurs in the vehicle (in the third suspension control strategy, when a sharp turn occurs in the vehicle, the damping coefficient of the shock absorber is set to the maximum value of the preset damping range of the shock absorber, the phenomena of large roll, nodding, and backseat of the vehicle body can be reduced, the vehicle body posture is effectively controlled, and running stability and operation stability are ensured), that is, the damping coefficient of the shock absorber is set to the maximum value of the preset damping range of the shock absorber. At this time, in step S300, the damper is controlled to execute a preset damping operation according to the damping control strategy, specifically: a preset damping-current correlation table corresponding to the shock absorber is obtained, a control current corresponding to the maximum value of the preset damping range (the third suspension control strategy comprises setting the damping coefficient of the shock absorber to the maximum value of the preset damping range of the shock absorber) is determined according to the preset damping-current correlation table, and the control current is output to the shock absorber so as to adjust the damping force of the shock absorber to the maximum value of the preset damping range. That is, each shock absorber corresponds to a preset damping-current correlation table, and the preset damping-current correlation table is determined according to the specific performance of the shock absorber. In the preset damping-current correlation table, each damping in the preset damping range of the shock absorber corresponds to one control current. That is, in this embodiment, a current driving module connected to the damper is provided in the controller, and the current driving module is configured to output the above-described determined control current to the damper, and further, the damper may adjust the orifice opening of the solenoid valve through the input control current to change the damping force of the damper, and further, real-time damp the vibration of the vehicle body through the adjustment of the damping force of the damper, so that the damper effect of the damper is optimal, and at the same time, riding comfort and steering stability of the vehicle are ensured, and driving experience is improved.
S300, controlling the shock absorber to execute preset shock absorption operation according to the shock absorption control strategy. The preset damping operation may be set according to a requirement, for example, to control the damper to adjust the orifice opening of the solenoid valve according to the input control current, so as to change the damping force of the damper.
Further, after determining that the damping control strategy is the second suspension control strategy in the step S200, the step S300, that is, the controlling the shock absorber to perform the preset damping operation according to the damping control strategy, includes:
acquiring a preset damping-current correlation table corresponding to the shock absorber, and determining a control current corresponding to the adjusted shock absorption damping according to the preset damping-current correlation table; that is, each shock absorber corresponds to a preset damping-current correlation table, and the preset damping-current correlation table is determined according to the specific performance of the shock absorber. In the preset damping-current correlation table, each damping in the preset damping range of the shock absorber corresponds to one control current. Since it has been determined in the above-described embodiment that the adjusted vibration damping must be within the above-described preset damping range, the control current corresponding to the adjusted vibration damping can be queried in the preset damping-current correlation table.
Outputting the control current to the shock absorber to adjust the shock absorption damping force of the shock absorber to the adjusted shock absorption damping. That is, in this embodiment, a current driving module connected to the damper is provided in the controller, and the current driving module is configured to output the above-described determined control current to the damper, and further, the damper may adjust the orifice opening of the solenoid valve through the input control current to change the damping force of the damper, and further, real-time damping of the vibration of the vehicle body through adjustment of the damping force of the damper, thereby improving riding comfort.
It should be understood that the sequence number of each step in the foregoing embodiment does not mean that the execution sequence of each process should be determined by the function and the internal logic, and should not limit the implementation process of the embodiment of the present invention.
The invention provides a semi-active suspension control system, which comprises a shock absorber and a controller connected with the shock absorber; the controller is used for executing the semi-active suspension control method. The specific arrangement of the controller in the semi-active suspension control system of the present invention corresponds to the semi-active suspension control method one by one, and will not be described herein. The various modules in the controller described above may be implemented in whole or in part by software, hardware, and combinations thereof. The above modules may be embedded in hardware or may be independent of a processor in the computer device, or may be stored in software in a memory in the computer device, so that the processor may call and execute operations corresponding to the above modules.
Further, the semi-active suspension control system also includes a sensing assembly coupled to the controller; the sensing assembly includes a gyroscope and an unsprung acceleration sensor disposed on the vehicle; wherein the gyroscope may be an IMU gyroscope; the gyroscope is used for measuring lateral acceleration (such as measuring lateral acceleration during running of a vehicle in real time); the unsprung acceleration sensor is used to measure unsprung acceleration of the vehicle (e.g., measure unsprung acceleration during running of the vehicle in real time). In one embodiment, the stroke of the shock absorber may be calculated from the unsprung acceleration measured by the sensor assembly, and the velocity and acceleration signals measured by the gyroscope and the like. In yet another embodiment, the sensing assembly includes a height sensor disposed on the vehicle; the height sensor is used for measuring the actual stroke of the shock absorber in the running process of the vehicle in real time. In the present invention, one damper is provided at each of four wheel-corresponding positions of the vehicle, and the damper includes, but is not limited to, a CDC damper, a magnetorheological damper, or the like. Meanwhile, a current driving module connected with the shock absorber is arranged in the controller and is used for outputting control current to the shock absorber, and then the shock absorber can adjust the orifice opening of the electromagnetic valve through the input control current so as to change the vibration damping force of the shock absorber, and further the vibration of the automobile body is attenuated in real time through the adjustment of the vibration damping force of the shock absorber, so that riding comfort is improved. Further, the sensing assembly may include four height sensors disposed at the four shock absorber locations of the vehicle, each for measuring a shock absorber stroke of a corresponding shock absorber thereof during travel of the vehicle. The gyroscope is arranged in the middle of the vehicle. The invention is applicable to vehicles with semi-active suspensions.
The invention also provides a vehicle comprising the semi-active suspension control system. The semi-active suspension control system comprises a shock absorber and a controller connected with the shock absorber; further, the semi-active suspension control system also includes a sensing assembly coupled to the controller; the sensing assembly includes a gyroscope and an unsprung acceleration sensor disposed on the vehicle; the gyroscope is used for measuring the lateral acceleration of the vehicle in the running process in real time; the unsprung acceleration sensor is used for measuring unsprung acceleration in the running process of the vehicle in real time. In one embodiment, the stroke of the shock absorber may be calculated from the unsprung acceleration measured by the sensor assembly, and the velocity and acceleration signals measured by the gyroscope and the like. In yet another embodiment, the sensing assembly includes a height sensor disposed on the vehicle; the height sensor is used for measuring the actual stroke of the shock absorber in the running process of the vehicle in real time. In the present invention, one damper is provided at each of four wheel-corresponding positions of the vehicle, and the damper includes, but is not limited to, a CDC damper, a magnetorheological damper, or the like. Meanwhile, a current driving module connected with the shock absorber is arranged in the controller and is used for outputting control current to the shock absorber, and then the shock absorber can adjust the orifice opening of the electromagnetic valve through the input control current so as to change the vibration damping force of the shock absorber, and further the vibration of the automobile body is attenuated in real time through the adjustment of the vibration damping force of the shock absorber, so that riding comfort is improved. Further, the sensing assembly may include four height sensors disposed at the four shock absorber locations of the vehicle, each for measuring a shock absorber stroke of a corresponding shock absorber thereof during travel of the vehicle. The gyroscope is arranged in the middle of the vehicle. The above-described vehicle of the present invention is a vehicle having a semi-active suspension.
For specific limitations of the controller in the present invention, reference may be made to the above limitation of the semi-active suspension control system, and no further description is given here.
The above embodiments are only for illustrating the technical solution of the present invention, and not for limiting the same; although the invention has been described in detail with reference to the foregoing embodiments, it will be understood by those of ordinary skill in the art that: the technical scheme described in the foregoing embodiments can be modified or some technical features thereof can be replaced by equivalents; such modifications and substitutions do not depart from the spirit and scope of the technical solutions of the embodiments of the present invention, and are intended to be included in the scope of the present invention.
Claims (13)
1. A semi-active suspension control method, comprising:
acquiring the lateral acceleration, the unsprung acceleration and the actual stroke of a vehicle shock absorber in the running process of the vehicle;
determining a vibration damping control strategy of the semi-active suspension according to the lateral acceleration, the unsprung acceleration and the actual stroke, wherein the vibration damping control strategy comprises a first suspension control strategy and a second suspension control strategy;
and controlling the shock absorber to execute preset vibration damping operation according to the vibration damping control strategy.
2. The semi-active suspension control method as defined in claim 1 wherein said determining a damping control strategy for a semi-active suspension based on said lateral acceleration, said unsprung acceleration, and said actual travel comprises:
determining a vehicle running state according to the lateral acceleration, and determining a road surface state of a road surface on which the vehicle runs according to the unsprung acceleration and the actual travel;
and determining a vibration reduction control strategy of the semi-active suspension according to the running state of the vehicle and the road surface state.
3. The semi-active suspension control method as defined in claim 2 wherein said determining a vehicle travel condition from said lateral acceleration includes:
judging whether the lateral acceleration is smaller than a preset lateral acceleration threshold value or not;
when the lateral acceleration is smaller than a preset lateral acceleration threshold value, determining that the vehicle running state is a quasi-straight running state;
and when the lateral acceleration is greater than or equal to a preset lateral acceleration threshold value, determining that the vehicle running state is a turning running state.
4. The semi-active suspension control method according to claim 2 wherein said determining a road surface condition of a road surface on which the vehicle is traveling based on said unsprung acceleration and said actual stroke includes:
Determining an absolute value of a difference between the actual stroke and a calibration stroke; the calibration travel is an average value of the travel of the shock absorber in the constant-speed straight-line travel process of the vehicle with preset duration;
judging whether the root mean square value of the unsprung acceleration in a preset period is smaller than a preset acceleration threshold value or not, and judging whether the absolute value is larger than a preset deviation stroke or not at the same time;
when the root mean square value of the unsprung acceleration is smaller than a preset acceleration threshold value and the absolute value is larger than a preset deviation travel, determining that the road surface state of the vehicle running road surface is a rough road surface state;
and when the root mean square value of the unsprung acceleration is larger than or equal to a preset acceleration threshold value or the absolute value is smaller than or equal to a preset deviation travel, determining that the road surface state of the vehicle running road surface is a flat road surface state.
5. The semi-active suspension control method as defined in claim 2 wherein said determining a damping control strategy for a semi-active suspension based on said vehicle driving condition and said road surface condition includes:
when the vehicle running state is a quasi-straight running state and the road surface state of the road surface on which the vehicle is running is a flat road surface state, determining the vibration damping control strategy as a first suspension control strategy, wherein the first suspension control strategy comprises setting the damping coefficient of the vibration damper as a basic vibration damping.
6. The semi-active suspension control method of claim 5 wherein said first suspension control strategy is a zenith control strategy or a preset acceleration control strategy.
7. The semi-active suspension control method as defined in claim 2 wherein said determining a damping control strategy for a semi-active suspension based on said vehicle driving condition and said road surface condition includes:
when the vehicle running state is a quasi-straight running state and the road surface state of the road surface on which the vehicle is running is a rough road surface state, determining a damping adjustment coefficient according to the absolute value of the difference between the actual stroke and the calibration stroke, and determining the damping control strategy as a second suspension control strategy, wherein the second suspension control strategy comprises setting the damping coefficient of the shock absorber as an adjustment damping, and the adjustment damping is the product of basic damping and the damping adjustment coefficient; the calibration travel is an average value of the shock absorber travel of the vehicle in a constant-speed straight running process with a preset duration.
8. The semi-active suspension control method as defined in claim 7 wherein said determining a damping adjustment coefficient based on said actual travel includes:
Acquiring a stroke offset adjustment coefficient table associated with the shock absorber;
and determining a damping adjustment coefficient corresponding to the absolute value according to the stroke offset adjustment coefficient table.
9. The semi-active suspension control method of claim 7, wherein after determining that the damping control strategy is a second suspension control strategy, the controlling the shock absorber to perform a preset damping operation in accordance with the damping control strategy comprises:
acquiring a preset damping-current correlation table corresponding to the shock absorber, and determining a control current corresponding to the adjusted shock absorption damping according to the preset damping-current correlation table;
outputting the control current to the shock absorber to adjust the shock absorption damping force of the shock absorber to the adjusted shock absorption damping.
10. The semi-active suspension control method of claim 2 wherein said damping control strategy further comprises a third suspension control strategy, said determining a damping control strategy for a semi-active suspension based on said vehicle driving condition and said road surface condition comprising:
and when the vehicle running state is a turning running state, determining the vibration reduction control strategy as the third suspension control strategy, wherein the third suspension control strategy comprises setting the damping coefficient of the vibration absorber to be the maximum value of the preset damping range of the vibration absorber.
11. A semi-active suspension control system comprising a shock absorber and a controller coupled to the shock absorber; the controller is configured to perform the semi-active suspension control method according to any one of claims 1 to 10.
12. The semi-active suspension control system of claim 11 further comprising a sensing assembly coupled to said controller, said sensing assembly including a gyroscope, an unsprung acceleration sensor, and a height sensor disposed on said vehicle; the gyroscope is used for measuring lateral acceleration; the unsprung acceleration sensor is used for measuring unsprung acceleration, and the height sensor is used for measuring actual stroke of the shock absorber.
13. A vehicle comprising a semi-active suspension control system as claimed in claim 11 or 12.
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