CN116101008B - Semi-active suspension control method and system based on whole vehicle performance and vehicle - Google Patents
Semi-active suspension control method and system based on whole vehicle performance and vehicleInfo
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- CN116101008B CN116101008B CN202310177228.7A CN202310177228A CN116101008B CN 116101008 B CN116101008 B CN 116101008B CN 202310177228 A CN202310177228 A CN 202310177228A CN 116101008 B CN116101008 B CN 116101008B
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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
- B60G17/0182—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load the regulating means comprising electric or electronic elements characterised by the use of a specific signal treatment or control method involving parameter estimation, e.g. observer, Kalman filter
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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
- B60G2800/00—Indexing codes relating to the type of movement or to the condition of the vehicle and to the end result to be achieved by the control action
- B60G2800/20—Stationary vehicle
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G2800/00—Indexing codes relating to the type of movement or to the condition of the vehicle and to the end result to be achieved by the control action
- B60G2800/70—Estimating or calculating vehicle parameters or state variables
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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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- Mechanical Engineering (AREA)
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Abstract
本发明公开了一种基于整车性能的半主动悬架控制方法、系统及车辆，其包括如下步骤：S1，获取车辆状态信息；S2，基于获取的车辆状态信息并以保证车辆行驶平顺性能为目的分析计算得到第一阻尼力；S3，基于获取的车辆状态信息并以保证车辆行驶操纵稳定性能为目的分析计算得到第二阻尼力；S4，对第一阻尼力和第二阻尼力进行加权求和，得到悬架目标阻尼力；S5，根据得到的悬架目标阻尼力调整可调阻尼减振器驱动控制单元的电流。从整车性能为出发点，针对车辆行驶平顺性能及车辆行驶操纵稳定性能提出控制方法，能更好地兼顾垂向、纵向、侧向多维度性能述求，做到更好兼顾更多性能，同时避免不同任务状态切换时，带来的突兀感。
The present invention discloses a semi-active suspension control method, system and vehicle based on vehicle performance, which includes the following steps: S1, obtaining vehicle status information; S2, analyzing and calculating a first damping force based on the obtained vehicle status information and for the purpose of ensuring vehicle driving smoothness performance; S3, analyzing and calculating a second damping force based on the obtained vehicle status information and for the purpose of ensuring vehicle driving handling stability performance; S4, weighted summing the first damping force and the second damping force to obtain a suspension target damping force; S5, adjusting the current of an adjustable damping shock absorber drive control unit according to the obtained suspension target damping force. Starting from the vehicle performance, a control method is proposed for vehicle driving smoothness performance and vehicle driving handling stability performance, which can better take into account vertical, longitudinal and lateral multi-dimensional performance requirements, better take into account more performance, and avoid the abruptness caused by switching between different task states.
Description
Technical Field
The invention relates to the technical field of suspension system control, in particular to a semi-active suspension control method and system based on the whole vehicle performance and a vehicle.
Background
Along with the popularization of new energy vehicle types, more and more vehicle types are provided with semi-active suspensions, wherein the most commonly used shock absorbers are electromagnetic valve type shock absorbers and magneto-rheological type shock absorbers. The purpose of each big host factory is equipped with automatically controlled shock absorber mainly in order to promote whole car performance, extremely user experience. The method has the advantages of high hardware capacity, high timeliness, high adjustable damping force bandwidth and high reliability, and excellent software capacity, especially application layer algorithm, is most important in software, and determines the response of the whole system. The invention patent 'automobile damping continuously adjustable semi-active suspension electric control device' (application number: 201921970756.3, publication date: 2020.06.26) mainly relates to a hardware design aspect, and briefly describes a part of electric control methods for performing task control according to the running state of a vehicle, wherein the task control comprises vehicle body vertical vibration control, vehicle body pitching control, vehicle body roll control, wheel vertical vibration control and vehicle instability control. But the tasks are arbitrated in a grading way, the roll control level is better than the pitch control, the stability control is generally better than the smoothness control, and the phenomenon of smaller matching space exists for the comfort vehicle in the actual vehicle application.
CN112339517a discloses a semi-active suspension control method and control system, mainly using a switch-on-off zenith algorithm, based on expert database, obtaining the minimum damping coefficient C min and the maximum damping coefficient C max which can be achieved by the damping adjustable shock absorber corresponding to different sprung accelerations, obtaining the basic damping coefficient, then correcting by vehicle gesture judgment, combining the two to output damping coefficients together, and adjusting and controlling the damping adjustable shock absorber. However, the base damping adopts a switch method, damping force is switched back and forth, buffeting is easy to occur, and secondly, rolling control of a vehicle in comfort and rolling control of the vehicle in operation stability are mixed together. For the chassis electric control algorithm, it is still recommended to make a diversified strategy based on rich use scenes, and the method can be closer to the demands of users.
The semi-active suspension control method and device for the vehicle, the vehicle and the medium disclosed by CN114919365A and the canopy damping control method, device, computer equipment and medium disclosed by CN114905908A are all studied by detailed algorithms based on a certain working condition, and no architecture and method are provided in all directions based on the performance of the whole vehicle.
Referring to the previous patents, complex algorithm development is mainly performed for vertical vibration control, such as synovial membrane control, neural network, particle swarm method and the like, which all need accurate vehicle models, and the method is complex in calculation method, high in calculation force requirement and low in applicability. Or the whole vehicle performance is not comprehensively studied, and only the smoothness or the special protruding working condition is studied.
Disclosure of Invention
The invention aims to provide a semi-active suspension control method and system based on whole vehicle performance and a vehicle, and provides a control method aiming at the running smoothness performance and the running steering stability performance of the vehicle from the whole vehicle performance as a starting point, wherein the method can better consider the requirements of the vertical, longitudinal and lateral multidimensional performance, and take special working conditions into consideration to output final output damping force, so that more performances are better considered, and meanwhile, abrupt feeling caused when different task states are switched is avoided.
In order to achieve the above purpose, the technical scheme adopted by the invention is as follows:
a semi-active suspension control method based on the whole vehicle performance comprises the following steps:
S1, acquiring vehicle state information;
S2, analyzing and calculating to obtain a first damping force based on the acquired vehicle state information and aiming at guaranteeing the running smoothness of the vehicle;
S3, analyzing and calculating to obtain a second damping force based on the acquired vehicle state information and aiming at guaranteeing the running steering stability of the vehicle;
S4, carrying out weighted summation on the first damping force and the second damping force to obtain a suspension target damping force;
And S5, adjusting the current of the driving control unit of the adjustable damping shock absorber according to the suspension target damping force obtained in the S4.
Further, the first damping force is in accordance with at least one of a sprung mass-based vertical vibration control, an unsprung mass-based vertical vibration control, a body pitch motion control based on body pitch comfort, and a body roll motion control based on body roll comfort;
The vertical vibration control based on the sprung mass is that the sprung acceleration and the sprung speed in the vehicle state information are weighted and fused, then the product operation is carried out on the sprung acceleration and the sprung speed and the suspension movement speed, and then the two-dimensional table lookup is carried out on the product operation result and the vehicle speed to obtain a suspension damping coefficient C spmas;
The vertical vibration control based on the unsprung mass is that the unsprung acceleration and the vehicle speed in the vehicle state information are subjected to two-dimensional table lookup to obtain a suspension damping coefficient C w;
The vehicle body pitching motion control based on the vehicle body pitching comfort comprises the steps of carrying out two-dimensional table lookup on the vehicle pitch angle speed and the vehicle speed in the vehicle state information to obtain a suspension damping coefficient C θ;
the vehicle body roll motion control based on the vehicle body roll comfort comprises the steps of performing two-dimensional table lookup on the vehicle roll angle speed and the vehicle speed in the vehicle state information to obtain a suspension damping coefficient
The calculation formula of the first damping force F Ride is: Where v def is the relative vibration velocity of the sprung and unsprung masses, R spmas is the weight coefficient based on the vertical vibration control of the sprung mass, R w is the weight coefficient based on the vertical vibration control of the unsprung mass, R θ is the weight coefficient based on the pitch motion control of the vehicle body for vehicle body pitch comfort, A weight coefficient for the vehicle body roll motion control based on the vehicle body roll comfort.
Further, the sprung acceleration and the sprung speed are weighted and fused specifically: wherein Z rh is a fusion vibration coefficient, k1 is a weight coefficient of sprung acceleration, For sprung acceleration, k2 is the weight coefficient of sprung velocity,V def is the relative vibration speed of the sprung and unsprung masses.
Further, the calculation formula of the second damping force F Handing in S3 is F Handing＝vdef×(Cx×Rx+Cy×Ry), wherein v def is the relative vibration speed of the sprung mass and the unsprung mass, C x is the longitudinal damping coefficient, R x is the weight coefficient of the longitudinal damping force, C y is the lateral damping coefficient, and R y is the weight coefficient of the lateral damping force.
The longitudinal damping coefficient is obtained by separately carrying out two-dimensional table lookup according to the longitudinal acceleration of the vehicle, the stroke of a brake pedal, the opening degree of an accelerator pedal and the vehicle speed and considering front and rear suspensions, outputting a damping coefficient required for braking and a damping coefficient required for accelerating, and taking the maximum value of the damping coefficient required for braking and the damping coefficient required for accelerating as the longitudinal damping coefficient;
The lateral damping coefficient is obtained by carrying out two-dimensional table lookup according to the lateral acceleration, steering wheel angle and steering wheel angular velocity of the vehicle and considering the left and right of front and rear suspensions, and outputting the damping coefficient required by lateral overbending, namely the lateral damping coefficient.
Further, the calculation formula of the suspension target damping force F damp in S4 is F damp＝FRide×RR+FHanding×RH, wherein F Ride is a first damping force, F Handing is a second damping force, R R is a first weight coefficient, and R H is a second weight coefficient;
the first weight coefficient and the second weight coefficient are calibrated in advance according to different driving modes.
And further, calibrating the maximum damping force and the minimum damping force acceptable to the road surface based on different road conditions and vehicle speeds, and carrying out amplitude limiting processing on the suspension target damping force obtained in the step S4 to output.
Further, whether the vehicle is in the limit travel range is judged according to the height sensor signal, when the preset travel threshold is reached, the correction coefficient is calibrated according to the height signal and the vehicle speed, and the final suspension target damping force is obtained by multiplying the correction coefficient with the suspension target damping force obtained in the step S4.
The semi-active suspension control device based on the whole vehicle performance can execute the steps of the semi-active suspension control method based on the whole vehicle performance, and comprises a vehicle state information acquisition module, a vehicle driving smoothness performance calculation module, a vehicle driving stability performance calculation module, a weighted output module and a current adjustment adjustable damping shock absorber driving control unit, wherein the vehicle state information acquisition module is used for acquiring vehicle state information, the vehicle driving smoothness performance calculation module is used for analyzing and calculating to obtain a first damping force based on the acquired vehicle state information and aiming at guaranteeing the vehicle driving smoothness performance, the vehicle driving stability performance calculation module is used for analyzing and calculating to obtain a second damping force based on the acquired vehicle state information and aiming at guaranteeing the vehicle driving stability performance, and the weighted output module is used for carrying out weighted summation on the first damping force and the second damping force to obtain a suspension target damping force.
A vehicle comprises the semi-active suspension control device based on the whole vehicle performance.
The invention has the beneficial effects that:
1. the invention provides a framework and a method for considering the performance in all aspects based on the performance of the whole vehicle, taking the smoothness, stability and extreme special conditions of the vehicle into consideration, and the framework and the method have the advantages of more abundant application scenes, better vehicle application effect and capability of meeting the requirements of users.
2. The invention provides four aspects aiming at smoothness, and relates to three directions, including algorithm strategies of vertical, pitching and rolling comfortableness. The device also vertically gives consideration to two parts of sprung vibration and unsprung vibration, and then the weight coefficients of four aspects are calibrated according to the performance requirements so as to achieve better effects;
3. The invention provides a strategy algorithm about lateral and longitudinal transient, steady and limit states aiming at the running operation stability of the vehicle, not only calibrates by acceleration to require damping force, but also calibrates by introducing brake pedal stroke, accelerator pedal opening, steering wheel rotation angle and steering wheel rotation angle speed, and has more comprehensive effect.
4. The invention provides an arbitration method in different modules such as an operation stability module, and also provides an arbitration method between upper modules such as operation stability and smoothness, meanwhile, different driving modes are considered to realize performance requirements between different modes, and acceptable maximum and minimum damping coefficients are confirmed according to different road surface grades, and finally the output coefficients are subjected to amplitude limiting treatment.
5. The invention adopts each module to calculate at the same time and arbitrate finally, avoids the abrupt change of damping force caused by repeated switching among working conditions caused by the task control (meeting a certain trigger condition and only executing the strategy of the module), and reduces the user experience.
6. The invention avoids the iterative computation of complex algorithm, directly calibrates by multi-parameter and multi-dimension, has quick response and is easier to use in subsequent mass production.
Drawings
FIG. 1 is a flow chart of a semi-active suspension control method based on overall vehicle performance according to the present invention;
FIG. 2 is a flow chart of calculation of smoothness performance based on vehicle driving according to the present invention;
FIG. 3 is a calibration reference diagram for sprung mass vibration control according to the present invention;
FIG. 4 is a flow chart of the calculation of vehicle-based driving stability performance according to the present invention;
FIG. 5 is a flow chart of weighted calculation of a first damping force and a second damping force.
Detailed Description
Further advantages and effects of the present invention will become readily apparent to those skilled in the art from the disclosure herein, by referring to the accompanying drawings and the preferred embodiments. The invention may be practiced or carried out in other embodiments that depart from the specific details, and the details of the present description may be modified or varied from the spirit and scope of the present invention. It should be understood that the preferred embodiments are presented by way of illustration only and not by way of limitation.
It should be noted that the illustrations provided in the following embodiments merely illustrate the basic concept of the present invention by way of illustration, and only the components related to the present invention are shown in the drawings and are not drawn according to the number, shape and size of the components in actual implementation, and the form, number and proportion of the components in actual implementation may be arbitrarily changed, and the layout of the components may be more complicated.
Referring to fig. 1, a semi-active suspension control method based on the overall vehicle performance is shown, which includes the following steps:
S1, acquiring vehicle state information through a vehicle state information acquisition module, wherein the vehicle state information comprises CAN signal acquisition, sensor transmission signal processing and vehicle state estimation, and the whole vehicle CAN signal is mainly converted according to a vehicle DBC parameter table (offset, amplification factor and limit value). The sensor transmission signal processing mainly comprises that a vehicle body acceleration sensor transmits acceleration signals, or a height sensor transmits displacement signals of the vehicle body relative to unsprung, or unsprung acceleration tested by the unsprung acceleration sensor, or 3-direction vehicle body acceleration signals and 3-direction vehicle body angular velocity signals transmitted by an IMU (inertial measurement unit), sensor architectures such as '4+3', '1+2', '1+3' and the like can be freely combined, and vehicle state estimation is carried out through a geometric method or a Kalman filtering algorithm. Preferably, the invention employs a "4+3" sensor architecture, i.e. estimation of unsprung acceleration, sprung velocity estimation, etc. by 4 height sensors, 3 sprung acceleration sensors. The invention is not repeated, is not limited to any of the above combined sensor architectures, and can adopt the semi-active suspension control method based on the whole vehicle performance.
S2, based on the acquired vehicle state information and with the aim of guaranteeing the running smoothness of the vehicle, the first damping force F Ride is obtained through analysis and calculation based on the running smoothness calculation module of the vehicle.
The first damping force is in accordance with at least one of sprung mass-based vertical vibration control, unsprung mass-based vertical vibration control, body pitch motion control based on body pitch comfort, and body roll motion control based on body roll comfort. The four sub-modules simultaneously receive signals transmitted by the vehicle state information acquisition module, simultaneously operate according to a response module strategy and output corresponding suspension damping coefficients. When the number of modules can be adjusted according to the performance requirement, the four modules can be freely combined, and the four modules are preferably calculated in parallel, but only one, two and three modules can be selected due to the factors of cost and the like.
The vertical vibration control based on the sprung mass is that the traditional canopy control strategy or the ADD control strategy is an on-off switch type, buffeting phenomenon of repeated damping switching exists in the practical application process, damping force is switched between the maximum and the minimum, and the method is not suitable for abundant user use scenes. According to the invention, the vibration of the vehicle body in a low frequency range is improved based on the ceiling control (shyhook), the vibration of the vehicle body in a middle-high frequency range is mainly improved by the ADD control, the vibration of the vehicle body in the middle-high frequency range is fused to obtain a fused vibration coefficient Z rh representing the vibration degree, namely, the sprung acceleration and the sprung speed in the vehicle state information are weighted and fused and then are subjected to product operation with the suspension motion speed, see fig. 3, the product operation result and the vehicle speed V spd are subjected to two-dimensional table lookup to obtain suspension damping coefficients C spmas under different fused vibration coefficients and different vehicle speeds, and the vibration of the vehicle body in the full frequency domain can be controlled. The sprung acceleration and the sprung speed are weighted and fused specifically: wherein Z rh is a fusion vibration coefficient, k1 is a weight coefficient of sprung acceleration, For sprung acceleration, k2 is the weight coefficient of sprung velocity,V def is the relative vibration speed of the sprung and unsprung masses.
The vertical vibration control based on the unsprung mass is mainly based on the vibration degree of the unsprung mass and the change trend along with the vehicle speed, and two-dimensional table lookup is carried out, namely the unsprung acceleration and the vehicle speed in the vehicle state information are carried out to obtain a suspension damping coefficient C w so as to inhibit the vibration of the unsprung mass, namely the vibration phenomenon of wheels. The table can be calibrated later according to actual vehicle performance.
The vehicle body pitching motion control based on the vehicle body pitching comfort is mainly based on calibration of the vehicle pitch angle rate and the vehicle speed, and the vehicle pitch angle rate and the vehicle speed in the vehicle state information are subjected to two-dimensional table lookup to obtain a suspension damping coefficient C θ so as to control the vehicle pitching smoothness.
The vehicle body roll motion control based on the vehicle body roll comfort is mainly based on the calibration of the vehicle roll angle speed and the vehicle speed, namely, the vehicle roll angle speed and the vehicle speed in the vehicle state information are subjected to two-dimensional table lookup to obtain the suspension damping coefficientTo control vehicle roll smoothness.
The control is calibrated according to the corresponding characteristic road surface, such as long-wave road surface is adopted for vehicle body pitching motion control based on vehicle body pitching comfort, left-right inconsistent broken road surfaces are adopted for vehicle body rolling motion control based on vehicle body rolling comfort, sprung mass vertical vibration control and unsprung mass vertical vibration control are mainly calibrated according to various characteristic road surfaces with inconsistent road surface grades, z rh and unsprung vibration acceleration of various vibration degrees are firstly calibrated according to different road surfaces, and then optimal damping coefficients of different road surfaces are calibrated according to vehicle speeds.
Calibrating weight coefficients of the vehicle body pitching motion control based on sprung mass vertical vibration control, the unsprung mass vertical vibration control, the vehicle body pitching comfort and the vehicle body rolling motion control based on vehicle body rolling comfort according to actual performance requirements, and further obtaining a calculation formula of a first damping force F Ride as follows:
Where v def is the relative vibration velocity of the sprung and unsprung masses, R spmas is the weight coefficient based on the vertical vibration control of the sprung mass, R w is the weight coefficient based on the vertical vibration control of the unsprung mass, R θ is the weight coefficient based on the pitch motion control of the vehicle body for vehicle body pitch comfort, A weight coefficient for the vehicle body roll motion control based on the vehicle body roll comfort.
And S3, based on the acquired vehicle state information and aiming at guaranteeing the running operation stability performance of the vehicle, analyzing and calculating the second damping force by a running operation stability performance calculation module of the vehicle.
The calculation formula of the second damping force F Handing is F Handing＝vdef×(Cx×Rx+Cy×Ry), wherein v def is the relative vibration speed of the sprung mass and the unsprung mass, C x is the longitudinal damping coefficient, R x is the weight coefficient of the longitudinal damping force, C y is the lateral damping coefficient, and R y is the weight coefficient of the lateral damping force.
Referring to fig. 4, the longitudinal damping coefficient is obtained by separately performing a two-dimensional lookup table according to the longitudinal acceleration of the vehicle, the stroke of the brake pedal, the opening degree of the accelerator pedal, and the vehicle speed, taking front and rear suspensions into consideration, and outputting a damping coefficient required for braking and a damping coefficient required for acceleration, wherein the maximum value of the damping coefficient required for braking and the damping coefficient required for acceleration is used as the longitudinal damping coefficient. The longitudinal damping force output control is mainly divided into acceleration damping force output control and deceleration damping force output control according to the longitudinal acceleration direction (forward positive and backward negative). The acceleration damping force output control is mainly used for calibrating damping coefficients according to the longitudinal acceleration a x, the accelerator opening T tr and the vehicle speed V spd, and the damping coefficients are correspondingly increased along with the increase of the acceleration. The deceleration damping force output control considers a conventional braking damping force control output and an emergency braking damping force control output. When the vehicle is braked normally, the relation between the longitudinal deceleration a x and the damping coefficient is calibrated, and the relation between the brake pedal stroke D brkpdl and the vehicle speed V spd and the damping coefficient is calibrated, so that the front axle compression damping force and the rear suspension rebound damping force are calibrated in an increasing trend, and the vehicle body nodding action in the braking process of the vehicle is improved. When the longitudinal acceleration of the vehicle or the stroke of the brake pedal reaches a certain threshold value, the vehicle is judged to be emergency braking, the front suspension compression damping force is further increased, the rear suspension rebound damping force is slightly reduced by calibrating the parameter table, so that the possibility of the rear suspension tyre being lifted off the ground is improved, and the ground grabbing property of the vehicle is ensured.
The lateral damping coefficient is obtained by carrying out two-dimensional table lookup according to the lateral acceleration, steering wheel angle and steering wheel angular velocity of the vehicle and considering the left and right of front and rear suspensions, and outputting the damping coefficient required by lateral overbending, namely the lateral damping coefficient. The method mainly considers that the shock absorber has larger effect on transient working conditions when the vehicle roll angle speed changes, and the damping force is smaller but cannot be ignored under steady working conditions, wherein the two conditions mainly are that the damping force is increased to improve the vehicle roll angle speed and the roll angle, but the method also considers that the damping force is suggested to be reduced under the condition that the vehicle is in a limit state so as to reduce the left-right shift of axle load and improve the limit ground grabbing property of the vehicle. Therefore, the lateral damping force output control is divided into lateral steady-state damping force output control, lateral transient damping force output control and lateral limit state damping force output control, and the lateral damping coefficient output arbitration is carried out according to actual user scenes. The lateral steady-state damping force output control performs damping coefficient calibration according to the lateral acceleration a y, the lateral transient damping force output control performs damping coefficient two-dimensional calibration according to the steering wheel corner Swa, the steering wheel angular speed SwaRate and the vehicle speed V spd, and the lateral limit state damping force output control performs damping coefficient calibration according to the lateral acceleration.
And S4, determining weight coefficients occupied by the first damping force and the second damping force, and carrying out weighted summation on the first damping force and the second damping force to obtain the suspension target damping force. The calculation formula of the suspension target damping force F damp is F damp＝FRide×RR+FHanding×RH, wherein F Ride is a first damping force, F Handing is a second damping force, R R is a first weight coefficient, R H is a second weight coefficient, and the first weight coefficient and the second weight coefficient are calibrated in advance according to different driving modes.
Referring to fig. 5, according to the driving mode input of the vehicle, the comfort mode is when the mode input is 1, the sport mode is when the mode input is 2, the energy saving mode is 4 when the mode input is 3, and other mode input signals are unified into other modes. The above mode inputs "1, 2,3, 4" are defined and are not fixed, and are shown only by way of example and are not mandatory. The invention mainly provides a method for outputting operating stability and a smoothness weight coefficient under different modes, which can cover the mode types listed above and can be developed according to user requirements, wherein the operating stability and the weight coefficient are calibrated according to the vehicle speed under different mode requirements, for example, under a comfort mode, when the speed is low, the smoothness output damping force, namely the first damping force F Ride, is degraded to a small extent, the operating stability output damping force, namely the second damping force F Handing, is degraded to a large extent, when the speed is medium, the smoothness output damping force, namely the first damping force F Ride, is maintained to be output, the operating stability output damping force, namely the second damping force F Handing, is degraded to a small extent, and when the speed is high, the smoothness output damping force, namely the first damping force F Ride, is maintained to be output, and the stability output damping force, namely the second damping force F Handing, is maintained to be output, so that two change curves of the weight coefficients of the first damping force F Ride and the second damping force F Handing along with the vehicle speed are formed. In the method, the change curves of the weight coefficients of the first damping force F Ride and the second damping force F Handing along with the speed of the vehicle can be calibrated according to the real vehicle requirements, and the invention only enumerates and displays the calibration thought.
And S5, adjusting the current of the driving control unit of the adjustable damping shock absorber according to the suspension target damping force obtained in the S4.
In this embodiment, the maximum and minimum damping clip outputs are acceptable based on different road surfaces. The maximum and minimum damping forces acceptable under different road surfaces such as rough cement road, smooth asphalt road, long wave road, broken road and the like are considered to be practically inconsistent. Because it is not sufficient to calibrate one corresponding ideal damping force with a different road surface in view of the handling stability conditions, it is recommended to calibrate an acceptable maximum and minimum damping force with a different road surface. And clipping the suspension target damping force F damp according to the calibrated maximum and minimum damping forces.
The above output suspension target damping force F damp has been made available to the user, but in view of safety, damping force amplification output is performed based on a specific condition or output with a fixed current. When the vehicle is excessively large in pits or large in protrusions, the suspension can reach a dead point or a limit stretching position to cause abnormal sound of iron bump of the vehicle, so that discomfort is caused to a user. And judging whether the vehicle is in a limit travel range or not according to the height sensor signal, calibrating a correction coefficient according to the height signal and the vehicle speed when a certain travel threshold value, namely a preset travel threshold value, and multiplying the correction coefficient with the suspension target damping force obtained in the step S4 to obtain the final suspension target damping force. And according to the relation among the speed of the shock absorber, the damping force of the shock absorber and the target current, the final target current is obtained by table look-up, namely the current of the driving control unit of the adjustable damping shock absorber.
When the vehicle receives a signal such as ABS/ESC or when the vehicle fails, the vehicle is operated at a fixed current, which can be subsequently calibrated. The part is not repeated, different safety coping strategies can be designed according to different requirements, and the invention only performs example display and does not impose requirements.
The second embodiment of the invention discloses a semi-active suspension control device based on whole vehicle performance, which can execute the steps of the semi-active suspension control method based on whole vehicle performance, and comprises a vehicle state information acquisition module, a vehicle running smoothness performance calculation module, a vehicle running stability performance calculation module, a weighting output module and a current adjustment and adjustable damping shock absorber driving control unit, wherein the vehicle state information acquisition module is used for acquiring vehicle state information, the vehicle running smoothness performance calculation module is used for analyzing and calculating to obtain a first damping force based on the acquired vehicle state information and aiming at guaranteeing the vehicle running smoothness performance, the vehicle running stability performance calculation module is used for analyzing and calculating to obtain a second damping force based on the acquired vehicle state information and aiming at guaranteeing the vehicle running stability performance, and the weighting output module is used for carrying out weighted summation on the first damping force and the second damping force to obtain a suspension target damping force.
The application obtains a first damping force and a second damping force by transmitting the processed signals to a calculation module based on the running smoothness of the vehicle and a calculation module based on the running steering stability of the vehicle, wherein the two modules are simultaneously and parallelly calculated, a weighting output module determines weight coefficients occupied by the running stability and the smoothness based on the differentiation of the performances of different driving modes, multiplies the weight coefficients with the corresponding first damping force and the second damping force, considers that the acceptable maximum and minimum damping forces are different under different road conditions, and carries out damping force limiting treatment. And finally, based on the relation diagram of the suspension movement speed, the damping force and the current, the target current is obtained by looking up a table and is sent to a bottom layer, the electromagnetic valve is controlled to drive, the response of the required damping force is realized, and the running performance of the vehicle is improved.
In a third embodiment, a vehicle includes the semi-active suspension control device based on overall vehicle performance according to the present invention.
The above embodiments are merely preferred embodiments for fully explaining the present invention, and the scope of the present invention is not limited thereto. Equivalent substitutions and modifications will occur to those skilled in the art based on the present invention, and are intended to be within the scope of the present invention.
Claims (9)
1. The semi-active suspension control method based on the whole vehicle performance is characterized by comprising the following steps of:
S1, acquiring vehicle state information;
S2, analyzing and calculating to obtain a first damping force based on the acquired vehicle state information and aiming at guaranteeing the running smoothness of the vehicle;
S3, analyzing and calculating to obtain a second damping force based on the acquired vehicle state information and aiming at guaranteeing the running steering stability of the vehicle;
The calculation formula of the suspension target damping force F damp is F damp＝FRide×RR+FHanding×RH, wherein F Ride is the first damping force, F Handing is the second damping force, R R is the first weight coefficient, and R H is the second weight coefficient, and the first weight coefficient and the second weight coefficient are calibrated in advance according to different driving modes;
And S5, adjusting the current of the driving control unit of the adjustable damping shock absorber according to the suspension target damping force obtained in the S4.
2. The method of semi-active suspension control based on vehicle performance of claim 1 wherein the first damping force is based on at least one of sprung mass vertical vibration control, unsprung mass vertical vibration control, body pitch motion control based on body pitch comfort, and body roll motion control based on body roll comfort;
The vertical vibration control based on the sprung mass is that the sprung acceleration and the sprung speed in the vehicle state information are weighted and fused, then the product operation is carried out on the sprung acceleration and the sprung speed and the suspension movement speed, and then the two-dimensional table lookup is carried out on the product operation result and the vehicle speed to obtain a suspension damping coefficient C spmas;
The vertical vibration control based on the unsprung mass is that the unsprung acceleration and the vehicle speed in the vehicle state information are subjected to two-dimensional table lookup to obtain a suspension damping coefficient C w;
The vehicle body pitching motion control based on the vehicle body pitching comfort comprises the steps of carrying out two-dimensional table lookup on the vehicle pitch angle speed and the vehicle speed in the vehicle state information to obtain a suspension damping coefficient C θ;
the vehicle body roll motion control based on the vehicle body roll comfort comprises the steps of performing two-dimensional table lookup on the vehicle roll angle speed and the vehicle speed in the vehicle state information to obtain a suspension damping coefficient
The calculation formula of the first damping force F Ride is: Where v def is the relative vibration velocity of the sprung and unsprung masses, R spmas is the weight coefficient based on the vertical vibration control of the sprung mass, R w is the weight coefficient based on the vertical vibration control of the unsprung mass, R θ is the weight coefficient based on the pitch motion control of the vehicle body for vehicle body pitch comfort, A weight coefficient for the vehicle body roll motion control based on the vehicle body roll comfort.
3. The method for controlling a semi-active suspension based on the performance of the whole vehicle according to claim 2, wherein the weighted fusion of the sprung acceleration and the sprung speed is specifically as follows: wherein Z rh is a fusion vibration coefficient, k1 is a weight coefficient of sprung acceleration, For sprung acceleration, k2 is the weight coefficient of sprung velocity,V def is the relative vibration speed of the sprung and unsprung masses.
4. The method for semi-active suspension control based on the vehicle performance according to claim 1 or 2, wherein the calculation formula of the second damping force F Handing in S3 is F Handing＝vdef×(Cx×Rx+Cy×Ry), wherein v def is the relative vibration speed of the sprung mass and the unsprung mass, C x is the longitudinal damping coefficient, R x is the weight coefficient of the longitudinal damping force, C y is the lateral damping coefficient, and R y is the weight coefficient of the lateral damping force.
5. The semi-active suspension control method based on the whole vehicle performance according to claim 4, wherein the longitudinal damping coefficient is obtained by performing two-dimensional lookup tables separately according to the longitudinal acceleration of the vehicle, the stroke of a brake pedal, the opening of an accelerator pedal, the vehicle speed and considering front and rear suspensions, outputting a damping coefficient required for braking and a damping coefficient required for acceleration, and taking the maximum value of the damping coefficient required for braking and the damping coefficient required for acceleration as the longitudinal damping coefficient;
The lateral damping coefficient is obtained by carrying out two-dimensional table lookup according to the lateral acceleration, steering wheel angle and steering wheel angular velocity of the vehicle and considering the left and right of front and rear suspensions, and outputting the damping coefficient required by lateral overbending, namely the lateral damping coefficient.
6. The semi-active suspension control method based on the whole vehicle performance according to claim 1 or 2, wherein the maximum damping force and the minimum damping force acceptable for the road surface are calibrated based on different road conditions and vehicle speeds, and the suspension target damping force obtained in the step S4 is subjected to amplitude limiting processing and output.
7. The method for semi-active suspension control based on the whole vehicle performance according to claim 1 or 2, wherein whether the vehicle is in a limit travel range is judged according to the height sensor signal, when a preset travel threshold is reached, a correction coefficient is calibrated according to the height signal and the vehicle speed, and the correction coefficient is multiplied with the suspension target damping force obtained in the step S4 to obtain a final suspension target damping force.
8. A semi-active suspension control device based on overall vehicle performance, comprising:
The vehicle state information acquisition module is used for acquiring vehicle state information;
The vehicle-based running smoothness calculation module is used for analyzing and calculating to obtain a first damping force based on the acquired vehicle state information and aiming at guaranteeing the running smoothness of the vehicle;
the vehicle-based driving stability calculation module is used for analyzing and calculating to obtain a second damping force based on the acquired vehicle state information and aiming at guaranteeing the driving stability of the vehicle;
The calculation formula of the suspension target damping force F damp is F damp＝FRide×RR+FHanding×RH, wherein F Ride is the first damping force, F Handing is the second damping force, R R is the first weight coefficient, R H is the second weight coefficient, the first weight coefficient and the second weight coefficient are calibrated in advance according to different driving modes, and the current of the driving control unit of the adjustable damping shock absorber is adjusted according to the obtained suspension target damping force.
9. A vehicle comprising the semi-active suspension control apparatus according to claim 8.
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| CN117799374B (en) * | 2022-09-26 | 2024-10-29 | 比亚迪股份有限公司 | Semi-active suspension control method and device, storage medium and vehicle |
| CN116653523A (en) * | 2023-05-30 | 2023-08-29 | 重庆长安汽车股份有限公司 | Vehicle semi-active suspension control method, system, vehicle and storage medium |
| CN116638908A (en) * | 2023-06-15 | 2023-08-25 | 中国第一汽车股份有限公司 | Vehicle shock absorber control method, device, storage medium and vehicle |
| CN116729332A (en) * | 2023-06-21 | 2023-09-12 | 重庆长安汽车股份有限公司 | Method and device for starting electronic parking system, vehicle and storage medium |
| CN116766859A (en) * | 2023-06-30 | 2023-09-19 | 中国第一汽车股份有限公司 | Method and device for controlling shock absorber in vehicle, vehicle and storage medium |
| CN118418635A (en) * | 2024-04-30 | 2024-08-02 | 比亚迪股份有限公司 | Active suspension control method, device, system, storage medium and vehicle for vehicle |
| CN118636615B (en) * | 2024-06-06 | 2025-11-14 | 中国第一汽车股份有限公司 | Vibration damper control methods, vibration damper control systems, equipment, media, and vehicles |
| CN118578824A (en) * | 2024-06-25 | 2024-09-03 | 东风商用车有限公司 | Shock absorber damping control system, method and vehicle |
| CN118952931B (en) * | 2024-08-21 | 2025-11-21 | 联合汽车电子有限公司 | Vibration damper control method and system based on vehicle vibration state |
| CN119261466A (en) * | 2024-11-21 | 2025-01-07 | 浙江吉利控股集团有限公司 | Suspension control method, system, device and medium |
| CN120481517B (en) * | 2025-07-18 | 2025-10-10 | 奇瑞汽车股份有限公司 | Suspension control method for vehicle, and computer-readable storage medium |
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