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CN106515348B - Intelligent acceleration damping semi-active control method for vehicle suspension system - Google Patents

Intelligent acceleration damping semi-active control method for vehicle suspension system Download PDF

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CN106515348B
CN106515348B CN201611202706.1A CN201611202706A CN106515348B CN 106515348 B CN106515348 B CN 106515348B CN 201611202706 A CN201611202706 A CN 201611202706A CN 106515348 B CN106515348 B CN 106515348B
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damping
acceleration
control
vehicle
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CN106515348A (en
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郭孔辉
王杨
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Zhejiang Konghui Automotive Technology Co.,Ltd.
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Zhejiang Kong Hui Automobile Technology Co Ltd
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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
    • B60G17/08—Characteristics of fluid dampers
    • 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
    • B60G17/0165—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 to an external condition, e.g. rough road surface, side wind
    • 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
    • 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
    • B60G2400/20—Speed
    • B60G2400/206—Body oscillation speed; Body vibration frequency
    • 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
    • B60G2400/25—Stroke; Height; Displacement
    • B60G2400/252—Stroke; Height; Displacement vertical
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2500/00—Indexing codes relating to the regulated action or device
    • B60G2500/10—Damping action or damper
    • 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
    • B60G2800/90—System Controller type
    • B60G2800/91—Suspension Control
    • B60G2800/916—Body Vibration Control

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Vehicle Body Suspensions (AREA)

Abstract

本发明公开了一种用于车辆悬架系统的智能加速度阻尼半主动控制方法。测量车身垂直加速度信号

Figure DDA0001189371190000011
和车身与轮胎的相对位移信号Zdef。将加速度信号
Figure DDA0001189371190000012
接入一个控制系统W。经过该控制系统后的信号为S，将信号S和车身与轮胎相对运动速度信号
Figure DDA0001189371190000013
相乘，当结果大于零时，减振器输出最大阻尼Cmax(方式A)或者
Figure DDA0001189371190000014
(方式B)，当结果小于等于零时，减振器输出最小阻尼Cmin。由此实现减振器阻尼的动态阻尼调节。具有开关型阻尼控制或连续型阻尼控制两种方式，该方法简单，能够在路面全部激励频率范围内有效的抑制车身的垂向振动加速度，使车辆具有较好的乘坐舒适性，显著地提高车辆的悬架性能。

Figure 201611202706

The invention discloses an intelligent acceleration damping semi-active control method for a vehicle suspension system. Measure the vertical acceleration signal of the vehicle body

Figure DDA0001189371190000011
and the relative displacement signal Z def of the vehicle body and the tire. the acceleration signal
Figure DDA0001189371190000012
Access a control system W. After passing through the control system, the signal is S, and the signal S and the relative motion speed signal of the vehicle body and the tire are combined.
Figure DDA0001189371190000013
Multiply, when the result is greater than zero, the shock absorber outputs the maximum damping C max (mode A) or
Figure DDA0001189371190000014
(Mode B), when the result is less than or equal to zero, the shock absorber outputs the minimum damping C min . This enables dynamic damping adjustment of the damping of the shock absorber. There are two modes of on-off damping control or continuous damping control. This method is simple and can effectively suppress the vertical vibration acceleration of the vehicle body within the entire excitation frequency range of the road surface, so that the vehicle has better riding comfort and significantly improves the vehicle. suspension performance.

Figure 201611202706

Description

一种用于车辆悬架系统的智能加速度阻尼半主动控制方法An intelligent acceleration damping semi-active control method for vehicle suspension system

技术领域technical field

本发明涉及一种用于车辆悬架系统的智能加速度阻尼半主动控制方法，属于车辆振动控制领域。The invention relates to an intelligent acceleration damping semi-active control method for a vehicle suspension system, belonging to the field of vehicle vibration control.

背景技术Background technique

悬架是车辆行驶系统不可或缺的组成部分，其性能直接决定车辆的乘坐舒适性、操纵稳定性和行驶安全性，车辆对性能优越的悬架系统有着迫切的需求。现阶段，基于主动、半主动控制的可控悬架技术是提高悬架性能公认的有效途径，而简单有效、性能良好的控制方法一直是可控悬架系统开发的关键问题。Suspension is an indispensable part of the vehicle driving system, and its performance directly determines the ride comfort, handling stability and driving safety of the vehicle. The vehicle has an urgent need for a suspension system with superior performance. At present, the controllable suspension technology based on active and semi-active control is recognized as an effective way to improve the performance of the suspension, and a simple, effective and good performance control method has always been the key issue in the development of the controllable suspension system.

在减振器种类方面，同时具有开关型软硬阻尼可调减振器和连续型阻尼可调减振器。其中阻尼连续可调减振器包括CDC(连续阻尼控制)减振器和流变液阻尼连续可调减振器，如磁流变液减振器和电流变液减振器。In terms of shock absorber types, it also has switch-type soft and hard damping adjustable shock absorbers and continuous damping adjustable shock absorbers. The damping continuously adjustable shock absorbers include CDC (continuous damping control) shock absorbers and rheological fluid damping continuously adjustable shock absorbers, such as magnetorheological fluid shock absorbers and electrorheological fluid shock absorbers.

目前应用于车辆悬架的控制方法主要分为三类：一是经典控制方法；二是现代控制方法；三是智能控制方法。各类控制方法均能不同程度地改善悬架性能，但其中也有些方法由于计算复杂而不适合于工程应用。从工程应用的角度出发，经典控制方法具有计算量小、简单实用等优点，更具有适用性，但是经典的开关型天棚阻尼控制和加速度阻尼控制不能在整个激励频域内都具有优秀的控制效果。At present, the control methods used in vehicle suspension are mainly divided into three categories: one is the classical control method; the second is the modern control method; the third is the intelligent control method. Various control methods can improve the suspension performance to different degrees, but some of them are not suitable for engineering applications due to the complexity of calculation. From the perspective of engineering application, the classical control method has the advantages of small calculation amount, simplicity and practicality, and is more applicable. However, the classical switch-type ceiling damping control and acceleration damping control cannot have excellent control effects in the entire excitation frequency domain.

发明内容SUMMARY OF THE INVENTION

本发明的目的在于提出一种用于车辆悬架系统的智能加速度阻尼半主动控制方法，包括开关型阻尼动态控制或连续型阻尼动态控制两种方式，以车身垂向振动加速度和车身与轮胎相对位移作为输入，减振器阻尼作为输出的半主动控制方法，在整个激励频域内都能达到较好的控制效果，显著的提高车辆的悬架性能。The purpose of the present invention is to propose an intelligent acceleration damping semi-active control method for vehicle suspension system, including two modes: switch-type damping dynamic control or continuous damping dynamic control. The semi-active control method with displacement as input and shock absorber damping as output can achieve a better control effect in the entire excitation frequency domain and significantly improve the suspension performance of the vehicle.

为了实现上述目的，本发明采用了以下技术方式：In order to achieve the above object, the present invention adopts the following technical modes:

1.一种用于车辆悬架系统的智能加速度阻尼半主动控制方法，包括开关型阻尼动态控制或连续型阻尼动态控制两种方式，基于四分之一车辆半主动悬架系统实现，其特征在于，该方法包括如下步骤：1. An intelligent acceleration damping semi-active control method for a vehicle suspension system, comprising two modes of on-off damping dynamic control or continuous damping dynamic control, realized based on a quarter vehicle semi-active suspension system, characterized by: That is, the method includes the following steps:

步骤1：通过安装在待控制的四分之一车辆半主动悬架系统中的车轮上方所对应的车身部分上的加速度传感器测得车身垂直加速度信号

Figure BDA0001189371170000021
通过安装在待控制的四分之一车辆半主动悬架系统中悬架上的位移传感器测得车身与轮胎相对位移Zdef；Step 1: Measure the vertical acceleration signal of the vehicle body through the acceleration sensor installed on the corresponding body part above the wheel in the semi-active suspension system of the quarter vehicle to be controlled
Figure BDA0001189371170000021
The relative displacement Z def between the body and the tire is measured by the displacement sensor installed on the suspension in the semi-active suspension system of the quarter vehicle to be controlled;

步骤2：将步骤1中测得的加速度信号

Figure BDA0001189371170000022
接入一个控制系统W，并将加速度信号
Figure BDA0001189371170000023
通过控制系统W后的输出信号定义为信号S，通过对步骤1中测得的车身与轮胎的相对位移Zdef求微分得到车身与轮胎相对运动速度
Figure BDA0001189371170000024
Step 2: Convert the acceleration signal measured in step 1
Figure BDA0001189371170000022
Connect to a control system W, and convert the acceleration signal
Figure BDA0001189371170000023
The output signal after passing through the control system W is defined as signal S, and the relative movement speed of the vehicle body and the tire is obtained by differentiating the relative displacement Z def between the vehicle body and the tire measured in step 1
Figure BDA0001189371170000024

步骤3：将通过步骤2获得的信号S和车身与轮胎相对运动速度信号

Figure BDA0001189371170000025
相乘，然后形成两种控制方式。Step 3: Use the signal S obtained in step 2 and the relative motion speed signal of the vehicle body and the tire
Figure BDA0001189371170000025
Multiply, then form two control modes.

方式A:Method A:

Figure BDA0001189371170000026
Figure BDA0001189371170000026

方式B：Method B:

Figure BDA0001189371170000027
Figure BDA0001189371170000027

对于控制系统W，具有如下功能：当加速度信号

Figure BDA0001189371170000028
为低频信号时，经过该控制系统W后输出信号为加速度信号的积分，即速度信号
Figure BDA0001189371170000029
当加速度信号
Figure BDA00011893711700000210
为高频信号时，经过该系统W后输出信号为原加速度信号输出，即所述的控制系统W在低频信号通过时相当于积分器，当高频信号通过时相当于系数为1的比例器。For the control system W, it has the following functions: when the acceleration signal
Figure BDA0001189371170000028
When it is a low-frequency signal, the output signal after passing through the control system W is the integral of the acceleration signal, that is, the speed signal
Figure BDA0001189371170000029
When the acceleration signal
Figure BDA00011893711700000210
When it is a high-frequency signal, the output signal after passing through the system W is the output of the original acceleration signal, that is, the control system W is equivalent to an integrator when the low-frequency signal passes through, and is equivalent to a scaler with a coefficient of 1 when the high-frequency signal passes through. .

推荐该控制系统的传递函数形式如

Figure BDA00011893711700000211
其中
Figure BDA00011893711700000212
s为拉普拉斯变换的复变量，ω0为截止频率，即下式：The recommended transfer function form of the control system is as follows
Figure BDA00011893711700000211
in
Figure BDA00011893711700000212
s is the complex variable of Laplace transform, and ω 0 is the cutoff frequency, that is, the following formula:

Figure BDA00011893711700000213
Figure BDA00011893711700000213

当然该控制系统不仅仅限于上述的形式。所述的控制系统W不仅具有对悬架系统高频和低频动态选择功能，同时具有对信号进行相位变换处理的功能。Of course, the control system is not limited to the above-mentioned form. The control system W not only has the function of dynamically selecting high frequency and low frequency of the suspension system, but also has the function of performing phase transformation processing on the signal.

步骤3中所述阻尼系数Cmax是阻尼可调减振器的预定硬阻尼系数，阻尼系数Cmin是阻尼可调减振器的预定软阻尼系数，对于提出的智能加速度半主动控制方法来说，其实际实现方法是由适当的控制器按照上述控制方法施加一个能够改变减振器阻尼系数的控制信号，如控制器的输出变占空比的PWM信号控制阻尼可调减振器中引出导线的电流，实现对减振器阻尼系数的调节。In step 3, the damping coefficient C max is the predetermined hard damping coefficient of the adjustable damping shock absorber, and the damping coefficient C min is the predetermined soft damping coefficient of the adjustable damping shock absorber. For the proposed intelligent acceleration semi-active control method , the actual implementation method is to apply a control signal that can change the damping coefficient of the shock absorber by an appropriate controller according to the above control method. current to adjust the damping coefficient of the shock absorber.

本发明的优点和技术效果是：The advantages and technical effects of the present invention are:

本发明的控制方法是一种智能加速度阻尼半主动控制方法，具有开关型阻尼动态控制或连续型阻尼动态控制两种方式，基于四分之一车辆半主动悬架系统的二自由度车辆模型实现，如图1所示，具体如下特点。The control method of the present invention is an intelligent acceleration damping semi-active control method, which has two modes of on-off damping dynamic control or continuous damping dynamic control, and is realized based on a two-degree-of-freedom vehicle model of a quarter-vehicle semi-active suspension system. , as shown in Figure 1, with the following characteristics.

1、本发明提出的控制方法综合了经典开关型控制方法中的天棚阻尼控制和加速度阻尼控制。开关型天棚阻尼控制在低频时效果较好，在高频时效果不好。高低频分界点在

Figure BDA0001189371170000031
附近，连续型改进天棚控制在整个激励频域内控制效果较好，但是在
Figure BDA0001189371170000032
附近控制效果较差。开关型和连续型加速度阻尼控制在低频时效果不好，在高频时效果好。高低频分界点在
Figure BDA0001189371170000033
附近，而本发明提出的控制方法在整个激励频域范围内均达到较好的控制性能，显著地提高车辆的乘坐舒适性。1. The control method proposed by the present invention integrates the canopy damping control and acceleration damping control in the classical switch-type control method. The switch-type canopy damping control works well at low frequencies, but not at high frequencies. The high and low frequency demarcation point is at
Figure BDA0001189371170000031
Nearby, the continuous improved ceiling control has better control effect in the entire excitation frequency domain, but in the
Figure BDA0001189371170000032
Nearby controls are less effective. On-off and continuous acceleration damping controls do not work well at low frequencies and work well at high frequencies. The high and low frequency demarcation point is at
Figure BDA0001189371170000033
However, the control method proposed by the present invention achieves good control performance in the entire excitation frequency domain range, and significantly improves the riding comfort of the vehicle.

2、在本发明的控制方法是在车身加速度信号中接入一个控制系统W的方式，对加速度信号进行低频、高频信号的相位变换，当加速度信号

Figure BDA0001189371170000034
为低频信号时，经过该控制系统W后输出信号为加速度信号的积分，即速度信号
Figure BDA0001189371170000035
当加速度信号
Figure BDA0001189371170000036
为高频信号时，经过该系统W后输出信号为原加速度信号输出，在路面激励为低频输入时，该智能加速度阻尼控制近似于天棚阻尼控制方法，在路面激励为高频输入时，该智能加速度阻尼控制近似于加速度阻尼控制，这样结合了天棚阻尼控制和加速度阻尼控制的各自优点，从而使得该控制方法在整个频域内都有显著地提高车辆的悬架性能。并且在低频、高频的控制方法的切换上是连续的。2. In the control method of the present invention, a control system W is connected to the acceleration signal of the vehicle body, and the phase transformation of the low-frequency and high-frequency signals is performed on the acceleration signal.
Figure BDA0001189371170000034
When it is a low-frequency signal, the output signal after passing through the control system W is the integral of the acceleration signal, that is, the speed signal
Figure BDA0001189371170000035
When the acceleration signal
Figure BDA0001189371170000036
When it is a high-frequency signal, the output signal after passing through the system is the original acceleration signal output. When the road excitation is a low-frequency input, the intelligent acceleration damping control is similar to the ceiling damping control method. When the road excitation is a high-frequency input, the intelligent acceleration damping control method is used. The acceleration damping control is similar to the acceleration damping control, which combines the respective advantages of the ceiling damping control and the acceleration damping control, so that the control method can significantly improve the suspension performance of the vehicle in the whole frequency domain. And it is continuous in the switching of low frequency and high frequency control methods.

3、本发明的控制方法简单易行，降低了在线计算的难度、简单易行、实时性好、稳定性高、适宜广泛推广应用。3. The control method of the present invention is simple and easy to implement, reduces the difficulty of online calculation, is simple and easy to implement, has good real-time performance, high stability, and is suitable for wide popularization and application.

附图说明Description of drawings

图1是四分之一车辆半主动悬架系统的示意图。Figure 1 is a schematic diagram of a quarter vehicle semi-active suspension system.

图2本发明方法的实施流程图Figure 2 is a flow chart of the implementation of the method of the present invention

图3是单自由度车辆振动模型。Figure 3 is a single degree of freedom vehicle vibration model.

图4是在最佳被动阻尼系数、天棚阻尼控制、加速度阻尼控制和智能加速度控制下的车身振动加速度传递率的频域响应图。Figure 4 is the frequency domain response diagram of the body vibration accelerometer under the optimal passive damping coefficient, ceiling damping control, acceleration damping control and intelligent acceleration control.

具体实施方式Detailed ways

本发明方法是通过总结现有的经典半主动控制方法在二自由度半主动悬架系统模型的应用存在不足而设计出的，具体说明如下：The method of the present invention is designed by summarizing the deficiencies in the application of the existing classical semi-active control method in the two-degree-of-freedom semi-active suspension system model, and the specific description is as follows:

如图1所示：典型的四分之一车辆的半主动悬架系统模型，包括车轮3和该车轮3对应的车身5。该车轮3指车辆中的一个车轮。车身5是指车轮3所对应的整个车辆的相应车身部分。车身5与车轮3之间的连接等效于悬架弹簧6，其刚度为ks，车轮3与地面1之间垂直接触等效为车轮弹簧2，刚度为kt。在此忽略了轮胎的阻尼。在车身5与车轮3之间安装有减振器4，阻尼为c(t)，为可变阻尼减振器。As shown in Fig. 1: a semi-active suspension system model of a typical quarter vehicle, including a wheel 3 and a body 5 corresponding to the wheel 3. The wheel 3 refers to a wheel in the vehicle. The body 5 refers to the corresponding body part of the entire vehicle to which the wheel 3 corresponds. The connection between the body 5 and the wheel 3 is equivalent to the suspension spring 6 with a stiffness k s , and the vertical contact between the wheel 3 and the ground 1 is equivalent to the wheel spring 2 with a stiffness k t . The damping of the tires is ignored here. A shock absorber 4 is installed between the vehicle body 5 and the wheel 3, and the damping is c(t), which is a variable damping shock absorber.

针对上面的四分之一车辆半主动悬架系统，主要有如下经典控制方法：For the above quarter vehicle semi-active suspension system, there are mainly the following classical control methods:

经典的天棚阻尼控制方法为：The classic ceiling damping control method is:

Figure BDA0001189371170000041
Figure BDA0001189371170000041

其中，

Figure BDA0001189371170000042
为车身垂向运动速度，是通过安装在车身的加速度传感器测得的加速度信号
Figure BDA0001189371170000043
积分获得；
Figure BDA0001189371170000044
为车身与轮胎相对运动速度，是通过车身与轮胎相对位移(Zdef＝Zt-Zr)求导获得。in,
Figure BDA0001189371170000042
It is the vertical motion speed of the body, which is the acceleration signal measured by the acceleration sensor installed on the body
Figure BDA0001189371170000043
points earned;
Figure BDA0001189371170000044
is the relative movement speed of the vehicle body and the tire, which is obtained by derivation of the relative displacement of the vehicle body and the tire (Z def =Z t -Z r ).

经典的开关型天棚阻尼控制在低频激励时能够显著降低车辆的垂向振动。但是在高频激励时不能显著降低车辆的垂向振动。The classic switch-type ceiling damping control can significantly reduce the vertical vibration of the vehicle at low frequency excitation. However, the vertical vibration of the vehicle cannot be significantly reduced at high frequency excitation.

经典的加速度阻尼控制方法如下式The classical acceleration damping control method is as follows

Figure BDA0001189371170000051
Figure BDA0001189371170000051

其中，

Figure BDA0001189371170000052
为车身垂向运动加速度，是通过安装在车身的加速度传感器测得；
Figure BDA0001189371170000053
为车身与轮胎相对运动速度，是通过车身与轮胎相对位移(Zdef＝Zt-Zr)求导获得。in,
Figure BDA0001189371170000052
It is the vertical motion acceleration of the body, which is measured by the acceleration sensor installed on the body;
Figure BDA0001189371170000053
is the relative movement speed of the vehicle body and the tire, which is obtained by derivation of the relative displacement of the vehicle body and the tire (Z def =Z t -Z r ).

经典的加速度控制在高频激励时能够显著降低车辆的垂向振动。但是在低频激励时不能显著降低车辆的垂向振动。Classical acceleration control can significantly reduce the vertical vibration of the vehicle at high frequency excitation. However, the vertical vibration of the vehicle cannot be significantly reduced at low frequency excitation.

在本专利中提出的开关型和连续型两种阻尼动态控制方法能够在整个激励频域内具有良好的控制效果，具体实施方式如图2所示，具体如下：The two damping dynamic control methods proposed in this patent can have good control effects in the entire excitation frequency domain. The specific implementation is shown in Figure 2, and the details are as follows:

步骤1：根据图1中的四分之一车辆的半主动悬架系统，分别在待控制的车辆车轮上方所对应的车身部分上安装加速度传感器，测得车身垂直加速度信号

Figure BDA0001189371170000054
同时在对应车轮的悬架上安装位移传感器，测得车身与轮胎相对位移Zdef；Step 1: According to the semi-active suspension system of the quarter vehicle in Figure 1, install acceleration sensors on the corresponding body parts above the wheels of the vehicle to be controlled, and measure the vertical acceleration signal of the vehicle body
Figure BDA0001189371170000054
At the same time, a displacement sensor is installed on the suspension of the corresponding wheel, and the relative displacement Z def between the body and the tire is measured;

步骤2：将测得的加速度信号

Figure BDA0001189371170000055
接入一个控制系统W，该控制系统能够实现当加速度信号
Figure BDA0001189371170000056
为低频信号时，经过该控制系统W后输出信号为加速度信号的积分，即速度信号
Figure BDA0001189371170000057
当加速度信号
Figure BDA0001189371170000058
为高频信号时，经过该系统W后输出信号为原加速度信号输出，即所述的控制系统W在低频信号通过时相当于积分器，当高频信号通过时相当于系数为1的比例器。Step 2: Convert the measured acceleration signal
Figure BDA0001189371170000055
Access to a control system W, the control system can realize when the acceleration signal
Figure BDA0001189371170000056
When it is a low-frequency signal, the output signal after passing through the control system W is the integral of the acceleration signal, that is, the speed signal
Figure BDA0001189371170000057
When the acceleration signal
Figure BDA0001189371170000058
When it is a high-frequency signal, the output signal after passing through the system W is the output of the original acceleration signal, that is, the control system W is equivalent to an integrator when the low-frequency signal passes through, and is equivalent to a scaler with a coefficient of 1 when the high-frequency signal passes through. .

推荐该控制系统的传递函数形式如

Figure BDA0001189371170000059
其中
Figure BDA00011893711700000510
s为拉普拉斯变换的复变量，ω0为截止频率，即下式：The recommended transfer function form of the control system is as follows
Figure BDA0001189371170000059
in
Figure BDA00011893711700000510
s is the complex variable of Laplace transform, and ω 0 is the cutoff frequency, that is, the following formula:

Figure BDA00011893711700000511
Figure BDA00011893711700000511

当然该控制系统不仅仅限于上述的形式。所述的控制系统W不仅具有对悬架系统高频和低频动态选择功能，同时具有对信号进行相位变换处理的功能。上式中截止频率ω0，即高频和低频的分界点取自单自由度车辆垂向动力学模型的不动点，推到如下：Of course, the control system is not limited to the above-mentioned form. The control system W not only has the function of dynamically selecting high frequency and low frequency of the suspension system, but also has the function of performing phase transformation processing on the signal. In the above formula, the cut-off frequency ω 0 , that is, the dividing point between high frequency and low frequency, is taken from the fixed point of the single-degree-of-freedom vehicle vertical dynamics model, and is pushed to the following:

首先给出悬架不动点的定义First, the definition of suspension fixed point is given

不动点：对于一个传递函数H(jω,c)，其中

Figure BDA0001189371170000061
c∈R+为传递函数中的系数，如果满足下式则称传递函数H(jω,c)关于系数c存在不动点。Fixed point: For a transfer function H(jω,c), where
Figure BDA0001189371170000061
c∈R + is the coefficient in the transfer function. If the following formula is satisfied, the transfer function H(jω,c) is said to have a fixed point with respect to the coefficient c.

Figure BDA0001189371170000062
Figure BDA0001189371170000062

其中η为常数。where η is a constant.

如图3所示，建立该系统的动力学方程为As shown in Figure 3, the dynamic equation for establishing this system is

Figure BDA0001189371170000063
Figure BDA0001189371170000063

其中，M为车身质量，k为弹簧刚度，c为减振器阻尼系数。z为车身垂向位移，zr为路面的不平度函数。Among them, M is the body mass, k is the spring stiffness, and c is the damping coefficient of the shock absorber. z is the vertical displacement of the vehicle body, and z r is the roughness function of the road surface.

对上式进行拉式变换可以得到Pull transformation of the above formula can be obtained

Figure BDA0001189371170000064
Figure BDA0001189371170000064

由上式得到obtained from the above formula

Figure BDA0001189371170000065
Figure BDA0001189371170000065

对上式取模有下式Taking the modulo of the upper formula has the following formula

Figure BDA0001189371170000066
Figure BDA0001189371170000066

为了使c的取值对上式没有影响可以得到下式In order to make the value of c have no effect on the above formula, the following formula can be obtained

Figure BDA0001189371170000067
Figure BDA0001189371170000067

由上式可以得到下式From the above formula, the following formula can be obtained

Figure BDA0001189371170000068
Figure BDA0001189371170000068

由上式可以得到单自由度的振动不动点为From the above equation, the vibration fixed point of a single degree of freedom can be obtained as

Figure BDA0001189371170000071
Figure BDA0001189371170000071

针对汽车而言。这里低频和高频的分界点频率一般在1.5与2.5Hz之间。优选是1.8Hz。For cars. The demarcation point frequency of low frequency and high frequency here is generally between 1.5 and 2.5 Hz. It is preferably 1.8 Hz.

将加速度信号

Figure BDA0001189371170000072
通过控制系统W后的输出信号定义为信号S，通过对前面测得的车身与轮胎的相对位移Zdef求微分得到车身与轮胎相对运动速度
Figure BDA0001189371170000073
the acceleration signal
Figure BDA0001189371170000072
The output signal after passing through the control system W is defined as signal S, and the relative movement speed of the vehicle body and the tire is obtained by differentiating the relative displacement Z def between the vehicle body and the tire measured in the front.
Figure BDA0001189371170000073

步骤3：将通过上面获得的信号S和车身与轮胎相对运动速度信号

Figure BDA0001189371170000074
相乘，然后形成两种控制方式。Step 3: Use the signal S obtained above and the relative movement speed signal between the body and the tire
Figure BDA0001189371170000074
Multiply, then form two control modes.

开关型智能加速度阻尼控制方式为：The switch-type intelligent acceleration damping control method is:

Figure BDA0001189371170000075
Figure BDA0001189371170000075

其中S为车身加速度信号

Figure BDA0001189371170000076
作为输入后经过控制系统W后的输出信号。该控制方法适用于开关型软硬阻尼可调减振器。Where S is the body acceleration signal
Figure BDA0001189371170000076
It is used as the output signal after passing through the control system W after the input. The control method is suitable for switch-type soft and hard damping adjustable shock absorbers.

连续型智能加速度阻尼控制方式为：The continuous intelligent acceleration damping control method is:

Figure BDA0001189371170000077
Figure BDA0001189371170000077

其中S为车身加速度信号

Figure BDA0001189371170000078
作为输入后经过控制系统W后的输出信号，该控制方法适用于连续型阻尼可调减振器。Where S is the body acceleration signal
Figure BDA0001189371170000078
As the output signal after the input passes through the control system W, the control method is suitable for the continuous damping adjustable shock absorber.

其中cin是用于控制阻尼可调减振器的控制信号，以此实现阻尼的动态调节。对于提出的智能加速度半主动控制方法来说，其实际实现方法是由适当的控制器按照上述控制方法施加一个能够改变减振器阻尼系数的控制信号，如控制器的输出变占空比的PWM信号控制阻尼可调减振器中引出导线的电流，实现对减振器阻尼系数的调节。Among them, c in is the control signal used to control the damping adjustable shock absorber, so as to realize the dynamic adjustment of the damping. For the proposed intelligent acceleration semi-active control method, the actual implementation method is to apply a control signal that can change the damping coefficient of the shock absorber according to the above control method by an appropriate controller, such as the PWM output of the controller changing the duty cycle. The signal controls the current of the lead wire in the adjustable damping shock absorber to realize the adjustment of the damping coefficient of the shock absorber.

当然，本领域技术人员也可以对上述控制系统W进行若干改变和调整，以便满足特定和附带的需求，然而所有这些改变和调整全部落入后续权利要求定义的保护范围以内。Of course, those skilled in the art can also make several changes and adjustments to the above-mentioned control system W to meet specific and incidental requirements, but all these changes and adjustments all fall within the protection scope defined by the subsequent claims.

从实际实施中得出，车身的垂直加速度可以反应车辆的平顺性，是衡量乘坐舒适性的重要指标，如图4所示，在采用开关型阻尼动态控制方式下作为示例说明，以正弦波扫频信号的激励下，激励频率为横轴，车身加速度的传递率为纵轴，得到系统的频域响应图，可以发现天棚阻尼控制在低频控制效果较好，高频控制效果不好；加速度阻尼控制在低频控制效果不好，在高频控制效果较好；而智能加速度阻尼控制能够结合两种控制效果的优点，在整个激励频域内都具有较好的控制效果，能够显著降低车辆垂直振动加速度，提高乘坐舒适性。It can be concluded from the actual implementation that the vertical acceleration of the vehicle body can reflect the ride comfort of the vehicle and is an important indicator to measure the ride comfort. Under the excitation of the frequency signal, the excitation frequency is on the horizontal axis, and the transfer rate of the vehicle acceleration is on the vertical axis, and the frequency domain response diagram of the system is obtained. The control effect is not good at low frequency, and the control effect is better at high frequency; and intelligent acceleration damping control can combine the advantages of the two control effects, and has a good control effect in the entire excitation frequency domain, which can significantly reduce the vertical vibration acceleration of the vehicle. , improve ride comfort.

Claims (1)

1.一种用于车辆悬架系统的智能加速度阻尼半主动控制方法，该方法基于四分之一车辆半主动悬架系统实现，其特征在于：包括开关型阻尼动态控制和连续型阻尼动态控制两种控制方式，该方法包括如下步骤：1. a kind of intelligent acceleration damping semi-active control method for vehicle suspension system, this method is realized based on quarter vehicle semi-active suspension system, it is characterized in that: comprise on-off damping dynamic control and continuous damping dynamic control Two control methods, the method includes the following steps: 步骤1：通过安装在待控制的四分之一车辆半主动悬架系统中的车轮上方所对应的车身部分上的加速度传感器测得车身垂直加速度信号
Figure FDA0002358868820000011
通过安装在待控制的四分之一车辆半主动悬架系统中悬架上的位移传感器测得车身与轮胎相对位移Zdef；Step 1: Measure the vertical acceleration signal of the vehicle body through the acceleration sensor installed on the corresponding body part above the wheel in the semi-active suspension system of the quarter vehicle to be controlled
Figure FDA0002358868820000011
The relative displacement Z def between the body and the tire is measured by the displacement sensor installed on the suspension in the semi-active suspension system of the quarter vehicle to be controlled; 步骤2：将步骤1中测得的加速度信号
Figure FDA0002358868820000012
接入一个控制系统W，并将加速度信号
Figure FDA0002358868820000013
通过控制系统W后的输出信号定义为信号S，通过对步骤1中测得的车身与轮胎的相对位移Zdef求微分得到车身与轮胎相对运动速度
Figure FDA0002358868820000014
所述控制系统W具有如下功能：当加速度信号
Figure FDA0002358868820000015
为低频信号时，经过该控制系统W后输出信号为加速度信号的积分，即速度信号
Figure FDA0002358868820000016
当加速度信号
Figure FDA0002358868820000017
为高频信号时，经过该控制系统W后输出信号为原加速度信号输出，即所述的控制系统W在低频信号通过时相当于积分器，当高频信号通过时相当于系数为1的比例器；Step 2: Convert the acceleration signal measured in step 1
Figure FDA0002358868820000012
Connect to a control system W, and convert the acceleration signal
Figure FDA0002358868820000013
The output signal after passing through the control system W is defined as signal S, and the relative movement speed of the vehicle body and the tire is obtained by differentiating the relative displacement Z def between the vehicle body and the tire measured in step 1
Figure FDA0002358868820000014
The control system W has the following functions: when the acceleration signal
Figure FDA0002358868820000015
When it is a low-frequency signal, the output signal after passing through the control system W is the integral of the acceleration signal, that is, the speed signal
Figure FDA0002358868820000016
When the acceleration signal
Figure FDA0002358868820000017
When it is a high-frequency signal, the output signal after passing through the control system W is the original acceleration signal output, that is, the control system W is equivalent to an integrator when the low-frequency signal passes through, and is equivalent to a ratio with a coefficient of 1 when the high-frequency signal passes through device; 该控制系统W的传递函数形式
Figure FDA0002358868820000018
其中
Figure FDA0002358868820000019
s为拉普拉斯变换的复变量，ω0为截止频率，即下式：The transfer function form of the control system W
Figure FDA0002358868820000018
in
Figure FDA0002358868820000019
s is the complex variable of Laplace transform, and ω 0 is the cutoff frequency, that is, the following formula:
Figure FDA00023588688200000110
Figure FDA00023588688200000110
 所述的控制系统W不仅具有对悬架系统高频和低频动态选择功能，同时具有对信号进行相位变换处理的功能；The control system W not only has the function of dynamically selecting high frequency and low frequency of the suspension system, but also has the function of performing phase transformation processing on the signal; 步骤3：将通过步骤2获得的信号S和车身与轮胎相对运动速度信号
Figure FDA00023588688200000111
相乘，然后形成两种控制方式；Step 3: Use the signal S obtained in step 2 and the relative motion speed signal of the vehicle body and the tire
Figure FDA00023588688200000111
Multiply, and then form two control modes; 加速度信号
Figure FDA00023588688200000112
为低频信号时采用方式A:acceleration signal
Figure FDA00023588688200000112
When it is a low frequency signal, use method A:
Figure FDA00023588688200000113
Figure FDA00023588688200000113
 当加速度信号
Figure FDA00023588688200000114
为高频信号时采用方式B：When the acceleration signal
Figure FDA00023588688200000114
When it is a high frequency signal, use method B:
Figure FDA0002358868820000021
Figure FDA0002358868820000021
 其中，sat为饱和函数，Cin为减振器的阻尼系数，Cmax是阻尼可调减振器的预定硬阻尼系数，Cmin是阻尼可调减振器的预定软阻尼系数。Among them, sat is the saturation function, C in is the damping coefficient of the shock absorber, C max is the predetermined hard damping coefficient of the adjustable damping shock absorber, and C min is the predetermined soft damping coefficient of the adjustable damping shock absorber.
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