CN118219741A - Vehicle control method, controller, system and vehicle - Google Patents
Vehicle control method, controller, system and vehicle Download PDFInfo
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- CN118219741A CN118219741A CN202410411839.8A CN202410411839A CN118219741A CN 118219741 A CN118219741 A CN 118219741A CN 202410411839 A CN202410411839 A CN 202410411839A CN 118219741 A CN118219741 A CN 118219741A
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- 238000000034 method Methods 0.000 title claims abstract description 52
- 230000001133 acceleration Effects 0.000 claims abstract description 124
- 239000003381 stabilizer Substances 0.000 claims abstract description 73
- 239000006096 absorbing agent Substances 0.000 claims description 40
- 230000035939 shock Effects 0.000 claims description 34
- 238000006073 displacement reaction Methods 0.000 claims description 29
- 238000004590 computer program Methods 0.000 claims description 10
- 238000013507 mapping Methods 0.000 claims description 6
- 238000013016 damping Methods 0.000 abstract description 30
- 230000000694 effects Effects 0.000 abstract description 14
- 238000012545 processing Methods 0.000 description 17
- 239000000725 suspension Substances 0.000 description 13
- 238000005096 rolling process Methods 0.000 description 11
- 230000008569 process Effects 0.000 description 10
- 230000009467 reduction Effects 0.000 description 8
- 230000006870 function Effects 0.000 description 7
- 238000010586 diagram Methods 0.000 description 5
- 238000005259 measurement Methods 0.000 description 4
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- 239000011159 matrix material Substances 0.000 description 3
- 238000013459 approach Methods 0.000 description 2
- 238000002955 isolation Methods 0.000 description 2
- 238000012986 modification Methods 0.000 description 2
- 230000004048 modification Effects 0.000 description 2
- 230000008447 perception Effects 0.000 description 2
- 230000001953 sensory effect Effects 0.000 description 2
- 238000010521 absorption reaction Methods 0.000 description 1
- 238000002485 combustion reaction Methods 0.000 description 1
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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
- B60G17/0162—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load the regulating means comprising electric or electronic elements characterised by their responsiveness, when the vehicle is travelling, to specific motion, a specific condition, or driver input mainly during a motion involving steering operation, e.g. cornering, overtaking
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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
-
- 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
- B60G21/00—Interconnection systems for two or more resiliently-suspended wheels, e.g. for stabilising a vehicle body with respect to acceleration, deceleration or centrifugal forces
- B60G21/02—Interconnection systems for two or more resiliently-suspended wheels, e.g. for stabilising a vehicle body with respect to acceleration, deceleration or centrifugal forces permanently interconnected
- B60G21/04—Interconnection systems for two or more resiliently-suspended wheels, e.g. for stabilising a vehicle body with respect to acceleration, deceleration or centrifugal forces permanently interconnected mechanically
- B60G21/05—Interconnection systems for two or more resiliently-suspended wheels, e.g. for stabilising a vehicle body with respect to acceleration, deceleration or centrifugal forces permanently interconnected mechanically between wheels on the same axle but on different sides of the vehicle, i.e. the left and right wheel suspensions being interconnected
- B60G21/055—Stabiliser bars
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- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Vehicle Body Suspensions (AREA)
Abstract
The disclosure provides a vehicle control method, a controller, a system and a vehicle, and relates to the technical field of vehicles, comprising: when the speed of the vehicle is greater than the preset speed and the steering information of the vehicle indicates that the vehicle is in a steering state, the active stabilizer bar is controlled to work; based on the sprung mass acceleration or the root mean square value of the sprung mass acceleration, the vibration damper is controlled to work, and the vibration damper assists the active stabilizer bar to work so as to improve the vibration damping effect.
Description
Technical Field
The disclosure relates to the technical field of vehicles, and in particular relates to a vehicle control method, a controller, a system and a vehicle.
Background
With the widespread use of vehicles, the demands of users on the 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 semi-active suspension system of the vehicle 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. The current semi-active suspension system of the vehicle outputs damping force through the shock absorber on the semi-active suspension system, and plays a role in damping in the driving process. However, the damping force output by the shock absorber is generally directed to the vertical vibration reduction effect, the effect of lateral vibration reduction is limited, and the riding comfort and the steering stability of the vehicle are both affected.
Disclosure of Invention
An object of the present disclosure is to provide a vehicle control method, a controller, a system and a vehicle, so as to solve the above-mentioned problems.
In order to achieve the above object, the present disclosure provides a vehicle control method including: when the speed of the vehicle is greater than a preset speed and the steering information of the vehicle indicates that the vehicle is in a steering state, controlling the active stabilizer bar to work; and controlling the vibration damper to work based on the sprung mass acceleration or the root mean square value of the sprung mass acceleration.
Optionally, controlling the vibration damper to work based on the sprung mass acceleration or the root mean square value of the sprung mass acceleration includes: controlling the vibration damper to work based on the fact that the sprung mass acceleration is larger than or equal to a preset sprung mass acceleration threshold value; or controlling the vibration damper to work based on the condition that the root mean square value of the sprung mass acceleration is larger than or equal to the root mean square threshold value of the preset sprung mass acceleration.
Optionally, the controlling the vibration damper to operate occurs at or after the active stabilizer bar to operate based on the sprung mass acceleration or the root mean square value of the sprung mass acceleration.
Optionally, the method further comprises: when the vehicle speed of the vehicle is greater than the preset vehicle speed and the steering information of the vehicle indicates that the vehicle is in a non-steering state, the roll requirement is met based on a whole vehicle dynamics signal, and the active stabilizer bar is controlled to work.
Optionally, the vehicle dynamics signal includes any combination of one or more of the following: vehicle body acceleration, vehicle body speed, vehicle body displacement, wheel displacement, roll angle speed, pitch angle speed, yaw angle, axial acceleration, lateral acceleration, and vertical acceleration.
Optionally, when the vehicle dynamics signal is a roll angle and a lateral acceleration, and the roll requirement is met based on the vehicle dynamics signal, controlling the active stabilizer bar to work, including: and if the roll angle is larger than or equal to the preset roll angle and the lateral acceleration is larger than or equal to the preset lateral acceleration, determining that the whole vehicle dynamics signal meets the roll requirement, and controlling the active stabilizer bar to work.
Optionally, the method further comprises: obtaining the flatness root mean square according to the flatness of the pavement; when the vehicle speed is smaller than a preset vehicle speed, judging whether the flatness root mean square is smaller than a preset flatness root mean square or not; and if the flatness root mean square is larger than the preset flatness root mean square, controlling the vibration damper to work.
Optionally, the controlling the active stabilizer bar to work includes: and controlling the active stabilizer bar to work according to the target anti-roll moment.
Optionally, the method further comprises: determining the target anti-roll moment, the determining the target anti-roll moment comprising: acquiring the sprung mass of the shock absorber and acquiring the lateral acceleration, the roll radius of the vehicle body and the roll angle rigidity of the whole vehicle; and obtaining the anti-roll moment according to the sprung mass, the lateral acceleration, the vehicle body roll radius, the vehicle body roll angle rigidity and a first mapping relation, wherein the first mapping relation comprises a corresponding relation among the sprung mass, the vehicle body roll radius, the vehicle body roll angle rigidity and a target anti-roll moment.
The present disclosure also provides a controller comprising: a storage device in which a computer program is stored; and the control device is used for executing the computer program to realize the method.
The present disclosure also provides a vehicle control system, the system comprising: the active stabilizer bar and the shock absorber are controlled by the same controller.
The present disclosure also provides a vehicle including the foregoing vehicle control system.
According to the various vehicle control method, the controller, the system and the vehicle, the speed of the vehicle is larger than the preset speed, and when the steering information of the vehicle represents that the vehicle is in a steering state, the active stabilizer bar is controlled to work; based on the sprung mass acceleration or the root mean square value of the sprung mass acceleration, the vibration damper is controlled to work, and the vibration damper assists the active stabilizer bar to work so as to improve the vibration damping effect.
Additional features and advantages of the present disclosure will be set forth in the detailed description which follows.
Drawings
The accompanying drawings are included to provide a further understanding of the disclosure, and are incorporated in and constitute a part of this specification, illustrate the disclosure and together with the description serve to explain, but do not limit the disclosure. In the drawings:
FIG. 1 is a schematic diagram of a vehicle control system provided by an exemplary embodiment of the present disclosure;
FIG. 2 is a schematic diagram of a vehicle control system provided by another exemplary embodiment of the present disclosure;
FIG. 3 is a schematic diagram of a vehicle control system provided by another exemplary embodiment of the present disclosure;
FIG. 4 is a flow chart of a vehicle control method provided by an embodiment of the present disclosure;
FIG. 5 is a flow chart of a vehicle control method provided by another embodiment of the present disclosure;
FIG. 6 is a flow chart of a vehicle control method provided by another embodiment of the present disclosure;
Fig. 7 is a block diagram of a vehicle, according to an exemplary embodiment.
Detailed Description
Specific embodiments of the present disclosure are described in detail below with reference to the accompanying drawings. It should be understood that the detailed description and specific examples, while indicating and illustrating the disclosure, are not intended to limit the disclosure.
With the widespread use of vehicles, the demands of users on the 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 semi-active suspension system of the vehicle 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. The current semi-active suspension system of the vehicle outputs damping force through the shock absorber on the semi-active suspension system, and plays a role in damping in the driving process. However, the damping force output by the shock absorber is generally directed to the vertical vibration reduction effect, the effect of lateral vibration reduction is limited, and the riding comfort and the steering stability of the vehicle are both affected.
To improve this problem, in the prior art, a controller is provided in the active stabilizer bar, and likewise, a controller is provided in the shock absorber, and two independent controllers respectively control the respective actuators. Under the condition that the vehicle needs to be damped, the controller corresponding to the damper can control the damper to damp, and the controller corresponding to the active stabilizer bar can control the active stabilizer bar to damp. Aiming at the existing vibration reduction scene, only one controller is needed to control the own actuator to work.
In the case of a semi-active suspension system, the actuator is a damper. For the weight of the electric power steering assistance system, the actuator is an active stabilizer bar.
The following describes a vehicle control system related to a vehicle control method provided in an embodiment of the present disclosure.
As shown in fig. 1, the vehicle control system includes a controller 110, a shock absorber 120, and an active stabilizer bar 130. The controller 110 and the active stabilizer bar 130 are respectively connected to the shock absorber 120.
A controller 110 for acquiring vehicle speed and steering information of the vehicle during traveling;
the controller 110 is further configured to control the active stabilizer bar to work when the vehicle speed is greater than a preset vehicle speed and the steering information indicates that the vehicle is in a steering state;
the controller 110 is further configured to control the shock absorber to operate when the vehicle speed is greater than the preset vehicle speed and the steering information indicates that the vehicle is in a non-steering state.
In some embodiments, the preset vehicle speed may be a plurality of preset values of 10m/s,15m/s,20m/s, etc.
Alternatively, the number of shock absorbers 120 may be, but is not limited to, 1,3, 4, 5, etc. In one embodiment, the number of dampers may be 4, as shown in fig. 2, including a rear left damper 121, a front left damper 122, a rear right damper 123, and a front right damper 124. It will be appreciated that the rear left shock absorber 121 may be mounted at the rear left wheel of the vehicle, the front left shock absorber 122 may be mounted at the front left wheel of the vehicle, the rear right shock absorber 123 may be mounted at the rear right wheel of the vehicle, and the front right shock absorber 124 may be mounted at the front right wheel of the vehicle.
Alternatively, the number of active stabilizer bars may be, but is not limited to, 1,2, 3, etc. In one embodiment, the number of active stabilizer bars may be 2, as shown in fig. 2, including a rear axle active stabilizer bar 131 and a front axle active stabilizer bar 132.
As shown in fig. 3, the vehicle control system may also include a variety of sensors for acquiring overall vehicle dynamics signals of the vehicle. Exemplary sensors include vehicle speed sensors, vehicle body acceleration sensors, suspension displacement sensors, steering wheel angle sensors, lidar, and inertial measurement units (Inertial Measurement Unit, IMU).
The vehicle control system may further include a first signal processing module and a second signal processing module. The first signal processing module is used for processing signals acquired by part of sensors, for example, the first signal processing module can be respectively connected with a vehicle speed sensor, a vehicle body acceleration sensor, a suspension displacement sensor and a steering wheel angle sensor, and the first signal processing module can process signals of the vehicle speed sensor, the vehicle body acceleration sensor, the suspension displacement sensor and the steering wheel angle sensor 4 sensors. The second signal processing module can be respectively connected with the IMU and the laser radar, and is used for processing signals acquired by the other part of sensors. For example, the second signal processing module may process signals of the IMU and 2 sensors of the lidar.
As shown in fig. 3, the controller includes a micro control unit (Microcontroller Unit, MCU) and a field programmable gate array (Field Programmable GATE ARRAY, FPGA) chip. The MCU is connected with the FPGA chip, and the MCU and the FPGA chip can communicate and call each other. And a bottom layer algorithm code comprising a shock absorber and an active stabilizer bar is written in the FPGA chip.
As shown in fig. 3, the vehicle control system may further include a first current driving module and a second current driving module, where the first current driving module is connected to the controller and the damper, respectively, and the first current driving module drives the damper to operate according to a current signal indicated by the controller. The second current driving module is respectively connected with the controller and the active stabilizer bar and drives the active stabilizer bar to work according to a current signal indicated by the controller.
Embodiments of the present disclosure will be described in detail below with reference to the accompanying drawings.
The present disclosure provides a vehicle control method, referring to fig. 4, which may be applied to the vehicle control system shown in fig. 1 to 3, the controller of the vehicle control system, the vehicle 600 shown in fig. 7, and the computer-readable storage medium. The present embodiment is exemplified by a controller applied to a vehicle control system. The vehicle control method specifically may include the following steps, which will be described in detail with respect to the flowchart shown in fig. 4:
And step S110, when the speed of the vehicle is greater than a preset speed and the steering information of the vehicle indicates that the vehicle is in a steering state, controlling the active stabilizer bar to work.
As shown in fig. 3, the vehicle control system includes a vehicle speed sensor for acquiring a vehicle speed of the vehicle during traveling and a steering wheel angle sensor for acquiring steering information of the vehicle during traveling. And the controller is connected with the vehicle speed sensor and the steering wheel angle sensor, and is used for acquiring the vehicle speed acquired by the vehicle speed sensor and the steering information acquired by the steering wheel angle sensor. In some embodiments, the steering information may be a steering wheel angle.
In this embodiment, the active stabilizer bar is mainly responsible for maintaining stability of the vehicle in the lateral direction, and the vehicle is mainly controlled to damp vibration in the case of uneven road surface, steering of the vehicle, and the like, so as to maintain balance of the vehicle. The vibration damper is mainly responsible for stabilizing the vehicle in the longitudinal direction, and the vibration damper is mainly controlled to damp under the conditions of uneven road surface, non-steering and the like of the vehicle so as to maintain the balance of the vehicle.
When the vehicle speed is greater than the preset vehicle speed and the steering information indicates that the vehicle is in a steering state, the vehicle may have lateral vibration and even side rolling risks, and therefore, the active stabilizer bar is controlled to work so as to maintain the stability of the vehicle in the lateral direction. Wherein the steering information is a non-0 value, for example, 1, and the steering information indicates that the vehicle is in a steering state. In some embodiments, the steering information characterizes the vehicle as being in a steering state when the absolute value of the steering wheel angle is greater than 3 °,4 °, or 5 °.
And step S120, controlling the vibration damper to work based on the sprung mass acceleration or the root-mean-square value of the sprung mass acceleration.
Based on the fact that when the sprung mass acceleration is larger than or equal to a preset sprung mass acceleration threshold value, the fact that the vibration reduction effect of the active stabilizer bar on the vehicle is poor is indicated, the vibration absorber is controlled to work, and the active stabilizer bar is matched with the vibration absorber to jointly reduce the vibration of the vehicle. For example, the pre-set sprung mass acceleration threshold is 4m/s.
Because the sprung mass acceleration reflects the vibration condition of the vehicle at a certain moment, and the root mean square value of the sprung mass acceleration can reflect the vibration condition of the vehicle within a period of time, compared with the sprung mass acceleration, the root mean square value of the sprung mass acceleration can more comprehensively reflect the vibration condition, so that judgment can be performed based on the root mean square value of the sprung mass acceleration, and when the root mean square value of the sprung mass acceleration is larger than or equal to the root mean square threshold of the preset sprung mass acceleration, the condition that the vibration reduction effect of the vehicle is poor by independently using the active stabilizer bar is described, the vibration absorber is controlled to work, and the vibration absorber is matched with the active stabilizer bar to jointly reduce the vibration of the vehicle.
Based on when the sprung mass acceleration is less than the sprung mass acceleration threshold value, the fact that the active stabilizer bar is used alone can play a better role in damping, the vibration absorber does not need to be controlled to work, and the active stabilizer bar is used alone for damping. Similarly, when the root mean square value of the sprung mass acceleration is smaller than the root mean square threshold value of the preset sprung mass acceleration, the fact that the active stabilizer bar is used alone can achieve a good damping effect is also indicated, and the active stabilizer bar is used alone for damping without controlling the damper to work.
According to the vehicle control method provided by the embodiment, when the speed of the vehicle is greater than the preset speed and the steering information of the vehicle indicates that the vehicle is in a steering state, the active stabilizer bar is controlled to work; when the active stabilizer bar works, the sprung mass acceleration is obtained; based on the sprung mass acceleration or the root mean square value of the sprung mass acceleration, the vibration damper is controlled to work, and the vibration damper assists the active stabilizer bar to work so as to improve the vibration damping effect, thereby improving the riding comfort of passengers in the vehicle and the whole vehicle operation stability of a driver.
Optionally, the controlling the vibration damper to operate occurs at or after the active stabilizer bar to operate based on the sprung mass acceleration or the root mean square value of the sprung mass acceleration. Illustratively, step S120 occurs outside of S110, and then after step S110, the method further includes: and when the active stabilizer bar works, the sprung mass acceleration is obtained.
An acceleration sensor is arranged on a sprung mass on a vehicle, and when the active stabilizer bar works, the sprung mass acceleration is collected through the sensor and used for representing the acceleration in the vertical direction in the running process of the vehicle. Based on the sprung mass acceleration, the root mean square of the sprung mass acceleration can be obtained. For example, different sprung mass accelerations are acquired at different times, and the root mean square of the sprung mass accelerations is calculated from the plurality of sprung mass accelerations.
The present disclosure provides a vehicle control method, referring to fig. 5, which may specifically include the steps of:
And S210, controlling the active stabilizer bar to work when the speed of the vehicle is greater than a preset speed and the steering information of the vehicle indicates that the vehicle is in a steering state.
The specific description of step S210 is referred to step S110, and will not be repeated here.
And step 220, when the vehicle speed is greater than the preset vehicle speed and the steering information indicates that the vehicle is in a non-steering state, controlling the vibration damper to work.
When the vehicle speed is greater than the preset vehicle speed and the steering information indicates that the vehicle is in a non-steering state, the vehicle may vibrate longitudinally, passengers may feel jolt up and down, and the vibration damper is controlled to work so as to maintain the stability of the vehicle in the longitudinal direction. Wherein the steering information is 0, and the steering information indicates that the vehicle is in a non-steering state.
According to the vehicle control method provided by the embodiment, the vehicle speed and the steering information of the vehicle in the running process are obtained, when the vehicle speed is larger than the preset vehicle speed and the steering information indicates that the vehicle is in a steering state, the active stabilizer bar is controlled to work so as to cope with lateral vibration, and when the vehicle speed is larger than the preset vehicle speed and the steering information indicates that the vehicle is in a non-steering state, the shock absorber is controlled to work so as to cope with longitudinal vibration, and the active stabilizer bar and the shock absorber are controlled in a unified way through the controller, so that the orderly control of the active stabilizer bar and the shock absorber is ensured so as to cope with different vibration conditions of the vehicle, and the shock absorbing effect is improved.
Optionally, the vehicle control method further includes: and acquiring a vehicle dynamics signal.
Illustratively, the vehicle dynamics signal comprises any combination of one or more of the following: vehicle body acceleration, vehicle body speed, vehicle body displacement, wheel displacement, roll angle speed, pitch angle speed, yaw angle, axial acceleration, lateral acceleration, and vertical acceleration. For example, when the vehicle control system includes a vehicle speed sensor, the vehicle dynamics signal includes a vehicle body speed collected by the vehicle speed sensor. For another example, when the vehicle control system includes a vehicle body acceleration sensor and a displacement sensor, the vehicle body acceleration sensor acquires a vehicle body accelerationThe signal collected by the displacement sensor is the difference between the vehicle body displacement z b and the wheel displacement z t, namely z b-zt. As shown in fig. 3, the vehicle body acceleration/>, is processed by the first signal processing moduleIntegrating to obtain the speed of car bodyThe first signal processing module is used for controlling the speed of the vehicle bodyAnd (5) performing integral processing to obtain the vehicle body displacement z b. The first signal processing module obtains the wheel displacement z t from the signal z b-zt acquired by the displacement sensor, so that in this case the vehicle dynamics signal comprises the vehicle body acceleration/>Body speed/>Vehicle body displacement z b and wheel displacement z t. For another example, the sensor includes an IMU mounted at the center of mass of the vehicle for acquiring three axes of acceleration, roll angle velocity, pitch angle velocity, and yaw angle velocity at the center of mass, wherein the three axes of acceleration include center of mass axial acceleration, lateral acceleration, and vertical acceleration, and thus the vehicle dynamics signal includes center of mass axial acceleration, lateral acceleration, vertical acceleration, roll angle velocity, pitch angle velocity, and yaw angle velocity.
In one embodiment, step S220 may be performed in such a manner that, when the vehicle speed is greater than the preset vehicle speed and the steering information indicates that the vehicle is in a non-steering state, it is determined whether the vehicle dynamics signal meets a roll requirement; and if the whole vehicle dynamics signal does not meet the rolling requirement, controlling the vibration damper to work.
As a way, the roll requirement may be set according to the above-mentioned vehicle dynamics signal, where the vehicle dynamics signal is a roll angle and a lateral acceleration, and if the roll angle is smaller than a preset roll angle or the lateral acceleration is smaller than a preset lateral acceleration, it is determined that the vehicle dynamics signal does not meet the roll requirement, the probability of the vehicle rolling is smaller, and the shock absorber is controlled to work.
In some embodiments, the preset inclination angle may be any one of 1.5 °,2 °,3 °, and the like, and may be set according to actual situations.
It should be noted that, when the roll determination is performed according to the vehicle dynamics signal, the vehicle dynamics signal is only an example, and the number and type of the vehicle dynamics signals are not limited thereto. The number of vehicle dynamics signals may be a lesser number, for example, the vehicle dynamics signals may be roll angles, and if the roll angles are less than a preset roll angle, it is determined that the vehicle dynamics signals do not meet the roll requirement. The type of the vehicle dynamics signal may be other types, for example, the vehicle dynamics signal may be a roll angle speed, and if the roll angle speed is smaller than a preset roll angle speed, for example, the preset roll angle speed may be any one of 2rad/s, 2.5rad/s, and 3rad/s, it is determined that the vehicle dynamics signal does not meet the roll requirement.
As another approach, it may be reflected by other signals on the vehicle whether the vehicle dynamics signal meets the roll requirement. By way of example, road surface flatness is acquired through a laser radar or a camera, if the road surface flatness is lower than preset flatness, the road surface flatness of a vehicle running is indicated, the probability of rolling in the running process of the vehicle is small, and therefore the fact that a whole vehicle dynamics signal does not meet the rolling requirement is determined, and the vibration damper is controlled to work.
Optionally, if the whole vehicle dynamics signal meets the roll requirement, controlling the active stabilizer bar to work.
As a way, the roll requirement may be set according to the above-mentioned vehicle dynamics signal, where the vehicle dynamics signal is a roll angle and a lateral acceleration, and if the roll angle is greater than or equal to the preset roll angle and the lateral acceleration is greater than or equal to the preset lateral acceleration, for example, 0.5g of the preset lateral acceleration, it is determined that the vehicle dynamics signal meets the roll requirement, and the active stabilizer bar is controlled to work.
It should be noted that, when the roll determination is performed according to the vehicle dynamics signal, the vehicle dynamics signal is only an example, and the number and type of the vehicle dynamics signals are not limited thereto. The number of vehicle dynamics signals may be a lesser number, for example, the vehicle dynamics signals may be roll angles, and if the roll angle is greater than or equal to a preset roll angle, the vehicle dynamics signals are determined to satisfy the roll requirement. The type of the vehicle dynamics signal may be other types, for example, the vehicle dynamics signal may be a roll angle speed, and if the roll angle speed is greater than or equal to a preset roll angle speed, it is determined that the vehicle dynamics signal meets the roll requirement.
As another approach, it may be reflected by other signals on the vehicle whether the vehicle dynamics signal meets the roll requirement. By way of example, road surface flatness is collected through a laser radar or a camera, if the road surface flatness is higher than preset flatness, for example, the root mean square of the preset flatness is 0.02mm, the road surface roughness of the vehicle running is described, the probability of rolling in the vehicle running process is high, and therefore the whole vehicle dynamics signal is determined to meet the rolling requirement, and the active stabilizer bar is controlled to work.
Optionally, the method further comprises: the sensor for obtaining the road surface flatness, for example, a vehicle control system includes a laser radar by which the road surface flatness is collected, and for another example, a vehicle control system sensor includes a camera by which a photograph of the road surface is taken to obtain the flatness. And obtaining the flatness root mean square according to the road surface flatness. And when the vehicle speed is smaller than a preset vehicle speed, judging whether the flatness root mean square is smaller than a preset flatness root mean square or not, for example, the preset flatness root mean square is 0.02mm. If the flatness root mean square is greater than the preset flatness root mean square, the road surface on which the vehicle runs is smooth, the road surface flatness can be understood as the road surface is not a concave-convex road surface, a hollow road surface and a road surface containing a speed reducing zone, otherwise, the road surface unevenness can be understood as the road surface is a concave-convex road surface, a hollow road surface or a road surface containing a speed reducing zone. On a flat road surface, the vibration amplitude of the vehicle in the transverse direction is smaller, the probability of rolling is correspondingly smaller, and the vibration damper is controlled to work.
If the flatness root mean square is smaller than or equal to the preset flatness root mean square, the road surface on which the vehicle runs is smooth, and the controller controls the shock absorber and the active stabilizer bar to not actively provide control force.
In this embodiment, the flatness root mean square is calculated through the road surface flatness, after the flatness root mean square is greater than the preset flatness root mean square, the vibration absorber is controlled to work, the road surface flatness can be changed constantly, the flatness of a section of road surface is judged through the mode of the flatness root mean square, the vibration absorber is prevented from being opened back and forth on a section of road surface, and the stability of control is guaranteed.
In one embodiment, the active stabilizer bar operation is controlled in step S110, which may be a manner of determining the target anti-roll moment; and controlling the active stabilizer bar to work according to the target anti-roll moment.
As one way, the determining the target anti-roll moment includes: acquiring the sprung mass of the shock absorber and acquiring the lateral acceleration, the roll radius of the vehicle body and the roll angle rigidity of the whole vehicle; and obtaining the target anti-roll moment according to the sprung mass, the lateral acceleration, the vehicle body roll radius, the vehicle body roll angle rigidity and a first mapping relation, wherein the first mapping relation comprises a corresponding relation among the sprung mass, the vehicle body roll radius, the vehicle body roll angle rigidity and the target anti-roll moment.
The target anti-roll moment is obtained by:
M＝m(aycosθ+gsinθ)h-Kθ
Wherein M is a target anti-roll moment, M is a sprung mass, a y is a lateral acceleration, θ is a whole vehicle roll angle, h is a vehicle body roll radius, and K θ is a whole vehicle roll angle stiffness.
As one way, please combine fig. 2 and 3, the mcu invokes the algorithm code in the FPGA chip to calculate the target anti-roll moment. A first corresponding relation between the target anti-rolling moment and the control current is established in advance, the control current corresponding to the target anti-rolling moment is obtained based on the first corresponding relation, the second current driving module is controlled by the FPGA chip to output the control current, the active stabilizer bar motors of the front shaft and the rear shaft are in short circuit, a certain anti-rolling moment output is kept, and the vibration reduction effect is achieved.
In this embodiment, an ideal anti-roll moment can be controlled and adjusted in real time by using a PID (proportional integral derivative) algorithm, where the target roll angle and the target roll acceleration value are determined by real vehicle calibration and subjective and objective test evaluation, and when the anti-roll moment is output, the output value needs to be corrected in real time according to the identified driving condition and the dynamics signal acquired by the sensor, and then the second current driving module outputs a control current signal to control the output of the anti-roll moment.
In one embodiment, the controlling the operation of the shock absorber in step S120 includes: determining a target damping force; and controlling the vibration absorber to work according to the target damping force.
The determining a target damping force includes: acquiring an objective function and a state vector in the running process of the vehicle, wherein the objective function is used for representing the running stability of the vehicle, and the stability represents the driving comfort and the steering stability; obtaining a feedback gain matrix according to the objective function; and obtaining the target damping force according to the feedback gain matrix and the state vector, for example, calculating the product between the feedback gain matrix and the state vector, and then taking the opposite number of the product to obtain the target damping force.
The target damping force can be determined by adopting the existing conventional algorithm, such as a zenith damping control algorithm, a mixed zenith damping control algorithm and the like.
Optionally, in this embodiment, a PID adjustment manner may be also adopted, and after calculating an optimal damping force required under a running condition of the vehicle, the optimal damping force is adjusted and optimized in real time according to a dynamic parameter obtained by a sensor, and finally, a driving current signal is output through a first current driving module to control and output a target damping force.
The objective function is obtained by:
Wherein J is an objective function, which can be an optimal objective function, T is time, z b is the displacement of the whole vehicle body, For the speed of the car body,/>Is the acceleration of the vehicle body, theta is the roll angle of the whole vehicle,/>For the pitch angle of the whole vehicle, μ is the yaw angle of the whole vehicle, z bi is the sprung mass displacement of four wheels, i can be 1,2, 3 or 4, for example, z b1 is the sprung mass displacement of the left front wheel of the four wheels, z b2 is the sprung mass displacement of the left rear wheel of the four wheels, z b3 is the sprung mass displacement of the right front wheel of the four wheels, z b4 is the sprung mass displacement of the right rear wheel of the four wheels, z ti is the displacement of the four tires of the vehicle, z ri is the road surface excitation displacement, a 1 is the vehicle body centroid acceleration weighting coefficient, a 2 is the centroid side tilt acceleration weighting coefficient, a 3 is the centroid pitch angle acceleration weighting coefficient, a 4 is the centroid angular acceleration weighting coefficient, a 5～a8 is the four damper dynamic deflection weighting coefficient, and a 9～a12 is the four tire dynamic displacement weighting coefficient.
As one way, please refer to fig. 3, the mcu invokes the algorithm code in the FPGA chip to calculate the target damping force. A second correspondence relationship between the target damping force and the control current is established in advance. Based on the second corresponding relation, control current corresponding to the target damping force is obtained, and the first current driving module is controlled by the FPGA chip to output the control current so as to control the electromagnetic valve in the shock absorber to work and output the target damping force, so that the shock absorption effect is realized.
The present disclosure also provides a vehicle control method applied to a controller, as shown in fig. 6, the vehicle control method may be as follows:
Collecting whole vehicle dynamics information and road surface flatness information, wherein the whole vehicle dynamics information can comprise any combination of one or more of the following: vehicle body acceleration, vehicle body speed, vehicle body displacement, wheel displacement, roll angle speed, pitch angle speed, yaw angle, axial acceleration, lateral acceleration, and vertical acceleration. The control strategy module is pre-formulated with control strategies for the active stabilizer bar and the shock absorber.
And judging whether the vehicle speed V is larger than a preset vehicle speed V t or not.
If the vehicle speed V is greater than the preset vehicle speed V t, whether the vehicle turns or not is continuously judged, and if the vehicle turns, the active stabilizer bar is driven by the second current driving module to output anti-roll moment. Otherwise, if the vehicle is not turning, the determination is continued to determine whether the roll angle θ is smaller than the preset roll angle θ t and whether the lateral acceleration a y is smaller than the preset lateral acceleration a yt. If the roll angle θ is less than the preset roll angle θ t and the lateral acceleration a y is less than the preset lateral acceleration a yt, the active stabilizer bar does not operate. Otherwise, if the roll angle θ is not smaller than the preset roll angle θ t or the lateral acceleration a y is not smaller than the preset lateral acceleration a yt, the step is performed to drive the active stabilizer bar to output the anti-roll moment through the second current driving module. After the step of driving the active stabilizer bar to output the anti-roll moment through the second current driving module, or after the active stabilizer bar is not operated, whether the acceleration root mean square sigma b is smaller than the preset vehicle body acceleration root mean square sigma bt is continuously judged. If the root mean square of acceleration σ b is less than the preset body acceleration root mean square σ bt, the damper does not actively provide control force. Otherwise, if the acceleration root mean square sigma b is not smaller than the preset vehicle body acceleration root mean square sigma bt, the first current driving module drives the shock absorber to output the target damping force.
If the vehicle speed V is not greater than the preset vehicle speed V t, that is, the vehicle speed V is less than or equal to the preset vehicle speed V t, continuously judging whether the road surface flatness is greater than the preset road surface flatness, if the road surface flatness sigma rt is less than the preset flatness sigma r, and if the road surface flatness is less than the preset flatness, executing the step of driving the shock absorber to output the target damping force through the first current driving module. Otherwise, if the road surface flatness is not less than the preset flatness, the vibration damper and the active stabilizer bar do not provide active control force and moment.
In this embodiment, the control logic of the actuators belonging to the two systems respectively for the active stabilizer bar and the shock absorber is integrated in the same controller, so that the cost is reduced and the control effect on the active suspension system is improved. Also, the controller may be disposed at the vehicle center of mass position, which may reduce the occupation of chassis space. In addition, after the whole vehicle dynamics signal is acquired by using equipment such as a sensor and the like and the driving working condition is identified according to the designed control strategy, the working modes of the vibration damper and the active stabilizer bar are designed and controlled, the active stabilizer bar and the vibration damper are comprehensively controlled, the control efficiency is improved, and the comfort and the steering stability of the vehicle are improved. The integrated control system controls the active suspension system of the running vehicle, and on the basis of improving the control efficiency of the suspension system, the dynamic performance of the vehicle in the vertical direction, the lateral direction and the axial direction is considered, so that the comfort and the steering stability of the running vehicle are further improved.
The present disclosure provides a controller comprising: a storage device in which a computer program is stored; and the control device is used for executing the computer program to realize the method.
The present disclosure also provides a vehicle, and FIG. 7 is a block diagram of a vehicle, according to an exemplary embodiment. For example, vehicle 600 may be a vehicle, such as a hybrid vehicle, or a non-hybrid or electric vehicle. As another example, the vehicle may be an autonomous vehicle or a semi-autonomous vehicle.
Referring to fig. 7, a vehicle 600 may include various subsystems, such as an infotainment system 610, a perception system 620, a decision control system 630, a drive system 640, and a computing platform 650. Wherein the vehicle 600 may also include more or fewer subsystems, and each subsystem may include multiple components. In addition, interconnections between each subsystem and between each component of the vehicle 600 may be achieved by wired or wireless means.
In some embodiments, the infotainment system 610 may include a communication system, an entertainment system, a navigation system, and the like.
The perception system 620 may include several sensors for sensing information of the environment surrounding the vehicle 600. For example, the sensing system 620 may include an acceleration sensor, a temperature sensor, a global positioning system (the global positioning system may be a GPS system, a beidou system or other positioning system), an inertial measurement unit (inertial measurement unit, IMU), a lidar, a millimeter wave radar, an ultrasonic radar, and a camera device.
Decision control system 630 may include a computing system, a vehicle controller, a steering system, a throttle, and a braking system.
The drive system 640 may include components that provide powered movement of the vehicle 600. In one embodiment, the drive system 640 may include an engine, an energy source, a transmission, and wheels. The engine may be one or a combination of an internal combustion engine, an electric motor, an air compression engine. The engine is capable of converting energy provided by the energy source into mechanical energy.
Some or all of the functions of the vehicle 600 are controlled by the computing platform 650. The computing platform 650 may include at least one first processing device 651 and a memory 652, the first processing device 651 may execute instructions 653 stored in the memory 652 to implement the above-described methods.
The first processing device 651 may be any conventional processor, such as a commercially available CPU. The processor may also include, for example, an image processor (Graphic Process Unit, GPU), a field programmable gate array (Field Programmable GATE ARRAY, FPGA), a System On Chip (SOC), an Application SPECIFIC INTEGRATED Circuit (ASIC), or a combination thereof.
The memory 652 may be implemented by any type or combination of volatile or nonvolatile memory devices such as Static Random Access Memory (SRAM), electrically erasable programmable read-only memory (EEPROM), erasable programmable read-only memory (EPROM), programmable read-only memory (PROM), read-only memory (ROM), magnetic memory, flash memory, magnetic or optical disk.
In addition to instructions 653, memory 652 may store data such as road maps, route information, vehicle location, direction, speed, and the like. The data stored by memory 652 may be used by computing platform 650.
In the disclosed embodiment, the first processing device 651 may execute the instructions 653 to complete all or part of the steps of the vehicle control method described above.
The vehicle comprises the vehicle control system.
The present disclosure also provides a computer readable storage medium having stored thereon computer program instructions which, when executed by a processor, implement the steps of the aforementioned vehicle control method.
The present disclosure also provides a computer program product comprising a computer program executable by a programmable apparatus, the computer program having code portions for performing the above-described vehicle control method when executed by the programmable apparatus.
The preferred embodiments of the present disclosure have been described in detail above with reference to the accompanying drawings, but the present disclosure is not limited to the specific details of the embodiments described above, and various simple modifications may be made to the technical solutions of the present disclosure within the scope of the technical concept of the present disclosure, and all the simple modifications belong to the protection scope of the present disclosure.
In addition, the specific features described in the above embodiments may be combined in any suitable manner without contradiction. The various possible combinations are not described further in this disclosure in order to avoid unnecessary repetition.
Moreover, any combination between the various embodiments of the present disclosure is possible as long as it does not depart from the spirit of the present disclosure, which should also be construed as the disclosure of the present disclosure.
Claims (12)
1. A vehicle control method, characterized in that the method comprises:
When the speed of the vehicle is greater than a preset speed and the steering information of the vehicle indicates that the vehicle is in a steering state, controlling the active stabilizer bar to work;
and controlling the vibration damper to work based on the sprung mass acceleration or the root mean square value of the sprung mass acceleration.
2. The method of claim 1, wherein controlling the operation of the shock absorber based on the sprung mass acceleration or a root mean square value of the sprung mass acceleration comprises:
Controlling the vibration damper to work based on the fact that the sprung mass acceleration is larger than or equal to a preset sprung mass acceleration threshold value;
Or controlling the vibration damper to work based on the condition that the root mean square value of the sprung mass acceleration is larger than or equal to the root mean square threshold value of the preset sprung mass acceleration.
3. A method according to claim 1 or 2, wherein controlling the damper operation occurs at or after the active stabilizer bar operation based on the sprung mass acceleration or the root mean square value of the sprung mass acceleration.
4. The method according to claim 1, wherein the method further comprises:
When the vehicle speed of the vehicle is greater than the preset vehicle speed and the steering information of the vehicle indicates that the vehicle is in a non-steering state, the roll requirement is met based on a whole vehicle dynamics signal, and the active stabilizer bar is controlled to work.
5. The method of claim 4, wherein the vehicle dynamics signal comprises any combination of one or more of: vehicle body acceleration, vehicle body speed, vehicle body displacement, wheel displacement, roll angle speed, pitch angle speed, yaw angle, axial acceleration, lateral acceleration, and vertical acceleration.
6. The method of claim 5, wherein controlling the active stabilizer bar operation when the roll demand is satisfied based on the vehicle dynamics signal when the vehicle dynamics signal is a roll angle and a lateral acceleration, comprises:
And if the roll angle is larger than or equal to the preset roll angle and the lateral acceleration is larger than or equal to the preset lateral acceleration, determining that the whole vehicle dynamics signal meets the roll requirement, and controlling the active stabilizer bar to work.
7. The method according to any one of claims 4 to 6, further comprising:
obtaining the flatness root mean square according to the flatness of the pavement;
When the vehicle speed is smaller than a preset vehicle speed, judging whether the flatness root mean square is smaller than a preset flatness root mean square or not;
And if the flatness root mean square is larger than the preset flatness root mean square, controlling the vibration damper to work.
8. The method of any one of claims 4 to 6, wherein controlling the active stabilizer bar operation comprises:
And controlling the active stabilizer bar to work according to the target anti-roll moment.
9. The method as recited in claim 8, further comprising: determining a target anti-roll moment;
The determining the target anti-roll moment includes:
Acquiring the sprung mass of the shock absorber and acquiring the lateral acceleration, the roll radius of the vehicle body and the roll angle rigidity of the whole vehicle;
And obtaining the target anti-roll moment according to the sprung mass, the lateral acceleration, the vehicle body roll radius, the vehicle body roll angle rigidity and a first mapping relation, wherein the first mapping relation comprises a corresponding relation among the sprung mass, the vehicle body roll radius, the vehicle body roll angle rigidity and the target anti-roll moment.
10. A controller, comprising:
A storage device in which a computer program is stored;
Control means for executing the computer program to implement the method of any one of claims 1 to 9.
11. A vehicle control system, the system comprising:
an active stabilizer bar, a shock absorber, and the controller of claim 10, said active stabilizer bar and said shock absorber being controlled by the same controller.
12. A vehicle, characterized by comprising: the vehicle control system of claim 11.
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