Attitude control method and device, electric suspension system, vehicle and storage medium

Abstract

The invention discloses an attitude control method and device, an electric suspension system, a vehicle and a computer readable storage medium. The attitude control method is applied to the electric suspension system, the electric suspension system comprises a control bus and an actuator, and the attitude control method comprises the steps that bus data collected through the control bus is acquired; and determining a target actuation force of the actuator based on the bus data to output a suspension control signal. Therefore, no additional sensor needs to be arranged, the advantages of being small in lag and high in control precision are achieved, and cost saving is facilitated.

Description

Technical Field

[0001] The present application relates to the field of vehicle control technology, and in particular to a posture control method, device, electric suspension system, vehicle and computer-readable storage medium. Background Art

[0002] With the development of intelligent automobile technology and people's growing demand for a better life, the comfort and handling stability of automobiles have attracted more and more attention from consumers and automobile engineers, and the electric active suspension has been proposed. The electric active suspension installs a linear motor as an actuator in the shock absorber, controls the suspension through the output of the linear motor, ensures the stability of the vehicle body posture, and thus makes the vehicle have good smoothness and handling stability. At present, the control accuracy of the electric active suspension on the vehicle body posture is poor. Summary of the invention

[0003] The embodiments of the present application provide a posture control method, device, electric suspension system, vehicle and computer-readable storage medium to solve at least one of the above-mentioned technical problems.

[0004] The posture control method of the embodiment of the present application is applied to an electric suspension system, wherein the electric suspension system includes a control bus and an actuator, and the posture control method includes:

[0005] Acquiring bus data collected through the control bus;

[0006] A target actuating force of the actuator is determined based on the bus data to output a suspension control signal.

[0007] In some embodiments, the bus data includes any one or more of a steering wheel angle, a vehicle speed, a brake pedal opening, and an accelerator pedal opening.

[0008] In some embodiments, the electric suspension system further includes a height sensor, and the posture control method further includes:

[0009] Acquiring suspension travel data collected by the height sensor;

[0010] The step of determining the target actuating force of the actuator based on the bus data to output a suspension control signal comprises:

[0011] The target actuating force is determined according to the bus data and the suspension stroke data to output a suspension control signal.

[0012] In some embodiments, before determining the target actuation force according to the bus data and the suspension travel data to output a suspension control signal, the posture control method further includes:

[0013] The bus data and the suspension travel data are filtered.

[0014] In some embodiments, determining the target actuation force according to the bus data and the suspension travel data to output a suspension control signal comprises:

[0015] calculating a plurality of characterization coefficients based on the bus data and the suspension travel data;

[0016] Determine a plurality of initial actuating forces respectively according to the plurality of characterization coefficients;

[0017] The target actuation force is determined according to the plurality of initial actuation forces to output a suspension control signal.

[0018] In some embodiments, the bus data includes a steering wheel angle, a vehicle speed, a brake pedal opening, and an accelerator pedal opening, and the calculation of a plurality of characterization coefficients based on the bus data and the suspension travel data includes:

[0019] Calculating a first characterization coefficient corresponding to the nod control according to the accelerator pedal opening, the suspension travel data and the vehicle speed;

[0020] Calculating a second characterization coefficient corresponding to squat control according to the brake pedal opening, the suspension travel data and the vehicle speed;

[0021] A third characterization coefficient corresponding to roll control is calculated according to the steering wheel angle, the suspension travel data and the vehicle speed.

[0022] In some embodiments, the calculating a first characterization coefficient corresponding to the nod control according to the accelerator pedal opening, the suspension travel data and the vehicle speed includes:

[0023] Performing differentiation processing on the accelerator pedal opening to obtain an accelerator pedal speed;

[0024] Performing differential processing on the suspension travel data to obtain a suspension travel speed;

[0025] The first characterization coefficient is calculated according to a first predetermined coefficient, the vehicle speed, the accelerator pedal opening, the accelerator pedal speed, and the suspension stroke speed.

[0026] In some embodiments, the calculating a second characterization coefficient corresponding to squat control according to the brake pedal opening, the suspension travel data and the vehicle speed includes:

[0027] Performing differentiation processing on the brake pedal opening to obtain a brake pedal speed;

[0028] Performing differential processing on the suspension travel data to obtain a suspension travel speed;

[0029] The second characterization coefficient is calculated based on a second predetermined coefficient, the vehicle speed, the brake pedal opening, the brake pedal speed, and the suspension stroke speed.

[0030] In some embodiments, the calculating a third characterization coefficient corresponding to the roll control according to the steering wheel angle, the suspension travel data and the vehicle speed includes:

[0031] Performing secondary differentiation processing on the steering wheel angle to obtain a steering wheel angle acceleration;

[0032] Calculating a roll transient coefficient according to the steering wheel angular acceleration;

[0033] The third characterization coefficient is calculated according to a third predetermined coefficient, the vehicle speed, the roll transient coefficient, and the steering wheel angle.

[0034] In some embodiments, determining a plurality of initial actuating forces respectively according to the plurality of characterization coefficients comprises:

[0035] Perform a linear table lookup according to the first characterization coefficient to obtain a first initial actuating force;

[0036] Perform a linear table lookup according to the second characterization coefficient to obtain a second initial actuating force;

[0037] Performing a linear table lookup according to the third characterization coefficient to obtain a third initial actuating force;

[0038] The step of determining the target actuation force according to the plurality of initial actuation forces to output a suspension control signal comprises:

[0039] The target actuation force is determined according to the first initial actuation force, the second initial actuation force, and the third initial actuation force to output a suspension control signal.

[0040] In certain embodiments, directions of the first initial actuating force, the second initial actuating force, and the third initial actuating force are all opposite to a direction of a suspension travel speed.

[0041] In some embodiments, the posture control method further includes:

[0042] Acquiring a fault signal collected through the control bus;

[0043] Decoding the fault signal to obtain a fault code;

[0044] The step of determining the target actuation force according to the first initial actuation force, the second initial actuation force, and the third initial actuation force to output a suspension control signal comprises:

[0045] When the fault code is the first fault code, the initial actuating force having the largest absolute value among the first initial actuating force, the second initial actuating force and the third initial actuating force is used as the target actuating force;

[0046] When the fault code is the second fault code, the target actuating force at the previous moment is used as the target actuating force at the current moment;

[0047] The first fault code indicates that a fault occurs in the electric suspension system, and the second fault code indicates that a fault does not occur in the electric suspension system.

[0048] The posture control device of the embodiment of the present application is applied to an electric suspension system, wherein the electric suspension system includes a control bus and an actuator, and the posture control device includes:

[0049] An acquisition module, used for acquiring bus data collected through the control bus;

[0050] A determination module is used to determine a target actuating force of the actuator based on the bus data to output a suspension control signal.

[0051] The electric suspension system of the embodiment of the present application includes a control bus, an actuator and a controller, and the controller is used to implement the posture control method of any of the above embodiments.

[0052] A vehicle according to an embodiment of the present application includes a vehicle body and an electric suspension system according to any one of the above embodiments, wherein the electric suspension system is arranged on the vehicle body.

[0053] The computer-readable storage medium of the embodiment of the present application stores a computer program thereon, and when the program is executed by a processor, the posture control method of any of the above-mentioned embodiments is implemented.

[0054] In the posture control method, device, electric suspension system, vehicle and computer-readable storage medium of the embodiment of the present application, bus data collected through the control bus is obtained, and the target actuation force of the actuator is determined based on the bus data to output a suspension control signal. In this way, no additional sensors are required, and the system has the advantages of small hysteresis and high control accuracy, and is conducive to cost saving.

[0055] Additional aspects and advantages of the embodiments of the present application will be given in part in the description below, and in part will become apparent from the description below, or will be learned through the practice of the embodiments of the present application. BRIEF DESCRIPTION OF THE DRAWINGS

[0056] The above and / or additional aspects and advantages of the present application will become apparent and easily understood from the description of the embodiments in conjunction with the following drawings, in which:

[0057] Figure 1 is a flow chart of a posture control method of certain embodiments of the present application;

[0058] Figure 2 is a schematic structural diagram of an electric suspension system in a vehicle according to certain embodiments of the present application;

[0059] Figure 3 is a flow chart of a posture control method of certain embodiments of the present application;

[0060] Figure 4 is a flow chart of a posture control method of certain embodiments of the present application;

[0061] Figure 5 is a flow chart of a posture control method of certain embodiments of the present application;

[0062] Figure 6 is a flow chart of a posture control method of certain embodiments of the present application;

[0063] Figure 7 is a flow chart of a posture control method of certain embodiments of the present application;

[0064] Figure 8 is a flow chart of a posture control method of certain embodiments of the present application;

[0065] Fig. 9 is a flow chart of a posture control method of certain embodiments of the present application;

[0066] Fig.10 is a flow chart of a posture control method of certain embodiments of the present application;

[0067] Fig.11 is a flow chart of a posture control method of certain embodiments of the present application;

[0068] Fig.12 is a flow chart of a posture control method of certain embodiments of the present application;

[0069] Fig.13 is a schematic diagram of a module of a posture control device according to some embodiments of the present application;

[0070] Fig.14 It is a schematic diagram of the connection status between a computer-readable storage medium and a processor in certain embodiments of the present application.

[0071] Description of reference numerals:

[0072] Electric suspension system 100, actuator 10, controller 20, control bus 30, height sensor 40, support spring 50, vehicle 200, vehicle body 210, posture control device 300, acquisition module 310, determination module 320, data processing module 330, first control module 340, second control module 350, third control module 360, computer readable storage medium 400, computer program 410, processor 420. DETAILED DESCRIPTION

[0073] The following is a further description of the embodiments of the present application in conjunction with the accompanying drawings. The same or similar reference numerals in the accompanying drawings represent the same or similar elements or elements with the same or similar functions from beginning to end. In addition, the embodiments of the present application described below in conjunction with the accompanying drawings are exemplary and are only used to explain the embodiments of the present application, and cannot be understood as limiting the present application.

[0074] See also Figures 1 to 3 The embodiment of the present application provides a posture control method. The posture control method is applied to an electric suspension system 100, and the electric suspension system 100 includes a control bus 30 and an actuator 10. The posture control method includes:

[0075] 010: Obtain bus data collected through the control bus 30;

[0076] 020: Determine the target actuating force of the actuator 10 based on the bus data to output a suspension control signal.

[0077] In the posture control method of the embodiment of the present application, bus data collected through the control bus 30 is obtained, and the target actuation force of the actuator 10 is determined based on the bus data to output a suspension control signal. In this way, no additional sensors are required, and the method has the advantages of small hysteresis and high control accuracy, and is conducive to cost saving.

[0078] Specifically, the electric suspension system 100 uses the damping shock absorber in the vehicle 200 as a replacement for the actuator 10, which is installed between the vehicle body 210 and the tire. The actuator 10 is powered by an external power supply so that the actuator 10 outputs an actuating force to replace the damping force generated by the damping shock absorber. The actuator 10 may be a linear motor. Compared with the damping force generated by the damping shock absorber, the active actuating force generated by the actuator 10 has a wider controllable range, higher control accuracy, and faster response.

[0079] The electric suspension system 100 includes a control bus 30 and an actuator 10, and the control bus 30 may be a CAN bus. The bus data at the current moment is collected through the control bus 30, and the bus data includes signals related to the electric suspension system 100 and other signals related to the vehicle 200. The bus data collected by the control bus 30 is obtained, and the target actuation force of the actuator 10 can be calculated based on the bus data.

[0080] The electric suspension system 100 also includes a suspension and a controller 20. The controller 20 is installed at the lower part of the armrest box of the vehicle 200. The controller 20 can output a suspension control signal to the actuator 10 according to the calculated target actuating force. The suspension control signal is a control current determined according to the target actuating force. The actuator 10 works under the control current, and the output is the target actuating force. The target actuating force acts on the suspension to adjust the posture of the vehicle body 210.

[0081] It should be noted that the number of suspensions may be multiple, and the number of actuators 10 may be the same as the number of suspensions. For example, for each wheel of the vehicle 200, a suspension and an actuator 10 may be correspondingly provided.

[0082] In the related art, the driving force is calculated by collecting vehicle data through sensors. The control accuracy of the posture of the vehicle body 210 depends on the data collection accuracy of the sensors. The control accuracy is poor, and the data collected by the sensors has a certain degree of lag.

[0083] In the embodiment of the present application, bus data is collected through the control bus 30 of the electric suspension system 100, and the target actuation force of the actuator 10 is determined based on the bus data to output a suspension control signal. In this way, no additional sensors are required, which has the advantages of small hysteresis and high control accuracy, and is conducive to cost saving.

[0084] See also Figures 2 to 4 In some embodiments, the electric suspension system 100 further includes a height sensor 40. The posture control method further includes:

[0085] 030: Acquire suspension travel data collected by the height sensor 40;

[0086] At this time, the target actuation force of the actuator is determined based on the bus data to output a suspension control signal (ie, 020), including:

[0087] 021: Determine the target actuating force based on the bus data and the suspension travel data to output the suspension control signal.

[0088] Specifically, the height sensor 40 is installed between the vehicle body 210 and the wheel, and is used to measure the suspension travel data. The suspension travel data is the sliding distance of the suspension from the lowest point to the highest point. Under different working conditions, the suspension travel data may change. The suspension travel data is collected by the height sensor 40. Afterwards, the target actuating force can be jointly determined according to the bus data and the suspension travel data to output the suspension control signal. Since the suspension travel data can reflect the relative motion state between the vehicle body 210 and the wheel in real time, the suspension travel data is introduced into the posture control of the vehicle body 210, so that real-time control during the movement of the vehicle 200 is realized, and the posture control of the vehicle body 210 can be made more linear.

[0089] See also Figure 2 In some embodiments, the electric suspension system 100 further includes a support spring 50 , which is connected to the actuator 10 and plays a major supporting role for the vehicle body 210 .

[0090] See also Figure 3 and Figure 5 In some embodiments, before determining the target actuation force according to the bus data and the suspension travel data to output the suspension control signal (ie, 021), the posture control method further includes:

[0091] 040: Filter the bus data and suspension travel data;

[0092] Specifically, the bus data and suspension travel data are filtered, and the filtering process includes high-pass filtering and low-pass filtering, which can remove noise and zero drift in the bus data and suspension travel data, making the bus data and suspension travel data more accurate and reliable, which is beneficial to improving the control accuracy of the vehicle body 210 posture.

[0093] See also Figure 3 and Figure 6 In some embodiments, the target actuation force is determined according to the bus data and the suspension travel data to output a suspension control signal (ie, 021), including:

[0094] 0211: Calculate multiple characterization coefficients based on bus data and suspension travel data;

[0095] 0212: Determine a plurality of initial actuating forces respectively according to a plurality of characterization coefficients;

[0096] 0213: Determine a target actuating force based on a plurality of initial actuating forces to output a suspension control signal.

[0097] Specifically, multiple characterization coefficients can be calculated based on the bus data and the suspension travel data, each of which corresponds to a factor affecting the posture of the vehicle body 210, such as acceleration, braking, steering, etc. Multiple corresponding initial actuation forces can be determined based on the multiple characterization coefficients, and the initial actuation force represents the actuation force required to maintain the stability of the vehicle 200 under the corresponding influencing factors. The target actuation force can be determined based on the multiple initial actuation forces to output a suspension control signal.

[0098] In some embodiments, the bus data includes any one or more of a steering wheel angle, a vehicle speed, a brake pedal opening, and an accelerator pedal opening.

[0099] Specifically, the bus data may include only the steering wheel angle, or only the vehicle speed, or only the brake pedal opening, or only the accelerator pedal opening, or any two, three, or all of them.

[0100] See also Figure 3 and Figure 7 In some embodiments, the bus data includes steering wheel angle, vehicle speed, brake pedal opening, and accelerator pedal opening. Multiple characterization coefficients (i.e., 0211) are calculated based on the bus data and suspension travel data, including:

[0101] 02111: Calculate a first characterization coefficient corresponding to the nod control according to the accelerator pedal opening, the suspension travel data and the vehicle speed;

[0102] 02112: Calculate a second characterization coefficient corresponding to squat control according to the brake pedal opening, suspension travel data and vehicle speed;

[0103] 02113: Calculate the third characterization coefficient corresponding to the roll control based on the steering wheel angle, suspension travel data and vehicle speed.

[0104] Specifically, when the vehicle 200 is in an accelerating state, the vehicle body 210 may squat backward. To ensure the safety of the driver and passengers, when controlling the posture of the vehicle body 210, it is necessary to consider the squatting of the vehicle body 210 and perform nodding control on the vehicle in the opposite direction. Therefore, the first characterization coefficient corresponding to the nodding control is calculated according to the accelerator pedal opening, suspension travel data and vehicle speed in the bus data to determine the initial actuating force corresponding to the nodding control.

[0105] When the vehicle 200 is in a braking condition, the vehicle body 210 may nod. To ensure the safety of the driver and passengers, when controlling the posture of the vehicle body 210, the nodding of the vehicle body 210 needs to be considered, and the vehicle is controlled to squat in the opposite direction. Therefore, the second characterization coefficient corresponding to the squat control is calculated according to the brake pedal opening, the suspension travel data and the vehicle speed to determine the initial actuating force corresponding to the squat control.

[0106] When the vehicle 200 is in a turning state, the body 210 may roll. To ensure the safety of the driver and passengers, when controlling the posture of the body 210, it is necessary to consider the roll of the body 210 and control the roll of the vehicle in the opposite direction. Therefore, the second characterization coefficient corresponding to the roll control is calculated according to the brake pedal opening, suspension travel data and vehicle speed to determine the initial actuating force corresponding to the roll control.

[0107] In the implementation manner of the present application, by performing different algorithm controls on different working conditions, decoupling of the posture control of the vehicle body 210 under various working conditions is achieved, thereby simplifying the control logic.

[0108] The process of calculating the first characterization coefficient, the second characterization coefficient, and the third characterization coefficient is described in detail below.

[0109] See also Figure 3 and Figure 8 In some embodiments, the first characterization coefficient (ie, 02111) corresponding to the nod control is calculated according to the accelerator pedal opening, the suspension travel data and the vehicle speed, including:

[0110] 021111: Differentiate the accelerator pedal opening to obtain the accelerator pedal speed;

[0111] 021112: Perform differential processing on the suspension travel data to obtain the suspension travel speed;

[0112] 021113: Calculate a first characterization coefficient based on a first predetermined coefficient, a vehicle speed, an accelerator pedal opening, an accelerator pedal speed, and a suspension travel speed.

[0113] Specifically, the accelerator pedal opening is differentiated to obtain the accelerator pedal speed. The suspension travel data is differentiated to obtain the suspension travel speed. Afterwards, the first characterization coefficient can be calculated based on the first predetermined coefficient, vehicle speed, accelerator pedal opening, accelerator pedal speed and suspension travel speed, as shown in the following formula:

[0114] Diveratio=K1×Vehicspeed×(a×Throttle+b×Throttlespeed)+K2×|Strokespeed|

[0115] Among them, Diveratio is the first characterization coefficient. Vehicspeed is the vehicle speed. Throttle is the accelerator pedal opening, and Throttlespeed is the accelerator pedal speed. Strokespeed is the suspension travel speed. K1, K2, a, and b are the first predetermined coefficients, which are all influencing factors related to nod control and are determined by subjective calibration by calibration engineers. The calibration engineer calibrates the relationship between the vehicle speed, accelerator pedal opening, accelerator pedal speed, suspension travel data speed and the first characterization coefficient, as well as the relationship between the first characterization coefficient and the actuating force, and the above-mentioned first predetermined coefficient can be determined by calculation.

[0116] See also Figure 3 and Fig. 9 In some embodiments, the second characterization coefficient (i.e., 02112) corresponding to the squat control is calculated according to the brake pedal opening, the suspension travel data, and the vehicle speed, including:

[0117] 021121: Differentiate the brake pedal opening to obtain the brake pedal speed;

[0118] 021122: Perform differential processing on the suspension travel data to obtain the suspension travel speed;

[0119] 021123: Calculate a second characterization coefficient based on a second predetermined coefficient, vehicle speed, brake pedal opening, brake pedal speed and suspension travel speed.

[0120] Specifically, the brake pedal opening is differentiated to obtain the brake pedal speed. After the suspension travel data is differentiated to obtain the suspension travel speed, the second characterization coefficient can be calculated according to the second predetermined coefficient, vehicle speed, brake pedal opening, brake pedal speed and suspension travel data speed, as shown in the following formula:

[0121] Squateratio=K3×Vehicspeed×(c×Brake+d×Brakespeed)+K4×|Strokespeed|

[0122] Among them, Squateratio is the second characterization coefficient. Brake is the brake pedal opening, and Brakespeed is the brake pedal speed. Strokespeed is the suspension stroke speed. K3, K4, c, and d are the second predetermined coefficients, which are all influencing factors related to squat control and are determined by subjective calibration by calibration engineers. The calibration engineer calibrates the relationship between vehicle speed, brake pedal opening, brake pedal speed, suspension stroke data speed and the second characterization coefficient, as well as the relationship between the second characterization coefficient and the actuating force, and the above-mentioned second predetermined coefficient can be determined by calculation.

[0123] See also Figure 3 and Fig.10 In some embodiments, a third characterization coefficient (i.e., 02113) corresponding to the roll control is calculated according to the steering wheel angle, the suspension travel data, and the vehicle speed, including:

[0124] 021131: Perform secondary differentiation on the steering wheel angle to obtain the steering wheel angle acceleration;

[0125] 021132: Calculate the roll transient coefficient based on the steering wheel angular acceleration;

[0126] 021133: Calculate a third characterization coefficient according to a third predetermined coefficient, a vehicle speed, a roll transient coefficient, and a steering wheel angle.

[0127] Specifically, the steering wheel angle is differentiated twice to obtain the steering wheel angle acceleration. The roll transient coefficient can be calculated based on the steering wheel angle acceleration, as shown in the following formula:

[0128]

[0129] Wherein, Traratio is the roll transient coefficient, SteerangleAcc is the steering wheel angular acceleration, and SteerangleAcclim is the minimum steering wheel angular acceleration of the vehicle 200 in transient steering.

[0130] The third characterization coefficient can be calculated according to the third predetermined coefficient, vehicle speed, roll transient coefficient and steering wheel angle, as shown in the following formula:

[0131]

[0132] Among them, Rollratio is the third characterization coefficient. Steerangle is the steering wheel angle. e and f are third predetermined coefficients, both of which are influencing factors related to roll control and are determined by subjective calibration by calibration engineers. The calibration engineer calibrates the relationship between vehicle speed, roll transient coefficient, steering wheel angle and the third characterization coefficient, and the relationship between the third characterization coefficient and the actuating force, and the third predetermined coefficient can be determined by calculation.

[0133] Since the posture control of the vehicle body 210 under various working conditions is decoupled, the control logic is simplified. When calibration engineers calibrate, they can calibrate for each working condition separately, which makes engineering calibration easy.

[0134] It can be understood that the third characterization coefficient is determined based on the roll transient coefficient, vehicle speed, steering wheel angle, and steering wheel angle acceleration. The third characterization coefficient is a characterization coefficient related to both transient steering and steady-state steering of the vehicle 200. In this way, the transient roll and steady-state roll of the vehicle are considered separately in the roll control, and the roll of the vehicle body 210 is comprehensively controlled, which is more in line with the actual situation and has a better control effect on the posture of the vehicle body 210.

[0135] See also Figure 3 and Fig.11 In some embodiments, a plurality of initial actuating forces (i.e., 0212) are determined respectively according to a plurality of characterization coefficients, including:

[0136] 02121: performing a linear table lookup according to the first characterization coefficient to obtain a first initial actuating force;

[0137] 02122: performing a linear table lookup according to the second characterization coefficient to obtain a second initial actuating force;

[0138] 02123: performing a linear table lookup according to the third characterization coefficient to obtain a third initial actuating force;

[0139] At this time, the target actuation force is determined according to the multiple initial actuation forces to output a suspension control signal (ie, 0213), including:

[0140] 02131: Determine a target actuation force based on the first initial actuation force, the second initial actuation force and the third initial actuation force to output a suspension control signal.

[0141] Specifically, after the first characterization coefficient is calculated, a linear table lookup is performed according to the first characterization coefficient to determine the corresponding initial actuation force, which is expressed as the first initial actuation force. The linear table lookup refers to searching in a corresponding table of the first characterization coefficient and the damping force of the shock absorber according to the first characterization coefficient, and searching for the damping force corresponding to the first characterization coefficient. The damping force found is the first initial actuation force. The corresponding table can be determined by a calibration engineer through subjective calibration, and different models have different corresponding tables.

[0142] After the second characterization coefficient is calculated, a linear table lookup is performed according to the second characterization coefficient to determine the corresponding initial actuation force, which is expressed as the second initial actuation force. The linear table lookup means that according to the second characterization coefficient, a corresponding table of the second characterization coefficient and the damping force of the shock absorber is searched to find the damping force corresponding to the second characterization coefficient, and the damping force found is the second initial actuation force. The corresponding table can be determined by subjective calibration by the calibration engineer, and different models have different corresponding tables.

[0143] After the third characterization coefficient is calculated, a linear table lookup is performed according to the third characterization coefficient to determine the corresponding initial actuation force, which is represented by the third initial actuation force. When the roll transient coefficient Traratio is zero (that is, the steering wheel angle is at a constant speed), the third characterization coefficient Rollratio is (1-Traratio)×(e+f×Vehiclespeed)×Steerangle, which is a characterization coefficient related to the transient steering of the vehicle 200, and the third initial actuation force represents the steady-state roll actuation force.

[0144] When the roll transient coefficient Traratio is not zero, the third characterization coefficient Rollratio is the larger value of Traratio×(e+f×Vehiclespeed×Steerangle and 1-Traratio×e+f×Vehiclespeed×Steerangle, which is a characterization coefficient related to the transient steering of the vehicle 200, and the third initial actuating force characterizes the transient roll actuating force. The linear table lookup refers to searching in a corresponding table of the third characterization coefficient and the damping force of the shock absorber according to the third characterization coefficient, and searching for the damping force corresponding to the third characterization coefficient. The damping force found is the third initial actuating force. The corresponding table can be determined by subjective calibration by a calibration engineer, and different models have different corresponding tables.

[0145] After the first initial actuating force, the second initial actuating force and the third initial actuating force are determined, a target actuating force is determined according to the first initial actuating force, the second initial actuating force and the third initial actuating force to output a suspension control signal.

[0146] In certain embodiments, directions of the first initial actuating force, the second initial actuating force, and the third initial actuating force are all opposite to a direction of a suspension travel speed.

[0147] It can be understood that the direction of the suspension travel speed is related to the working conditions. For example, when the vehicle 200 nods, the direction of the suspension travel speed is downward. The actuator 10 outputs the target actuating force to suppress the nodding, squatting or rolling of the vehicle 200. Taking the nodding of the vehicle 200 as an example, the direction of the target actuating force should be upward, which is opposite to the suspension travel speed. The target actuating force is determined based on the first initial actuating force, the second initial actuating force, and the third initial actuating force. Therefore, the directions of the first initial actuating force, the second initial actuating force, and the third initial actuating force must be opposite to the direction of the suspension travel speed in order to achieve control of the posture of the vehicle body 210 and keep the vehicle 200 stable.

[0148] See also Figure 3 and Fig.12 In some embodiments, the posture control method further includes:

[0149] 050: Acquire the fault signal collected through the control bus 30;

[0150] 060: Decode the fault signal to obtain the fault code;

[0151] At this time, the target actuation force is determined according to the first initial actuation force, the second initial actuation force and the third initial actuation force to output a suspension control signal (ie, 02131), including:

[0152] 021311: When the fault code is the first fault code, the initial actuating force with the largest absolute value among the first initial actuating force, the second initial actuating force and the third initial actuating force is used as the target actuating force;

[0153] 021312: When the fault code is the second fault code, the target actuating force at the previous moment is used as the target actuating force at the current moment;

[0154] The first fault code indicates that the electric suspension system 100 has a fault, and the second fault code indicates that the electric suspension system 100 has not a fault.

[0155] Specifically, the control bus 30 can also collect a fault signal about the electric suspension system 100, obtain the fault signal, decode the fault signal, and obtain a fault code. The fault code includes a first fault code and a second fault code, the first fault code indicates that the electric suspension system 100 has a fault, and the second fault code indicates that the electric suspension system 100 has not a fault. The first fault code is different from the second fault code. In one example, the first fault code is set to 1 and the second fault code is set to 0.

[0156] When the fault code is the first fault code, it means that the electric suspension system 100 has not failed, and the target actuating force can be determined based on the first initial actuating force, the second initial actuating force, and the third initial actuating force at the current moment. For example, the initial actuating force with the largest absolute value among the first initial actuating force, the second initial actuating force, and the third initial actuating force at the current moment can be used as the target actuating force.

[0157] When the fault code is the second fault code, it indicates that the electric suspension system 100 fails, and the multiple initial actuating forces calculated at the current moment may be inaccurate. At this time, the target actuating force at the previous moment may be used as the target actuating force at the current moment.

[0158] The posture control method of the embodiment of the present application is used to control the posture of the vehicle 200. Within a period of time, when other signals except the vehicle speed in the signals to be processed remain unchanged, that is, the vehicle 200 may be in an acceleration or braking state, the target actuating force is divided into at least two linear change curves, which are the larger values ​​of the first initial actuating force and the second initial actuating force.

[0159] At this time, the steering wheel angle is inputted in two working conditions, uniform speed and acceleration. When the steering wheel angle is uniform speed, the roll transient coefficient is zero, the third characterization coefficient Rollratio=(1-Traratio)×(e+f×Vehiclespeed)×Steerangle, and the third initial actuation force represents the steady-state roll actuation force. When the steering wheel angle is uniform acceleration, the third characterization coefficient Rollratio is the larger value of Traratio×(e+f×Vehiclespeed)×Steerangle and (1-Traratio)×(e+f×Vehiclespeed)×Steerangle, and the third initial actuation force represents the transient roll actuation force. Then the target actuation force is divided into at least four linearly changing curves, each of which represents the larger value of the first initial actuation force, the second initial actuation force, the steady-state roll actuation force (the third initial actuation force), and the transient roll actuation force (the third initial actuation force).

[0160] It is found through research that when the posture control method of the embodiment of the present application is used to control the vehicle 200, when the vehicle 200 is traveling on different road conditions, the vehicle 200 working condition that the current vehicle 200 should mainly control can be determined based on the magnitude of multiple initial actuating forces. For example, when the vehicle 200 is traveling on a sloped and very rough road surface, when the slope is large, the rolling working condition actuating force (i.e., the third initial actuating force or the fourth initial actuating force) is large, so the actuating forces output by the actuator 10 corresponding to the left wheel and the actuator 10 corresponding to the right wheel are two actuating forces in opposite directions. When the slope decreases, the vertical working condition actuating force (i.e., the first actuating force or the second actuating force) is large, and at this time, the actuating forces output by the actuators 10 corresponding to the multiple wheels are one actuating force, and the target actuating force output within a period of time is a random variable number and is related to the roughness of the road surface.

[0161] See also Fig.13 The embodiment of the present application also provides a posture control device 300, which is applied to the electric suspension system 100. The electric suspension system 100 includes a control bus 30 and an actuator 10. The posture control device 300 includes an acquisition module 310 and a determination module 320. The acquisition module 310 is used to acquire bus data collected through the control bus 30. The determination module 320 is used to determine the target actuation force of the actuator 10 based on the bus data to output a suspension control signal.

[0162] In some embodiments, the bus data includes any one or more of a steering wheel angle, a vehicle speed, a brake pedal opening, and an accelerator pedal opening.

[0163] In some embodiments, the electric suspension system 100 further includes a height sensor 40. The acquisition module 310 is further configured to acquire suspension travel data collected by the height sensor 40. The determination module 320 is specifically configured to determine the target actuation force according to the bus data and the suspension travel data to output a suspension control signal.

[0164] In some embodiments, before determining the target actuating force based on the bus data and the suspension travel data to output a suspension control signal, the posture control device 300 further includes a data processing module 330 for filtering the bus data and the suspension travel data.

[0165] In some embodiments, the posture control device 300 further includes a first control module 340, a second control module 350, and a third control module 360, which are used to calculate a plurality of characterization coefficients according to the bus data and the suspension travel data. The determination module 320 is specifically used to determine a plurality of initial actuation forces according to the plurality of characterization coefficients; determine a target actuation force according to the plurality of initial actuation forces, and output a suspension control signal.

[0166] In some embodiments, the bus data includes steering wheel angle, vehicle speed, brake pedal opening, and accelerator pedal opening. The first control module 340, the second control module 350, and the third control module 360 ​​are specifically used to calculate the first characterization coefficient corresponding to the nod control according to the accelerator pedal opening, suspension travel data, and vehicle speed; calculate the second characterization coefficient corresponding to the squat control according to the brake pedal opening, suspension travel data, and vehicle speed; and calculate the third characterization coefficient corresponding to the roll control according to the steering wheel angle, suspension travel data, and vehicle speed.

[0167] In certain embodiments, the first control module 340 is specifically used to differentiate the accelerator pedal opening to obtain the accelerator pedal speed; differentiate the suspension travel data to obtain the suspension travel speed; and calculate the first characterization coefficient based on the first predetermined coefficient, vehicle speed, accelerator pedal opening, accelerator pedal speed and suspension travel speed.

[0168] In certain embodiments, the second control module 350 is specifically used to differentiate the brake pedal opening to obtain the brake pedal speed; differentiate the suspension travel data to obtain the suspension travel speed; and calculate the second characterization coefficient based on the second predetermined coefficient, vehicle speed, brake pedal opening, brake pedal speed and suspension travel speed.

[0169] In some embodiments, the third control module 360 ​​is specifically used to perform secondary differential processing on the steering wheel angle to obtain the steering wheel angle acceleration; calculate the roll transient coefficient based on the steering wheel angle acceleration; calculate the third characterization coefficient based on the third predetermined coefficient, vehicle speed, roll transient coefficient, and steering wheel angle.

[0170] In certain embodiments, the determination module 320 is specifically used to perform a linear table lookup based on the first characterization coefficient to obtain a first initial actuating force; perform a linear table lookup based on the second characterization coefficient to obtain a second initial actuating force; perform a linear table lookup based on the third characterization coefficient to obtain a third initial actuating force; determine a target actuating force based on the first initial actuating force, the second initial actuating force, and the third initial actuating force to output a suspension control signal.

[0171] In certain embodiments, directions of the first initial actuating force, the second initial actuating force, and the third initial actuating force are all opposite to a direction of a suspension travel speed.

[0172] In some embodiments, the acquisition module 310 is also used to acquire a fault signal collected through the control bus 30. The output distance module is also used to decode the fault signal to obtain a fault code. The determination module 320 is specifically used to, when the fault code is the first fault code, use the initial actuation force with the largest absolute value among the first initial actuation force, the second initial actuation force, and the third initial actuation force as the target actuation force; when the fault code is the second fault code, use the target actuation force at the previous moment as the target actuation force at the current moment; wherein, the first fault code indicates that the electric suspension system 100 has a fault, and the second fault code indicates that the electric suspension system 100 has not a fault.

[0173] It should be noted that the explanation of the posture control method in the aforementioned embodiment is also applicable to the posture control device 300 in the embodiment of the present application, and will not be elaborated here.

[0174] See also Figure 2 The embodiment of the present application further provides an electric suspension system 100. The electric suspension system 100 includes a control bus 30, an actuator 10 and a controller 20, and the controller 20 is used to implement the posture control method of any of the above embodiments.

[0175] For example, the controller 20 may implement the following posture control method:

[0176] 010: Obtain bus data collected through the control bus 30;

[0177] 020: Determine the target actuating force of the actuator 10 based on the bus data to output a suspension control signal.

[0178] For another example, the controller 20 may implement the following posture control method:

[0179] 030: Acquire suspension travel data collected by the height sensor 40;

[0180] At this time, the target actuation force of the actuator is determined based on the bus data to output a suspension control signal (ie, 020), including:

[0181] 021: Determine the target actuating force based on the bus data and the suspension travel data to output the suspension control signal.

[0182] It should be noted that the explanations of the posture control method and the posture control device 300 in the aforementioned embodiments are also applicable to the electric suspension system 100 of the embodiments of the present application, and will not be elaborated here.

[0183] See also Figure 2 The embodiment of the present application further provides a vehicle 200. The vehicle 200 includes a vehicle body 210 and an electric suspension system 100 of any of the above embodiments, and the electric suspension system 100 is disposed on the vehicle body 210. The electric suspension system 100 implements the posture control method of any of the above embodiments to control the posture of the vehicle body 210 of the vehicle 200.

[0184] It should be noted that the explanations and descriptions of the posture control method and the posture control device 300 in the aforementioned embodiments are also applicable to the vehicle 200 of the embodiments of the present application, and will not be elaborated here.

[0185] See also Fig.14 The embodiment of the present application also provides a computer-readable storage medium 400 on which a computer program 410 is stored. When the program is executed by a processor 420, the posture control method of any of the above embodiments is implemented.

[0186] For example, when the computer program 410 is executed by the processor 420, the following posture control method is implemented:

[0187] 010: Obtain bus data collected through the control bus 30;

[0188] 020: Determine the target actuating force of the actuator 10 based on the bus data to output a suspension control signal.

[0189] For another example, when the computer program 410 is executed by the processor 420, the following posture control method is implemented:

[0190] 030: Acquire suspension travel data collected by the height sensor 40;

[0191] At this time, the target actuation force of the actuator is determined based on the bus data to output a suspension control signal (ie, 020), including:

[0192] 021: Determine the target actuating force based on the bus data and the suspension travel data to output the suspension control signal.

[0193] It should be noted that the explanations of the posture control method and the posture control device 300 in the aforementioned embodiments are also applicable to the computer-readable storage medium 400 in the embodiments of the present application, and will not be elaborated here.

[0194] In summary, in the posture control method, device 300, electric suspension system 100, vehicle 200 and computer-readable storage medium 400 of the embodiment of the present application, bus data collected through the control bus 30 is obtained, and the target actuation force is determined based on the bus data to output a suspension control signal. In this way, no additional sensors are required, and the system has the advantages of small hysteresis and high control accuracy, and is conducive to cost saving.

[0195] In the description of this specification, the description with reference to the terms "one embodiment", "some embodiments", "example", "specific example", or "some examples" etc. means that the specific features, structures, materials or characteristics described in conjunction with the embodiment or example are included in at least one embodiment or example of the present application. In this specification, the schematic representations of the above terms do not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials or characteristics described may be combined in any one or more embodiments or examples in a suitable manner. In addition, those skilled in the art may combine and combine the different embodiments or examples described in this specification and the features of the different embodiments or examples, without contradiction.

[0196] Any process or method description in a flowchart or otherwise described herein may be understood to represent a module, segment or portion of code that includes one or more executable instructions for implementing the steps of a specific logical function or process, and the scope of the preferred embodiments of the present application includes alternative implementations in which functions may not be performed in the order shown or discussed, including performing functions in a substantially simultaneous manner or in the reverse order depending on the functions involved, which should be understood by technicians in the technical field to which the embodiments of the present application belong.

[0197] The logic and / or steps represented in the flowchart or otherwise described herein, for example, can be considered as an ordered list of executable instructions for implementing logical functions, and can be embodied in any computer-readable storage medium for use by an instruction execution system, device or apparatus (such as a computer-based system, a system including a processor, or other system that can fetch instructions from an instruction execution system, device or apparatus and execute instructions), or in combination with these instruction execution systems, devices or apparatuses. For the purposes of this specification, a computer-readable storage medium can be any device that can contain, store, communicate, propagate or transmit a program for use by an instruction execution system, device or apparatus, or in combination with these instruction execution systems, devices or apparatuses. More specific examples (non-exhaustive list) of computer-readable storage media include the following: an electrical connection with one or more wires (electronic device), a portable computer disk box (magnetic device), a random access memory (RAM), a read-only memory (ROM), an erasable and programmable read-only memory (EPROM or flash memory), a fiber optic device, and a portable compact disk read-only memory (CDROM). In addition, the computer-readable storage medium may even be paper or other suitable medium on which the program is printed, since the program may be obtained electronically, for example, by optically scanning the paper or other medium and then editing, interpreting or processing in other suitable ways if necessary, and then stored in a computer memory.

[0198] It should be understood that the various parts of the present application can be implemented by hardware, software, firmware or a combination thereof. In the above-mentioned embodiments, multiple steps or methods can be implemented by software or firmware stored in a memory and executed by a suitable instruction execution system. For example, if implemented by hardware, as in another embodiment, it can be implemented by any one of the following technologies known in the art or their combination: a discrete logic circuit having a logic gate circuit for implementing a logic function for a data signal, a dedicated integrated circuit having a suitable combination of logic gate circuits, a programmable gate array (PGA), a field programmable gate array (FPGA), etc.

[0199] A person of ordinary skill in the art will appreciate that all or part of the steps carried by the method for implementing the above-mentioned embodiment can be completed by instructing the relevant hardware through a program, and the program can be stored in a computer-readable storage medium, which, when executed, includes one or a combination of the steps of the method embodiment. In addition, each functional unit in each embodiment of the present application can be integrated into a processing module, or each unit can exist physically alone, or two or more units can be integrated into one module. The above-mentioned integrated module can be implemented in the form of hardware or in the form of a software functional module. If the integrated module is implemented in the form of a software functional module and sold or used as an independent product, it can also be stored in a computer-readable storage medium. The above-mentioned storage medium can be a read-only memory, a disk or an optical disk, etc.

[0200] Although the embodiments of the present application have been shown and described above, it can be understood that the above embodiments are exemplary and cannot be understood as limitations on the present application. Ordinary technicians in this field can change, modify, replace and modify the above embodiments within the scope of the present application. The scope of the present application is defined by the claims and their equivalents.

Claims

1. A posture control method, characterized in that: Applied to an electric suspension system, the electric suspension system includes a control bus and an actuator, and the posture control method includes: Acquiring bus data collected through the control bus; A target actuating force of the actuator is determined based on the bus data to output a suspension control signal.

2. The posture control method according to claim 1, characterized in that: The bus data includes any one or more of a steering wheel angle, a vehicle speed, a brake pedal opening, and an accelerator pedal opening.

3. The posture control method according to claim 1, characterized in that: The electric suspension system further includes a height sensor, and the posture control method further includes: Acquiring suspension travel data collected by the height sensor; The step of determining the target actuating force of the actuator based on the bus data to output a suspension control signal comprises: The target actuating force is determined according to the bus data and the suspension stroke data to output a suspension control signal.

4. The posture control method according to claim 3, characterized in that: Before determining the target actuating force according to the bus data and the suspension travel data to output a suspension control signal, the posture control method further includes: The bus data and the suspension travel data are filtered.

5. The posture control method according to claim 3, characterized in that: The step of determining the target actuating force according to the bus data and the suspension travel data to output a suspension control signal comprises: calculating a plurality of characterization coefficients based on the bus data and the suspension travel data; Determine a plurality of initial actuating forces respectively according to the plurality of characterization coefficients; The target actuation force is determined according to the plurality of initial actuation forces to output a suspension control signal.

6. The posture control method according to claim 5, characterized in that: The bus data includes a steering wheel angle, a vehicle speed, a brake pedal opening, and an accelerator pedal opening. The calculation of multiple characterization coefficients based on the bus data and the suspension travel data includes: Calculating a first characterization coefficient corresponding to the nod control according to the accelerator pedal opening, the suspension travel data and the vehicle speed; Calculating a second characterization coefficient corresponding to squat control according to the brake pedal opening, the suspension travel data and the vehicle speed; A third characterization coefficient corresponding to roll control is calculated according to the steering wheel angle, the suspension travel data and the vehicle speed.

7. The posture control method according to claim 6, characterized in that: The calculating of a first characterization coefficient corresponding to the nodding control according to the accelerator pedal opening, the suspension travel data and the vehicle speed includes: Performing differentiation processing on the accelerator pedal opening to obtain an accelerator pedal speed; Performing differential processing on the suspension travel data to obtain a suspension travel speed; The first characterization coefficient is calculated according to a first predetermined coefficient, the vehicle speed, the accelerator pedal opening, the accelerator pedal speed, and the suspension stroke speed.

8. The posture control method according to claim 6, characterized in that: The calculating of the second characterization coefficient corresponding to the squat control according to the brake pedal opening, the suspension travel data and the vehicle speed includes: Performing differentiation processing on the brake pedal opening to obtain a brake pedal speed; Performing differential processing on the suspension travel data to obtain a suspension travel speed; The second characterization coefficient is calculated based on a second predetermined coefficient, the vehicle speed, the brake pedal opening, the brake pedal speed, and the suspension stroke speed.

9. The posture control method according to claim 6, characterized in that: The calculating of a third characterization coefficient corresponding to the roll control according to the steering wheel angle, the suspension travel data and the vehicle speed comprises: Performing secondary differentiation processing on the steering wheel angle to obtain a steering wheel angle acceleration; Calculating a roll transient coefficient according to the steering wheel angular acceleration; The third characterization coefficient is calculated according to a third predetermined coefficient, the vehicle speed, the roll transient coefficient, and the steering wheel angle.

10. The posture control method according to claim 6, characterized in that: The determining of a plurality of initial actuating forces respectively according to the plurality of characterization coefficients comprises: Perform a linear table lookup according to the first characterization coefficient to obtain a first initial actuating force; Perform a linear table lookup according to the second characterization coefficient to obtain a second initial actuating force; Performing a linear table lookup according to the third characterization coefficient to obtain a third initial actuating force; The step of determining the target actuation force according to the plurality of initial actuation forces to output a suspension control signal comprises: The target actuation force is determined according to the first initial actuation force, the second initial actuation force, and the third initial actuation force to output a suspension control signal.

11. The posture control method according to claim 10, characterized in that: The directions of the first initial actuating force, the second initial actuating force, and the third initial actuating force are all opposite to the direction of the suspension travel speed.

12. The posture control method according to claim 10, characterized in that: The posture control method also includes: Acquiring a fault signal collected through the control bus; Decoding the fault signal to obtain a fault code; The step of determining the target actuation force according to the first initial actuation force, the second initial actuation force, and the third initial actuation force to output a suspension control signal comprises: When the fault code is the first fault code, the initial actuating force having the largest absolute value among the first initial actuating force, the second initial actuating force and the third initial actuating force is used as the target actuating force; When the fault code is the second fault code, the target actuating force at the previous moment is used as the target actuating force at the current moment; The first fault code indicates that a fault occurs in the electric suspension system, and the second fault code indicates that a fault does not occur in the electric suspension system.

13. A posture control device, characterized in that: Applied to an electric suspension system, the electric suspension system includes a control bus and an actuator, and the posture control device includes: An acquisition module, used for acquiring bus data collected through the control bus; A determination module is used to determine a target actuating force of the actuator based on the bus data to output a suspension control signal.

14. An electric suspension system, characterized in that: The electric suspension system comprises a control bus, an actuator and a controller, and the controller is used to implement the posture control method according to any one of claims 1 to 12.

15. A vehicle, characterized in that: The invention comprises a vehicle body and the electric suspension system according to claim 14, wherein the electric suspension system is arranged on the vehicle body.

16. A computer-readable storage medium having a computer program stored thereon, characterized in that: When the program is executed by a processor, the posture control method described in any one of claims 1 to 12 is implemented.

Images