Control method of cooperative energy feedback suspension system

Abstract

The invention discloses a control method of a cooperative energy feedback suspension system, and belongs to the technical field of vehicle suspension systems, and the control method comprises the following steps: S01, information acquisition; s02, road condition judgment; s03, performing disconnection control on the stabilizer bar; s04, connecting and controlling the stabilizer bar; s05, energy recovery and output control; s06, carrying out smoothness control; and S07, performing dynamic adjustment. The method has the beneficial effects that by intelligently judging the vehicle driving state and the road condition, connection and disconnection of the active stabilizer bar and energy recovery and output strategies of the shock absorber and the active stabilizer bar are flexibly controlled according to different working conditions. Under various complex working conditions such as turning, hollowing and bumping, the system can efficiently recover energy, the application range of energy recovery is remarkably expanded, the total energy recovery amount is increased, then the endurance mileage of a battery is prolonged, and the problems that in the prior art, the energy recovery efficiency is low, and the application range is limited are solved.

Description

Technical Field

[0001] This application relates to the technical field of vehicle suspension systems, and particularly to a control method for a collaborative energy-harvesting suspension system. Background Art

[0002] With the rapid development of new energy vehicles, the importance of suspension systems in improving vehicle ride comfort, handling stability, and energy utilization efficiency has become increasingly prominent. However, there are still many deficiencies in the existing suspension systems in terms of energy recovery and collaborative control.

[0003] Currently, although the common active anti-roll bar and active shock absorber technologies in suspension systems have improved vehicle performance to a certain extent, they have limitations in energy recovery. For example, the suspension system disclosed in the patent "CN208006634U" can convert the vertical movement of the shock absorber into electrical energy, but its connected structure is only applicable to some uneven road surfaces and turning conditions. In the condition where the left and right wheels are simultaneously lifted or lowered, the anti-roll bar cannot be twisted, resulting in the inability to carry out energy recovery, and the applicable range is limited. In addition, this technology lacks intelligent adjustment ability and cannot dynamically adjust the energy recovery strategy according to road conditions, resulting in low energy recovery efficiency, unstable battery charging rate, and may affect the service life of the battery.

[0004] Another example is the lateral anti-roll bar control system disclosed in the patent "CN11133088A". Although it can actively control roll according to the body tilt angle, it only focuses on the optimization of body roll and does not consider the overall vehicle energy recovery and ride comfort control. This leads to a decline in the ride comfort and passability of the vehicle on potholed and bumpy roads, reducing the comfort experience of passengers, and at the same time, the applicability of the chassis system is also limited.

[0005] In summary, the existing suspension system technologies have obvious deficiencies in terms of energy recovery efficiency, intelligent adjustment ability, collaborative control, and adaptability to complex road conditions. Therefore, the present invention proposes a control method for a collaborative energy-harvesting suspension system, aiming to intelligently adjust the energy recovery strategy according to different road conditions through the collaborative work of the active anti-roll bar and the active shock absorber, while taking into account the ride comfort and handling stability of the vehicle, improving the energy utilization efficiency, extending the battery life, and significantly improving the overall performance of the vehicle. Summary of the Invention

[0006] One of the purposes of this application is to provide a control method for a collaborative energy-harvesting suspension system to solve the obvious deficiencies of the existing suspension system technologies in terms of energy recovery efficiency, intelligent adjustment ability, collaborative control, and adaptability to complex road conditions.

[0007] To achieve the above object, the technical solution adopted in this application is: A control method for a collaborative energy-harvesting suspension system, comprising the following steps:

[0008] S01. Information collection: Real-time collect vehicle driving state information, where the vehicle driving state information includes steering wheel angle (S.W), vehicle body roll acceleration (ay), vehicle body vertical acceleration (ab), front suspension dynamic stroke (Sf), rear suspension dynamic stroke (Sr), and wheel vertical displacements (z1, z2, z3, z4);

[0009] S02. Road condition judgment: According to the collected vehicle driving state information, judge whether the current road condition is a potholed or bumpy road surface;

[0010] S03. Anti-roll bar disconnection control: If the current road condition is a potholed or bumpy road surface, control the active anti-roll bar to disconnect, so that each sub-bar of the active anti-roll bar works independently; if the current road condition is not a potholed or bumpy road surface, further judge whether the vehicle is in a turning condition;

[0011] S04. Anti-roll bar connection control: If the vehicle is in a turning condition, control the active anti-roll bar to connect to enhance the vehicle's anti-roll ability;

[0012] S05. Energy recovery and output control: Judge whether the shock absorber and the active anti-roll bar need to perform energy recovery or output torque according to the vehicle body roll acceleration (ay). If the vehicle body roll acceleration (ay) is less than the first set value (ay0), control the shock absorber to perform energy recovery; if the vehicle body roll acceleration (ay) is greater than the first set value (ay0) and less than the second set value (ay*), control the shock absorber and the active anti-roll bar to work together to achieve energy recovery or output torque; if the vehicle body roll acceleration (ay) is greater than the second set value (ay*), control the shock absorber and the active anti-roll bar to output torque to suppress vehicle roll;

[0013] S06. Ride comfort control: Judge the driving state of the vehicle on a potholed or bumpy road surface according to the vehicle body vertical acceleration (ab). If the vehicle body vertical acceleration (ab) is greater than the first set value (ab0) and less than the second set value (ab*), control the shock absorber damping to increase, and at the same time judge the working state of the active anti-roll bar according to the wheel vertical displacements (z1, z2, z3, z4) and the suspension dynamic strokes (Sf, Sr) to achieve energy recovery or output torque; if the vehicle body vertical acceleration (ab) is greater than the second set value (ab*), control the shock absorber and the active anti-roll bar to output torque to improve the vehicle's ride comfort;

[0014] S07. Dynamic adjustment: Dynamically adjust the disconnection and connection states of the active anti-roll bar, as well as the energy recovery and output strategies of the shock absorber and the active anti-roll bar according to different road conditions, to achieve the coordinated energy feeding of the anti-roll bar and the shock absorber, and improve the energy recovery efficiency of the chassis system and the vehicle's endurance mileage.

[0015] Preferably, in the step of determining whether the current road condition is a potholed or bumpy road surface, the flatness of the road surface is detected by a road surface sensor. When the road surface sensor detects obvious uneven features on the road surface, it is determined that the current road condition is a potholed or bumpy road surface.

[0016] Preferably, in the step of controlling the disconnection or connection of the active stabilizer bar, the disconnection and connection of the active stabilizer bar are achieved by controlling the on-off state of the electromagnetic clutch. When the electromagnetic clutch is energized, the active stabilizer bar is connected, and when the electromagnetic clutch is de-energized, the active stabilizer bar is disconnected.

[0017] Preferably, in the step of determining whether the vehicle is in a turning condition, when the steering wheel angle (S.W) is greater than the set threshold (S.W0), it is determined that the vehicle is in a turning condition; when the steering wheel angle (S.W) is less than or equal to the set threshold (S.W0), it is determined that the vehicle is in a straight driving condition.

[0018] Preferably, in the step of controlling the shock absorber to recover energy, by adjusting the damping coefficient of the shock absorber, the shock absorber converts mechanical energy into electrical energy for recovery during the compression and stretching processes.

[0019] Preferably, in the step of controlling the shock absorber and the active stabilizer bar to work together, when the vehicle body roll acceleration (ay) is greater than the first set value (ay0) and less than the second set value (ay*), the damping of the shock absorber and the output torque of the active stabilizer bar are respectively adjusted according to the roll direction and degree of the vehicle to achieve a balance between energy recovery and vehicle stability control.

[0020] Preferably, in the step of controlling the output torque of the shock absorber and the active stabilizer bar, when the vehicle body roll acceleration (ay) is greater than the second set value (ay*), the shock absorber and the active stabilizer bar simultaneously output torque to suppress the excessive roll of the vehicle and ensure the handling stability of the vehicle.

[0021] Preferably, in the step of determining the driving state of the vehicle on a potholed or bumpy road surface according to the vehicle body vertical acceleration (ab), when the vehicle body vertical acceleration (ab) is greater than the first set value (ab0), the damping of the shock absorber is controlled to increase to reduce the vertical vibration of the vehicle body; when the vehicle body vertical acceleration (ab) is greater than the second set value (ab*), the output torque of the active stabilizer bar is further controlled to improve the ride comfort of the vehicle.

[0022] Preferably, in the step of dynamically adjusting the disconnection and connection states of the active stabilizer bar, according to different road conditions and vehicle driving states, the working mode of the active stabilizer bar is adjusted in real time to maximize the energy recovery efficiency and optimize the vehicle performance.

[0023] Preferably, the control method further includes monitoring and optimizing the energy recovery process. By monitoring the charging state of the battery and the energy demand of the vehicle, the intensity and timing of energy recovery are dynamically adjusted to ensure the health state of the battery and the energy supply of the vehicle.

[0024] Compared with the prior art, the beneficial effects of this application are as follows: Through the collaborative work of the active stabilizer bar and the active shock absorber, the energy recovery strategy is intelligently adjusted according to different road conditions, effectively solving the problems of low energy recovery efficiency, lack of collaborative control, and poor adaptability to complex road conditions in the prior art, and significantly improving the overall performance of the vehicle. The specific beneficial effects are as follows:

[0025] (1) Significantly improve the energy recovery efficiency

[0026] The present invention intelligently judges the driving state and road conditions of the vehicle, and flexibly controls the connection and disconnection of the active stabilizer bar, as well as the energy recovery and output strategies of the shock absorber and the active stabilizer bar according to different working conditions. Under various complex working conditions such as turning, potholes, and bumps, the system can efficiently recover energy, significantly expanding the applicable range of energy recovery, increasing the total amount of energy recovered, and thus extending the battery life, solving the problems of low energy recovery efficiency and limited applicable range in the prior art.

[0027] (2) Optimize vehicle ride comfort and handling stability

[0028] On potholed and bumpy roads, after the active stabilizer bar is disconnected and works independently, it can effectively reduce the mutual influence between the left and right wheels, optimize the vertical acceleration of the vehicle body, the dynamic stroke of the suspension, and the vertical displacement of the tire, significantly improving the ride comfort of the vehicle. In the turning condition, the active stabilizer bar is connected, enhancing the anti-roll ability of the vehicle, effectively suppressing the body roll, and improving the handling stability. The present invention takes into account both the ride comfort and handling stability of the vehicle, enabling the vehicle to maintain excellent performance under different road conditions, and solving the problem of insufficient vehicle performance optimization in the prior art under complex road conditions.

[0029] (3) Extend the battery life

[0030] The present invention realizes stable energy recovery and power feeding control. By intelligently adjusting the intensity and timing of energy recovery, the problems of overcharging or undercharging of the battery are avoided, which helps to maintain the health state of the battery, extend the battery life, reduce the long-term use cost of the vehicle, and solve the problems of unstable battery charging rate and possible impact on battery life in the prior art.

[0031] (4) Reduce the energy consumption of the chassis system

[0032] Compared with the prior art, under the control of the disconnecting stabilizer bar, the present invention avoids redundant torque output, reduces the energy consumption of the motor, decreases the overall energy consumption of the chassis system, further improves the energy economy of the vehicle, and at the same time enhances the applicability and modularization rate of the chassis system, enabling it to better adapt to the requirements of different vehicle models and working conditions, and solving the problems of increased energy consumption and redundant control in the prior art chassis system.

[0033] (5) Enhance the applicability and modularization rate of the chassis system

[0034] The present invention proposes various control strategies according to different road conditions, enabling the chassis system to flexibly adapt to various driving conditions and improving the applicability of the chassis system. At the same time, by optimizing the coordinated operation of the active stabilizer bar and the active shock absorber, the modularization degree of the chassis system is enhanced, facilitating system integration and expansion, reducing the R & D and production costs, improving the market competitiveness of the vehicle, and solving the problems of poor applicability and low modularization rate in the prior art chassis system.

[0035] In summary, through innovative control methods, the present invention effectively solves the problems existing in the prior art, such as low energy recovery efficiency, insufficient optimization of vehicle performance, and increased energy consumption, providing an efficient, intelligent, and reliable solution for the chassis system design of new energy vehicles, and having significant practical value and broad application prospects. Description of the Drawings

[0036] Figure 1 It is a flowchart of the control method of the present invention. Detailed Embodiments

[0037] Next, in combination with the specific embodiments, the present application will be further described. It should be noted that, on the premise of no conflict, the following described embodiments or technical features can be arbitrarily combined with each other to form new embodiments.

[0038] In the description of the present application, it should be noted that for orientation terms, if there are terms such as "center", "horizontal", "longitudinal", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", etc., indicating the orientation and position relationship are based on the orientation or position relationship shown in the drawings, and are only for the convenience of describing the present application and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and should not be construed as limiting the specific protection scope of the present application.

[0039] It should be noted that the terms "first", "second", etc. in the description and claims of the present application are used to distinguish similar objects, and do not necessarily have to be used to describe a specific order or sequence.

[0040] Example 1: Energy Recovery and Stability Control under Turning Conditions

[0041] Scenario Description:

[0042] The vehicle is driving on a straight road, and there is a bend ahead. The driver starts to turn the steering wheel to make a turning operation. At this time, the vehicle needs to enhance its anti-roll ability and recover energy as much as possible to improve the driving range.

[0043] Control Process:

[0044] Information Acquisition

[0045] Real-time collect the vehicle driving state information, including steering wheel angle (S.W), vehicle body roll acceleration (ay), body vertical acceleration (ab), front suspension dynamic stroke (Sf), rear suspension dynamic stroke (Sr), and wheel vertical displacement (z1, z2, z3, z4). It is detected that the steering wheel angle (S.W) is 25°, which is greater than the set threshold S.W0 (20°), indicating that the vehicle enters the turning condition; at the same time, the vehicle body roll acceleration (ay) is 0.3g, and the body vertical acceleration (ab) is 0.1g.

[0046] Anti-roll Bar Connection Control

[0047] The control module determines that the vehicle is in the turning condition according to the steering wheel angle (S.W > S.W0), and issues an instruction to connect the active anti-roll bar to enhance the vehicle's anti-roll ability. After connection, the active anti-roll bar can resist the body roll as a whole and improve the vehicle's handling stability.

[0048] Energy Recovery and Output Control

[0049] The control module determines the timing and degree of energy recovery according to the vehicle body roll acceleration (ay). If ay is less than the set value ay0 (0.2g), control the shock absorber to recover energy, and convert the mechanical energy generated during the vehicle roll into electrical energy for storage.

[0050] If ay is greater than ay0 but less than ay* (0.4g), control the shock absorber and the active anti-roll bar to work together, partially recover energy, and partially output torque to maintain vehicle stability. At this time, the shock absorber and the active anti-roll bar dynamically adjust their working states according to the actual needs of the vehicle.

[0051] If ay is greater than ay*, control the shock absorber and the active anti-roll bar to output torque to suppress vehicle roll and ensure the vehicle's handling stability. At this time, energy recovery is temporarily stopped to give priority to ensuring the driving safety of the vehicle.

[0052] In summary, the roll of the vehicle during turning is effectively suppressed, with the roll angle reduced by 30%, significantly improving driving safety; through the collaborative work of the active stabilizer bar and shock absorbers, the energy recovery efficiency is increased by 20%, extending the battery range; the handling performance of the vehicle during turning is significantly improved, and the comfort of passengers is also guaranteed.

[0053] Embodiment 2: Energy Recovery and Smoothness Control on Potholed and Bumpy Road Surfaces

[0054] Scenario description:

[0055] The vehicle is driving on a potholed and bumpy road surface, where the road is uneven and the vehicle is frequently subjected to vertical impacts. At this time, the vehicle needs to optimize smoothness while recovering energy as much as possible.

[0056] Control process:

[0057] Information collection

[0058] The vehicle driving state information is collected in real time, including the body vertical acceleration (ab), wheel vertical displacements (z1, z2, z3, z4), and suspension dynamic strokes (Sf, Sr). It is detected that the body vertical acceleration (ab) is 0.5g, which is greater than the set value ab0 (0.3g); the wheel vertical displacements are 10mm, 12mm, 8mm, and 11mm respectively; the front suspension dynamic stroke (Sf) is 50mm, and the rear suspension dynamic stroke (Sr) is 45mm.

[0059] Stabilizer bar disconnection control

[0060] The control module determines that the current road surface is potholed and bumpy based on the body vertical acceleration (ab > ab0), and issues an instruction to disconnect the active stabilizer bar, enabling each sub-bar to work independently and reducing the mutual influence between the left and right wheels. After disconnection, the active stabilizer bar can independently respond to the movement of each wheel, improving the smoothness of the vehicle.

[0061] Energy recovery and smoothness control

[0062] The control module adjusts the damping of the shock absorbers according to the body vertical acceleration (ab), increasing the damping to reduce the vertical vibration of the body. At the same time, based on the wheel vertical displacements (z1, z2, z3, z4) and suspension dynamic strokes (Sf, Sr), the working state of the active stabilizer bar is judged.

[0063] If both the front suspension dynamic stroke (Sf) and the rear suspension dynamic stroke (Sr) are less than the set values Sf0 (60mm) and Sr0 (55mm), both the front and rear active stabilizer bars perform energy recovery. At this time, the active stabilizer bar converts mechanical energy into electrical energy through independent torsion for storage.

[0064] If the dynamic stroke of the suspension exceeds the set value, the corresponding stabilizer bar outputs torque to resist tire bounce and ensure the ride comfort of the vehicle. At this time, the energy recovery is temporarily stopped to give priority to ensuring the ride comfort of the vehicle.

[0065] In summary, the ride comfort of the vehicle on bumpy and uneven roads is significantly improved, the vertical vibration is reduced by 40%, significantly enhancing the comfort of passengers; through the independent control of the active stabilizer bar, the energy recovery efficiency is increased by 25%, extending the battery range; the passability of the vehicle under complex road conditions is significantly improved, with stronger adaptability.

[0066] Embodiment 3: Comprehensive control under complex road conditions

[0067] Scenario description:

[0068] The vehicle is driving on a complex road including turns and bumpy and uneven sections, and it is necessary to take into account energy recovery, handling stability and ride comfort at the same time.

[0069] Control process:

[0070] Information collection

[0071] The driving state information of the vehicle is collected in real time, including the steering wheel angle (S.W), the vehicle body roll acceleration (ay), the vehicle body vertical acceleration (ab), the wheel vertical displacement (z1, z2, z3, z4) and the suspension dynamic stroke (Sf, Sr). It is detected that the steering wheel angle (S.W) is greater than S.W0 in the turning section, and the vehicle body roll acceleration (ay) changes significantly in the turning section; the vehicle body vertical acceleration (ab) is greater than ab0 in the bumpy and uneven sections.

[0072] Comprehensive control

[0073] In the turning section, the control module controls the connection of the active stabilizer bar according to the steering wheel angle (S.W > S.W0) to enhance the anti-roll ability. At the same time, according to the vehicle body roll acceleration (ay), the shock absorber and the active stabilizer bar are controlled to work together for energy recovery or torque output.

[0074] In the bumpy and uneven sections, the control module controls the disconnection of the active stabilizer bar according to the vehicle body vertical acceleration (ab > ab0) to optimize the ride comfort of the vehicle. At the same time, according to the wheel vertical displacement (z1, z2, z3, z4) and the suspension dynamic stroke (Sf, Sr), the damping of the shock absorber is adjusted for energy recovery or torque output.

[0075] In summary, under complex road conditions, by comprehensively judging various sensor signals, the collaborative operation of the active stabilizer bar and shock absorber is realized, ensuring that the vehicle can achieve the best balance of energy recovery, handling stability and ride comfort under different working conditions; the roll of the vehicle during turning is effectively suppressed, and the roll angle is reduced by 30%, significantly improving driving safety; the ride comfort of the vehicle on potholed and bumpy roads is significantly improved, and the vertical vibration is reduced by 40%, significantly enhancing passenger comfort; the energy recovery efficiency is increased by 25%, extending the battery life and improving the overall performance and energy utilization efficiency of the vehicle

[0076] The control method of this collaborative energy-feeding suspension system realizes energy recovery and vehicle performance optimization by the collaborative operation of the information acquisition module, control module and actuator, and intelligently adjusts the states of the active stabilizer bar and active shock absorber according to different road conditions. The specific working principle is as follows:

[0077] 1. System initialization and vehicle start detection

[0078] The control method process first determines whether the vehicle has started. If the vehicle has not started, the control process ends; if the vehicle has started, proceed to the next step.

[0079] 2. Road surface condition detection

[0080] The road surface sensor in the information acquisition module continuously monitors the road surface information to determine whether the current road surface is a potholed or bumpy road surface. If it is a potholed or bumpy road surface, enter the pothole / bumpy road surface control process; if it is a flat road surface, continue to detect the vehicle driving state.

[0081] 3. Turning condition judgment

[0082] If the road surface is a flat road surface, the information acquisition module further detects the steering wheel angle (S.W). If the steering wheel angle is less than the set threshold (S.W0), it is determined that the vehicle is in a straight driving state, and the control module outputs a signal to disconnect the active stabilizer bar assembly to optimize ride comfort; if the steering wheel angle is greater than or equal to the set threshold (S.W0), it is determined that the vehicle is in a turning condition, and enter the turning condition control process.

[0083] 4. Turning condition control

[0084] Under the turning condition, the control module outputs a signal to connect the active stabilizer bar assembly to enhance the vehicle's anti-roll ability. Subsequently, the control module makes the following judgments and controls according to the vehicle body roll acceleration (ay):

[0085] If the vehicle body roll acceleration (ay) is less than the first set value (ay0), control the shock absorber to perform energy recovery.

[0086] If the vehicle roll acceleration (ay) is greater than the first set value (ay0) and less than the second set value (ay*), the shock absorber and the active stabilizer bar are controlled to work together, partially recovering energy and partially outputting torque to maintain vehicle stability.

[0087] If the vehicle roll acceleration (ay) is greater than the second set value (ay*), the shock absorber and the active stabilizer bar are controlled to output torque to suppress vehicle roll. At this time, energy recovery is not performed, and priority is given to ensuring vehicle handling stability.

[0088] 5. Pothole / Bumpy Road Control

[0089] Under pothole and bumpy roads, the control module outputs a signal to disconnect the active stabilizer bar assembly to reduce the mutual influence between the left and right wheels and optimize vehicle ride comfort. Subsequently, the control module makes the following judgments and controls based on the body vertical acceleration (ab):

[0090] If the body vertical acceleration (ab) is greater than the first set value (ab0) and less than the second set value (ab*), the damping of the shock absorber is increased, and the working state of the active stabilizer bar is judged according to the wheel vertical displacements (z1, z2, z3, z4) and the suspension dynamic stroke (Sf, Sr) to achieve energy recovery or torque output.

[0091] If the body vertical acceleration (ab) is greater than the second set value (ab*), the shock absorber and the active stabilizer bar are controlled to output torque to improve vehicle ride comfort. At this time, energy recovery is not performed, and priority is given to ensuring vehicle ride comfort.

[0092] 6. Comprehensive Road Condition Control

[0093] Under complex road conditions, the control module comprehensively judges the vehicle driving conditions based on the real-time collected vehicle driving state information, and dynamically adjusts the disconnection and connection states of the active stabilizer bar, as well as the energy recovery and output strategies of the shock absorber and the active stabilizer bar. Through intelligent control, the coordinated energy feeding of the stabilizer bar and the shock absorber is realized, the energy recovery efficiency of the chassis system and the vehicle endurance mileage are improved, and the ride comfort and handling stability of the vehicle are taken into account at the same time.

[0094] 7. Cyclic Monitoring and Adjustment

[0095] The control module continuously monitors the vehicle driving state and road condition information, and dynamically adjusts the control strategy according to the real-time data. The actuator adjusts the working states of the active stabilizer bar and the shock absorber in real time according to the instructions of the control module to ensure that the vehicle can achieve the best performance under different working conditions. The control process loops until the vehicle stops running.

[0096] Specific Control Process

[0097] 4.1 Control Process for Turning Conditions

[0098] Information acquisition

[0099] The information acquisition module continuously obtains the steering wheel angle (S.W), vehicle roll acceleration (ay), body vertical acceleration (ab), front suspension dynamic stroke (Sf), rear suspension dynamic stroke (Sr), and wheel vertical displacements (z1, z2, z3, z4).

[0100] Anti-roll bar connection control

[0101] If the steering wheel angle (S.W) is greater than the set threshold (S.W0), the control module outputs a signal to connect the active anti-roll bar assembly, enhancing the vehicle's anti-roll ability.

[0102] Energy recovery and output control

[0103] If the vehicle roll acceleration (ay) is less than the first set value (ay0), the shock absorber is controlled to recover energy.

[0104] If the vehicle roll acceleration (ay) is greater than the first set value (ay0) and less than the second set value (ay*), the shock absorber and the active anti-roll bar work together to partially recover energy and partially output torque to maintain vehicle stability.

[0105] If the vehicle roll acceleration (ay) is greater than the second set value (ay*), the shock absorber and the active anti-roll bar output torque to suppress vehicle roll. At this time, no energy recovery is performed, and vehicle handling stability is prioritized.

[0106] 5.1 Pothole / bumpy road control process

[0107] Information acquisition

[0108] The information acquisition module continuously obtains the body vertical acceleration (ab), wheel vertical displacements (z1, z2, z3, z4), and suspension dynamic strokes (Sf, Sr).

[0109] Anti-roll bar disconnection control

[0110] If the body vertical acceleration (ab) is greater than the first set value (ab0), the control module outputs a signal to disconnect the active anti-roll bar assembly to reduce the mutual influence between the left and right wheels and optimize vehicle ride comfort.

[0111] Energy recovery and ride comfort control

[0112] If the body vertical acceleration (ab) is greater than the first set value (ab0) and less than the second set value (ab*), the damping of the shock absorber is increased, and the working state of the active anti-roll bar is judged according to the wheel vertical displacements (z1, z2, z3, z4) and suspension dynamic strokes (Sf, Sr) to achieve energy recovery or torque output.

[0113] If the vehicle body vertical acceleration (ab) is greater than the second set value (ab*), control the output torques of the shock absorber and the active stabilizer bar to improve the vehicle ride comfort. At this time, no energy recovery is performed, and the vehicle ride comfort is given priority.

[0114] 6.1 Comprehensive road condition control process

[0115] Information collection

[0116] The information collection module continuously obtains the vehicle driving state information, including the steering wheel angle (S.W), the vehicle body roll acceleration (ay), the vehicle body vertical acceleration (ab), the wheel vertical displacements (z1, z2, z3, z4), and the suspension dynamic strokes (Sf, Sr).

[0117] Comprehensive judgment and control

[0118] The control module dynamically adjusts the disconnection and connection states of the active stabilizer bar, as well as the energy recovery and output strategies of the shock absorber and the active stabilizer bar according to the real-time data. Through intelligent control, the collaborative energy feeding of the stabilizer bar and the shock absorber is realized, the energy recovery efficiency of the chassis system and the vehicle endurance mileage are improved, and the ride comfort and handling stability of the vehicle are taken into account at the same time.

[0119] Based on the above working principle, this control method can intelligently adjust the states of the active stabilizer bar and the active shock absorber according to different road conditions, achieve the balance between energy recovery and vehicle performance optimization, and significantly improve the comprehensive performance and energy utilization efficiency of the vehicle.

[0120] The above describes the basic principle, main features, and advantages of the present application. Those skilled in the art should understand that the present application is not limited by the above embodiments. What is described in the above embodiments and the specification is only the principle of the present application. Without departing from the spirit and scope of the present application, various changes and improvements will occur to the present application, and these changes and improvements all fall within the scope of the present application claimed. The scope of protection claimed by the present application is defined by the appended claims and their equivalents.

Claims

1. A control method for a collaborative energy-feeding suspension system, characterized in that, It includes the following steps: S01. Information acquisition: Real-time acquisition of vehicle driving state information, where the vehicle driving state information includes steering wheel angle (S.W), vehicle body roll acceleration (ay), vehicle body vertical acceleration (ab), front suspension dynamic stroke (Sf), rear suspension dynamic stroke (Sr), and wheel vertical displacement (z1, z2, z3, z4); S02. Road condition judgment: According to the acquired vehicle driving state information, judge whether the current road condition is a potholed or bumpy road surface; S03. Anti-roll bar disconnection control: If the current road condition is a potholed or bumpy road surface, control the active anti-roll bar to disconnect, so that each sub-bar of the active anti-roll bar works independently; if the current road condition is not a potholed or bumpy road surface, further judge whether the vehicle is in a turning condition; S04. Anti-roll bar connection control: If the vehicle is in a turning condition, control the active anti-roll bar to connect to enhance the vehicle's anti-roll ability; S05. Energy recovery and output control: Judge whether the shock absorber and the active anti-roll bar need to perform energy recovery or output torque according to the vehicle body roll acceleration (ay). If the vehicle body roll acceleration (ay) is less than the first set value (ay0), control the shock absorber to perform energy recovery; if the vehicle body roll acceleration (ay) is greater than the first set value (ay0) and less than the second set value (ay*), control the shock absorber and the active anti-roll bar to work together to achieve energy recovery or output torque; if the vehicle body roll acceleration (ay) is greater than the second set value (ay*), control the shock absorber and the active anti-roll bar to output torque to suppress vehicle roll; S06. Ride comfort control: Judge the driving state of the vehicle on a potholed or bumpy road surface according to the vehicle body vertical acceleration (ab). If the vehicle body vertical acceleration (ab) is greater than the first set value (ab0) and less than the second set value (ab*), control the shock absorber damping to increase, and at the same time judge the working state of the active anti-roll bar according to the wheel vertical displacement (z1, z2, z3, z4) and the suspension dynamic stroke (Sf, Sr) to achieve energy recovery or output torque; if the vehicle body vertical acceleration (ab) is greater than the second set value (ab*), control the shock absorber and the active anti-roll bar to output torque to improve the vehicle ride comfort; S07. Dynamic adjustment: Dynamically adjust the disconnection and connection states of the active anti-roll bar, as well as the energy recovery and output strategies of the shock absorber and the active anti-roll bar according to different road conditions, to achieve the collaborative energy feeding of the anti-roll bar and the shock absorber, and improve the energy recovery efficiency of the chassis system and the vehicle's cruising range.

2. The control method of a collaborative energy-feeding suspension system according to claim 1, characterized in that: In the step of judging whether the current road condition is a potholed or bumpy road surface, the flatness of the road surface is detected by a road surface sensor. When the road surface sensor detects obvious uneven features on the road surface, it is determined that the current road condition is a potholed or bumpy road surface.

3. The control method of a collaborative energy-feeding suspension system according to claim 2, characterized in that: In the step of controlling the disconnection or connection of the active anti-roll bar, the disconnection and connection of the active anti-roll bar are realized by controlling the on-off state of the electromagnetic clutch. When the electromagnetic clutch is energized, the active anti-roll bar is connected, and when the electromagnetic clutch is de-energized, the active anti-roll bar is disconnected.

4. The control method of a collaborative energy-feeding suspension system according to claim 3, characterized in that: In the step of determining whether the vehicle is in a turning condition, when the steering wheel angle (S.W) is greater than the set threshold (S.W0), it is determined that the vehicle is in a turning condition; when the steering wheel angle (S.W) is less than or equal to the set threshold (S.W0), it is determined that the vehicle is in a straight - line driving condition.

5. The control method of a collaborative energy-feeding suspension system according to claim 4, characterized in that: In the step of controlling the shock absorber to perform energy recovery, by adjusting the damping coefficient of the shock absorber, the shock absorber converts mechanical energy into electrical energy for recovery during the compression and stretching processes.

6. The control method of a collaborative energy-harvesting suspension system according to claim 5, characterized in that: In the step of controlling the shock absorber and the active stabilizer bar to work together, when the vehicle roll acceleration (ay) is greater than the first set value (ay0) and less than the second set value (ay*), according to the roll direction and degree of the vehicle, the damping of the shock absorber and the output torque of the active stabilizer bar are adjusted respectively to achieve the balance between energy recovery and vehicle stability control.

7. The control method of a collaborative energy-feeding suspension system according to claim 6, characterized in that: In the step of controlling the output torque of the shock absorber and the active stabilizer bar, when the vehicle roll acceleration (ay) is greater than the second set value (ay*), the shock absorber and the active stabilizer bar output torque simultaneously to suppress the excessive roll of the vehicle and ensure the handling stability of the vehicle.

8. The control method of a collaborative energy-feeding suspension system according to claim 7, characterized in that: In the step of judging the driving state of the vehicle on potholed and bumpy roads according to the vehicle body vertical acceleration (ab), when the vehicle body vertical acceleration (ab) is greater than the first set value (ab0), the damping of the shock absorber is controlled to increase to reduce the vertical vibration of the vehicle body; when the vehicle body vertical acceleration (ab) is greater than the second set value (ab*), the output torque of the active stabilizer bar is further controlled to improve the ride comfort of the vehicle.

9. The control method of a collaborative energy-feeding suspension system according to claim 8, characterized in that: In the step of dynamically adjusting the disconnection and connection state of the active stabilizer bar, according to different road conditions and vehicle driving states, the working mode of the active stabilizer bar is adjusted in real - time to maximize the energy recovery efficiency and optimize the vehicle performance.

10. The control method of a collaborative energy-feeding suspension system according to claim 9, characterized in that: The control method further includes the monitoring and optimization of the energy recovery process. By monitoring the charging state of the battery and the energy demand of the vehicle, the intensity and timing of energy recovery are dynamically adjusted to ensure the health state of the battery and the energy supply of the vehicle.

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