Suspension control method, suspension control device, and vehicle

Abstract

The application provides a suspension control method, a suspension control device and a vehicle. The suspension control method comprises: determining that the vehicle is turning; and adjusting a deformation parameter of the suspension to adjust a driving direction of the vehicle in response to the determination that the vehicle is turning. When the vehicle is turning, the driving direction of the vehicle is adjusted by controlling the deformation parameter of the suspension of the vehicle, without taking braking measures, so that large energy consumption and wear of the braking system of the vehicle are avoided.

Description

Technical Field

[0001] This application relates to the field of vehicle control, specifically to a suspension control method, a suspension control device, and a vehicle. Background Technology

[0002] During driving, a vehicle may experience oversteer or understeer. The vehicle's direction can be adjusted by braking one tire. However, adjusting the vehicle's direction through braking is energy-intensive and causes wear and tear on the vehicle's braking system. Summary of the Invention

[0003] This application provides a suspension control method and device that can flexibly control the vehicle's direction of travel when the vehicle is turning.

[0004] In a first aspect, a suspension control method is provided, wherein the suspension is applied in a vehicle, the method comprising: determining the vehicle steering; and, in response to the determination of the steering, adjusting the deformation parameters of the suspension to adjust the driving direction of the vehicle.

[0005] When the vehicle is turning, the vehicle's direction of travel is adjusted by controlling the deformation parameters of the vehicle's suspension, eliminating the need for braking and avoiding significant energy consumption and wear on the vehicle's braking system.

[0006] In conjunction with the first aspect, in some possible implementations, the method further includes: determining the correlation between the predicted yaw rate of the vehicle and the deformation parameters of the suspension based on the state parameters of the vehicle; adjusting the deformation parameters of the suspension reduces the deviation between the expected yaw rate and the predicted yaw rate of the vehicle.

[0007] Based on the correlation between the predicted yaw rate and the deformation parameters, the deformation parameters of the suspension are adjusted to reduce the deviation between the expected yaw rate and the predicted yaw rate, so that the predicted yaw rate of the vehicle is as close as possible to the expected yaw rate, thereby improving the vehicle's control stability and comfort.

[0008] In conjunction with the first aspect, in some possible implementations, the state parameters include: lateral acceleration, center of mass sideslip angle, front wheel steering angle corresponding to steering wheel angle, longitudinal vehicle speed, sprung mass roll angle, and sprung mass roll angular velocity.

[0009] The correlation between the vehicle's predicted yaw rate and the suspension deformation parameters is determined based on vehicle state parameters such as lateral acceleration, center of gravity sideslip angle, front wheel steering angle corresponding to steering wheel angle, longitudinal vehicle speed, sprung mass roll angle, and sprung mass roll angular velocity. This correlation is more accurate and improves the vehicle's control stability.

[0010] In conjunction with the first aspect, in some possible implementations, the method further includes: determining the expected yaw rate based on the vehicle's longitudinal speed and steering wheel angle.

[0011] Based on the vehicle's longitudinal speed and steering wheel angle, the expected yaw rate is determined, making the expected yaw rate more accurate and thus improving the vehicle's control stability.

[0012] In conjunction with the first aspect, in some possible implementations, the suspension includes a shock absorber, and the deformation parameters of the suspension include the damping of the shock absorber.

[0013] Adjusting the damper is easier than adjusting the suspension spring stiffness.

[0014] In a second aspect, a suspension control device is provided, including a processing module and an adjustment module. The processing module is used to determine the steering of the vehicle; in response to the determination of the steering, the adjustment module is used to adjust the deformation parameters of the suspension to adjust the driving direction of the vehicle.

[0015] In conjunction with the second aspect, in some possible implementations, the processing module is further configured to determine the correlation between the predicted yaw rate of the vehicle and the deformation parameters of the suspension based on the state parameters of the vehicle; the adjustment of the deformation parameters of the suspension reduces the deviation between the expected yaw rate and the predicted yaw rate of the vehicle.

[0016] In conjunction with the second aspect, in some possible implementations, the state parameters include: lateral acceleration, center of mass sideslip angle, front wheel steering angle corresponding to steering wheel angle, longitudinal vehicle speed, sprung mass roll angle, and sprung mass roll angular velocity.

[0017] In conjunction with the second aspect, in some possible implementations, the processing module is further configured to determine the expected yaw rate based on the vehicle's longitudinal speed and steering wheel angle.

[0018] In conjunction with the second aspect, in some possible implementations, the suspension includes a shock absorber, and the deformation parameters of the suspension include the damping of the shock absorber.

[0019] Thirdly, a suspension control device is provided, including a memory and a processor, the memory for storing program instructions, and when the program instructions are executed in the processor, the processor is used to execute the method as described in the first aspect.

[0020] Fourthly, a computer program storage medium is provided, characterized in that the computer program storage medium has program instructions that, when executed, cause the method described in the first aspect to be executed.

[0021] Fifthly, a chip is provided, the chip system including at least one processor, wherein when program instructions are executed in the at least one processor, the method described in the first aspect is executed.

[0022] Optionally, as one implementation, the chip may further include a memory storing instructions, and the processor is used to execute the instructions stored in the memory. When the instructions are executed, the processor is used to execute the method in either the first aspect or the second aspect.

[0023] The aforementioned chip can be a field-programmable gate array (FPGA) or an application-specific integrated circuit (ASIC).

[0024] A sixth aspect provides a vehicle including a suspension and a suspension control device as described in the second or third aspect. Attached Figure Description

[0025] Figure 1 This is a diagram illustrating how to adjust the vehicle's direction of travel when the vehicle is understeering.

[0026] Figure 2 This is a diagram illustrating how the vehicle's direction of travel is adjusted when the vehicle is over-steering.

[0027] Figure 3 This is a schematic flowchart of a suspension control method provided in an embodiment of this application.

[0028] Figure 4 This is a schematic diagram showing the relationship between tire load capacity and maximum lateral force of the tire.

[0029] Figure 5 It is a schematic structural diagram of a vehicle.

[0030] Figure 6 This is a schematic structural diagram of a suspension control system provided in an embodiment of this application.

[0031] Figure 7 This is a schematic diagram of the shock absorber damping output by a suspension control system provided in an embodiment of this application.

[0032] Figure 8 This is a schematic diagram showing how the yaw rate changes over time.

[0033] Figure 9 This application provides a schematic structural diagram of a suspension control device according to one embodiment.

[0034] Figure 10 A schematic structural diagram of another suspension control device provided in one embodiment of this application. Detailed Implementation

[0035] The technical solutions in this application will now be described with reference to the accompanying drawings.

[0036] During driving, a vehicle may experience excessive or insufficient steering.

[0037] The Electronic Stability Controller (ESC) system acquires the vehicle's speed and steering wheel angle to determine the target driving state. The ESC system also acquires the vehicle's actual driving state. When a difference exists between the actual driving state and the target driving state, the ESC system applies braking to one or more wheels to adjust the vehicle's direction.

[0038] The driver controls the vehicle's direction by turning the steering wheel. Based on the vehicle's speed and the steering wheel angle, the desired trajectory of the vehicle can be calculated, such as... Figure 1 As shown by the solid line in the diagram. Due to factors such as low road friction, if the driver provides no feedback during vehicle steering, the actual driving path of the vehicle may be as follows. Figure 1 As shown by the dotted line, understeering occurs.

[0039] ESC can determine the vehicle's actual travel path based on the vehicle's yaw rate and speed.

[0040] When a vehicle is understeer, ESC can apply braking to the inner wheels and / or control the engine to reduce the speed of the inner wheels. For example, if ESC determines that the vehicle is understeer when turning left, it can apply braking to the left wheels, causing the vehicle to steer further to the left and follow its desired trajectory.

[0041] Of course, the vehicle may also experience oversteer. ESC can control the braking of the outer wheels and / or control the engine to reduce the speed of the outer wheels. For example... Figure 2 As shown, when the ESC determines that the vehicle is oversteering when turning left, the ESC controls the braking of the right wheel of the vehicle to reduce the vehicle's left turn and allow the vehicle to travel along the desired trajectory.

[0042] ESC can adjust the longitudinal force on each wheel along the vehicle's forward direction and the lateral force along the vehicle's steering direction by controlling the braking system and / or power system, thereby controlling the vehicle's yaw rate and correcting the vehicle's direction and trajectory.

[0043] During vehicle steering, ESC adjusts the vehicle's direction of travel by braking, which consumes a lot of energy and causes wear on the vehicle's braking system. It only adjusts the vehicle when understeering or oversteering occurs.

[0044] To address the aforementioned issues, this paper proposes a suspension control method and device that can reduce energy consumption and wear on the vehicle's braking system caused by adjustments to the vehicle's direction of travel during steering, thereby improving vehicle comfort and safety.

[0045] Figure 3 This is a schematic flowchart of a suspension control method provided in an embodiment of this application.

[0046] The suspension is a general term for the force transmission connection device between the car frame (or monocoque body) and the axle (or wheels). Its function is to transmit the force and torque between the wheels and the frame, and to buffer the impact force transmitted from the uneven road surface to the frame or body, and reduce the vibration caused therefrom, so as to ensure that the car can drive smoothly.

[0047] Suspension systems are used in vehicles.

[0048] In S310, determine the vehicle's direction.

[0049] Vehicle steering means that the vehicle's direction of travel changes and it no longer travels in the longitudinal direction in which the front of the vehicle is pointing. Vehicle speed includes longitudinal speed along the longitudinal direction and lateral speed along the side perpendicular to the longitudinal direction.

[0050] When the steering wheel angle of the vehicle is greater than the preset angle, the vehicle's direction can be determined.

[0051] The steering wheel angle corresponds one-to-one with the front wheel angle. When the front wheel angle is greater than a preset angle, the vehicle's direction can be determined.

[0052] In other words, vehicle steering can be determined based on information sent by a sensor used to measure steering wheel angle, or based on information sent by a sensor used to measure front wheel angle or other onboard sensors.

[0053] S320, in response to the determination of the steering, the deformation parameters of the suspension are adjusted to adjust the driving direction of the vehicle.

[0054] A suspension system consists of springs and shock absorbers. The deformation parameters of the suspension system may include shock absorber damping and / or spring stiffness.

[0055] In other words, a vehicle can use either an active suspension or a semi-active suspension. Both active and semi-active suspensions are controllable suspension systems. The deformation parameters of a semi-active suspension, such as spring stiffness and shock absorber damping, can be adjusted. The deformation parameters of an active suspension can be adjusted, and it can also apply forces to the tires.

[0056] Preferably, the vehicle can employ a semi-active suspension. Adjusting the shock absorber damping is easier than adjusting the spring stiffness.

[0057] During vehicle steering, by adjusting the deformation parameters of the suspension, changes in the vehicle's direction of travel can be controlled, allowing for flexible control of the vehicle's direction. For details, please refer to... Figure 4 Explanation.

[0058] Adjusting the vehicle's direction of travel can be understood as adjusting the vehicle's yaw rate or yaw acceleration.

[0059] Yaw rate, also known as yaw rate, is the derivative of the angle of rotation of a car about an axis perpendicular to the ground with respect to time.

[0060] The suspension deformation parameters can be adjusted based on the deviation between the vehicle's actual yaw rate and the expected yaw rate.

[0061] Alternatively, the correlation between the vehicle's predicted yaw rate and the suspension's deformation parameters can be determined based on the vehicle's state parameters. By adjusting the suspension's deformation parameters, the deviation between the vehicle's expected yaw rate and the predicted yaw rate can be reduced.

[0062] Prior to S320, the correlation between the vehicle's predicted yaw rate and the suspension's deformation parameters can be determined. Vehicle state parameters can be measured, and the relationship between the vehicle's predicted yaw rate and the suspension's deformation parameters can be determined based on these parameters. Vehicle state parameters may include lateral acceleration, center of gravity sideslip angle, front wheel steering angle corresponding to steering wheel angle, longitudinal vehicle speed, sprung mass roll angle, and sprung mass roll rate, etc.

[0063] When determining the relationship between the vehicle's predicted yaw rate and the suspension's deformation parameters, we can also obtain the vehicle's mass, rear wheelbase, front wheelbase, and moment of inertia during steering.

[0064] Prior to S320, the vehicle's longitudinal speed and steering wheel angle could be obtained. Therefore, based on the vehicle speed and steering wheel angle, the expected yaw rate of the vehicle's direction of travel could be determined.

[0065] There is a one-to-one correspondence between the steering wheel angle and the front wheel angle of the vehicle. The longitudinal speed of the vehicle and the front wheel angle can also be obtained, and the expected yaw rate of the vehicle's driving direction can be determined based on the longitudinal speed and the front wheel angle.

[0066] In step S320, based on the correlation between the vehicle's predicted yaw rate and the suspension's deformation parameters, the vehicle's suspension deformation parameters can be adjusted to reduce the deviation between the vehicle's expected yaw rate and the predicted yaw rate. In other words, based on the correlation between the vehicle's predicted yaw rate and the suspension's deformation parameters, the correlation between the deviation between the vehicle's expected yaw rate and the predicted yaw rate and the suspension's deformation parameters can be determined, thereby allowing the suspension's deformation parameters to be adjusted to minimize this deviation. For example, adjusting the suspension's deformation parameters can make the deviation between the vehicle's expected yaw rate and the predicted yaw rate less than a preset value.

[0067] Specifically, it can be used Figure 6 The suspension control system shown allows for the adjustment of the suspension's deformation parameters.

[0068] Figure 4 This is a diagram showing the tire load capacity and the tire's maximum lateral force.

[0069] During a vehicle's left turn, adjustments to the suspension deformation parameters can be made by increasing or decreasing the damping of the vehicle's shock absorbers.

[0070] Before increasing the damping of the vehicle's shock absorbers, the deformation of the springs in the suspension was relatively large, resulting in a significant rightward roll. Due to this roll, the vehicle's center of gravity shifted to the right. Consequently, the load on the right-hand wheels was greater, while the load on the left-hand wheels decreased.

[0071] Increasing the damping of the vehicle's shock absorbers reduces the deformation of the springs in the suspension, decreases the angle of rightward roll, and shifts the vehicle's center of gravity towards the center of the left and right wheels. This reduces the load on the right wheel and increases the load on the left wheel, thus reducing the difference in load between the left and right wheels.

[0072] like Figure 4 The relationship between tire load capacity and maximum lateral force is a convex function. As tire load capacity increases, maximum lateral force increases, but the increase in maximum lateral force decreases.

[0073] Therefore, with the sum of the load forces on the left and right wheels remaining constant, the vehicle's center of gravity shifts towards the center of the left and right wheels, increasing the sum of the maximum lateral forces on the left and right tires and thus increasing the maximum yaw rate of the vehicle. Therefore, adjusting the suspension deformation parameters can affect the vehicle's direction of travel.

[0074] Figure 5 It is a schematic structural diagram of a vehicle.

[0075] When a vehicle is on a level road surface, its longitudinal and lateral directions are both horizontal and perpendicular to each other, while its vertical direction is perpendicular to both the longitudinal and lateral directions.

[0076] The direction in which the vehicle's front is pointing is longitudinal. Longitudinal speed is the longitudinal component of the vehicle's velocity, and lateral speed is the lateral component of the vehicle's velocity. The vehicle's sideslip angle is the angle between the direction of its velocity and the longitudinal direction.

[0077] The lateral acceleration of a vehicle is the derivative of its lateral velocity with respect to time.

[0078] Load capacity F of each tire zi Along the vertical direction, pointing to the side away from the ground.

[0079] The vehicle has four tires. It can use either independent or non-independent suspension. A non-independent suspension is characterized by the wheels on both sides being connected by a single solid axle, with the wheels and axle suspended together under the frame or body via a flexible suspension system. An independent suspension, on the other hand, has each wheel individually suspended under the frame or body via a flexible suspension system.

[0080] Sprout mass is a concept relative to unsprung mass. For a vehicle, we can divide it into two parts: sprout mass and unsprung mass. Unsprung mass refers to the mass not supported by the elastic elements of the suspension system, generally including wheels, springs, shock absorbers, and other related components. Sprout mass, on the other hand, refers to the mass supported by the suspension system.

[0081] The sprung mass roll angle is the angle between the direction of the force provided by the elastic element in the suspension system and the vertical direction.

[0082] Figure 6 This is a schematic structural diagram of a suspension control system provided in an embodiment of this application. This suspension control system is applicable to vehicles employing independent or non-independent suspension, including vehicles with four tires.

[0083] For vehicles using independent suspension, the deformation parameters of the left and right suspensions on the front axle and the left and right suspensions on the rear axle can be made the same. This reduces the difficulty of determining the suspension deformation parameters.

[0084] The suspension control system includes an open-loop model of the vehicle body, a tire slip angle model, a suspension dynamic model, a expected yaw rate model, a tire lateral force model, a yaw dynamic model, and an MPC model.

[0085] To reduce the computational burden on the suspension control system, the yaw-roll coupled dynamic model is simplified.

[0086] For lateral motion, the simplified open-loop model of the vehicle body does not require iterative calculations. It performs open-loop prediction based on the current vehicle state to obtain the changing trends of lateral acceleration and centroid sideslip angle, and records them in the form of time series.

[0087] The simplified open-loop model of the vehicle body can be represented as:

[0088]

[0089]

[0090] a y Let be the vehicle's lateral acceleration, a function of time. β is the vehicle's sideslip angle. y∞ It is the steady-state value of lateral acceleration determined based on the front wheel steering angle and longitudinal vehicle speed, β. ∞ It is the steady-state value of the center of gravity sideslip angle determined based on the front wheel steering angle and longitudinal vehicle speed. ω β , τ β It is a constant; in some embodiments, ω β =1.6π, τ β =-1.2. c1, c2 are based on the steady-state value of lateral acceleration a. y∞ and the lateral acceleration a at t=0 y0 The calculated values ​​c3 and c4 are based on the steady-state value β of the centroid sideslip angle. ∞ And based on the centroid sideslip angle β0 at t=0, c1, c2, c3, and c4 can be expressed as follows:

[0091] c2 = a y0 -a y∞

[0092]

[0093] c4=β0-β ∞

[0094]

[0095] The suspension dynamic model can be represented as:

[0096]

[0097] Among them, F zi F is the load force on tire i. zi0 Let i be the load force on tire i when the vehicle is stationary. All are constant coefficients. The tilt angle of the sprung mass is... Let C be the angular velocity of the sprung mass (i.e., the derivative of the sprung mass's tilt angle with respect to time). j Let i be the shock absorber damping of suspension j. For a vehicle with four wheels, the value of i ranges from {1, 2, 3, 4}.

[0098] It should be understood that the damping C of the front axle suspension shock absorber f The load force F of tire 1 connected to the front axle suspension is used to calculate the load force. z1 and the load force F of tire 2 z2 The damping C of the rear axle suspension shock absorber r The load force F of tire 3 connected to the rear axle suspension is used to calculate the load force. z3 and the load force F of tire 2 z4 In other words, C j C r Or C f .

[0099] The center of gravity sideslip angle β output by the vehicle body open-loop prediction model and the load force F of each tire output by the suspension dynamic model are used. zi and longitudinal vehicle speed v x By inputting the front wheel steering angle δ corresponding to the steering wheel angle into the tire slip angle model, the slip angle α of each tire can be obtained. i The relationship between the tire slip angle and the yaw rate r. The tire slip angle model can be expressed as:

[0100]

[0101]

[0102] Where, α 1,2 α represents the tire slip angle of the vehicle's front wheels. 3,4 The tire slip angle of the rear wheels of a vehicle, l r The rear wheelbase of the vehicle (i.e., the longitudinal distance from the vehicle's center of gravity to the center of the rear axle), l f This refers to the front wheelbase of the vehicle (i.e., the longitudinal distance from the vehicle's center of gravity to the center of the front axle).

[0103] rear wheelbase of the vehicle r Front wheelbase l f This is related to the vehicle's current cargo and passenger load status. Generally, during vehicle operation, the rear wheelbase l... r With front wheelbase l f This can be understood as a fixed value. The rear axle distance (l) of a vehicle can be determined by measuring the front and rear axle loads when the vehicle is stationary. r With front wheelbase l f .

[0104] The tire lateral force model is used to represent the lateral force F acting on tire i. yi With the load force F of tire i zi The relationship between them. The tire lateral force model can be expressed as:

[0105]

[0106] Where P1, P2, and P3 are functions of the tire slip angle.

[0107] The yaw dynamic model can be represented as:

[0108]

[0109] In other words, the derivative r' of the vehicle's predicted yaw rate r with respect to time is C j The function.

[0110] F y1 F y2 F y3 F y4 These are the lateral forces of the vehicle's four tires, I zz This is the moment of inertia of the vehicle during steering.

[0111] Moment of inertia is the inertia of a rigid body rotating about an axis. The moment of inertia I during vehicle steering... zz This can be understood as the moment of inertia of a vehicle about its vertical axis.

[0112] Based on the aforementioned vehicle body open-loop prediction model, suspension dynamic model, tire slip angle model, tire lateral force model, and yaw dynamic model, the predicted yaw rate r and the damping C of the front axle suspension shock absorber can be obtained. f The damping C of the rear axle suspension shock absorber r The relationship between them.

[0113] During the process of adjusting the shock absorber damping of the suspension using the suspension control system provided in this application embodiment, the yaw rate r and the shock absorber damping C of the front axle suspension are predicted. f The damping C of the rear axle suspension shock absorber r In the relationship between the front axle suspension shock absorber damping C f The damping C of the rear axle suspension shock absorber r To control the quantity. That is, by adjusting C f C r It can adjust the predicted yaw rate.

[0114] The expected yaw rate model can be expressed as:

[0115]

[0116] Where, r des For the expected yaw rate, r0 can be expressed as:

[0117]

[0118] Where m is the vehicle mass, v x Where δ is the longitudinal speed of the vehicle, K is the front wheel steering angle of the vehicle, and K is the longitudinal speed of the vehicle. r K represents the lateral stiffness of the tires connected to the rear axle suspension. f K represents the lateral stiffness of the tires connected to the front axle suspension. r K f All values ​​are preset. The front wheel steering angle δ of the vehicle is determined by the steering wheel angle.

[0119] The MPC model can be used to represent the deviation between the expected yaw rate and the predicted yaw rate. The MPC model can be expressed as:

[0120]

[0121] Where r is the predicted yaw rate of the vehicle, and k and k C The constant coefficient, k, is typically 10. 12.5 k C The value of r is generally 1. des For the expected yaw rate, C j For the front axle suspension shock absorber damping C f Or the damping C of the shock absorber in the rear axle suspension r .

[0122] When both the front axle suspension and the rear axle suspension are semi-active suspensions, C can be adjusted using an MPC model. j and C r As C j Optimize.

[0123] By adjusting the damper C j By minimizing the deviation L between the expected yaw rate and the predicted yaw rate, the damper damping C that minimizes the deviation L can be obtained. j .

[0124] In the integral calculation of the MPC model, the roll angular acceleration of the sprung mass can be determined through the roll dynamic model. Sprung mass roll angle acceleration It is the tilt angular velocity of the sprung mass. The derivative can be understood as the tilt angular velocity of the sprung mass. The changing trend. The roll dynamic model is:

[0125]

[0126] Among them, I xx Let be the vehicle's roll moment of inertia. All are constant coefficients, h s This represents the height difference between the vehicle's center of gravity and its roll center (i.e., the lever arm of the roll motion). The roll moment of inertia is I. xx It can be understood as the moment of inertia of a vehicle's lateral movement, that is, the moment of inertia of a vehicle rotating about an axis along the longitudinal direction.

[0127] In the integral operation of the MPC model, the prediction time T can be, for example, 0.2 seconds (s), and the sampling time dt can be, for example, 0.01 seconds. Then the prediction step of the MPC module is 20.

[0128] In order to ensure that the mechanical parameters of the suspension match the actual situation during the control process, the deformation parameters of the suspension need to be constrained.

[0129] The damping of the shock absorber can be constrained. Generally, the adjustment range of the suspension damper is 0–30,000 N·s / m. Meanwhile, the damping settling time of commonly used magnetorheological shock absorbers is approximately 10 ms, therefore the damping output by the controller cannot change too much. Incremental control can be used to adjust the damping of the shock absorber. Incremental control of the shock absorber damping, that is, controlling the change process of the shock absorber damping, so that the increase (or decrease) of the damping per unit time remains constant, can suppress abrupt changes in the control quantity to a certain extent.

[0130] Suspension travel is generally around 10cm, not exceeding 15cm. Suspension travel refers to the difference between the maximum value of the spring compression deformation and the maximum value of the spring extension deformation, that is, the distance between the lowest point and the highest point of the extension deformation.

[0131] use Figure 6 The suspension control system shown uses yaw rate as the control target. When the vehicle is turning, it adjusts the damping of the shock absorbers in the vehicle suspension, thereby adjusting the load force of each tire and adjusting the lateral force of the tire, thus achieving the adjustment of yaw rate. Figure 6 The suspension control system shown takes into account the vehicle's roll and steering movements during steering, making the control of the vehicle's steering more precise, reducing the wear on the vehicle's braking system caused by the control of the vehicle's driving direction during steering, and improving the vehicle's comfort and safety.

[0132] use Figure 6 The suspension control system shown adjusts the damping of the vehicle's suspension shock absorbers. Simulation using CarMaker software, the MPC model outputs the damping of the front and rear axle suspension shock absorbers as follows: Figure 7 As shown.

[0133] according to Figure 7 The output of the MPC model shown adjusts the damping of the shock absorbers in the front and rear axle suspensions of the vehicle. The actual yaw rate of the vehicle changes over time as follows: Figure 8 The curve corresponding to "with control" is shown in the figure. The actual yaw rate of the vehicle over time changes without adjusting the suspension dampers, as shown in the figure. Figure 8 The curve corresponding to "no control" is shown in the figure.

[0134] Depend on Figure 7 and Figure 8 It can be seen that the suspension control method provided in this application embodiment has a certain suppressive effect on the overshoot of the vehicle's yaw rate at approximately 6400 ms and 7000 ms, thereby improving the driving comfort of the vehicle.

[0135] The suspension control method provided in this application embodiment achieves transient control of yaw rate, has a high response speed to the yaw rate of the vehicle, and makes the vehicle's handling and stability better.

[0136] The suspension control method provided in this application embodiment can be used in conjunction with a method for adjusting the vehicle's driving direction by braking, in order to improve the accuracy of vehicle driving direction control.

[0137] Figure 9 This is a schematic structural diagram of a suspension control device provided in an embodiment of this application.

[0138] The suspension control device 2000 includes a processing module 2010 and an adjustment module 2020.

[0139] The processing module 2010 is used to determine the vehicle's steering.

[0140] The adjustment module 2020 is used to adjust the deformation parameters of the suspension in response to the determination of the steering, so as to adjust the driving direction of the vehicle.

[0141] Optionally, the processing module 2010 is further configured to determine the correlation between the predicted yaw rate of the vehicle and the deformation parameters of the suspension based on the state parameters of the vehicle.

[0142] The adjustment of the suspension deformation parameters reduces the deviation between the vehicle's expected yaw rate and the predicted yaw rate.

[0143] Optionally, the state parameters include: lateral acceleration, center of mass sideslip angle, front wheel steering angle corresponding to steering wheel angle, longitudinal vehicle speed, sprung mass roll angle, and sprung mass roll angular velocity.

[0144] Optionally, the processing module 2010 is further configured to determine the expected yaw rate based on the vehicle's longitudinal speed and steering wheel angle.

[0145] The suspension includes a shock absorber, and the deformation parameters of the suspension include the damping of the shock absorber.

[0146] Figure 10 This is a schematic structural diagram of a communication device provided in an embodiment of this application.

[0147] The communication device 3000 includes a memory 3010 and a processor 3020.

[0148] Memory 3010 is used to store program instructions.

[0149] When program instructions are executed in processor 3020, processor 3020 is used for:

[0150] Determine the vehicle's direction;

[0151] In response to the determination of the steering, the deformation parameters of the suspension are adjusted to adjust the driving direction of the vehicle.

[0152] Optionally, the processor 3020 is further configured to determine, based on the vehicle's state parameters, the correlation between the vehicle's predicted yaw rate and the suspension's deformation parameters.

[0153] The adjustment of the suspension deformation parameters reduces the deviation between the vehicle's expected yaw rate and the predicted yaw rate.

[0154] Optionally, the state parameters include: lateral acceleration, center of mass sideslip angle, front wheel steering angle corresponding to steering wheel angle, longitudinal vehicle speed, sprung mass roll angle, and sprung mass roll angular velocity.

[0155] Optionally, the processor 3020 is also configured to determine the expected yaw rate based on the vehicle's longitudinal speed and steering wheel angle.

[0156] Optionally, the suspension includes a shock absorber, and the deformation parameters of the suspension include the damping of the shock absorber.

[0157] This application also provides a vehicle, including a suspension and the suspension control device described above.

[0158] This application also provides a computer program storage medium, characterized in that the computer program storage medium has program instructions, which, when executed, cause the method described above to be executed.

[0159] This application also provides a chip system, characterized in that the chip system includes at least one processor, and when program instructions are executed in the at least one processor, the method described above is executed.

[0160] Those skilled in the art will recognize that the units and algorithm steps of the various examples described in conjunction with the embodiments disclosed herein can be implemented in electronic hardware, or a combination of computer software and electronic hardware. Whether these functions are implemented in hardware or software depends on the specific application and design constraints of the technical solution. Those skilled in the art can use different methods to implement the described functions for each specific application, but such implementation should not be considered beyond the scope of this application.

[0161] Those skilled in the art will understand that, for the sake of convenience and brevity, the specific working processes of the systems, devices, and units described above can be referred to the corresponding processes in the foregoing method embodiments, and will not be repeated here.

[0162] In this application embodiment, "at least one" refers to one or more, and "more than one" refers to two or more. "And / or" describes the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent the existence of A alone, the simultaneous existence of A and B, or the existence of B alone. A and B can be singular or plural. The character " / " generally indicates that the preceding and following related objects have an "or" relationship. "At least one of the following" and similar expressions refer to any combination of these items, including any combination of single or plural items. For example, at least one of a, b, and c can represent: a, b, c, ab, ac, bc, or abc, where a, b, and c can be single or multiple. Those skilled in the art will clearly understand that, for the sake of convenience and brevity, the specific working processes of the systems, devices, and units described above can be referred to the corresponding processes in the foregoing method embodiments, and will not be repeated here.

[0163] It should be understood that in the various embodiments of this application, the order of the above-mentioned processes does not imply the order of execution. The execution order of each process should be determined by its function and internal logic, and should not constitute any limitation on the implementation process of the embodiments of this application.

[0164] In the several embodiments provided in this application, it should be understood that the disclosed systems, apparatuses, and methods can be implemented in other ways. For example, the apparatus embodiments described above are merely illustrative; for instance, the division of units is only a logical functional division, and in actual implementation, there may be other division methods. For example, multiple units or components may be combined or integrated into another system, or some features may be ignored or not executed. Furthermore, the coupling or direct coupling or communication connection shown or discussed may be through some interfaces; the indirect coupling or communication connection between apparatuses or units may be electrical, mechanical, or other forms.

[0165] The units described as separate components may or may not be physically separate. The components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple network units. Some or all of the units can be selected to achieve the purpose of this embodiment according to actual needs.

[0166] In addition, the functional units in the various embodiments of this application can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit.

[0167] Those skilled in the art will understand that, for the sake of convenience and brevity, the specific working processes of the systems, devices, and units described above can be referred to the corresponding processes in the foregoing method embodiments, and will not be repeated here.

[0168] If the aforementioned functions are implemented as software functional units and sold or used as independent products, they can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of this application, in essence, or the part that contributes to the prior art, or a portion of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods described in the various embodiments of this application. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, portable hard drives, read-only memory (ROM), random access memory (RAM), magnetic disks, or optical disks.

[0169] The above description is merely a specific embodiment of this application, but the scope of protection of this application is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the scope of the technology disclosed in this application should be included within the scope of protection of this application. Therefore, the scope of protection of this application should be determined by the scope of the claims.

Claims

1. A suspension control method, characterized in that, The suspension is applied in a vehicle, and the method includes: Based on the vehicle's state parameters at the first moment, the predicted yaw rate of the vehicle at the second moment is determined, where the second moment is later than the first moment; When the steering wheel angle of the vehicle is greater than or equal to a preset angle, the damping of the suspension shock absorber is adjusted according to the deviation between the expected yaw rate and the predicted yaw rate, so that the center of gravity of the vehicle moves toward the left or right wheel of the vehicle to adjust the driving direction of the vehicle. The adjustment of the damping of the shock absorber reduces the deviation between the expected yaw rate and the predicted yaw rate. The expected yaw rate is determined by the longitudinal speed of the vehicle and the steering wheel angle. The deviation is determined by the following formula: in, For the deviation, To predict the time domain, For the predicted yaw rate, and constant coefficients The expected yaw rate, This refers to the damping of the shock absorbers in the front axle suspension or the damping of the shock absorbers in the rear axle suspension. Sampling time.

2. The method according to claim 1, characterized in that, The state parameters include: lateral acceleration, center of mass sideslip angle, front wheel steering angle corresponding to steering wheel angle, longitudinal vehicle speed, sprung mass roll angle, and sprung mass roll angular velocity.

3. A suspension control device, characterized in that, The suspension is used in a vehicle, and the device includes a processing module and an adjustment module. The processing module is used to determine the predicted yaw rate of the vehicle at a second time based on the state parameters of the vehicle at a first time, wherein the second time is later than the first time. The adjustment module is used to adjust the damping of the suspension shock absorber according to the deviation between the expected yaw rate and the predicted yaw rate when the steering wheel angle of the vehicle is greater than or equal to a preset angle. This causes the center of gravity of the vehicle to move toward the left or right wheel of the vehicle, thereby adjusting the driving direction of the vehicle. The adjustment of the damping of the shock absorber reduces the deviation between the expected yaw rate and the predicted yaw rate. The expected yaw rate is determined by the longitudinal speed of the vehicle and the steering wheel angle. The deviation is determined by the following formula: in, For the deviation, To predict the time domain, For the predicted yaw rate, and constant coefficients The expected yaw rate, This refers to the damping of the shock absorbers in the front axle suspension or the damping of the shock absorbers in the rear axle suspension. Sampling time.

4. The apparatus according to claim 3, characterized in that, The state parameters include: lateral acceleration, center of mass sideslip angle, front wheel steering angle corresponding to steering wheel angle, longitudinal vehicle speed, sprung mass roll angle, and sprung mass roll angular velocity.

5. A computer program storage medium, characterized in that, The computer program storage medium has program instructions that, when executed, cause the method as described in claim 1 or 2 to be performed.

6. A chip, characterized in that, The chip includes at least one processor, which, when program instructions are executed in the at least one processor, causes the method as described in claim 1 or 2 to be performed.

7. A vehicle, characterized in that, Includes a suspension and the suspension control device as described in claim 3 or 4.

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