Control method, device, medium and vehicle for vehicle suspension damping

Abstract

The present invention relates to a control device for vehicle suspension damping. The control device comprises: a first calculation device configured to calculate the value of a first correlation function using a roll angle acceleration and a pitch angle acceleration as characteristic quantities using an extension method; a second calculation device configured to calculate the value of a second correlation function using a vehicle body vertical acceleration and a suspension top vertical acceleration as characteristic quantities using the extension method; a third calculation device configured to calculate the value of a third correlation function using the extension method using the first correlation function and the second correlation function as characteristic quantities; and a fourth calculation device configured to calculate a desired vehicle suspension damping force based on the value of the third correlation function. The present invention also relates to a control method for vehicle suspension damping, a computer-readable storage medium, and a vehicle.

Description

Technical Field

[0001] The present invention relates to the field of vehicle control, and in particular to a control method, a control device, a computer-readable storage medium and a vehicle for vehicle suspension damping. Background Art

[0002] The suspension of a vehicle is a general term for all force-transmitting connection devices between the frame (or load-bearing body) and the axle (or wheel). The function of the suspension is to transmit the force and torque acting between the wheel and the frame, and to buffer the impact force transmitted to the frame or body by the uneven road surface, and reduce the vibration caused thereby, so as to ensure that the vehicle can run smoothly. Semi-active suspension refers to a controllable suspension system that adjusts the damping parameters of the suspension by sensing the road conditions and the body posture through sensors, thereby improving the smoothness and stability of the vehicle's driving.

[0003] However, existing semi-active suspension systems generally have problems such as delayed response and long execution cycle, making it difficult to achieve rapid control of the vehicle body state, and especially difficult to overcome the suspension impact phenomenon caused by the more severe road excitation to the vehicle during the feedback control execution cycle.

[0004] In addition, in suspension damping control, the accuracy of the expected damping force is closely related to the control effect. If the accuracy of the calculated expected damping force is not enough (that is, the accuracy of the control target is poor), then even if the control link is accurate and fast enough, the final adjusted vehicle suspension damping will not provide a comfortable riding experience for the occupants. Therefore, optimizing the calculation of the expected damping force is a direction worthy of further research and exploration.

[0005] The information disclosed in the background section of the present application is only intended to increase the understanding of the overall background of the present application, and should not be regarded as admitting or suggesting in any form that the information constitutes the prior art already known to a person skilled in the art. Summary of the invention

[0006] According to one aspect of the present invention, a control device for vehicle suspension damping is provided. The control device comprises: a first calculation device configured to calculate the value of a first correlation function using a roll angle acceleration and a pitch angle acceleration as characteristic quantities using an extension method; a second calculation device configured to calculate the value of a second correlation function using a vehicle body vertical acceleration and a suspension top vertical acceleration as characteristic quantities using the extension method; a third calculation device configured to calculate the value of a third correlation function using the extension method using the first correlation function and the second correlation function as characteristic quantities; and a fourth calculation device configured to calculate a desired vehicle suspension damping force based on the value of the third correlation function.

[0007] As an alternative or supplement to the above solution, in a control device according to an embodiment of the present invention, the second calculation device includes four second submodules, the vertical acceleration of the top of the suspension includes four vertical accelerations of the top of the suspension corresponding to four wheels, and the second correlation function includes four second correlation subfunctions corresponding to the four wheels. Each of the four second submodules is configured to calculate the value of a second correlation subfunction using the extension method with the vertical acceleration of the vehicle body and the vertical acceleration of the top of the suspension as feature quantities. The vertical acceleration of the top of the suspension and the second correlation subfunction correspond to the same wheel.

[0008] As an alternative or supplement to the above solution, in a control device according to an embodiment of the present invention, the third calculation device includes four third submodules, and the third correlation function includes four third correlation subfunctions corresponding to the four wheels respectively. Each of the four third submodules is configured to calculate the value of a third correlation subfunction using the extension method with the first correlation function and a second correlation subfunction as feature quantities. The vertical acceleration of the top point of the suspension and the third correlation subfunction correspond to the same wheel.

[0009] As an alternative or supplement to the above solution, in a control device according to an embodiment of the present invention, the fourth calculation device includes four fourth submodules, and the desired vehicle suspension damping force includes four suspension damping forces corresponding to the four wheels respectively. Each of the four fourth submodules is configured to calculate a suspension damping force based on the value of a third associated subfunction. The third associated subfunction and a suspension damping force correspond to the same wheel.

[0010] As an alternative or supplement to the above-mentioned scheme, in a control device according to an embodiment of the present invention, it also includes: a current determination device, which is configured to determine the operating current of the vehicle suspension damping based on the desired vehicle suspension damping force and the vertical compression speed of the shock absorber, so as to control the vehicle suspension damping to achieve the desired vehicle suspension damping force.

[0011] According to another aspect of the present invention, a control method for vehicle suspension damping is provided. The control method comprises: step S410: using an extension method to calculate the value of a first correlation function using roll angle acceleration and pitch angle acceleration as characteristic quantities; step S420: using the extension method to calculate the value of a second correlation function using the vehicle body vertical acceleration and the vertical acceleration of the top point of the suspension as characteristic quantities; step S430: using the extension method to calculate the value of a third correlation function using the first correlation function and the second correlation function as characteristic quantities; and step S440: calculating a desired vehicle suspension damping force based on the value of the third correlation function.

[0012] As an alternative or supplement to the above scheme, in a control method according to an embodiment of the present invention, the vertical acceleration of the top of the suspension includes four vertical accelerations of the top of the suspension corresponding to four wheels respectively, and the second correlation function includes four second correlation sub-functions corresponding to the four wheels respectively. The step S420 further includes using the extension method to calculate the value of a second correlation sub-function using the vertical acceleration of the vehicle body and the vertical acceleration of the top of the suspension as feature quantities. The vertical acceleration of the top of the suspension and the second correlation sub-function correspond to the same wheel.

[0013] As an alternative or supplement to the above solution, in a control method according to an embodiment of the present invention, the third correlation function includes four third correlation sub-functions corresponding to the four wheels respectively. The step S430 further includes using the extension method to calculate the value of a third correlation sub-function using the first correlation function and a second correlation sub-function as feature quantities. The vertical acceleration of the top point of the suspension and the third correlation sub-function correspond to the same wheel.

[0014] As an alternative or supplement to the above solution, in a control method according to an embodiment of the present invention, the desired vehicle suspension damping force includes four suspension damping forces corresponding to the four wheels respectively. The step S440 further includes calculating a suspension damping force based on a value of a third associated sub-function. The third associated sub-function and a suspension damping force correspond to the same wheel.

[0015] As an alternative or supplement to the above-mentioned scheme, in a control method according to an embodiment of the present invention, it also includes: determining the operating current of the vehicle suspension damping based on the desired vehicle suspension damping force and the vertical compression speed of the shock absorber, so as to control the vehicle suspension damping to achieve the desired vehicle suspension damping force.

[0016] According to another aspect of the present invention, a control device for vehicle suspension damping is provided, comprising a memory, a processor, and a computer program stored in the memory and executable on the processor. When the processor executes the computer program, the aforementioned control method is implemented.

[0017] According to still another aspect of the present invention, there is provided a vehicle including the above-mentioned control device.

[0018] According to another aspect of the present invention, there is provided a computer readable storage medium having a computer program stored thereon, wherein the computer program implements the aforementioned control method when executed by a processor. BRIEF DESCRIPTION OF THE DRAWINGS

[0019] The above and other objects and advantages of the present invention will become more fully apparent from the following detailed description taken in conjunction with the accompanying drawings.

[0020] Figure 1 A structural block diagram of a control device 1000 for vehicle suspension damping according to an embodiment of the present invention is shown.

[0021] Figure 2 The spatial relationship in the two-dimensional extension method according to an embodiment of the present invention is shown.

[0022] Figure 3 A coordinate system of a vehicle using the control apparatus for vehicle suspension damping according to one embodiment of the present invention is shown.

[0023] Figure 4 A flow chart of a control method 4000 for vehicle suspension damping according to an embodiment of the present invention is shown.

[0024] Figure 5 A structural block diagram of a control device 5000 for vehicle suspension damping according to an embodiment of the present invention is shown. DETAILED DESCRIPTION

[0025] It should be noted that the terms "first", "second", etc. in this document are used to distinguish similar objects, and are not necessarily used to describe the order of objects in terms of time, space, size, etc. In addition, unless otherwise specifically stated, the terms "including", "having" and similar expressions in this document are intended to indicate non-exclusive inclusion. In addition, the term "vehicle" or other similar terms in this document include general motor vehicles, such as passenger cars, various commercial vehicles (including buses, trucks, etc.), and include hybrid vehicles, electric vehicles, plug-in hybrid electric vehicles, etc. A hybrid vehicle is a vehicle with two or more power sources, such as gasoline-powered and electric vehicles.

[0026] Hereinafter, exemplary embodiments according to the present invention will be described in detail with reference to the accompanying drawings.

[0027] Figure 1 A control device 1000 for vehicle suspension damping according to one embodiment of the present invention is shown. The control device 1000 includes a first calculation device 110, a second calculation device 120, a third calculation device 130 and a fourth calculation device 140.

[0028] The first calculation device 110 is configured to use an extension method to calculate the roll angle acceleration and pitch angular acceleration The value of the first correlation function K1 (P) is calculated as the feature amount.

[0029] As an example, Figure 2The spatial relationship in a two-dimensional extension method is shown, which includes two feature quantities (i.e., feature quantity A and feature quantity B). Using the two eigenvalues ​​c and d of feature quantity A and the two eigenvalues ​​a and b of feature quantity B, the two-dimensional space is divided into three parts: the classical domain, the extension domain, and the non-domain. Specifically, the coordinate axis region x∈[0,c],y∈[0,b] is the classical domain; the coordinate axis region x∈[c,d],y∈[b,a] is the extension domain; and the coordinate axis region x∈[d,+∞],y∈[a,+∞] is defined as the non-domain.

[0030] Reference below Figure 2 An example of using the extension method to calculate the correlation function K(P) is shown below.

[0031] In the extension set, the origin O is the optimal point of the characteristic state. The line between any point P3 in the extension set and the origin O forms the shortest distance |OP3|. The line intersects the boundary of the classical domain at point P1 and the boundary of the non-domain at point P2.

[0032] Therefore, the correlation function K(P) can be obtained by the following formula:

[0033]

[0034] in,

[0035]

[0036]

[0037] Back to Figure 1 In the first calculation device 110, the roll angle acceleration as a characteristic quantity The characteristic value of and The pitch angular acceleration as a characteristic quantity The characteristic value of and in, and The threshold is a predetermined threshold value, which may be determined according to specific performance or operating criteria of the vehicle.

[0038] The second calculation device 120 is configured to use the extension method to calculate the vertical acceleration of the vehicle body. and the vertical acceleration at the top of the suspension The value of the second correlation function K2 (P) is calculated as the feature amount.

[0039] In the context of the present invention, the term "suspension top vertical acceleration" is intended to mean the acceleration of the suspension top or the suspension tower top position (top mount) in the z-axis direction.

[0040] refer to Figure 3 , the center of the front axle of the vehicle is used as the origin O to establish the coordinate axis, the front of the vehicle is the positive direction of the x-axis, the left of the vehicle is the positive direction of the y-axis, and the vertical upward is the positive direction of the z-axis. In the context of the present invention, the z-axis direction is also called the vertical direction.

[0041] In one embodiment, the second calculation device 120 may further include four second submodules 121, 122, 123 and 124, and the vertical acceleration of the top of the suspension includes four vertical accelerations of the top of the suspension: and And the second correlation function K2(P) includes four second correlation sub-functions K 21 (P), K 22 (P), K 23 (P) and K 24 (P).

[0042] in, represents the vertical acceleration corresponding to the left front wheel of the vehicle, represents the vertical acceleration corresponding to the right front wheel of the vehicle, represents the vertical acceleration corresponding to the left rear wheel of the vehicle, Represents the vertical acceleration corresponding to the right rear wheel of the vehicle. K 21 (P) represents the second associated subfunction corresponding to the left front wheel of the vehicle, K 22 (P) represents the second associated subfunction corresponding to the right front wheel of the vehicle, K 23 (P) represents the second associated subfunction corresponding to the left rear wheel of the vehicle, K 24 (P) represents the second associated sub-function corresponding to the right rear wheel of the vehicle.

[0043] Specifically, each of the four second submodules is configured to calculate a value of a second correlation subfunction using a vehicle body vertical acceleration and a suspension vertex vertical acceleration as feature quantities using an extension method, wherein the suspension vertex vertical acceleration and the second correlation subfunction correspond to the same wheel.

[0044] For example, the second submodule 121 may be configured to use an extension method to calculate the vertical acceleration of the vehicle body. and the vertical acceleration of the left front wheel suspension top The second correlation subfunction K of the left front wheel is calculated as the feature quantity 21 (P) value. The eigenvalue of as well as The eigenvalue of and The threshold is a predetermined threshold value, which may be determined according to specific performance or operating criteria of the vehicle.

[0045] Similarly, the second submodule 122 may be configured to use the extension method to calculate the vertical acceleration of the vehicle body. and the vertical acceleration of the top of the suspension of the right front wheel The second correlation subfunction K of the right front wheel is calculated as the feature quantity 22 (P) value.

[0046] Similarly, the second submodule 123 may be configured to use the extension method to calculate the vertical acceleration of the vehicle body. and the vertical acceleration of the left rear wheel suspension top The second correlation subfunction K of the left rear wheel is calculated as the feature quantity 23 (P) value.

[0047] Similarly, the second submodule 124 may be configured to use the extension method to calculate the vertical acceleration of the vehicle body. and the vertical acceleration of the right rear wheel suspension top The second correlation subfunction K of the right rear wheel is calculated as the feature quantity 24 (P) value.

[0048] The third calculation device 130 is configured to calculate the value of the third correlation function K3 (P) using the first correlation function K1 (P) and the second correlation function K2 (P) as feature quantities using an extension method.

[0049] In one embodiment, the third calculation device 130 may further include four third submodules 131, 132, 133 and 134, and the third correlation function K3(P) includes four third correlation subfunctions K 31 (P), K 32 (P), K 33 (P) and K 34 (P).

[0050] Among them, K 31 (P) represents the third correlation sub-function corresponding to the left front wheel of the vehicle, and (P) represents the third correlation sub-function corresponding to the right front wheel of the vehicle. 32 (P), represents the third associated sub-function K corresponding to the left rear wheel of the vehicle 33 (P) and represents the third associated sub-function K corresponding to the right rear wheel of the vehicle 34 (P).

[0051] Specifically, each of the four third submodules can be configured to use an extension method to calculate a value of a third correlation subfunction using the first correlation function and a second correlation subfunction as feature quantities, wherein the vertical acceleration of the top point of the suspension and the third correlation subfunction correspond to the same wheel.

[0052] For example, the third submodule 131 may be configured to use the extension method to calculate the first correlation function K1(P) and the second correlation subfunction K corresponding to the left front wheel. 21 (P) Calculate the third correlation subfunction K corresponding to the left front wheel as the feature quantity 31 (P). Among them, the eigenvalue K of K1(P) 1c (P), K 1d (P), and K 21 The eigenvalue K of (P) 21a (P) and K 21b (P) is a predetermined threshold value, which may be determined based on experiments or experience, for example, in the interval of (0, 1) or (0, 0.5).

[0053] Similarly, the third submodule 132 may be configured to utilize an extension method to calculate the first correlation function K1(P) and the second correlation subfunction K corresponding to the right front wheel. 22 (P) Calculate the third correlation subfunction K corresponding to the right front wheel as the feature quantity 32 (P) value.

[0054] Similarly, the third submodule 133 may be configured to utilize the extension method to calculate the first correlation function K1(P) and the second correlation subfunction K corresponding to the left rear wheel. 23 (P) Calculate the third correlation subfunction K corresponding to the left rear wheel as the feature quantity 33 (P) value.

[0055] Similarly, the third submodule 134 may be configured to utilize an extension method to calculate the first correlation function K1(P) and the second correlation subfunction K corresponding to the right rear wheel. 24 (P) Calculate the third correlation subfunction K corresponding to the right rear wheel as the feature quantity 34 (P) value.

[0056] Similarly, the second correlation subfunction K 22 (P), K 23 (P) and K 24 The characteristic value of (P) is also a predetermined threshold value, which can be determined based on experiments or experience, for example, in the interval of (0, 1) or (0, 0.5).

[0057] The fourth calculation means 140 is configured to calculate the desired vehicle suspension damping force F based on the value of the third correlation function K3(P) c .

[0058] In one embodiment, the fourth calculation device 140 may include four fourth submodules 141, 142, 143 and 144, the desired vehicle suspension damping force F c Includes four suspension damping forces F cfl、F cfr 、F crl and F crr Among them, F cfl represents the vehicle suspension damping force corresponding to the left front wheel of the vehicle, F cfr represents the vehicle suspension damping force corresponding to the right front wheel of the vehicle, F crl represents the vehicle suspension damping force corresponding to the left rear wheel of the vehicle, F crr Represents the vehicle suspension damping force corresponding to the right rear wheel of the vehicle.

[0059] Specifically, each of the four fourth submodules is configured to calculate a suspension damping force based on a value of a third correlation subfunction, wherein the third correlation subfunction and the suspension damping force correspond to the same wheel.

[0060] For example, the fourth submodule 141 may calculate the desired vehicle suspension damping force F corresponding to the left front wheel using the following formula: cfl The absolute value of:

[0061] |F cfl |=[1-K 31 (P)]·c max

[0062] Among them, c max The maximum damping coefficient that the shock absorber can provide can be determined, for example, by the performance of the vehicle shock absorber.

[0063] Based on the vehicle suspension damping force F cfl The fourth submodule 141 can calculate the vehicle suspension damping force F by using any appropriate method such as skyhook control, groundhook control, groundhook hybrid control, etc. cfl .

[0064] Similarly, the fourth submodule 142 may calculate the desired vehicle suspension damping force F corresponding to the right front wheel using the following formula: cfr The absolute value of:

[0065] |F cfr |=[1-K 32 (P)]·c max .

[0066] Based on the vehicle suspension damping force F cfr The fourth submodule 142 can calculate the vehicle suspension damping force F by using any appropriate method such as skyhook control, groundhook control, and groundhook mixed control. cfr .

[0067] Similarly, the fourth submodule 143 may calculate the desired vehicle suspension damping force F corresponding to the left rear wheel using the following formula:crl The absolute value of:

[0068] |F crl |=[1-K 33 (P)]·c max .

[0069] Based on the vehicle suspension damping force F crl The fourth submodule 143 can calculate the vehicle suspension damping force F by using any appropriate method such as skyhook control, groundhook control, and groundhook mixed control. crl .

[0070] Similarly, the fourth submodule 144 may calculate the desired vehicle suspension damping force F corresponding to the right rear wheel using the following formula: crr The absolute value of:

[0071] |F crr |=[1-K 34 (P)]·c max .

[0072] Based on the vehicle suspension damping force F crr The fourth submodule 144 can calculate the vehicle suspension damping force F by using any appropriate method such as skyhook control, groundhook control, and groundhook mixed control. crr .

[0073] Therefore, the control device 1000 can effectively improve the accuracy of the desired suspension damping force obtained in the end by connecting multiple calculation modules based on the extension method in series and parallel, thereby providing an accurate control target for the control of the vehicle suspension damping and providing a comfortable riding experience for the occupants.

[0074] Although Figure 1 As not shown in the figure, the control device 1000 may further include a current determining device. The current determining device is configured to calculate the desired vehicle suspension damping force F based on the fourth calculating device 140. c (For example, F cfl 、F cfr 、F crl and F crr ) and the vertical compression speed of the vehicle shock absorber to determine the working current of the vehicle suspension damping, so as to control the vehicle suspension damping to achieve the above-mentioned desired vehicle suspension damping force F c (For example, F cfl 、F cfr 、F crl and F crr ).

[0075] The current determination device may determine the vehicle suspension damping force F by a table lookup method or any other appropriate method. cand the vertical compression velocity of the vehicle shock absorber determine the operating current of the vehicle suspension damping.

[0076] In one embodiment, the roll angle acceleration in the first calculation device 110 The value of pitch acceleration The value of can be obtained by analyzing the real-time motion signals of the vehicle body and suspension collected by the vehicle sensors (for example, z r 、a x 、a y ) is calculated, and the calculation method depends on the specific sensor hardware and will not be described here.

[0077] In another embodiment, the roll angle acceleration in the first calculation device 110 The value of pitch acceleration The values ​​can be calculated using the following formula:

[0078]

[0079] Among them, a x with a y are the longitudinal acceleration and lateral acceleration of the vehicle body, h p With h r are the vertical distances from the vehicle center of mass to the pitch center and the roll center of the vehicle body, respectively, fl 、F fr 、F rl and F rr is the actual suspension damping force corresponding to the left front wheel, right front wheel, left rear wheel and right rear wheel, m s is the sprung mass, B f is the front wheel track, B r is the rear wheel track, a is the distance from the center of mass to the front axle, b is the distance from the center of mass to the rear axle, I x with I y are the roll moment of inertia and pitch moment of inertia of the vehicle body respectively, and g is the acceleration due to gravity.

[0080] Furthermore, the actual suspension damping force F fl 、F fr 、F rl and F rr It can be estimated by the following formula:

[0081]

[0082] Among them, z ui (i = fl, fr, rl, rr, respectively represent the left front, right front, left rear, and right rear, the same below) is the vertical displacement of each wheel, which can be input according to the road excitation of each wheel z ri To estimate.si is the vertical displacement of the top point on each suspension; k si is the suspension stiffness coefficient, c i is the suspension damping coefficient.

[0083] Each wheel road excitation input z ri It can be obtained by a vehicle-mounted sensor, such as a vehicle-mounted laser radar. Optionally, the vehicle-mounted laser radar can collect data on the road surface in front of the vehicle to obtain the road surface excitation input z for each wheel ri That is, in this embodiment, the first calculation device 110 calculates the roll angle acceleration and pitch angular acceleration The calculation is based on the prediction of the road ahead of the vehicle.

[0084] In one embodiment, the vehicle body vertical acceleration in the second calculation device 120 is and the vertical acceleration at the top of the suspension It can be obtained by the real-time motion signal of the vehicle body sensed by the on-board sensor.

[0085] In another embodiment, the vehicle body vertical acceleration in the second calculation device 120 and the vertical acceleration at the top of the suspension It can be calculated using the following formula:

[0086]

[0087] For the left front wheel, right front wheel, left rear wheel, and right rear wheel, respectively, sfl 、z sfr 、z srl and z srr After taking the second-order derivative, we can obtain and

[0088] It can be seen that in this embodiment, the second calculation device 120 calculates the vertical acceleration of the vehicle body and the vertical acceleration at the top of the suspension The calculation is based on the prediction of the road ahead of the vehicle.

[0089] Although not in Figure 1 As shown in FIG. 1 , the control device 1000 for vehicle suspension damping may further include a road condition determination device.

[0090] The road condition judgment device can be configured to detect whether there is a longitudinal obstacle in front of the vehicle, and when an obstacle is detected, send a signal to instruct the first computing device 110, the second computing device 120, the third computing device 130, the fourth computing device 140 and the optional current determination device to collaborate to adjust the vehicle suspension damping, thereby effectively improving the vehicle's riding experience.

[0091] In the context of the present invention, the term "longitudinal obstacle" is intended to mean an object in front of the vehicle in the longitudinal direction that may cause an obstacle to the vehicle's travel, for example, a protruding obstacle or a recessed obstacle.

[0092] Optionally, the road condition judgment device can use road surface data collected by a laser radar installed on the vehicle to detect whether there is a longitudinal obstacle in front of the vehicle.

[0093] Specifically, the lidar can be installed Figure 3 The front axle is located at the center of the vehicle, that is, it is installed directly above the center of the front axle of the vehicle.

[0094] The laser radar collects the point cloud P of the road ahead of the vehicle, where the i-th point is represented by P i , whose coordinates can be expressed as:

[0095]

[0096] Among them, ρ i represents the distance measurement, θ i represents the vertical angle, represents the horizontal angle, h l is the installation height of the LiDAR, and Δh is the height change of the LiDAR installation location collected by the height sensor in real time.

[0097] Then, extract the coordinate points in the road surface coordinates that satisfy the following formula:

[0098] x imax >x imin >0,y imax >0>y imin .

[0099] Among them, x imax 、x imin ,y imax ,y imin is a predetermined threshold value, which can be determined according to the specific performance or operating standards of the vehicle, road conditions, experience values, etc. The screened point cloud is recorded as The coordinate points are denoted as

[0100] Extract point cloud The road surface coordinate points that satisfy the following four formulas:

[0101]

[0102]

[0103]

[0104]

[0105] Among them, l wi is the tire width. The points that satisfy the above four formulas are recorded as and

[0106] For point and If its z-axis coordinate satisfies the following formula, it is determined that there is a protruding obstacle (hereinafter referred to as a boss) in front of the vehicle:

[0107] z(x i )>z max ,z(x i+1 )>z max ,z(x i-1 )>z max .

[0108] Among them, z max The boss height threshold is set by the user. The boss can be abstracted as a vertical height of z(x i-1 )-z(x i-2 ) on the rising edge of the step.

[0109] For point and If its z-axis coordinate satisfies the following formula, it is determined that there is a sunken obstacle (hereinafter referred to as a pit) in front of the vehicle:

[0110] z(x i )<z min ,z(x i+1 )<z min ,z(x i-1 )<z min .

[0111] Among them, z min is a self-set pit depth threshold. The pit can be abstracted as a vertical depth of z(x i-1 )-z(x i-2 ) on the falling edge of the step.

[0112] Therefore, the control device 1000 can use the road condition judgment device to predict in advance whether there is a longitudinal obstacle in front of the vehicle based on the road surface data collected by the laser radar, and provide instructions to the computing device in the control device 1000 according to the prediction result, and then determine the desired suspension damping force to alleviate the impact of the obstacle on the riding experience.

[0113] Those skilled in the art will readily appreciate that the concept of the present invention is not limited to the use of the above-mentioned detection method, but may also include detecting whether there is a longitudinal obstacle in front of the vehicle through other data, for example, data collected by sensors such as cameras and microwave radars installed on the vehicle, or control data sent to the vehicle from the outside (such as other vehicles or cloud servers).

[0114] It will be easily understood by those skilled in the art that the control method according to the embodiment of the present invention can be used independently to control the vehicle suspension damping, and can also be combined with any other appropriate control method for vehicle suspension damping (for example, a control method using a vehicle body acceleration signal or a suspension motion state signal as input), so as to further improve the stability and comfort of the vehicle.

[0115] Figure 4 A flow chart of a control method 4000 for vehicle suspension damping according to an embodiment of the present invention is shown. The control method 4000 specifically includes the following steps.

[0116] In step S410, the roll angle acceleration is calculated by using an extension method. and pitch angular acceleration The value of the first correlation function K1 (P) is calculated as the feature amount.

[0117] As mentioned above, you can refer to Figure 2 An example of using the two-dimensional extension method in to calculate the correlation function K(P).

[0118] In the extension set, the origin O is the optimal point of the characteristic state. The line between any point P3 in the extension set and the origin O forms the shortest distance |OP3|. The line intersects the boundary of the classical domain at point P1 and the boundary of the non-domain at point P2.

[0119] Therefore, the correlation function K(P) can be obtained by the following formula:

[0120]

[0121] in,

[0122]

[0123]

[0124] Among them, the roll angular acceleration The characteristic value of and The pitch angular acceleration as a characteristic quantity The characteristic value of and in, and The threshold is a predetermined threshold value, which may be determined according to specific performance or operating criteria of the vehicle.

[0125] In step S420, the extension method is used to calculate the vertical acceleration of the vehicle body. and the vertical acceleration at the top of the suspension The value of the second correlation function K2(P) is calculated for the feature amount.

[0126] In the context of the present invention, the term "suspension top vertical acceleration" is intended to mean the acceleration of the suspension top or the suspension tower top position (topmount) in the z-axis direction.

[0127] In one embodiment, the vertical acceleration of the top of the suspension includes four vertical accelerations of the top of the suspension: and The second correlation function includes K2(P) including four second correlation sub-functions K 21 (P), K 22 (P), K 23 (P) and K 24 (P).

[0128] in, represents the vertical acceleration corresponding to the left front wheel of the vehicle, represents the vertical acceleration corresponding to the right front wheel of the vehicle, represents the vertical acceleration corresponding to the left rear wheel of the vehicle, Represents the vertical acceleration corresponding to the right rear wheel of the vehicle. K 21 (P) represents the second associated sub-function corresponding to the left front wheel of the vehicle, and (P) represents the second associated sub-function corresponding to the right front wheel of the vehicle. 22 (P), represents the second associated subfunction K corresponding to the left rear wheel of the vehicle 23 (P) and represents the second associated subfunction K corresponding to the right front wheel of the vehicle 24 (P).

[0129] Similar to the above description of the second submodule, step S420 may further include using an extension method to calculate a value of a second associated subfunction using the vehicle body vertical acceleration and a suspension vertex vertical acceleration as feature quantities, wherein a suspension vertex vertical acceleration and a second associated subfunction correspond to the same wheel.

[0130] In step S430, the value of the third correlation function K3(P) is calculated by using the extension method with the first correlation function K1(P) and the second correlation function K2(P) as feature quantities.

[0131] In one embodiment, the third correlation function K3(P) includes four third correlation sub-functions K 31(P), K 32 (P), K 33 (P) and K 34 (P). Among them, K 31 (P) represents the third correlation sub-function corresponding to the left front wheel of the vehicle, and (P) represents the third correlation sub-function corresponding to the right front wheel of the vehicle. 32 (P), represents the third associated sub-function K corresponding to the left rear wheel of the vehicle 33 (P) and represents the third associated sub-function K corresponding to the right rear wheel of the vehicle 34 (P).

[0132] Similar to the above description of the third submodule, step S430 may further include using an extension method to calculate a value of a third correlation subfunction using the first correlation function and a second correlation subfunction as feature quantities, wherein the vertical acceleration of the top of the suspension and the third correlation subfunction correspond to the same wheel.

[0133] In step S440, the desired vehicle suspension damping force is calculated based on the value of the third correlation function K3(P).

[0134] Where, the desired vehicle suspension damping force F c Includes four suspension damping forces F cfl 、F cfr 、F crl and F crr Among them, F cfl represents the vehicle suspension damping force corresponding to the left front wheel of the vehicle, F cfr represents the vehicle suspension damping force corresponding to the right front wheel of the vehicle, F crl represents the vehicle suspension damping force corresponding to the left rear wheel of the vehicle, F crr Represents the vehicle suspension damping force corresponding to the right rear wheel of the vehicle.

[0135] Similar to the description of the fourth submodule above, in step S440 , the expected vehicle suspension damping force is calculated to correspond to the same wheel as the third correlation function based on which the calculation is performed.

[0136] Therefore, the control method 4000 can effectively improve the accuracy of the desired suspension damping force obtained in the end through multiple series and parallel calculations of extensions, thereby providing an accurate control target for the control of the vehicle suspension damping and providing a comfortable riding experience for the occupants of the vehicle.

[0137] Although Figure 4 As not shown in FIG. 4 , the control method 4000 may further include: based on the desired vehicle suspension damping force F c (For example, F cfl 、F cfr 、F crl and Fcrr ) and the shock absorber vertical compression speed to determine the operating current of the vehicle suspension damping, so as to control the vehicle suspension damping to achieve these desired vehicle suspension damping forces F c (For example, F cfl 、F cfr 、F crl and F crr ).

[0138] For example, the vehicle suspension damping force F may be calculated by a table lookup method or any other appropriate method. c and the vertical compression velocity of the vehicle shock absorber determine the operating current of the vehicle suspension damping.

[0139] The roll angle acceleration used in step S410 The value of pitch acceleration The value of can be obtained, for example, by using the method described above with respect to the first computing device 110, which will not be described in detail here. The vehicle body vertical acceleration used in step S420 is and the vertical acceleration at the top of the suspension The value of can be obtained, for example, using the method described above with respect to the first computing device 120, which will not be described in detail here.

[0140] In addition, the method described above regarding the road condition judgment device can also be used to detect whether there is a longitudinal obstacle in front of the vehicle based on the data of the on-board laser radar sensor, so that when there is an obstacle, the control method 4000 can be further used to adjust the vehicle suspension damping and improve the vehicle's riding experience.

[0141] Therefore, the control method 4000 can more accurately predict the longitudinal obstacle situation in front of the vehicle in advance, and use steps S410-S440 to determine the desired suspension damping force based on the prediction results, thereby alleviating the impact of the obstacle on the riding experience.

[0142] It will be easily understood by those skilled in the art that the control device according to an embodiment of the present invention can be used independently to control the vehicle suspension damping, and can also be combined with any other appropriate control device for vehicle suspension damping (for example, a control device that uses a vehicle body acceleration signal or a suspension motion state signal as input), so as to further improve the stability and comfort of the vehicle.

[0143] Figure 5 FIG. 5 is a block diagram of a control device 5000 for vehicle suspension damping according to an embodiment of the present invention. The control device 5000 includes a memory 510 and a processor 520. Figure 5As shown in the figure, the control device 5000 also includes a computer program stored in the memory 510 and can be executed on the processor 520, so as to implement the various steps in the control method for vehicle suspension damping in the aforementioned embodiment.

[0144] The memory 510 may be a random access memory RAM, a read-only memory ROM, an electrically programmable read-only memory EPROM, an electrically erasable read-only memory EEPROM, or an optical disk storage device, a magnetic disk storage device, or any other medium that can be used to carry or store desired program codes in the form of machine executable instructions or data structures and can be accessed by the processor 520. The processor 520 may be any appropriate dedicated processor or general-purpose processor such as a field programmable array FPGA, an application-specific integrated circuit ASIC, a digital signal processing circuit DSP, etc.

[0145] In addition, the control device 5000 can be an independent device for adjusting the vehicle suspension damping, and can also be combined in other processing devices such as the electronic control unit ECU, the domain control unit DCU, etc.

[0146] It should be understood that some of the block diagrams shown in the accompanying drawings of the present invention are functional entities, which do not necessarily correspond to physically or logically independent entities. These functional entities can be implemented in software form, or in one or more hardware modules or integrated circuits, or in different networks and / or processor devices and / or microcontroller devices.

[0147] It should also be understood that in some alternative embodiments, the functions / steps included in the foregoing method may not occur in the order shown in the flow chart. For example, two functions / steps shown in sequence may be performed substantially simultaneously or even in reverse order. This specifically depends on the functions / steps involved.

[0148] In addition, it is easy for those skilled in the art to understand that the control method for vehicle suspension damping provided by one or more embodiments of the present invention can be implemented by a computer program. For example, when a computer storage medium storing the computer program is connected to a computer, the control method for vehicle suspension damping of one or more embodiments of the present invention can be executed by running the computer program.

[0149] In summary, the control scheme for vehicle suspension damping according to the present invention can obtain the desired suspension damping force with high accuracy by connecting the calculation modules based on the extension method in series and parallel multiple times, thereby providing an accurate control target for the control of vehicle suspension damping and providing a comfortable riding experience for the occupants. On the one hand, the control scheme for vehicle suspension damping according to the present invention can use the real-time motion signal of the vehicle to determine and calculate the desired suspension damping force, thereby realizing feedback control of the suspension damping with high control accuracy. On the other hand, the control scheme for vehicle suspension damping according to the present invention can also use the front road surface data collected by the vehicle to predict the desired suspension damping force, thereby realizing feedforward control of the suspension damping and bringing a comfortable riding experience to the passengers.

[0150] In addition, the control scheme for vehicle suspension damping can also predict whether there are longitudinal obstacles in front of the vehicle through the front road data collected by the on-board laser radar, and determine the expected suspension damping force based on the prediction results, adjust the vehicle's damping force in advance, and further improve the adjustment effect of the suspension damping.

[0151] Although only some of the embodiments of the present invention are described above, it should be understood by those skilled in the art that the present invention can be implemented in many other forms without departing from its subject matter and scope. Therefore, the examples and embodiments shown are considered to be illustrative rather than restrictive, and the present invention may include various modifications and substitutions without departing from the spirit and scope of the present invention as defined in the appended claims.

Claims

1. A control device for vehicle suspension damping, characterized in that: include: A first calculation device configured to calculate a value of a first correlation function using a roll angular acceleration and a pitch angular acceleration as feature quantities using an extension method; A second calculation device configured to calculate the value of a second correlation function using the extension method with the vehicle body vertical acceleration and the vertical acceleration of the top point on the suspension as feature quantities; A third calculation device configured to calculate a value of a third correlation function using the first correlation function and the second correlation function as feature quantities by using the extension method; as well as a fourth calculation device configured to calculate a desired vehicle suspension damping force based on the value of the third correlation function, The first correlation function, the second correlation function and the third correlation function are expressed in the following form: Here, K(P) represents the values ​​of the first correlation function, the second correlation function and the third correlation function, The plane region is divided into a classical domain, an extension domain and a non-domain by using a characteristic value of a characteristic quantity associated with one of the first correlation function, the second correlation function and the third correlation function, c and d are feature values ​​of feature quantities associated with one of the first correlation function, the second correlation function, and the third correlation function, and the feature value is a predetermined threshold value. The origin O is the optimal point of the characteristic state in the extension set, P3 is a characteristic quantity associated with one of the first correlation function, the second correlation function and the third correlation function, P1 and P2 are intersections of the straight line connecting the origin O and P3 and the classical domain and the non-domain, respectively. The fourth calculation device is configured to calculate the desired vehicle suspension damping force in the following manner: |F cfl |=[1-K 31 (P)]×C max |F cfr |=[1-K 32 (P)]×C max |F crl |=[1-K 33 (P)]×C max |F crr |=[1-K 34 (P)]×C max Here F cfl 、F cfr 、F crl and F crr are the vehicle suspension damping forces for the left front wheel, right front wheel, left rear wheel and right rear wheel, respectively, K 31 , K 32 , K 33 and K 34 are the third correlation functions of the left front wheel, right front wheel, left rear wheel and right rear wheel respectively, C max It is the maximum damping coefficient that the shock absorber can provide.

2. The control device according to claim 1, characterized in that The second calculation device includes four second submodules, the vertical acceleration of the suspension vertex includes four vertical accelerations of the suspension vertex corresponding to four wheels respectively, and the second correlation function includes four second correlation subfunctions corresponding to the four wheels respectively. Wherein, each of the four second submodules is configured to use the extension method to calculate the value of a second associated subfunction using the vehicle body vertical acceleration and a suspension vertex vertical acceleration as characteristic quantities, wherein the suspension vertex vertical acceleration and the second associated subfunction correspond to the same wheel.

3. The control device according to claim 2, characterized in that The third calculation device includes four third submodules, and the third correlation function includes four third correlation subfunctions corresponding to the four wheels respectively. Wherein, each of the four third submodules is configured to use the extension method to calculate the value of a third correlation subfunction using the first correlation function and a second correlation subfunction as characteristic quantities, wherein the vertical acceleration of the top point of the suspension and the third correlation subfunction correspond to the same wheel.

4. The control device according to claim 3, characterized in that The fourth calculation device includes four fourth submodules, the desired vehicle suspension damping force includes four suspension damping forces corresponding to the four wheels respectively, Each of the four fourth submodules is configured to calculate a suspension damping force based on a value of a third correlation subfunction, wherein the third correlation subfunction and the suspension damping force correspond to the same wheel.

5. The control device according to claim 1, characterized in that Also includes: A current determination device is configured to determine an operating current of the vehicle suspension damping based on the desired vehicle suspension damping force and the shock absorber vertical compression speed, so as to control the vehicle suspension damping to achieve the desired vehicle suspension damping force.

6. A control method for vehicle suspension damping, characterized in that: include: Step S410: using an extension method to calculate the value of a first correlation function using the roll angle acceleration and the pitch angle acceleration as feature quantities; Step S420: using the extension method to calculate the value of the second correlation function using the vehicle body vertical acceleration and the suspension top vertical acceleration as feature quantities; Step S430: using the extension method to calculate the value of a third correlation function using the first correlation function and the second correlation function as feature quantities; as well as Step S440: Calculating a desired vehicle suspension damping force based on the value of the third correlation function, The first correlation function, the second correlation function and the third correlation function are expressed in the following form: Here, K(P) represents the values ​​of the first correlation function, the second correlation function and the third correlation function, The plane region is divided into a classical domain, an extension domain and a non-domain by using a characteristic value of a characteristic quantity associated with one of the first correlation function, the second correlation function and the third correlation function, c and d are feature values ​​of feature quantities associated with one of the first correlation function, the second correlation function, and the third correlation function, and the feature value is a predetermined threshold value. The origin O is the optimal point of the characteristic state in the extension set, P3 is a characteristic quantity associated with one of the first correlation function, the second correlation function and the third correlation function, P1 and P2 are intersections of the straight line connecting the origin O and P3 and the classical domain and the non-domain, respectively. The desired vehicle suspension damping force is calculated as follows: |F cfl |=[1-K 31 (P)]×C max |F cfr |=[1-K 32 (P)]×C max |F crl |=[1-K 33 (P)]×C max |F crr |=[1-K 34 (P)]×C max Here F cfl 、F cfr 、F crl and F crr are the vehicle suspension damping forces for the left front wheel, right front wheel, left rear wheel and right rear wheel, respectively, K 31 , K 32 , K 33 and K 34 are the third correlation functions of the left front wheel, right front wheel, left rear wheel and right rear wheel respectively, C max It is the maximum damping coefficient that the shock absorber can provide.

7. The control method according to claim 6, characterized in that: The vertical acceleration of the top point of the suspension includes four vertical accelerations of the top point of the suspension corresponding to the four wheels respectively, and the second correlation function includes four second correlation sub-functions corresponding to the four wheels respectively, The step S420 further includes using the extension method to calculate a value of a second correlation sub-function using the vehicle body vertical acceleration and a suspension vertex vertical acceleration as feature quantities, wherein the suspension vertex vertical acceleration and the second correlation sub-function correspond to the same wheel.

8. The control method according to claim 7, characterized in that: The third correlation function includes four third correlation sub-functions corresponding to the four wheels respectively. The step S430 further includes using the extension method to calculate a value of a third correlation sub-function using the first correlation function and a second correlation sub-function as feature quantities, wherein the vertical acceleration of the top point of the suspension and the third correlation sub-function correspond to the same wheel.

9. The control method according to claim 8, characterized in that: The desired vehicle suspension damping force includes four suspension damping forces corresponding to the four wheels respectively. The step S440 further includes calculating a suspension damping force based on a value of a third correlation sub-function, wherein the third correlation sub-function and the suspension damping force correspond to the same wheel.

10. The control method according to claim 6, characterized in that: Also includes: An operating current of the vehicle suspension damping is determined based on the desired vehicle suspension damping force and the shock absorber vertical compression speed, so as to control the vehicle suspension damping to achieve the desired vehicle suspension damping force.

11. A control device for vehicle suspension damping, comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, characterized in that: When the processor executes the computer program, the control method according to any one of claims 6 to 10 is implemented.

12. A vehicle, characterized in that: A control device according to any one of claims 1 to 5 is provided.

13. A computer-readable storage medium having a computer program / instruction stored thereon, characterized in that: When the computer program / instructions are executed by a processor, the steps of the control method according to any one of claims 6 to 10 are implemented.

14. A computer program product comprising a computer program / instructions, characterized in that When the computer program / instructions are executed by a processor, the steps of the control method according to any one of claims 6 to 10 are implemented.

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