A vehicle body attitude control system

Abstract

The present invention relates to a vehicle body attitude control system. The vehicle body attitude control system includes a gyroscope sensor for obtaining a first motion signal, the first motion signal including acceleration and angular velocity signals of the vehicle body in the X / Y / Z axis directions; a wheel-end acceleration sensor for obtaining a second motion signal, the second motion signal including an acceleration signal of the wheel; a plurality of damping shock absorbers for controlling the vehicle body attitude; and a system controller ECU including an attitude calculation module, a suspension state calculation module, and a suspension main control algorithm module. The attitude calculation module obtains vehicle body motion state information and vehicle body point motion state information according to the first motion signal, the suspension state calculation module obtains suspension motion state information according to the second motion signal and the vehicle body point motion state information, the suspension main control algorithm module obtains an expected current value according to the vehicle body motion state information and the suspension motion state information, and the system controller ECU controls the plurality of damping shock absorbers to act through the expected current value. The present invention provides a vehicle body attitude control system with low cost and better vehicle body attitude control performance.

Description

Technical Field

[0001] The present invention relates to the technical field of vehicle shock absorption control, and particularly to a vehicle body attitude control system based on a gyroscope sensor. Background Art

[0002] An electronically controlled suspension system is a system that can change parameters such as the stiffness of the suspension system, the damping force of the shock absorber, and the vehicle body height by an electronic control unit controlling the suspension actuator according to signals such as vehicle body height, vehicle speed, steering angle and rate, and braking, so that the vehicle has good ride comfort and handling stability.

[0003] Currently, the cost of most electronically controlled suspension systems has increased, and approximate estimation methods are also used to measure the angular motion attitude of the vehicle, resulting in certain deficiencies in system cost and attitude measurement accuracy. Summary of the Invention

[0004] In view of the above problems of the prior art, the present invention proposes a vehicle body attitude control system with low cost and capable of better performing vehicle body attitude control.

[0005] Specifically, the present invention proposes a vehicle body attitude control system, including:

[0006] A gyroscope sensor for obtaining a first motion signal, where the first motion signal includes acceleration and angular velocity signals of the vehicle body in the X / Y / Z axis directions;

[0007] A wheel end acceleration sensor for obtaining a second motion signal, where the second motion signal includes an acceleration signal of the wheel;

[0008] A plurality of damping shock absorbers for controlling the vehicle body attitude;

[0009] A system controller ECU, including an attitude solution module, a suspension state calculation module, and a suspension main control algorithm module. The attitude solution module obtains vehicle body motion state information and vehicle body point motion state information according to the first motion signal. The suspension state calculation module obtains suspension motion state information according to the second motion signal and the vehicle body point motion state information. The suspension main control algorithm module obtains an expected current value according to the vehicle body motion state information and the suspension motion state information. The system controller ECU controls the plurality of damping shock absorbers to act through the expected current value.

[0010] According to an embodiment of the present invention, the gyroscope sensor is embedded in the system controller ECU.

[0011] According to an embodiment of the present invention, the gyroscope sensor includes an acceleration measurement chip and an angular velocity measurement chip. The acceleration measurement chip is used to detect the acceleration signals of the vehicle body in the X / Y / Z axis directions, and the angular velocity measurement chip is used to detect the angular velocity signals of the vehicle body in the X / Y / Z axis directions. The acceleration measurement chip and the angular velocity measurement chip communicate with the system controller ECU through the master-slave communication mode of SPI.

[0012] According to an embodiment of the present invention, the system controller ECU is disposed at the left bracket of the trunk of the vehicle body.

[0013] According to an embodiment of the present invention, the wheel-end acceleration sensor is disposed on the outer cylinder of the strut of the damping shock absorber.

[0014] According to an embodiment of the present invention, the system controller ECU further includes a filtering processing module, which is used to perform filtering processing on the first motion signal and send the processing result to the attitude solution module.

[0015] According to an embodiment of the present invention, the system controller ECU further includes a signal preprocessing module, which is connected to the central control panel of the vehicle body. The signal preprocessing module obtains the driver control signal through the central control panel, and the suspension main control algorithm module adjusts the expected current value according to the driver control signal.

[0016] According to an embodiment of the present invention, the signal preprocessing module is connected to the central control panel through the CAN bus network.

[0017] According to an embodiment of the present invention, the vehicle body attitude control system further includes a current driving module, and the suspension main control algorithm module controls the actions of multiple damping shock absorbers through the current driving module.

[0018] According to an embodiment of the present invention, the attitude solution module processes the first motion signal, including:

[0019] Step S01: Obtain the angular velocity information of point O in three directions according to the gyroscope sensor, and obtain the Euler angle information through Euler angle calculation and processing;

[0020] Step S02: According to the Euler angle information and the acceleration information of point O in three directions obtained by the gyroscope sensor, calculate the acceleration in the absolute coordinate through acceleration coordinate transformation;

[0021] Step S03: Integrate the acceleration to obtain the motion velocity of point O in the absolute coordinate system;

[0022] Step S04: The motion speed undergoes a coordinate transformation from the absolute coordinate system to the follower coordinate system to obtain the speed of point O in the vehicle body follower coordinate system.

[0023] Step S05: Combining the position information of point R relative to point O, the Euler angle information, and the angular velocity information in three directions measured by the gyroscope sensor, the speed of point R in the vehicle body follower coordinate system is obtained according to the rigid body relative motion speed calculation method.

[0024] Among them, point O is the installation point of the gyroscope sensor, and point R is any point on the vehicle body.

[0025] A vehicle body attitude control system provided by the present invention is provided with a gyroscope sensor and a wheel end acceleration sensor, which can reduce the material cost of the entire system and better realize vehicle body attitude control.

[0026] It should be understood that the above general description and the following detailed description of the present invention are both exemplary and explanatory, and are intended to provide further explanation for the present invention described. Brief Description of the Drawings

[0027] The accompanying drawings are provided to provide a further understanding of the present invention. They are incorporated into and constitute a part of this application. The accompanying drawings illustrate embodiments of the present invention and, together with this specification, serve to explain the principles of the present invention. In the accompanying drawings:

[0028] Figure 1 Shows a schematic structural diagram of a vehicle body attitude control system according to an embodiment of the present invention.

[0029] Figure 2 Shows a brief schematic diagram of the combination of a vehicle body attitude control system and a vehicle body according to an embodiment of the present invention.

[0030] Figure 3 Shows a schematic diagram of the positional relationship between a vehicle body coordinate system and a system controller ECU.

[0031] Figure 4 Shows a flowchart of a posture calculation module calculating vehicle body point motion state information according to a first motion signal.

[0032] Among them, the above accompanying drawings include the following reference numerals:

[0033] Vehicle body attitude control system 100, Gyroscope sensor 101

[0034] Wheel end acceleration sensor 102, Damper 103

[0035] System controller ECU 104, Posture calculation module 105

[0036] Suspension state calculation module 106, Suspension main control algorithm module 107

[0037] Filter processing module 108, Signal preprocessing module 109

[0038] Central control panel 110, Current drive module 111 Specific implementation manners

[0039] It should be noted that, without conflict, the embodiments in the present application and the features in the embodiments may be combined with each other.

[0040] Next, the technical solutions in the embodiments of the present application will be clearly and completely described in conjunction with the accompanying drawings in the embodiments of the present application. Obviously, the described embodiments are only a part of the embodiments of the present application, rather than all the embodiments. The following description of at least one exemplary embodiment is actually only illustrative and in no way restricts the present application and its application or use. Based on the embodiments in the present application, all other embodiments obtained by those of ordinary skill in the art without creative efforts belong to the scope of protection of the present application.

[0041] It should be noted that the terms used herein are only for describing specific implementation manners and are not intended to limit the exemplary embodiments according to the present application. As used herein, unless the context clearly indicates otherwise, the singular form is also intended to include the plural form. In addition, it should be understood that when the terms "comprise" and / or "include" are used in this specification, they indicate the presence of features, steps, operations, devices, components, and / or combinations thereof.

[0042] Unless otherwise specifically stated, the relative arrangements, numerical expressions, and values of the components and steps set forth in these embodiments do not limit the scope of the present application. At the same time, it should be understood that, for the convenience of description, the sizes of the various parts shown in the drawings are not drawn in actual proportional relationships. Technologies, methods, and devices known to those of ordinary skill in the relevant art may not be discussed in detail, but where appropriate, the technologies, methods, and devices should be regarded as part of the authorized specification. In all the examples shown and discussed herein, any specific value should be construed as merely exemplary and not as a limitation. Therefore, other examples of the exemplary embodiments may have different values. It should be noted that: like reference numerals and letters denote like items in the following drawings, and thus, once an item is defined in one drawing, it does not need to be further discussed in subsequent drawings.

[0043] In the description of the present application, it should be understood that the orientation or positional relationship indicated by orientation terms such as "front, rear, upper, lower, left, right", "lateral, vertical, perpendicular, horizontal" and "top, bottom", etc. is usually based on the orientation or positional relationship shown in the drawings. It is only for the convenience of describing the present application and simplifying the description. Without contrary instructions, these orientation terms do not indicate or imply that the device or element referred to must have a specific orientation or be constructed and operated in a specific orientation. Therefore, it should not be construed as a limitation on the protection scope of the present application; the orientation terms "inside, outside" refer to the inside and outside relative to the contour of each component itself.

[0044] For ease of description, spatial relative terms such as "above", "over", "on the upper surface", "upper" etc. may be used here to describe the spatial positional relationship of a device or feature shown in the drawings with respect to other devices or features. It should be understood that the spatial relative terms are intended to encompass different orientations in use or operation in addition to the orientation depicted in the drawings. For example, if the device in the drawing is inverted, a device described as "above" or "over" other devices or structures will then be positioned "below" or "under" other devices or structures. Thus, the exemplary term "above" can include both the orientations of "above" and "below". The device can also be positioned in other different ways, rotated 90 degrees or in other orientations, and corresponding interpretations will be made for the spatial relative descriptions used here.

[0045] In addition, it should be noted that the use of terms such as "first", "second", etc. to limit components is only for the convenience of differentiating the corresponding components. Without additional statements, the above terms have no special meanings. Therefore, it should not be construed as a limitation on the protection scope of the present application. In addition, although the terms used in the present application are selected from well-known and commonly used terms, some of the terms mentioned in the specification of the present application may be selected by the applicant according to his or her judgment, and their detailed meanings are described in the relevant parts of the description herein. In addition, it is required to understand the present application not only through the actual terms used, but also through the meaning implied by each term.

[0046] Figure 1 The structural schematic diagram of a vehicle body attitude control system according to an embodiment of the present invention is shown. Figure 2 The brief schematic diagram of the combination of a vehicle body attitude control system according to an embodiment of the present invention and the vehicle body is shown. As shown in the figure, a vehicle body attitude control system 100 mainly includes a gyroscope sensor 101, a wheel end acceleration sensor 102, a plurality of damping shock absorbers 103, and a system controller ECU 104.

[0047] The gyroscope sensor 101 is used to obtain the first motion signal. The first motion signal includes the acceleration and angular velocity signals of the vehicle body in the X / Y / Z axis directions. The X / Y / Z axis directions refer to the front-back, left-right, and up-down directions of the vehicle body. During the vehicle's driving on the road surface, the gyroscope sensor 101 measures the accelerations in the three directions of the X / Y / Z axes at the position of the vehicle body where it is located and the angular velocity of the vehicle body's motion.

[0048] The wheel-end acceleration sensor 102 is used to obtain the second motion signal. The second motion signal includes the acceleration signal of the wheel.

[0049] Multiple damping shock absorbers 103 are used to control the vehicle body attitude and improve the comfort and operation stability of the vehicle.

[0050] The system controller ECU 104 includes an attitude calculation module 105, a suspension state calculation module 106, and a suspension main control algorithm module 107. The attitude calculation module 105 obtains the vehicle body motion state information and the vehicle body point motion state information according to the first motion signal. The suspension state calculation module 106 obtains the suspension motion state information according to the second motion signal and the vehicle body point motion state information. The suspension main control algorithm module 107 obtains the desired current value according to the vehicle body motion state information and the suspension motion state information. The system controller ECU 104 outputs the corresponding current value to the damping shock absorbers 103, thereby controlling the operation of the multiple damping shock absorbers 103 to control the vehicle body attitude and improve the handling comfort.

[0051] Preferably, the gyroscope sensor 101 is embedded in the system controller ECU 104. In this embodiment, one gyroscope sensor 101 is adopted and is arranged in the system controller ECU 104. The system controller ECU 104 processes the first motion signal through the attitude calculation module 105 to obtain the vehicle body motion state information, which is one of the input signal sources of the suspension main control algorithm module 107. The gyroscope sensor 101 is integrated with the system controller ECU 104, so that the cost can be saved from the system structure and the measurement accuracy of the angular motion attitude can be improved.

[0052] Preferably, the gyroscope sensor 101 includes an acceleration measurement chip and an angular velocity measurement chip. The acceleration measurement chip is used to detect the acceleration signal of the vehicle body in the X / Y / Z axis directions, and the angular velocity measurement chip is used to detect the angular velocity signal of the vehicle body in the X / Y / Z axis directions. The acceleration measurement chip and the angular velocity measurement chip communicate with the system controller ECU 104 through the master-slave communication mode of SPI. The acceleration measurement chip and the angular velocity measurement chip feedback the measured first motion signal to the system controller ECU 104 for processing.

[0053] Preferably, the system controller ECU 104 is arranged at the left bracket of the trunk of the vehicle body. Since the system controller ECU 104 integrates the gyroscope sensor 101. When arranging the gyroscope sensor 101 on the circuit board of the system controller ECU 104, it is necessary to ensure that the direction of the physical quantity measured by its chip coincides with the direction of the vehicle body coordinate system. Such an arrangement can simplify the subsequent attitude calculation process, improve the availability of the first motion signal, and obtain an accurate vehicle body motion state. Figure 3 The schematic diagram of the positional relationship between the vehicle body coordinate system and the system controller ECU 104 is shown. When it is necessary to measure the motion state of a specific point on the vehicle body, it is necessary to clarify the positional relationship between the specific point on the vehicle body and the system controller ECU 104, so as to solve the motion quantity in the calculation method. As Figure 3 shown, TFR and TFL respectively represent the Y-direction distances between the center point of the system controller ECU 104 and the wheel centers of the right front wheel and the left front wheel in the vehicle coordinate system, TRR and TRL respectively represent the Y-direction distances between the center point of the system controller ECU 104 and the wheel centers of the right rear wheel and the left rear wheel in the vehicle coordinate system, LF and LR respectively represent the X-direction distances between the center point of the system controller ECU 104 and the wheel centers of the front axle wheels and the rear axle wheels in the vehicle body coordinate system, and CH represents the Z-direction distance between the center point of the system controller ECU 104 and the wheel center of the left rear side wheel.

[0054] Preferably, referring to Figure 2 , the wheel end acceleration sensor 102 is arranged on the outer cylinder of the strut of the shock absorber 103. In this embodiment, two wheel end acceleration sensors 102 are included. There are four shock absorbers 103, which are respectively arranged at the positions of the left front wheel, the right front wheel, the left rear wheel and the right rear wheel. Among them, the two wheel end acceleration sensors 102 are respectively arranged on the shock absorber 103 on the left front wheel side and the shock absorber 103 on the right front wheel side. It is easy to understand that, by way of example and not limitation, in order to improve the measurement accuracy, the number of wheel end acceleration sensors 102 can also be increased to four, and the other two are arranged on the shock absorbers 103 at the positions of the left rear wheel and the right rear wheel.

[0055] Preferably, the system controller ECU 104 further includes a filtering processing module 108. The filtering processing module 108 is used to perform filtering processing on the first motion signal and send the processing result to the attitude calculation module 105. In fact, what the attitude calculation module 105 obtains is the first motion signal after filtering processing.

[0056] Preferably, the system controller ECU 104 further includes a signal preprocessing module 109. The signal preprocessing module 109 is connected to the central control panel 110 of the vehicle body. The signal preprocessing module 109 obtains the driver control signal through the central control panel 110, and the suspension main control algorithm module 107 adjusts the desired current value according to the driver control signal. Specifically, the driver can input control requests to the central control panel 110, such as acceleration, braking, and steering wheel command information. The signal preprocessing module 109 obtains the driver control signal and sends it to the suspension main control algorithm module 107 to facilitate the adjustment of the finally obtained desired current value, further improving the driving handling comfort. In this embodiment, the signal preprocessing module 109 is connected to the central control panel 110 through the CAN bus network.

[0057] Preferably, the driver can also select the mode of the system controller ECU 104 through the vehicle display screen to switch between different modes. The system controller ECU 104 mainly includes three modes: "Comfort Mode", "Standard Mode", and "Sport Mode". The difference between different modes mainly lies in the strength of the control degree of the suspension main control algorithm module 107, with different emphases on the ride comfort and handling performance of the vehicle body. The "Comfort Mode" makes the suspension more comfortable and emphasizes the ride comfort of the vehicle more. The "Sport Mode" makes the suspension firmer and emphasizes the handling performance of the vehicle more. The "Standard Mode" provides a better compromise and matching between the ride comfort and handling performance of the vehicle, achieving a better performance experience effect.

[0058] Preferably, referring to Figure 2 , the vehicle body attitude control system 100 further includes a current drive module 111. The suspension main control algorithm module 107 controls the operation of multiple damping shock absorbers 103 through the current drive module 111. As shown in the figure, the suspension main control algorithm module 107 calculates the desired current value of each damping shock absorber 103 located at the left front wheel, right front wheel, left rear wheel, and right rear wheel. The current drive module 111 obtains the desired current value and uses it to drive the damping shock absorbers 103 at their respective corresponding positions.

[0059] Preferably, the attitude solution module 105 processes the first motion signal after filtering to obtain the vehicle body point motion state information. This processing step includes obtaining the relevant physical parameters of a specific point on the vehicle body in the follower coordinate system of the vehicle body through coordinate transformation, obtaining other physical quantities of the specific point on the vehicle body through differential or integral processing of the relevant physical parameters, and then using the motion relationship at different points on the vehicle body to obtain the vehicle body point motion state information. Figure 4 The flowchart showing the attitude solution module 105 calculating the vehicle body point motion state information based on the first motion signal is shown. Combining Figure 3As shown in the figure, let point O be the installation point of the system controller ECU 104 integrated with the gyroscope sensor 101. The first motion signal measured at this point is used to calculate the body point motion state information, that is, the process of calculating the velocity of any point R on the vehicle body in the body follower coordinate system is as follows:

[0060] Step S01: Obtain the angular velocity information of point O in three directions from the gyroscope sensor 101, and obtain the Euler angle information through Euler angle calculation and processing. First, use the angular velocity information of the three directions measured at point O to calculate the Euler angle information through the Euler angle calculation and processing module.

[0061] Step S02: According to the Euler angle information and the acceleration information of point O in three directions obtained from the gyroscope sensor 101, calculate the acceleration in the absolute coordinate through acceleration coordinate transformation.

[0062] Step S03: Integrate the acceleration to obtain the motion velocity of point O in the absolute coordinate system.

[0063] Step S04: Through the coordinate transformation from the absolute coordinate system to the follower coordinate system, obtain the velocity of point O in the body follower coordinate system.

[0064] Step S05: Combine the position information of point R relative to point O, the Euler angle information, and the angular velocity information of the three directions measured by the gyroscope sensor 101. According to the rigid body relative motion velocity calculation method, obtain the velocity of point R in the body follower coordinate system, that is, obtain the body point motion state information.

[0065] A vehicle body attitude control system provided by the present invention uses the gyroscope sensor integrated in the system controller ECU as the hardware basis for vehicle body attitude measurement. At the same time, using the first motion signal and the second motion signal, combined with the driver control signal, obtain the current value that the system controller ECU should output, and output the current value supplied to the solenoid valve of the damping shock absorber through the current drive module, so as to realize vehicle body attitude control and reduce the material cost of the entire system.

[0066] It is obvious to those skilled in the art that various modifications and variations can be made to the above exemplary embodiments of the present invention without departing from the spirit and scope of the present invention. Therefore, it is intended that the present invention cover modifications and variations of the present invention that fall within the scope of the appended claims and their equivalent technical solutions.

Claims

1. A vehicle body attitude control system, comprising: a gyroscope sensor for obtaining a first motion signal, the first motion signal including acceleration and angular velocity signals of the vehicle body in the X / Y / Z axis directions; a wheel end acceleration sensor for obtaining a second motion signal, the second motion signal including an acceleration signal of the wheel; a plurality of damping shock absorbers for controlling the vehicle body attitude; a system controller ECU including an attitude calculation module, a suspension state calculation module, and a suspension main control algorithm module. The attitude calculation module obtains vehicle body motion state information and vehicle body point motion state information according to the first motion signal. The suspension state calculation module obtains suspension motion state information according to the second motion signal and the vehicle body point motion state information. The suspension main control algorithm module obtains an expected current value according to the vehicle body motion state information and the suspension motion state information. The system controller ECU controls the actions of the plurality of damping shock absorbers through the expected current value; wherein, the step of the attitude calculation module obtaining the vehicle body point motion state information includes obtaining relevant physical parameters of a specific point on the vehicle body in the follower coordinate system of the vehicle body through a coordinate transformation method, obtaining other physical quantities of the specific point on the vehicle body through differential or integral processing of the relevant physical parameters, and then using the motion relationship at different points on the vehicle body to obtain the vehicle body point motion state information.

2. The vehicle body attitude control system according to claim 1, characterized in that the gyroscope sensor is embedded in the system controller ECU.

3. The vehicle body attitude control system according to claim 2, characterized in that the gyroscope sensor includes an acceleration measurement chip and an angular velocity measurement chip. The acceleration measurement chip is used to detect acceleration signals of the vehicle body in the X / Y / Z axis directions. The angular velocity measurement chip is used to detect angular velocity signals of the vehicle body in the X / Y / Z axis directions. The acceleration measurement chip and the angular velocity measurement chip communicate with the system controller ECU through the master-slave communication mode of SPI.

4. The vehicle body attitude control system according to claim 2, characterized in that the system controller ECU is arranged at the left bracket of the trunk of the vehicle body.

5. The vehicle body attitude control system according to claim 1, characterized in that the wheel end acceleration sensor is arranged on the outer cylinder of the strut of the damping shock absorber.

6. The vehicle body attitude control system according to claim 1, characterized in that the system controller ECU further includes a filtering processing module, and the filtering processing module is used to perform filtering processing on the first motion signal and send the processing result to the attitude calculation module.

7. The vehicle body attitude control system according to claim 1, characterized in that the system controller ECU further includes a signal preprocessing module. The signal preprocessing module is connected to the central control panel of the vehicle body. The signal preprocessing module obtains a driver control signal through the central control panel. The suspension main control algorithm module adjusts the expected current value according to the driver control signal.

8. The vehicle body attitude control system according to claim 7, characterized in that The signal preprocessing module is connected to the central control panel through the CAN bus network.

9. The vehicle body attitude control system according to claim 1, characterized in that the vehicle body attitude control system further includes a current drive module, and the suspension main control algorithm module controls the actions of a plurality of the damping shock absorbers through the current drive module.

10. The vehicle body attitude control system according to claim 1, characterized in that the attitude solution module processes the first motion signal, including: Step S01, obtaining the angular velocity information in three directions of point O according to the gyroscope sensor, and obtaining the Euler angle information through Euler angle calculation and processing; Step S02, according to the Euler angle information and the acceleration information in three directions of point O obtained by the gyroscope sensor, calculating the acceleration in the absolute coordinates through acceleration coordinate transformation; Step S03, integrating the acceleration to obtain the motion speed of point O in the absolute coordinate system; Step S04, the motion speed undergoes a coordinate transformation from the absolute coordinate system to the follow-up coordinate system to obtain the speed of point O in the vehicle body follow-up coordinate system; Step S05, combining the position information of point R relative to point O, the Euler angle information and the angular velocity information in three directions measured by the gyroscope sensor, and obtaining the speed of point R in the vehicle body follow-up coordinate system according to the rigid body relative motion speed calculation method; wherein, point O is the installation point of the gyroscope sensor, and point R is any point on the vehicle body.

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