Vehicle damping continuously adjustable control method and device, storage medium, and vibration reduction system

Abstract

The present invention discloses a vehicle damping continuously adjustable control method and device, storage medium, and shock absorption system, wherein the vehicle damping continuously adjustable control method includes obtaining the vehicle speed signal, steering wheel angle signal, brake pedal signal, and accelerator pedal signal of the vehicle, and detecting the vehicle body pitch angular velocity and the vehicle body roll angular velocity through the spring six-axis inertial sensor; predicting the vehicle body posture according to the vehicle speed signal, steering wheel angle signal, brake pedal signal, and accelerator pedal signal, and determining the damping force according to the vehicle body posture, and adjusting the vehicle shock absorber damping value according to the damping force; in the process of adjusting the shock absorber damping value, the damping force is corrected according to the vehicle body pitch angular velocity and the vehicle body roll angular velocity. Therefore, the vehicle damping continuously adjustable control method can predict the vehicle body posture and adjust the balance of the vehicle body in time, effectively improve the vehicle's handling stability, improve the user's riding comfort, and reduce the control cost at the same time.

Description

Technical Field

[0001] The present invention relates to the technical field of vehicle vibration reduction control, and in particular to a vehicle damping continuously adjustable control method, a computer readable storage medium, a vehicle vibration reduction system and a vehicle damping continuously adjustable control device. Background Art

[0002] At present, most semi-active suspension control solutions use multiple unsprung acceleration sensors and sprung acceleration sensors to collect vehicle body signals, and adjust the damping through a simple logic algorithm. For example, when the acceleration is detected to be positive, the damping is increased, and vice versa. However, this situation cannot effectively control the vehicle's posture, because the damping force may increase when the vehicle acceleration is negative, and may decrease when it is positive. Therefore, the adjustment effect is general, the riding experience is poor, and related technologies often need to add multiple sensor types such as horizontal sensors, resulting in high costs, increasing the cost of the vehicle, and greatly reducing the user experience. Summary of the invention

[0003] The present invention aims to solve at least one of the technical problems in the related art to a certain extent. To this end, one purpose of the present invention is to propose a vehicle damping continuously adjustable control method, which can predict the vehicle body posture and adjust the balance of the vehicle body in time, effectively improve the vehicle's handling performance, improve the user's riding comfort, and reduce costs.

[0004] A second object of the present invention is to provide a computer-readable storage medium.

[0005] A third object of the present invention is to provide a vehicle vibration reduction system.

[0006] A fourth object of the present invention is to provide a vehicle damping continuously adjustable control device.

[0007] To achieve the above-mentioned purpose, an embodiment of the first aspect of the present invention proposes a method for continuously adjustable vehicle damping control, which includes obtaining a vehicle speed signal, a steering wheel angle signal, a brake pedal signal and an accelerator pedal signal, and detecting a vehicle body pitch angular velocity and a vehicle body roll angular velocity through a sprung six-axis inertial sensor; predicting the vehicle body posture according to the vehicle speed signal, the steering wheel angle signal, the brake pedal signal and the accelerator pedal signal, determining a damping force according to the vehicle body posture, and adjusting the damping value of the shock absorber of the vehicle according to the damping force; in the process of adjusting the shock absorber damping value, the damping force is corrected according to the vehicle body pitch angular velocity and the vehicle body roll angular velocity.

[0008] The vehicle damping continuously adjustable control method of the embodiment of the present invention first obtains multiple signals of the vehicle and detects the vehicle body pitch angular velocity and the vehicle body roll angular velocity through the sprung six-axis inertial sensor, then predicts the vehicle body posture according to the obtained multiple signals, and determines the damping force according to the vehicle body posture to adjust the damping value of the vehicle's shock absorber. During the adjustment process, the positive damping value can be modified according to the vehicle body pitch angular velocity and the vehicle body roll angular velocity. Therefore, the vehicle damping continuously adjustable control method of the embodiment of the present invention can predict the vehicle body posture and adjust the balance of the vehicle body in time, effectively improve the vehicle's handling performance, improve the user's riding comfort, and reduce the control cost at the same time.

[0009] In some embodiments of the present invention, the body posture of the vehicle is predicted according to the vehicle speed signal, the steering wheel angle signal, the brake pedal signal and the accelerator pedal signal, including: predicting that the vehicle will have a body roll when the vehicle speed is determined to be greater than or equal to a first vehicle speed threshold according to the vehicle speed signal, and the steering wheel angle of the vehicle is determined to be greater than or equal to a first angle threshold according to the steering wheel angle signal; or predicting that the vehicle will have a body nod when the vehicle speed is determined to be greater than or equal to the first vehicle speed threshold according to the vehicle speed signal, the steering wheel angle of the vehicle is determined to be less than a first angle threshold according to the steering wheel angle signal, and the brake pedal depth of the vehicle is determined to be greater than or equal to a first depth threshold according to the brake pedal signal; or predicting that the vehicle will have a body squat when the vehicle speed is determined to be greater than or equal to the first vehicle speed threshold according to the vehicle speed signal, the steering wheel angle of the vehicle is determined to be less than a first angle threshold according to the steering wheel angle signal, and the accelerator pedal depth of the vehicle is determined to be greater than or equal to a second depth threshold according to the accelerator pedal signal.

[0010] In some embodiments of the present invention, when it is predicted that the vehicle will experience a body roll, the shock absorber damping value is increased according to the vehicle speed and the steering wheel angle of the vehicle, and the damping forces on the left and right sides of the vehicle are adjusted according to the roll direction of the vehicle.

[0011] In some embodiments of the present invention, when it is predicted that the vehicle will nod, the shock absorber damping value is increased according to the vehicle speed and the brake pedal depth of the vehicle, and the front damping force of the vehicle is adjusted upward and the rear damping force is adjusted downward.

[0012] In some embodiments of the present invention, when it is predicted that the vehicle will squat, the shock absorber damping value is increased according to the vehicle speed and the accelerator pedal depth of the vehicle, and the front damping force of the vehicle is adjusted downward and the rear damping force is adjusted upward.

[0013] In some embodiments of the present invention, when it is predicted that the vehicle has not experienced body roll, body nod and body squat based on the vehicle speed signal, steering wheel angle signal, brake pedal signal and accelerator pedal signal, the method further includes: determining the unsprung vertical acceleration of the vehicle, and mixing the unsprung vertical acceleration, the body pitch angular velocity and the body roll angular velocity to obtain a vertical damping force adjustment signal, and adjusting the shock absorber damping value based on the vertical damping force adjustment signal.

[0014] In some embodiments of the present invention, determining the unsprung vertical acceleration of the vehicle includes: obtaining the sprung vertical acceleration detected by the sprung six-axis inertial sensor, obtaining the shock absorber movement stroke of the vehicle, and calculating the unsprung vertical acceleration of the vehicle based on the sprung vertical acceleration and the shock absorber movement stroke.

[0015] In some embodiments of the present invention, determining the unsprung vertical acceleration of the vehicle includes: detecting the unsprung vertical acceleration of the vehicle by an unsprung acceleration sensor.

[0016] In some embodiments of the present invention, the damping value of the shock absorber is adjusted according to the vertical damping force adjustment signal, including: when near the first-order resonance peak of the suspension, determining a first vertical damping force value according to the vertical damping force adjustment signal, and adjusting the damping value of the shock absorber according to the first vertical damping force value; when near the second-order resonance peak of the suspension, determining a second vertical damping force value according to the vertical damping force adjustment signal, and adjusting the damping value of the shock absorber according to the second vertical damping force value, wherein the second vertical damping force value is greater than the first vertical damping force value.

[0017] To achieve the above objectives, a second aspect of the present invention proposes a computer-readable storage medium on which a vehicle damping continuously adjustable control program is stored. When the vehicle damping continuously adjustable control program is executed by a processor, the vehicle damping continuously adjustable control method described in the above embodiment is implemented.

[0018] The computer-readable storage medium of an embodiment of the present invention can predict the vehicle body posture and adjust the balance of the vehicle body in time by executing a vehicle damping continuously adjustable control program corresponding to the vehicle damping continuously adjustable control method in the above-mentioned embodiment, thereby effectively improving the vehicle's handling performance, improving the user's riding comfort, and reducing control costs.

[0019] To achieve the above-mentioned purpose, an embodiment of the third aspect of the present invention proposes a vehicle vibration reduction system, which includes a memory, a processor, and a vehicle damping continuously adjustable control program stored in the memory and executable on the processor. When the processor executes the vehicle damping continuously adjustable control program, the vehicle damping continuously adjustable control method according to the above-mentioned embodiment is implemented.

[0020] The vehicle vibration reduction system of the embodiment of the present invention includes a memory and a processor. The processor executes a vehicle damping continuously adjustable control program stored in the memory, which can predict the vehicle body posture and adjust the balance of the vehicle body in time, effectively improve the vehicle's handling performance, improve the user's riding comfort, and reduce control costs.

[0021] To achieve the above-mentioned purpose, the fourth aspect of the present invention proposes a vehicle damping continuously adjustable control device, which includes: an acquisition module, used to acquire the vehicle speed signal, steering wheel angle signal, brake pedal signal and accelerator pedal signal; a detection module, used to detect the vehicle body pitch angular velocity and the vehicle body roll angular velocity through a spring-mounted six-axis inertial sensor; an adjustment module, used to predict the vehicle body posture according to the vehicle speed signal, steering wheel angle signal, brake pedal signal and accelerator pedal signal, and determine the damping force according to the vehicle body posture, and adjust the shock absorber damping value of the vehicle according to the damping force; a correction module, used to correct the damping force according to the vehicle body pitch angular velocity and the vehicle body roll angular velocity during the process of adjusting the shock absorber damping value.

[0022] The vehicle damping continuously adjustable control device of the embodiment of the present invention comprises an acquisition module, a detection module, an adjustment module and a correction module, wherein the acquisition module first acquires multiple signals of the vehicle and the detection module detects the vehicle body pitch angular velocity and the vehicle body roll angular velocity through the six-axis inertial sensor on the spring, so that the adjustment module can predict the vehicle body posture according to the acquired multiple signals, and determine the damping force according to the vehicle body posture to adjust the damping value of the shock absorber of the vehicle. During the adjustment process, the correction module can be used to modify the positive damping value according to the vehicle body pitch angular velocity and the vehicle body roll angular velocity. Therefore, the vehicle damping continuously adjustable control device of the embodiment can predict the vehicle body posture and adjust the balance of the vehicle body in time, effectively improve the vehicle's handling performance, improve the user's riding comfort, and reduce the control cost at the same time.

[0023] Additional aspects and advantages of the present invention will be given in part in the following description and in part will be obvious from the following description, or will be learned through practice of the present invention. BRIEF DESCRIPTION OF THE DRAWINGS

[0024] Figure 1 is a flow chart of a vehicle damping continuously adjustable control method according to an embodiment of the present invention;

[0025] Figure 2 is a schematic diagram of a vehicle body leaning left according to a specific embodiment of the present invention;

[0026] Figure 3 is a schematic diagram of a vehicle body nodding according to a specific embodiment of the present invention;

[0027] Figure 4 is a schematic diagram of the arrangement position of a device in a vehicle according to a specific embodiment of the present invention;

[0028] Figure 5 is a schematic diagram of the connection of devices in a vehicle according to a specific embodiment of the present invention;

[0029] Figure 6 is a schematic diagram of signal processing control according to a specific embodiment of the present invention;

[0030] Figure 7 is a schematic diagram of signal flow and processing of a hybrid algorithm according to an embodiment of the present invention;

[0031] Figure 8 is a structural block diagram of a vehicle vibration reduction system according to an embodiment of the present invention;

[0032] Fig. 9 4 is a structural block diagram of a vehicle damping continuously adjustable control device according to an embodiment of the present invention. DETAILED DESCRIPTION

[0033] Embodiments of the present invention are described in detail below, examples of which are shown in the accompanying drawings, wherein the same or similar reference numerals throughout represent the same or similar elements or elements having the same or similar functions. The embodiments described below with reference to the accompanying drawings are exemplary and are intended to be used to explain the present invention, and should not be construed as limiting the present invention.

[0034] The vehicle damping continuously adjustable control method and device, storage medium, and vibration reduction system according to embodiments of the present invention are described below with reference to the accompanying drawings.

[0035] Figure 1 The present invention is a flow chart of a method for continuously adjustable vehicle damping control according to an embodiment of the present invention.

[0036] like Figure 1 As shown, the present invention proposes a vehicle damping continuously adjustable control method, the control method comprising the following steps:

[0037] S10, obtaining a vehicle speed signal, a steering wheel angle signal, a brake pedal signal and an accelerator pedal signal of the vehicle, and detecting a vehicle body pitch angular velocity and a vehicle body roll angular velocity through a sprung six-axis inertial sensor.

[0038] Specifically, the vehicle speed signal, steering wheel angle signal, brake pedal signal, accelerator pedal signal and other signals in this embodiment can be obtained by setting corresponding sensors on the vehicle, such as setting a speed sensor to obtain the vehicle speed signal of the vehicle. Of course, the above vehicle signals can also be obtained in other ways, such as directly obtaining the vehicle speed signal from the vehicle's speedometer. In this embodiment, the method for obtaining the vehicle speed signal, steering wheel angle signal, brake pedal signal, accelerator pedal signal and other signals of the vehicle may not be limited.

[0039] The vehicle in this embodiment is also provided with a six-axis inertial sensor on a spring. It is understood that the six-axis inertial sensor on a spring can detect speed-related signals in six directions of the vehicle body, such as the pitch angular velocity of the vehicle body, the roll angular velocity of the vehicle body, and the vertical acceleration of the vehicle body. After obtaining the relevant speed information of the vehicle body, the acceleration information of the positions of the four tires of the vehicle body can also be obtained through a conversion relationship, such as the vertical acceleration of the vehicle body, and the vertical acceleration information of the four tires can be converted and obtained.

[0040] S20, predicting the vehicle's body posture according to the vehicle speed signal, the steering wheel angle signal, the brake pedal signal and the accelerator pedal signal, determining the damping force according to the body posture, and adjusting the damping value of the vehicle's shock absorber according to the damping force.

[0041] Specifically, after obtaining the vehicle speed signal, steering wheel angle signal, brake pedal signal and accelerator pedal signal of the vehicle in the above steps, the vehicle body posture can be predicted based on the obtained signals. The body posture may include body roll, body nod, body squat, etc. After determining the body posture of the vehicle, the damping force of the body can be determined based on the body posture. Optionally, different damping forces can be obtained by adjusting the CDC (Continuous Damping Control) shock absorber. Therefore, after determining the damping force corresponding to the body posture, the shock absorber can be adjusted based on the damping force so that the shock absorber emits the corresponding damping force.

[0042] It should be noted that the CDC shock absorber includes an electrically controlled linear solenoid valve, and the size of the solenoid valve opening can be adjusted by adjusting the size of the current to complete the adjustment of the damping force of the CDC shock absorber.

[0043] It is understandable that, in the process of judging different vehicle body postures, it is not necessarily necessary to use all the vehicle signals obtained as mentioned above, but judgment can be made based on the vehicle signals required for different vehicle body postures.

[0044] In some embodiments, the vehicle's body posture is predicted based on a vehicle speed signal, a steering wheel angle signal, a brake pedal signal, and an accelerator pedal signal, including: predicting that the vehicle will have a body roll when the vehicle speed is determined to be greater than or equal to a first vehicle speed threshold according to the vehicle speed signal, and the steering wheel angle of the vehicle is determined to be greater than or equal to a first angle threshold according to the steering wheel angle signal; or predicting that the vehicle will have a body nod when the vehicle speed is determined to be greater than or equal to the first vehicle speed threshold according to the vehicle speed signal, the steering wheel angle of the vehicle is determined to be less than a first angle threshold according to the steering wheel angle signal, and the brake pedal depth of the vehicle is determined to be greater than or equal to a first depth threshold according to the brake pedal signal; or predicting that the vehicle will have a body squat when the vehicle speed is determined to be greater than or equal to the first vehicle speed threshold according to the vehicle speed signal, the steering wheel angle of the vehicle is determined to be less than a first angle threshold according to the steering wheel angle signal, and the accelerator pedal depth of the vehicle is determined to be greater than or equal to a second depth threshold according to the accelerator pedal signal.

[0045] Specifically, since body roll generally occurs when the vehicle speed is too fast and the turning angle is large, when judging whether the body is rolling, the vehicle speed signal and the steering wheel angle signal can be used to judge whether the body is rolling. More specifically, the vehicle speed signal can be used to judge whether the vehicle speed is greater than or equal to a first vehicle speed threshold, and the steering wheel angle signal can be used to judge whether the vehicle steering wheel angle is greater than or equal to a first angle threshold. If the vehicle speed is greater than or equal to the first vehicle speed threshold and the steering wheel angle is greater than the first angle threshold, then it can be determined that the vehicle has rolled. The body roll can be left or right, such as Figure 2 The figure shows the vehicle body tilting to the right, where the steering wheel is turned to the right. For the vehicle body tilting to the left, see Figure 2 The same logic applies.

[0046] The nodding or squatting of the vehicle body is often caused by a small turning angle and a sudden increase or decrease in the acceleration of the vehicle. Therefore, in this embodiment, when judging the nodding or squatting of the vehicle body, it is necessary to refer to the vehicle speed signal, the steering wheel angle signal, the brake pedal signal or the accelerator pedal signal. More specifically, when the vehicle speed is determined to be greater than or equal to the first vehicle speed threshold, the steering wheel angle signal determines that the direction angle of the vehicle is less than the first angle threshold, and the brake pedal depth is greater than or equal to the first depth threshold, it can be determined that the vehicle body is about to nod. When the vehicle speed is determined to be greater than or equal to the first vehicle speed threshold, the steering wheel angle signal determines that the direction angle of the vehicle is less than the first angle threshold, and the accelerator pedal depth is greater than or equal to the second depth threshold, it can be determined that the vehicle body is about to squat. Figure 3 The figure shows the situation where the body nods. For the situation where the body squats, please refer to Figure 3 The same logic applies.

[0047] It should be noted that the vehicle speed thresholds, turning angle thresholds, and pedal humidity thresholds required for different vehicles to roll, nod, and squat are different. Therefore, the first vehicle speed threshold, the first angle threshold, the first depth threshold, and the second depth threshold in this embodiment can be adjusted according to the type and / or specifications of the vehicle.

[0048] In this embodiment, when it is predicted that the vehicle body will roll, the shock absorber damping value can be increased according to the vehicle speed and the steering wheel angle of the vehicle, and the damping force on the left and right sides of the vehicle can be adjusted according to the roll direction of the vehicle.

[0049] Specifically, see Figure 5 , ECU is respectively connected to the power supply module, the sprung six-axis inertial sensor IMU (Inertial Measurement Unit), the CDC solenoid valves corresponding to the four wheels, the unsprung acceleration sensors corresponding to the four wheels, the fault diagnosis module, and the CAN (Controller Area Network) communication module. Through the CAN communication module, it can receive the steering wheel angle of the whole vehicle, the depth of the brake pedal and the accelerator pedal, the suspension mode, the vehicle's sleep and wake-up signals, etc., and can also feedback information to the whole vehicle gateway. In addition, the ECU can control the damping value of the corresponding shock absorber through the solenoid valve to change the damping force of the support spring of the corresponding wheel. It should be noted that the fault diagnosis module can be used to provide fault information of the entire adjustable damping control method.

[0050] More specifically, see Figure 4 , the four wheels of the vehicle are provided with corresponding CDC shock absorbers 5, wherein the sprung six-axis inertial sensor 2 is integrated in the ECU1 (Electronic Control Unit). This embodiment increases the damping value of the CDC shock absorber 5 according to the vehicle speed and the steering wheel angle of the vehicle, so that the damping force of the support spring corresponding to the left and right wheels of the vehicle is different. For example, see Figure 2 When the vehicle body tilts to the right, the damping force on the left side of the vehicle can be controlled downward to prevent the left side of the vehicle body from lifting up, and at the same time, the damping force on the right side can be controlled upward to prevent the right side of the vehicle body from falling.

[0051] Optionally, the sprung six-axis inertial sensor 2 in this embodiment can be arranged in a rectangular area of ​​±30 cm in the horizontal direction and ±40 cm in the vertical direction about the center of mass of the fully loaded vehicle body.

[0052] In this embodiment, when it is predicted that the vehicle body will nod, the shock absorber damping value can be increased according to the vehicle speed and the vehicle brake pedal depth, and the front damping force of the vehicle is adjusted upward and the rear damping force is adjusted downward. When it is predicted that the vehicle body will squat, the shock absorber damping value can be increased according to the vehicle speed and the vehicle accelerator pedal depth, and the front damping force of the vehicle is adjusted downward and the rear damping force is adjusted upward.

[0053] Specifically, see Figure 3 Due to the action of the brake pedal, the vehicle generates a forward inertial force, which causes the vehicle body to nod. In this case, the support spring corresponding to the front wheel of the vehicle can be adjusted upward to prevent the front of the vehicle from going down, and the support spring corresponding to the rear wheel of the vehicle can be adjusted downward to prevent the rear of the vehicle from tilting up, thereby preventing the vehicle from nodding and improving the stability of the vehicle body. It should be noted that the control of the damping force for the rear squat is opposite to the nodding of the vehicle body. Please refer to the above control of the nodding of the vehicle body, which will not be repeated here.

[0054] S30, in the process of adjusting the damping value of the shock absorber, the damping force is corrected according to the vehicle body pitch angular velocity and the vehicle body roll angular velocity.

[0055] Specifically, in this embodiment, when the vehicle body is predicted to roll, nod, or squat, the damping value of the shock absorber is immediately adjusted to suppress the vehicle body from rolling, nodding, or squatting, and then the unsprung six-axis inertial sensor can adjust the damping force according to the vehicle body pitch angle and the vehicle body roll angle. In other words, when the vehicle body rolls, nods, or squats, a damping value can be given to the shock absorber for adjustment first, and then the damping value can be adjusted according to the vehicle body pitch angular velocity and the vehicle body roll angular velocity. Because the damping value required by the vehicle body during the adjustment process is also dynamically changed, the vehicle body can be better controlled by correcting and adjusting the damping value to make the vehicle body more stable.

[0056] In one embodiment of the present invention, when it is predicted that the vehicle does not experience body roll, body nod and body squat based on the vehicle speed signal, steering wheel angle signal, brake pedal signal and accelerator pedal signal, the method also includes: determining the unsprung vertical acceleration of the vehicle, and mixing the unsprung vertical acceleration, the body pitch angular velocity and the body roll angular velocity to obtain a vertical damping force adjustment signal, and adjusting the shock absorber damping value according to the vertical damping force adjustment signal.

[0057] Specifically, Figure 4As shown, an unsprung acceleration sensor 3 is also provided on the suspension near the four tires of the vehicle, so that the unsprung vertical acceleration of the tire is collected by the unsprung acceleration sensor 3. It should be noted that a corresponding height sensor 4 can also be installed at the position of the CDC shock absorber to measure the movement of the CDC shock absorber, and then the unsprung vertical acceleration is obtained by differentiation in combination with the six-axis inertial sensor on the sprung. In other words, the unsprung vertical acceleration can be obtained by the above two methods in this embodiment, and the specific method of calculation can be selected according to the actual use environment, which is not limited here.

[0058] After the unsprung vertical acceleration is obtained, the unsprung vertical acceleration, the body pitch angular velocity and the body roll angular velocity can be mixed using a hybrid algorithm, wherein the hybrid algorithm can be an SH-ADD hybrid algorithm, wherein SH is a ceiling algorithm. After the hybrid processing, the vertical damping force adjustment signal can be obtained, and then the damping value of the CDC shock absorber can be adjusted according to the signal. It can be understood that the vertical adjustment can be understood as the body is prone to vibration when the vehicle passes over a speed bump at high speed.

[0059] In this embodiment, the damping value of the shock absorber is adjusted according to the vertical damping force adjustment signal, including: when the first-order resonance peak of the suspension is near, a first vertical damping force value is determined according to the vertical damping force adjustment signal, and the shock absorber damping value is adjusted according to the first vertical damping force value; when the second-order resonance peak of the suspension is near, a second vertical damping force value is determined according to the vertical damping force adjustment signal, and the shock absorber damping value is adjusted according to the second vertical damping force value, wherein the second vertical damping force value is greater than the first vertical damping force value.

[0060] Specifically, during the vertical vibration of the vehicle, the damping value of the CDC shock absorber can be adjusted by the vertical damping force to reduce the vibration amplitude and improve the user experience. More specifically, in this embodiment, when the suspension is near the first-order resonance peak, each CDC shock absorber can be given a smaller vertical damping value, and when the suspension is near the second-order resonance peak, each CDC shock absorber can be given a larger vertical damping value. It should be noted that the vertical damping value can be adjusted in real time with the acceleration and the signal of the sprung six-axis inertial sensor.

[0061] It should be noted that if Figures 4 to 6 As shown, after the signals collected by each sensor and the CAN signal are collected, the present embodiment can process and judge the state, and then use the controller to output the PWM signal to the shock absorber to control the shock absorber. At the same time, the fault diagnosis module can also diagnose the signals detected by the sensor and the CAN signal, and output a fault signal when a fault signal is diagnosed.

[0062] like Figure 7As shown, each vehicle body posture includes a reference damping value. The mixer can collect all the reference damping values, and then make a unique damping output instruction, and then output the corresponding current to the solenoid valve of the CDC shock absorber through the controller to obtain the damping force corresponding to the reference damping value.

[0063] In summary, the damping modes and CDC shock absorber damping states, state judgments, priorities, etc. in the vehicle damping continuously adjustable control method in this embodiment can be shown in Table 1.

[0064] Table 1

[0065]

[0066] It should be noted that the priorities of anti-roll, anti-pitch and vertical damping in this embodiment are respectively that the priority of anti-roll is greater than that of anti-pitch, and the priority of anti-pitch is greater than that of vertical damping, and in anti-roll, the damping state of the CDC shock absorber is to suppress the roll attitude, in anti-pitch, the damping state of the CDC shock absorber is to suppress the pitch attitude, and in the vertical damping mode, the CDC shock absorber can be an adaptive model, the adaptive mode is to improve comfort. In the above Table 1, it should be noted that, where Ω is the body angular velocity collected by the IMU; θ is the steering angle collected by the steering wheel; σ is the brake pedal depth, δ is the accelerator depth; υ is the vehicle speed; Ω B ,θ B , σ B ,δ B ,υ B is the corresponding preset threshold. The specific judgment method can be found in the description in the above embodiment and will not be repeated here.

[0067] In summary, the vehicle damping continuously adjustable control method of the embodiment of the present invention can predict the vehicle body posture and adjust the balance of the vehicle body in time, effectively improve the vehicle's handling performance, improve the user's riding comfort, and reduce costs.

[0068] Furthermore, the present invention proposes a computer-readable storage medium on which a vehicle damping continuously adjustable control program is stored. When the vehicle damping continuously adjustable control program is executed by a processor, the vehicle damping continuously adjustable control method according to the above embodiment is implemented.

[0069] The computer-readable storage medium of an embodiment of the present invention can predict the vehicle body posture and adjust the balance of the vehicle body in time by executing the vehicle damping continuously adjustable control program corresponding to the above-mentioned vehicle damping continuously adjustable control method, thereby effectively improving the vehicle's handling performance, improving the user's riding comfort, and reducing costs.

[0070] Figure 8 4 is a structural block diagram of a vehicle vibration reduction system according to an embodiment of the present invention.

[0071] Furthermore, if Figure 8 As shown, the present invention proposes a vehicle vibration reduction system 100, which includes a memory 101, a processor 102, and a vehicle damping continuously adjustable control program stored in the memory 101 and executable on the processor 102. When the processor 102 executes the vehicle damping continuously adjustable control program, the vehicle damping continuously adjustable control method according to the above embodiment is implemented.

[0072] The vehicle vibration reduction system of the embodiment of the present invention can predict the vehicle body posture and adjust the balance of the vehicle body in time through the processor executing the vehicle damping continuously adjustable control program corresponding to the above-mentioned vehicle damping continuously adjustable control method stored in the memory, thereby effectively improving the vehicle's handling performance, improving the user's riding comfort, and reducing costs.

[0073] Fig. 9 4 is a structural block diagram of a vehicle damping continuously adjustable control device according to an embodiment of the present invention.

[0074] Furthermore, if Fig. 9 As shown, the present invention proposes a vehicle damping continuously adjustable control device 200 , and the control device 200 includes an acquisition module 201 , a detection module 202 , an adjustment module 203 and a correction module 204 .

[0075] Among them, the acquisition module 201 is used to obtain the vehicle speed signal, steering wheel angle signal, brake pedal signal and accelerator pedal signal of the vehicle; the detection module 202 is used to detect the vehicle body pitch angular velocity and the vehicle body roll angular velocity through the sprung six-axis inertial sensor; the adjustment module 203 is used to predict the vehicle body posture according to the vehicle speed signal, steering wheel angle signal, brake pedal signal and accelerator pedal signal, and determine the damping force according to the vehicle body posture, and adjust the vehicle's shock absorber damping value according to the damping force; the correction module 204 is used to correct the damping force according to the vehicle body pitch angular velocity and the vehicle body roll angular velocity during the process of adjusting the shock absorber damping value.

[0076] In some embodiments of the present invention, the adjustment module 203 is also used to predict that the vehicle will have a body roll when the vehicle speed is greater than or equal to a first vehicle speed threshold determined according to the vehicle speed signal, and the steering wheel angle of the vehicle is greater than or equal to a first angle threshold determined according to the steering wheel angle signal; or, predict that the vehicle will have a body nod when the vehicle speed is greater than or equal to the first vehicle speed threshold determined according to the vehicle speed signal, the steering wheel angle of the vehicle is less than the first angle threshold determined according to the steering wheel angle signal, and the brake pedal depth of the vehicle is greater than or equal to the first depth threshold determined according to the brake pedal signal; or, predict that the vehicle will have a body squat when the vehicle speed is greater than or equal to the first vehicle speed threshold determined according to the vehicle speed signal, the steering wheel angle of the vehicle is less than the first angle threshold determined according to the steering wheel angle signal, and the accelerator pedal depth of the vehicle is greater than or equal to the second depth threshold determined according to the accelerator pedal signal.

[0077] In some embodiments of the present invention, the adjustment module 203 is also used to increase the shock absorber damping value according to the vehicle speed and the steering wheel angle of the vehicle when predicting that the vehicle body will roll, and adjust the damping force on the left and right sides of the vehicle according to the roll direction of the vehicle.

[0078] In some embodiments of the present invention, the adjustment module 203 is also used to increase the shock absorber damping value according to the vehicle speed and the depth of the vehicle brake pedal when predicting that the vehicle body nods, and adjust the vehicle's front damping force upward and the rear damping force downward.

[0079] In some embodiments of the present invention, the adjustment module 203 is also used to increase the shock absorber damping value according to the vehicle speed and the depth of the accelerator pedal of the vehicle when it is predicted that the vehicle will squat backward, and adjust the damping force of the front of the vehicle downward and the damping force of the rear of the vehicle upward.

[0080] In some embodiments of the present invention, the adjustment module 203 is also used to determine the unsprung vertical acceleration of the vehicle, and to perform mixed processing on the unsprung vertical acceleration, the vehicle body pitch angular velocity and the vehicle body roll angular velocity to obtain a vertical damping force adjustment signal, and to adjust the shock absorber damping value according to the vertical damping force adjustment signal.

[0081] In some embodiments of the present invention, determining the unsprung vertical acceleration of a vehicle includes: obtaining the sprung vertical acceleration detected by a sprung six-axis inertial sensor, obtaining the vehicle's shock absorber movement stroke, and calculating the vehicle's unsprung vertical acceleration based on the sprung vertical acceleration and the shock absorber movement stroke.

[0082] In some embodiments of the present invention, determining the unsprung vertical acceleration of the vehicle includes: detecting the unsprung vertical acceleration of the vehicle by an unsprung acceleration sensor.

[0083] In some embodiments of the present invention, the correction module 204 is also used to, when the first-order resonance peak of the suspension is near, determine a first vertical damping force value according to the vertical damping force adjustment signal, and adjust the shock absorber damping value according to the first vertical damping force value; when the second-order resonance peak of the suspension is near, determine a second vertical damping force value according to the vertical damping force adjustment signal, and adjust the shock absorber damping value according to the second vertical damping force value, wherein the second vertical damping force value is greater than the first vertical damping force value.

[0084] It should be noted that the specific implementation of the vehicle damping continuously adjustable control device in the embodiment of the present invention can refer to the specific implementation of the vehicle damping continuously adjustable control method in the above embodiment, which will not be repeated here.

[0085] In summary, the vehicle damping continuously adjustable control device of the embodiment of the present invention can predict the vehicle body posture and adjust the balance of the vehicle body in time, effectively improve the vehicle's handling performance, improve the user's riding comfort, and reduce costs.

[0086] It should be noted that the logic and / or steps represented in the flowchart or otherwise described herein, for example, can be considered as a sequenced list of executable instructions for implementing logical functions, and can be specifically implemented in any computer-readable medium for use by an instruction execution system, device or apparatus (such as a computer-based system, a system including a processor, or other system that can fetch instructions from an instruction execution system, device or apparatus and execute instructions), or in combination with these instruction execution systems, devices or apparatuses. For the purposes of this specification, "computer-readable medium" can be any device that can contain, store, communicate, propagate or transmit a program for use by an instruction execution system, device or apparatus, or in combination with these instruction execution systems, devices or apparatuses. More specific examples of computer-readable media (a non-exhaustive list) include the following: an electrical connection portion with one or more wirings (electronic device), a portable computer disk box (magnetic device), a random access memory (RAM), a read-only memory (ROM), an erasable and programmable read-only memory (EPROM or flash memory), an optical fiber device, and a portable compact disk read-only memory (CDROM). In addition, the computer-readable medium may even be paper or other suitable medium on which the program is printed, since the program may be obtained electronically, for example, by optically scanning the paper or other medium and then editing, interpreting or processing in other suitable ways if necessary, and then stored in a computer memory.

[0087] It should be understood that the various parts of the present invention can be implemented by hardware, software, firmware or a combination thereof. In the above-mentioned embodiments, a plurality of steps or methods can be implemented by software or firmware stored in a memory and executed by a suitable instruction execution system. For example, if implemented by hardware, as in another embodiment, it can be implemented by any one of the following technologies known in the art or their combination: a discrete logic circuit having a logic gate circuit for implementing a logic function for a data signal, a dedicated integrated circuit having a suitable combination of logic gate circuits, a programmable gate array (PGA), a field programmable gate array (FPGA), etc.

[0088] In the description of this specification, the description with reference to the terms "one embodiment", "some embodiments", "examples", "specific examples", or "some examples" means that the specific features, structures, materials or characteristics described in conjunction with the embodiment or example are included in at least one embodiment or example of the present invention. In this specification, the schematic representation of the above terms does not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials or characteristics described may be combined in any one or more embodiments or examples in a suitable manner.

[0089] In the description of the present invention, it is to be understood that the terms “center”, “longitudinal”, “lateral”, “length”, “width”, “thickness”, “up”, “down”, “front”, “back”, “left”, “right”, “vertical”, “horizontal”, “top”, “bottom”, “inside”, “outside”, “clockwise”, “counterclockwise”, “axial”, “radial”, “circumferential”, etc., indicating orientations or positional relationships based on the orientations or positional relationships shown in the accompanying drawings, are only for the convenience of describing the present invention and simplifying the description, and do not indicate or imply that the referred device or element must have a specific orientation, be constructed and operated in a specific orientation, and therefore should not be understood as limiting the present invention.

[0090] In addition, the terms "first", "second", etc. used in the embodiments of the present invention are only used for descriptive purposes and should not be understood as indicating or implying relative importance, or implicitly indicating the number of technical features indicated in the present embodiment. Therefore, the features defined by the terms "first", "second", etc. in the embodiments of the present invention can explicitly or implicitly indicate that the embodiment includes at least one of the features. In the description of the present invention, the word "multiple" means at least two or two or more, such as two, three, four, etc., unless otherwise clearly and specifically defined in the embodiments.

[0091] In the present invention, unless otherwise clearly specified or limited in the embodiments, the terms "installed", "connected", "connected" and "fixed" etc. in the embodiments should be understood in a broad sense. For example, the connection can be a fixed connection, a detachable connection, or an integrated connection. It can be understood that it can also be a mechanical connection, an electrical connection, etc.; of course, it can also be a direct connection, or an indirect connection through an intermediate medium, or it can be the internal connection of two elements, or the interaction relationship between two elements. For ordinary technicians in this field, the specific meanings of the above terms in the present invention can be understood according to the specific implementation situation.

[0092] In the present invention, unless otherwise clearly specified and limited, a first feature being "above" or "below" a second feature may mean that the first and second features are in direct contact, or the first and second features are in indirect contact through an intermediate medium. Moreover, a first feature being "above", "above" or "above" a second feature may mean that the first feature is directly above or obliquely above the second feature, or simply means that the first feature is higher in level than the second feature. A first feature being "below", "below" or "below" a second feature may mean that the first feature is directly below or obliquely below the second feature, or simply means that the first feature is lower in level than the second feature.

[0093] Although the embodiments of the present invention have been shown and described above, it is to be understood that the above embodiments are exemplary and are not to be construed as limitations of the present invention. A person skilled in the art may change, modify, replace and vary the above embodiments within the scope of the present invention.

Claims

1. A vehicle damping continuously adjustable control method, characterized in that: include: Acquire vehicle speed signal, steering wheel angle signal, brake pedal signal and accelerator pedal signal, and detect vehicle body pitch angular velocity and body roll angular velocity through a sprung six-axis inertial sensor; Predicting the vehicle body posture according to the vehicle speed signal, the steering wheel angle signal, the brake pedal signal and the accelerator pedal signal, determining the damping force according to the vehicle body posture, and adjusting the damping value of the shock absorber of the vehicle according to the damping force; In the process of adjusting the damping value of the shock absorber, the damping force is corrected according to the vehicle body pitch angular velocity and the vehicle body roll angular velocity; When it is predicted that the vehicle does not have body roll, body nod, or body squat according to the vehicle speed signal, the steering wheel angle signal, the brake pedal signal, and the accelerator pedal signal, the method further includes: determining an unsprung vertical acceleration of the vehicle, and performing mixed processing on the unsprung vertical acceleration, the vehicle body pitch angular velocity, and the vehicle body roll angular velocity to obtain a vertical damping force adjustment signal, and adjusting the damping value of the shock absorber according to the vertical damping force adjustment signal; When the first-order resonance peak of the suspension is near, determining a first vertical damping force value according to the vertical damping force adjustment signal, and adjusting the damping value of the shock absorber according to the first vertical damping force value; When the second-order resonance peak of the suspension is near, determining a second vertical damping force value according to the vertical damping force adjustment signal, and adjusting the damping value of the shock absorber according to the second vertical damping force value, wherein the second vertical damping force value is greater than the first vertical damping force value; After obtaining the unsprung vertical acceleration of the vehicle, a hybrid algorithm is used to perform hybrid processing on the unsprung vertical acceleration, the vehicle body pitch angular velocity and the vehicle body roll angular velocity; The hybrid algorithm is a SH-ADD hybrid algorithm, wherein SH is a ceiling algorithm; after hybrid processing, an adjustment signal of the vertical damping force is obtained, and then the damping value of the shock absorber is adjusted according to the signal.

2. The vehicle damping continuously adjustable control method according to claim 1, characterized in that: Predicting the vehicle body posture according to the vehicle speed signal, the steering wheel angle signal, the brake pedal signal and the accelerator pedal signal includes: When it is determined according to the vehicle speed signal that the vehicle speed is greater than or equal to a first vehicle speed threshold, and when it is determined according to the steering wheel angle signal that the vehicle steering wheel angle is greater than or equal to a first angle threshold, it is predicted that the vehicle body rolls; or, When it is determined according to the vehicle speed signal that the vehicle speed is greater than or equal to a first vehicle speed threshold, when it is determined according to the steering wheel angle signal that the vehicle steering wheel angle is less than a first angle threshold, and when it is determined according to the brake pedal signal that the brake pedal depth of the vehicle is greater than or equal to a first depth threshold, it is predicted that the vehicle body nods; or, When it is determined according to the vehicle speed signal that the vehicle speed is greater than or equal to a first vehicle speed threshold, when it is determined according to the steering wheel angle signal that the steering wheel angle of the vehicle is less than a first angle threshold, and when it is determined according to the accelerator pedal signal that the accelerator pedal depth of the vehicle is greater than or equal to a second depth threshold, it is predicted that the vehicle will squat.

3. The vehicle damping continuously adjustable control method according to claim 2, characterized in that: When it is predicted that the vehicle will roll over, the damping value of the shock absorber is increased according to the vehicle speed and the steering wheel angle of the vehicle, and the damping forces on the left and right sides of the vehicle are adjusted according to the roll direction of the vehicle.

4. The vehicle damping continuously adjustable control method according to claim 2, characterized in that: When it is predicted that the vehicle will nod, the shock absorber damping value is increased according to the vehicle speed and the brake pedal depth of the vehicle, and the front damping force of the vehicle is adjusted upward and the rear damping force is adjusted downward.

5. The vehicle damping continuously adjustable control method according to claim 2, characterized in that: When it is predicted that the vehicle will squat, the shock absorber damping value is increased according to the vehicle speed and the accelerator pedal depth of the vehicle, and the front damping force of the vehicle is adjusted downward and the rear damping force is adjusted upward.

6. The vehicle damping continuously adjustable control method according to claim 5, characterized in that: Determining the unsprung vertical acceleration of the vehicle includes: The sprung vertical acceleration detected by the sprung six-axis inertial sensor is obtained, the shock absorber movement stroke of the vehicle is obtained, and the unsprung vertical acceleration of the vehicle is calculated according to the sprung vertical acceleration and the shock absorber movement stroke.

7. The vehicle damping continuously adjustable control method according to claim 5, characterized in that: Determining the unsprung vertical acceleration of the vehicle includes: The unsprung vertical acceleration of the vehicle is detected by an unsprung acceleration sensor.

8. A computer-readable storage medium, characterized in that: A vehicle damping continuously adjustable control program is stored thereon, and when the vehicle damping continuously adjustable control program is executed by a processor, a vehicle damping continuously adjustable control method according to any one of claims 1-7 is implemented.

9. A vehicle vibration reduction system, characterized in that: It comprises a memory, a processor and a vehicle damping continuously adjustable control program stored in the memory and executable on the processor. When the processor executes the vehicle damping continuously adjustable control program, the vehicle damping continuously adjustable control method according to any one of claims 1 to 7 is implemented.

10. A vehicle damping continuously adjustable control device, characterized in that: include: An acquisition module, used to acquire a vehicle speed signal, a steering wheel angle signal, a brake pedal signal, and an accelerator pedal signal; A detection module, used for detecting the vehicle body pitch angular velocity and the vehicle body roll angular velocity through a sprung six-axis inertial sensor; an adjustment module, configured to predict the body posture of the vehicle according to the vehicle speed signal, the steering wheel angle signal, the brake pedal signal and the accelerator pedal signal, determine the damping force according to the body posture, and adjust the damping value of the shock absorber of the vehicle according to the damping force; a correction module, configured to correct the damping force according to the vehicle body pitch angular velocity and the vehicle body roll angular velocity during the process of adjusting the damping value of the shock absorber; The adjustment module is also used for: determining an unsprung vertical acceleration of the vehicle, and performing mixed processing on the unsprung vertical acceleration, the vehicle body pitch angular velocity, and the vehicle body roll angular velocity to obtain a vertical damping force adjustment signal, and adjusting the damping value of the shock absorber according to the vertical damping force adjustment signal; The correction module is also used for: When the first-order resonance peak of the suspension is near, determining a first vertical damping force value according to the vertical damping force adjustment signal, and adjusting the damping value of the shock absorber according to the first vertical damping force value; When the second-order resonance peak of the suspension is near, determining a second vertical damping force value according to the vertical damping force adjustment signal, and adjusting the damping value of the shock absorber according to the second vertical damping force value, wherein the second vertical damping force value is greater than the first vertical damping force value; After obtaining the unsprung vertical acceleration of the vehicle, a hybrid algorithm is used to perform hybrid processing on the unsprung vertical acceleration, the vehicle body pitch angular velocity and the vehicle body roll angular velocity; The hybrid algorithm is a SH-ADD hybrid algorithm, wherein SH is a ceiling algorithm; after hybrid processing, an adjustment signal of the vertical damping force is obtained, and then the damping value of the shock absorber is adjusted according to the signal.

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