Semi-active suspension control method and control device, storage medium and vehicle

Abstract

The present invention discloses a semi-active suspension control method and control device, storage medium and vehicle, wherein the semi-active suspension control method comprises the following steps: detecting the vertical acceleration, pitch angular velocity and roll angular velocity of the vehicle body through an inertial sensor; determining the vertical acceleration on the vehicle body spring corresponding to the wheel position according to the vertical acceleration, pitch angular velocity and roll angular velocity, and determining the vertical velocity on the vehicle body spring corresponding to the wheel position according to the vertical acceleration on the vehicle body spring; determining the optimal damping coefficient according to the vertical acceleration on the vehicle body spring corresponding to the wheel position and the vertical velocity on the vehicle body spring corresponding to the wheel position; controlling the semi-active shock absorber corresponding to the wheel position according to the optimal damping coefficient. Thus, the present embodiment can ensure the vehicle handling stability while improving the ride comfort of the vehicle, so that the vehicle can adapt to a variety of different road conditions, and can also reduce the control cost of the vehicle suspension and fully improve the user experience.

Description

Technical Field

[0001] The present invention relates to the field of vehicle control technology, and in particular to a semi-active suspension control method and control device, a storage medium and a vehicle. Background Art

[0002] With the rapid development of automobile technology, people's requirements for driving experience are getting higher and higher. As characteristics that directly affect the sensory experience and personal safety of passengers, vehicle ride comfort and handling stability have received more and more attention. The vehicle suspension connects the wheels and the body, plays a role in vibration isolation and force transmission, and is one of the important systems that determine the vehicle's dynamic performance. For traditional passive shock absorbers, if you want to reduce the vibration of the vehicle body, you need a softer shock absorber to filter the ups and downs of the road, that is, better comfort; if you want to ensure the stability of the vehicle body posture during braking, acceleration, and turning, you need a harder shock absorber to reduce the pitch and roll of the vehicle body, that is, better handling stability. In other words, there is a conflict between vehicle ride comfort and handling stability.

[0003] In the related art, the skyhook control algorithm and the switch-type frequency domain control algorithm are generally used to control the vehicle's shock absorber to solve the above problems. However, the skyhook control algorithm requires more sensors, a total of 4 sprung acceleration sensors and 4 suspension displacement sensors, which leads to an increase in cost. Compared with the skyhook control algorithm, the switch-type frequency domain control algorithm only requires 4 sprung acceleration sensors, but it still has the disadvantage of higher cost, which is not conducive to large-scale commercial applications. In addition, the switch-type frequency domain control algorithm will cause the vehicle to vibrate during use, greatly reducing the control algorithm's effect on improving smoothness. Summary of the invention

[0004] The present invention aims to solve one of the technical problems in the related art to at least a certain extent. To this end, one purpose of the present invention is to propose a semi-active suspension control method that can ensure the vehicle's handling stability while improving the vehicle's ride comfort, so that the vehicle can adapt to a variety of different road conditions, and can also reduce the control cost of the vehicle suspension and fully improve the user experience.

[0005] A second objective of the present invention is to provide a semi-active suspension control device.

[0006] A third object of the present invention is to provide a computer-readable storage medium.

[0007] A fourth object of the present invention is to provide a vehicle.

[0008] To achieve the above-mentioned purpose, a first embodiment of the present invention proposes a semi-active suspension control method, which includes the following steps: detecting the vertical acceleration, pitch angular velocity and roll angular velocity of the vehicle body through an inertial sensor; determining the vehicle body spring vertical acceleration corresponding to the wheel position according to the vertical acceleration, pitch angular velocity and roll angular velocity, and determining the vehicle body spring vertical velocity corresponding to the wheel position according to the vehicle body spring vertical acceleration corresponding to the wheel position; determining the optimal damping coefficient according to the vehicle body spring vertical acceleration corresponding to the wheel position and the vehicle body spring vertical velocity corresponding to the wheel position; and controlling the semi-active shock absorber corresponding to the wheel position according to the optimal damping coefficient.

[0009] The semi-active suspension control method of the embodiment of the present invention first detects the vertical acceleration, pitch angular velocity and roll angular velocity of the vehicle body through an inertial sensor, then calculates the vehicle body spring vertical acceleration and vehicle body spring vertical velocity corresponding to the wheel position according to the above-mentioned velocities obtained, then calculates the optimal damping coefficient of each wheel according to the vehicle body spring vertical acceleration and vertical velocity corresponding to each wheel position, and controls the semi-active shock absorber corresponding to each wheel according to each optimal damping coefficient. Therefore, the present embodiment can ensure the vehicle handling stability while improving the vehicle's riding comfort, so that the vehicle can adapt to a variety of different road conditions, and can also reduce the control cost of the vehicle suspension and fully improve the user experience.

[0010] To achieve the above-mentioned purpose, a second embodiment of the present invention proposes a semi-active suspension control device, which includes: a detection module, which is used to detect the vertical acceleration, pitch angular velocity and roll angular velocity of the vehicle body through an inertial sensor; a determination module, which is used to determine the vehicle body spring vertical acceleration corresponding to the wheel position according to the vertical acceleration, pitch angular velocity and roll angular velocity, and determine the vehicle body spring vertical velocity corresponding to the wheel position according to the vehicle body spring vertical acceleration corresponding to the wheel position, and determine the optimal damping coefficient according to the vehicle body spring vertical acceleration corresponding to the wheel position and the vehicle body spring vertical velocity corresponding to the wheel position; a control module, which is used to control the semi-active shock absorber corresponding to the wheel position according to the optimal damping coefficient.

[0011] The control device of the embodiment of the present invention includes a detection module, a determination module and a control module, wherein the detection module can detect the vertical acceleration, pitch angular velocity and roll angular velocity of the vehicle body measured by the inertial sensor, and then the determination module determines the vertical acceleration and vertical velocity of the vehicle body spring according to the parameters detected by the detection module, and then determines the optimal damping coefficient of each wheel according to the vertical acceleration and vertical velocity of the vehicle body spring, and finally uses the control module to control the semi-active shock absorber corresponding to each wheel according to the optimal damping coefficient of each wheel. Therefore, this embodiment can ensure the vehicle handling stability while improving the ride comfort of the vehicle, so that the vehicle can adapt to a variety of different road conditions, and can also reduce the control cost of the vehicle suspension and fully improve the user experience.

[0012] To achieve the above objectives, a third aspect of the present invention provides a computer-readable storage medium on which a semi-active suspension control program is stored. When the semi-active suspension control program is executed by a processor, the semi-active suspension control method according to the above embodiment is implemented.

[0013] The computer-readable storage medium of an embodiment of the present invention can ensure the vehicle's handling stability while improving the vehicle's ride comfort by executing a semi-active suspension control program corresponding to the semi-active suspension control method in the above-mentioned embodiment, so that the vehicle can adapt to a variety of different road conditions. It can also reduce the control cost of the vehicle's suspension and fully improve the user experience.

[0014] To achieve the above-mentioned purpose, a fourth aspect of the present invention proposes a vehicle, which includes a memory, a processor, and a semi-active suspension control program stored in the memory and executable on the processor. When the processor executes the semi-active suspension control program, the semi-active suspension control method described in the above-mentioned embodiment is implemented.

[0015] The vehicle of the embodiment of the present invention includes a memory and a processor. The processor executes a semi-active suspension control program stored in the memory, which can ensure the vehicle's handling stability while improving the vehicle's ride comfort, allowing the vehicle to adapt to a variety of different road conditions. It can also reduce the control cost of the vehicle's suspension and fully improve the user experience.

[0016] 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

[0017] Figure 1 is a flow chart of a semi-active suspension control method according to an embodiment of the present invention;

[0018] Figure 2 is a schematic diagram of a vehicle vertical dynamics model according to a specific embodiment of the present invention;

[0019] Figure 3 is a schematic diagram of a vehicle vertical dynamics model according to another specific embodiment of the present invention;

[0020] Figure 4 is a flow chart of a semi-active suspension control method according to an embodiment of the present invention;

[0021] Figure 5 is a structural block diagram of a vehicle according to an embodiment of the present invention;

[0022] Figure 6 4 is a structural block diagram of a semi-active suspension control device according to an embodiment of the present invention. DETAILED DESCRIPTION

[0023] 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.

[0024] The following describes a semi-active suspension control method and control device, a storage medium, and a vehicle according to an embodiment of the present invention with reference to the accompanying drawings.

[0025] Figure 1 is a flow chart of a semi-active suspension control method according to an embodiment of the present invention.

[0026] like Figure 1 As shown, the present invention proposes a semi-active suspension control method, which includes the following steps:

[0027] S10, detecting the vertical acceleration, pitch angular velocity and roll angular velocity of the vehicle body by using an inertial sensor.

[0028] First of all, it should be noted that the present invention uses an inertial sensor and calculates the sprung acceleration signal of the vehicle body based on the vehicle model, which greatly saves control costs.

[0029] Specifically, the inertial sensor in this embodiment can be integrated on the controller circuit board of the vehicle, and its cost is equivalent to that of a vertical acceleration, and the inertial sensor can measure the acceleration and angular velocity of the vehicle body in three directions, wherein the three directions include vertical, pitch direction and roll direction, and this embodiment uses the inertial sensor to measure the vertical acceleration, pitch angular velocity and roll angular velocity of the vehicle body. It should be noted that a semi-active shock absorber is also provided at the corresponding position of the wheel of the present invention.

[0030] S20, determining a vehicle body sprung vertical acceleration corresponding to the wheel position according to the vertical acceleration, the pitch angular velocity, and the roll angular velocity, and determining a vehicle body sprung vertical velocity corresponding to the wheel position according to the vehicle body sprung vertical acceleration corresponding to the wheel position.

[0031] Specifically, Figure 2 is a schematic diagram of a vehicle vertical dynamics model according to a specific embodiment of the present invention, see Figure 2 It can be seen that the vehicle in this embodiment mainly includes a vehicle body 7, a left front wheel 10, a right front wheel 14, a left rear wheel 22, and a right rear wheel 18, wherein the mass of the vehicle body 7 is Ms.

[0032] The vehicle body 7 is connected to the left front wheel 10 through the left front suspension spring 8 and the left front semi-active shock absorber 9. The stiffness of the left front suspension spring 8 is G FL , the damping of the left front semi-active shock absorber 9 is C FL ; The projection point of the left front wheel 10 on the vehicle body 7 is point 1 on the left front spring; the left front wheel 10 is connected to the ground 24 through the left front wheel spring 11.

[0033] The vehicle body 7 is connected to the right front wheel 14 through the right front suspension spring 12 and the right front semi-active shock absorber 13. The stiffness of the right front suspension spring 12 is G FR , the damping of the right front semi-active shock absorber 13 is C FR The projection point of the right front wheel 14 on the vehicle body 7 is the point 2 on the right front spring; the right front wheel 14 is connected to the ground 24 via the right front wheel spring 15.

[0034] The vehicle body 7 is connected to the left rear wheel 22 through the left rear suspension spring 20 and the left rear semi-active shock absorber 21. The stiffness of the left rear suspension spring 20 is G RL , the damping of the left rear semi-active shock absorber 21 is C RL The projection point of the left rear wheel 22 on the vehicle body 7 is the point 4 on the left rear spring; the left rear wheel 22 is connected to the ground 24 via the left rear wheel spring 23.

[0035] The vehicle body 7 is connected to the right rear wheel 18 through the right rear suspension spring 16 and the right rear semi-active shock absorber 17. The stiffness of the right rear suspension spring 16 is G RR , the damping of the right rear semi-active shock absorber 17 is C RR The projection point of the right rear wheel 18 on the vehicle body 7 is the point 3 on the right rear spring; the right rear wheel 18 is connected to the ground 24 via the right rear wheel spring 19.

[0036] like Figure 2 As shown, the vehicle vertical dynamics model also includes the vehicle body mass center 5, and the vertical motion displacement of the vehicle body mass center 5 is Z c , the pitch motion angle is The roll motion angle is θ. The dynamic mode is analyzed in a three-dimensional coordinate model, and the vehicle model is defined to move in the positive direction of the x-axis, and vertically upward is the positive direction of the z-axis. Then the positive direction of the y-axis is determined according to the right-hand rule. The positive directions of the roll angle and pitch angle can be determined according to the right-hand rule.

[0037] The vertical distance from the center of mass 5 of the vehicle body to the line connecting point 1 on the left front spring and point 2 on the right front spring is a; the vertical distance from the center of mass 5 of the vehicle body to the line connecting point 4 on the left rear spring and point 3 on the right rear spring is b; the distance from point 1 on the left front spring and point 2 on the right front spring is Bf, and the distance from point 4 on the left rear spring and point 3 on the right rear spring is Br.

[0038] The vertical displacement of point 1 on the left front spring is Z FL , the vertical displacement of point 2 on the right front spring is Z FR , the vertical displacement of point 4 on the left rear spring is Z RL , the vertical displacement of point 3 on the right rear spring is Z RR .

[0039] See also Figure 3 The vehicle vertical dynamics model also includes a vehicle body mass center offset point 6, and the displacement of the vehicle body mass center offset point 6 from the vehicle body mass center 5 in the X direction is N x , the displacement in the y direction from the center of mass of the vehicle body is N y , the vertical displacement of the body mass center offset point 6 is Z N .

[0040] According to relevant physics and mathematics knowledge, in this embodiment, the vertical velocity can be expressed by the first integral of the vertical displacement, and the vertical acceleration can be expressed by the second integral of the vertical displacement. After the vertical acceleration, pitch angular velocity and roll angular velocity of the vehicle body are obtained by using the inertial sensor, the vertical acceleration of the vehicle body spring corresponding to the wheel position can be determined according to the vertical acceleration, pitch angular velocity and roll angular velocity, and the vertical velocity of the vehicle body spring corresponding to the wheel position can be determined according to the vertical acceleration of the vehicle body spring corresponding to the wheel position.

[0041] Among them, the position on the body spring corresponding to the wheel position can be understood as Figure 2 or Figure 3 Shown in the figure are projection points 1 to 4 of the wheels on the vehicle body, namely point 1 on the left front spring, point 2 on the right front spring, point 3 on the right rear spring and point 4 on the left rear spring.

[0042] In some embodiments of the present invention, Figure 4 As shown, the vertical acceleration of the vehicle body spring corresponding to the wheel position is determined according to the vertical acceleration, the pitch angular velocity and the roll angular velocity, including:

[0043] S401, determining an offset between the inertial sensor and the center of mass of the vehicle body.

[0044] Specifically, in an ideal situation, the inertial sensor of the vehicle is generally set at the position of the vehicle body mass center 5, which can facilitate subsequent calculations. However, due to the overall layout of the vehicle, the inertial sensor cannot be accurately installed at the vehicle body mass center 5, but will be offset by a certain distance, such as Figure 3 As shown, the inertial sensor can be set at the vehicle body mass center offset point 6, and then the vehicle body sprung vertical acceleration corresponding to the wheel position can be represented according to the relationship between the vehicle body mass center offset point 6 and the vehicle body mass center 5.

[0045] S402: determining a vehicle body sprung vertical acceleration corresponding to the wheel position according to the offset, the vertical acceleration, the pitch angular velocity, and the roll angular velocity.

[0046] Specifically, the offset between the body mass center offset point 6 and the body mass center 5 can be expressed as N y and N x It means that the displacement of the body mass center offset point 6 from the body mass center 5 in the X direction is N x , the displacement in the y direction from the center of mass of the vehicle body is N y , and the vertical displacement of the body mass center offset point 6 is Z N , it is necessary to determine the vertical acceleration of the vehicle body spring corresponding to the wheel position based on the offset, vertical acceleration, pitch angular velocity and roll angular velocity.

[0047] It can be understood that if the offset between the vehicle body center of mass offset point 6 and the vehicle body center of mass 5 is 0, that is, the inertial sensor is just set at the vehicle body center of mass 5, the vehicle body spring vertical acceleration corresponding to the wheel position can be directly determined based on the vertical acceleration, pitch angular velocity and roll angular velocity.

[0048] In one embodiment of the present invention, Figure 2 As shown, when the inertial sensor is determined to be set at the vehicle body mass center 5 according to the offset, the vehicle body sprung vertical acceleration corresponding to the wheel position can be calculated according to the following formula:

[0049]

[0050]

[0051]

[0052]

[0053] in, Indicates the vertical acceleration of the vehicle body spring corresponding to the left front wheel, Indicates the vertical acceleration of the vehicle body spring corresponding to the right front wheel, Indicates the vertical acceleration of the vehicle body sprung by the left rear wheel. Indicates the vertical acceleration of the vehicle body spring corresponding to the right rear wheel, is the vertical acceleration of the center of mass of the vehicle body, represents the pitch angular acceleration of the vehicle body’s center of mass, represents the roll angular acceleration of the vehicle body’s center of mass, Bf represents the distance between the left front wheel and the right front wheel, Br represents the distance between the left rear wheel and the right rear wheel, a represents the vertical distance between the vehicle’s front wheels and the vehicle body’s center of mass, and b represents the vertical distance between the vehicle’s rear wheels and the vehicle body’s center of mass.

[0054] Specifically, the inertial sensor disposed at the center of mass 5 of the vehicle body detects the vertical movement displacement Z of the center of mass 5 of the vehicle body. c , pitch angle After the roll motion angle θ, according to the vertical dynamics model of the whole vehicle, the following formula can be obtained: Derivative the formula twice to get the formula: Then we can get the vertical acceleration of point 1 on the left front spring: That is, the vertical acceleration of the body spring corresponding to the left front wheel; the vertical acceleration of point 2 on the right front spring That is, the vertical acceleration of the body spring corresponding to the right front wheel; the vertical acceleration of point 3 on the right rear spring That is, the vertical acceleration of the body spring corresponding to the left rear wheel; the vertical acceleration of point 4 on the left rear spring That is, the vertical acceleration of the vehicle body sprung by the right rear wheel.

[0055] In another embodiment of the present invention, Figure 3 As shown, when the inertial sensor is set at the body mass center offset point 6, the body spring vertical acceleration corresponding to the wheel position can be calculated according to the following formula:

[0056]

[0057]

[0058]

[0059]

[0060] in, Indicates the vertical acceleration of the vehicle body spring corresponding to the left front wheel, Indicates the vertical acceleration of the vehicle body spring corresponding to the right front wheel, Indicates the vertical acceleration of the vehicle body sprung by the left rear wheel. Indicates the vertical acceleration of the vehicle body spring corresponding to the right rear wheel, is the vertical acceleration, represents the pitch angular acceleration, represents the roll acceleration, Nx represents the distance between the inertial sensor and the center of mass of the vehicle body in the X direction, Ny represents the distance between the inertial sensor and the center of mass of the vehicle body in the Y direction, Bf represents the distance between the left front wheel and the right front wheel, Br represents the distance between the left rear wheel and the right rear wheel, a represents the vertical distance between the front wheel of the vehicle and the center of mass of the vehicle body, and b represents the vertical distance between the rear wheel of the vehicle and the center of mass of the vehicle body.

[0061] Specifically, the inertial sensor disposed at the body mass center offset point 6 detects the vertical acceleration of the body mass center offset point 6 and can be expressed by the formula: The vertical acceleration at the center of mass 5 of the vehicle body can be obtained by calculation. Substitute this formula into the formula in the above embodiment: The formula for the vertical acceleration of the vehicle body sprung by each wheel can be obtained:

[0062] In this embodiment, after the vehicle body sprung vertical acceleration corresponding to each wheel position is obtained, the acceleration is integrated to obtain the vehicle body sprung vertical velocity corresponding to each wheel position.

[0063] It should be noted that, in this embodiment, the vertical velocity of the vehicle body sprung corresponding to the left front wheel can be expressed as The vertical velocity of the vehicle body sprung by the right front wheel can be expressed as The vertical velocity of the vehicle body sprung by the left rear wheel can be expressed as The vertical velocity of the vehicle body sprung by the right rear wheel can be expressed as

[0064] S30: determining an optimal damping coefficient according to a vehicle body sprung vertical acceleration corresponding to the wheel position and a vehicle body sprung vertical velocity corresponding to the wheel position.

[0065] Specifically, after obtaining the vertical acceleration on the vehicle body spring corresponding to each wheel position and the vertical velocity on the vehicle body spring corresponding to the wheel position, the optimal damping coefficient can be calculated according to the following formula: C i =K i ·f i +b i , where C i is the optimal damping coefficient, K i is the first calibration coefficient, b i is the second calibration coefficient, f iIt is calculated based on the vertical acceleration on the vehicle body spring corresponding to the wheel position, the vertical velocity on the vehicle body spring corresponding to the wheel position, the vehicle body mass, the vertical distance between the vehicle front wheel and the vehicle body center of mass, the vertical distance between the vehicle rear wheel and the vehicle body center of mass, and the stiffness of the suspension spring corresponding to the wheel position.

[0066] It should be noted that, the first calibration coefficient K i and the second calibration factor b i It is obtained based on the subjective evaluation made by the test driver after the test drive of the corresponding vehicle and the objective evaluation obtained after the vehicle is tested. i and the second calibration factor b i Is a constant. Parameter f i It is necessary to calculate based on data such as the vertical acceleration on the vehicle body spring corresponding to the wheel position, the vertical velocity on the vehicle body spring corresponding to the wheel position, and the like.

[0067] Optionally, in this embodiment, an optimal damping coefficient maximum value Cmax is also set i and an optimal damping coefficient minimum value Cmin i , that is, if the calculated optimal damping coefficient C i The maximum value of the optimal damping coefficient Cmax i If the value is still large, the optimal damping coefficient maximum value Cmax is selected. i As the optimal damping coefficient; if the calculated optimal damping coefficient C i The minimum value of the optimal damping coefficient Cmin i If the damping coefficient is still small, the optimal minimum value Cmin is selected. i as the optimal damping coefficient.

[0068] More specifically, in one embodiment of the present invention, f can be calculated according to the following formula: i ,include: Among them, i∈[FL, FR, RL, RR], FL represents the left front wheel of the vehicle, FR represents the right front wheel of the vehicle, RL represents the left rear wheel of the vehicle, and RR represents the right rear wheel of the vehicle. Indicates the vertical velocity of the vehicle body on the sprung axis corresponding to the wheel position, Among them, G i It represents the stiffness of the suspension spring corresponding to the wheel position, and Ms represents the vehicle body mass.

[0069] Specifically, each wheel corresponds to a different parameter f i , for example, in calculating f FL When and Calculate and get fFL Then, according to formula C FL =K FL ·f FL +b FL Calculate the vertical velocity of the vehicle body spring corresponding to the left front wheel position to determine the optimal damping coefficient C FL It should be noted that the vertical speed on the vehicle body spring corresponding to the right front wheel position in this embodiment determines the optimal damping coefficient C FR , the vertical velocity on the body spring corresponding to the left rear wheel position determines the optimal damping coefficient C RL The optimum damping coefficient C is determined by the vertical velocity on the vehicle body spring corresponding to the position of the right rear wheel. RR The calculation method of the optimal damping coefficient C can be determined by referring to the vertical velocity on the body spring corresponding to the left front wheel position mentioned above. FL The calculation of is obtained by calculation, which will not be repeated here.

[0070] In another embodiment of the present invention, f is calculated according to the following formula: i ,include: Among them, i∈[FL, FR, RL, RR], FL represents the left front wheel of the vehicle, FR represents the right front wheel of the vehicle, RL represents the left rear wheel of the vehicle, RR represents the right rear wheel of the vehicle, and Z i Indicates the vertical displacement of the vehicle body spring corresponding to the wheel position, Among them, G i It represents the stiffness of the suspension spring corresponding to the wheel position, and Ms represents the vehicle body mass.

[0071] Specifically, in this embodiment, each wheel corresponds to a different parameter f i It can be seen that referring to the above embodiment for f i The description of the corresponding embodiments will not be repeated here.

[0072] It should be noted that for different parameters f i , which is used to calculate the optimal damping coefficient C i =K i ·f i +b i The first calibration coefficient K used i and the second calibration parameter b i are not the same, so as to ensure that the parameters f expressed in the above two ways are i , the corresponding optimal damping coefficient C can be obtained i .

[0073] S40: Controlling a semi-active shock absorber corresponding to the wheel position according to the optimal damping coefficient.

[0074] Specifically, after calculating the optimal damping coefficient of the vehicle body spring corresponding to each wheel position, the semi-active shock absorber corresponding to the wheel position can be controlled according to the optimal damping coefficient. Specifically, the optimal damping coefficient can be adjusted by controlling the magnitude of the passing current value, thereby completing the semi-active shock absorber to ensure the ride comfort and stable operability of the vehicle.

[0075] In summary, the semi-active suspension control method of the embodiment of the present invention can ensure the vehicle's handling stability while improving the vehicle's ride comfort, allowing the vehicle to adapt to a variety of different road conditions. It can also reduce the control cost of the vehicle's suspension and fully improve the user experience.

[0076] Furthermore, the present invention proposes a computer-readable storage medium on which a semi-active suspension control program is stored. When the semi-active suspension control program is executed by a processor, the semi-active suspension control method according to the above embodiment is implemented.

[0077] The computer-readable storage medium of an embodiment of the present invention can ensure the vehicle's handling stability while improving the vehicle's ride comfort by executing a semi-active suspension control program corresponding to the above-mentioned semi-active suspension control method, so that the vehicle can adapt to a variety of different road conditions. It can also reduce the control cost of the vehicle's suspension and fully improve the user experience.

[0078] Figure 5 is a structural block diagram of a vehicle according to an embodiment of the present invention.

[0079] Furthermore, if Figure 5 As shown, the present invention proposes a vehicle 100, which includes a memory 101, a processor 102, and a semi-active suspension control program stored in the memory 101 and executable on the processor 102. When the processor 102 executes the semi-active suspension control program, the semi-active suspension control method according to the above embodiment is implemented.

[0080] The vehicle of the embodiment of the present invention executes a semi-active suspension control program stored in the memory through the processor, which can ensure the vehicle's handling stability while improving the vehicle's ride comfort, allowing the vehicle to adapt to a variety of different road conditions. It can also reduce the control cost of the vehicle's suspension and fully improve the user experience.

[0081] Figure 6 4 is a structural block diagram of a semi-active suspension control device according to an embodiment of the present invention.

[0082] Furthermore, if Figure 6 As shown, the present invention proposes a semi-active suspension control device 200 , which includes a detection module 201 , a determination module 202 and a control module 203 .

[0083] Among them, the detection module 201 is used to detect the vertical acceleration, pitch angular velocity and roll angular velocity of the vehicle body through an inertial sensor; the determination module 202 is used to determine the vehicle body spring vertical acceleration corresponding to the wheel position according to the vertical acceleration, pitch angular velocity and roll angular velocity, and determine the vehicle body spring vertical velocity corresponding to the wheel position according to the vehicle body spring vertical acceleration corresponding to the wheel position, and determine the optimal damping coefficient according to the vehicle body spring vertical acceleration corresponding to the wheel position and the vehicle body spring vertical velocity corresponding to the wheel position; the control module 203 is used to control the semi-active shock absorber corresponding to the wheel position according to the optimal damping coefficient.

[0084] In some embodiments of the present invention, the determination module 202 is further used to: determine the offset between the inertial sensor and the center of mass of the vehicle body; and determine the vehicle body sprung vertical acceleration corresponding to the wheel position according to the offset, the vertical acceleration, the pitch angular velocity, and the roll angular velocity.

[0085] In some embodiments of the present invention, when the offset determination inertial sensor is set at the center of mass of the vehicle body, the determination module 202 calculates the vehicle body sprung vertical acceleration corresponding to the wheel position according to the following formula: in, Indicates the vertical acceleration of the vehicle body spring corresponding to the left front wheel, Indicates the vertical acceleration of the vehicle body spring corresponding to the right front wheel, Indicates the vertical acceleration of the vehicle body sprung by the left rear wheel. Indicates the vertical acceleration of the vehicle body spring corresponding to the right rear wheel, is the vertical acceleration of the center of mass of the vehicle body, represents the pitch angular acceleration of the vehicle body’s center of mass, represents the roll angular acceleration of the vehicle body’s center of mass, Bf represents the distance between the left front wheel and the right front wheel, Br represents the distance between the left rear wheel and the right rear wheel, a represents the vertical distance between the vehicle’s front wheels and the vehicle body’s center of mass, and b represents the vertical distance between the vehicle’s rear wheels and the vehicle body’s center of mass.

[0086] In some embodiments of the present invention, when it is determined that there is an offset between the position of the inertial sensor and the center of mass of the vehicle body according to the offset, the determination module 202 calculates the vehicle body sprung vertical acceleration corresponding to the wheel position according to the following formula: in, Indicates the vertical acceleration of the vehicle body spring corresponding to the left front wheel, Indicates the vertical acceleration of the vehicle body spring corresponding to the right front wheel, Indicates the vertical acceleration of the vehicle body sprung by the left rear wheel. Indicates the vertical acceleration of the vehicle body spring corresponding to the right rear wheel, is the vertical acceleration, represents the pitch angular acceleration, represents the roll acceleration, Nx represents the distance between the inertial sensor and the center of mass of the vehicle body in the X direction, Ny represents the distance between the inertial sensor and the center of mass of the vehicle body in the Y direction, Bf represents the distance between the left front wheel and the right front wheel, Br represents the distance between the left rear wheel and the right rear wheel, a represents the vertical distance between the front wheel of the vehicle and the center of mass of the vehicle body, and b represents the vertical distance between the rear wheel of the vehicle and the center of mass of the vehicle body.

[0087] In some embodiments of the present invention, the determination module 202 is further configured to calculate the optimal damping coefficient according to the following formula, including: C i =K i ·f i +b i , where C i is the optimal damping coefficient, K i is the first calibration coefficient, b i is the second calibration coefficient, f i It is calculated based on the vertical acceleration on the vehicle body spring corresponding to the wheel position, the vertical velocity on the vehicle body spring corresponding to the wheel position, the vehicle body mass, the vertical distance between the vehicle front wheel and the vehicle body center of mass, the vertical distance between the vehicle rear wheel and the vehicle body center of mass, and the stiffness of the suspension spring corresponding to the wheel position.

[0088] In some embodiments of the present invention, the determination module 202 is further configured to calculate f according to the following formula: i ,include: Among them, i∈[FL, FR, RL, RR], FL represents the left front wheel of the vehicle, FR represents the right front wheel of the vehicle, RL represents the left rear wheel of the vehicle, and RR represents the right rear wheel of the vehicle. Indicates the vertical velocity of the vehicle body on the sprung axis corresponding to the wheel position, Among them, G i It represents the stiffness of the suspension spring corresponding to the wheel position, and Ms represents the vehicle body mass.

[0089] In some embodiments of the present invention, the determination module 202 is further configured to calculate f according to the following formula: i ,include: Among them, i∈[FL, FR, RL, RR], FL represents the left front wheel of the vehicle, FR represents the right front wheel of the vehicle, RL represents the left rear wheel of the vehicle, RR represents the right rear wheel of the vehicle, and Z i Indicates the vertical displacement of the vehicle body spring corresponding to the wheel position, Among them, G i It represents the stiffness of the suspension spring corresponding to the wheel position, and Ms represents the vehicle body mass.

[0090] In summary, the semi-active suspension control device of the embodiment of the present invention can ensure the vehicle's handling stability while improving the vehicle's ride comfort, allowing the vehicle to adapt to a variety of different road conditions. It can also reduce the control cost of the vehicle's suspension and fully improve the user experience.

[0091] It should be noted that the specific implementation of the semi-active suspension control device of the embodiment of the present invention can refer to the real-time method of the semi-active suspension control method in the above embodiment, which will not be described in detail here.

[0092] 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.

[0093] 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.

[0094] 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.

[0095] 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.

[0096] 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.

[0097] 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.

[0098] 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.

[0099] 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 semi-active suspension control method, characterized in that: include: The vertical acceleration, pitch angular velocity and roll angular velocity of the vehicle body are detected by inertial sensors; Determining a vehicle body sprung vertical acceleration corresponding to the wheel position according to the vertical acceleration, the pitch angular velocity, and the roll angular velocity, and determining a vehicle body sprung vertical velocity corresponding to the wheel position according to the vehicle body sprung vertical acceleration corresponding to the wheel position; determining an optimal damping coefficient according to a vehicle body spring vertical acceleration corresponding to the wheel position and a vehicle body spring vertical velocity corresponding to the wheel position; controlling a semi-active shock absorber corresponding to the wheel position according to the optimal damping coefficient; Determining the vehicle body sprung vertical acceleration corresponding to the wheel position according to the vertical acceleration, the pitch angular velocity, and the roll angular velocity includes: determining an offset between the inertial sensor and a center of mass of the vehicle body; Determining a vehicle body sprung vertical acceleration corresponding to a wheel position according to the offset, the vertical acceleration, the pitch angular velocity, and the roll angular velocity; When it is determined that the inertial sensor is disposed at the center of mass of the vehicle body according to the offset, the vertical acceleration of the vehicle body sprung corresponding to the wheel position is calculated according to the following formula: in, Indicates the vertical acceleration of the vehicle body spring corresponding to the left front wheel, Indicates the vertical acceleration of the vehicle body spring corresponding to the right front wheel, Indicates the vertical acceleration of the vehicle body sprung by the left rear wheel. Indicates the vertical acceleration of the vehicle body spring corresponding to the right rear wheel, represents the vertical acceleration of the center of mass of the vehicle body, represents the pitch angular acceleration of the center of mass of the vehicle body, represents the roll angular acceleration of the center of mass of the vehicle body, Bf represents the distance between the left front wheel and the right front wheel, Br represents the distance between the left rear wheel and the right rear wheel, a represents the vertical distance between the front wheel of the vehicle and the center of mass of the vehicle body, and b represents the vertical distance between the rear wheel of the vehicle and the center of mass of the vehicle body; The optimal damping coefficient is calculated according to the following formula, including: C i =K i ·f i +b i , where C i is the optimal damping coefficient, K i is the first calibration coefficient, b i is the second calibration coefficient, f i The spring speed is calculated based on the vertical acceleration of the vehicle body corresponding to the wheel position, the vertical speed of the vehicle body corresponding to the wheel position, the vehicle body mass, the vertical distance between the front wheel of the vehicle and the center of mass of the vehicle body, the vertical distance between the rear wheel of the vehicle and the center of mass of the vehicle body, and the stiffness of the suspension spring corresponding to the wheel position; Calculate f according to the following formula i ,include: Among them, i∈[FL, FR, RL, RR], FL represents the left front wheel of the vehicle, FR represents the right front wheel of the vehicle, RL represents the left rear wheel of the vehicle, and RR represents the right rear wheel of the vehicle. Indicates the vertical velocity of the vehicle body on the sprung axis corresponding to the wheel position, Among them, G i It represents the stiffness of the suspension spring corresponding to the wheel position, and Ms represents the vehicle body mass.

2. The semi-active suspension control method according to claim 1, characterized in that: When it is determined according to the offset that there is an offset between the position of the inertial sensor and the center of mass of the vehicle body, the vertical acceleration of the vehicle body sprung corresponding to the wheel position is calculated according to the following formula: in, Indicates the vertical acceleration of the vehicle body spring corresponding to the left front wheel, Indicates the vertical acceleration of the vehicle body spring corresponding to the right front wheel, Indicates the vertical acceleration of the vehicle body sprung by the left rear wheel. Indicates the vertical acceleration of the vehicle body spring corresponding to the right rear wheel, represents the vertical acceleration, represents the pitch angular acceleration, represents the roll angular acceleration, Nx represents the distance between the position of the inertial sensor in the X direction and the center of mass of the vehicle body, Ny represents the distance between the position of the inertial sensor in the Y direction and the center of mass of the vehicle body, Bf represents the distance between the left front wheel and the right front wheel, Br represents the distance between the left rear wheel and the right rear wheel, a represents the vertical distance between the front wheels of the vehicle and the center of mass of the vehicle body, and b represents the vertical distance between the rear wheels of the vehicle and the center of mass of the vehicle body.

3. The semi-active suspension control method according to claim 1, characterized in that: Calculate f according to the following formula i ,include: Among them, i∈[FL, FR, RL, RR], FL represents the left front wheel of the vehicle, FR represents the right front wheel of the vehicle, RL represents the left rear wheel of the vehicle, RR represents the right rear wheel of the vehicle, and Z i Indicates the vertical displacement of the vehicle body spring corresponding to the wheel position, Among them, G i It represents the stiffness of the suspension spring corresponding to the wheel position, and Ms represents the vehicle body mass.

4. A semi-active suspension control device, characterized in that: The device is used to implement the semi-active suspension control method according to any one of claims 1 to 3, and the device comprises: A detection module, used for detecting the vertical acceleration, pitch angular velocity and roll angular velocity of the vehicle body through an inertial sensor; a determination module, configured to determine a vehicle body sprung vertical acceleration corresponding to a wheel position according to the vertical acceleration, the pitch angular velocity, and the roll angular velocity, determine a vehicle body sprung vertical velocity corresponding to the wheel position according to the vehicle body sprung vertical acceleration corresponding to the wheel position, and determine an optimal damping coefficient according to the vehicle body sprung vertical acceleration corresponding to the wheel position and the vehicle body sprung vertical velocity corresponding to the wheel position; A control module is used to control the semi-active shock absorber corresponding to the wheel position according to the optimal damping coefficient.

5. A computer-readable storage medium, characterized in that: A semi-active suspension control program is stored thereon, and when the semi-active suspension control program is executed by the processor, the semi-active suspension control method according to any one of claims 1-3 is implemented.

6. A vehicle, characterized in that: The invention comprises a memory, a processor and a semi-active suspension control program stored in the memory and executable on the processor. When the processor executes the semi-active suspension control program, the semi-active suspension control method according to any one of claims 1 to 3 is implemented.

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