Control method and device of shock absorber, vehicle and storage medium
By using an onboard inertial measurement unit (IMU) and adaptive headlight height signals to calculate the relative speed of the shock absorber, replacing traditional sensors, the high cost of configuring CDC shock absorbers in low-end models is solved, resulting in cost reduction and a decrease in failure rate, thus enhancing vehicle competitiveness.
Patent Information
- Authority / Receiving Office
- CN · China
- Patent Type
- Patents(China)
- Current Assignee / Owner
- ZHEJIANG GEELY HLDG GRP CO LTD
- Filing Date
- 2023-02-14
- Publication Date
- 2026-07-31
AI Technical Summary
The cost of CDC shock absorbers is relatively high for low-end models, making their widespread application difficult.
By using the vehicle-mounted inertial measurement unit (IMU) and the vehicle-mounted adaptive headlight height signal, the vehicle body vibration acceleration and shock absorber speed are calculated. Acceleration and displacement sensors are eliminated. The relative speed of the shock absorber is calculated through the IMU signal, and the control strategy is determined and implemented.
This reduces the cost of CDC shock absorbers, decreases system failure rates, and enhances the product competitiveness of low-end models.
Smart Images
Figure CN116198271B_ABST
Abstract
Description
Technical Field
[0001] This application relates to the field of vehicle technology, and in particular to a control method, device, vehicle, and storage medium for a shock absorber. Background Technology
[0002] Continuous Damping Control (CDC) is a type of shock absorber with stepless damping adjustment. By receiving information from sensors, CAN (Controller Area Network), and driver input, the Electronic Control Unit (ECU) processes the information and outputs commands to dynamically adjust the damping force of the shock absorber, thereby improving vehicle handling stability and driving smoothness.
[0003] In related technologies, a CDC vibration damper typically requires the configuration of 3 vibration acceleration sensors, 4 displacement sensors, and an electronic control unit.
[0004] However, this configuration is relatively expensive, so CDC shock absorbers are usually used in mid-to-high-end models. Faced with increasingly fierce competition in the domestic automobile market, the demand for CDC shock absorbers in low-end models is growing. Therefore, reducing the cost of CDC shock absorber systems has become the key to whether low-end models can be equipped with CDC shock absorbers, and this needs to be addressed urgently. Summary of the Invention
[0005] This application provides a control method, device, vehicle, and storage medium for a shock absorber, which solves the problem of high cost of configuring CDC shock absorbers in low-end vehicle models, reduces costs, and lowers the system failure rate, thereby improving the product competitiveness of the vehicle.
[0006] The first aspect of this application provides a method for controlling a vibration damper, including the following steps:
[0007] Acquire the current vehicle's inertial measurement unit (IMU) signal, damper damping coefficient, coil spring stiffness, and vehicle body and suspension displacement at the target vehicle position;
[0008] The vertical vibration acceleration of the vehicle body at at least one body position is calculated based on the IMU signal, and the relative velocity of the shock absorber at the at least one body position is calculated based on the IMU signal, the damper damping coefficient, the coil spring stiffness, and the body and suspension displacement at the target body position; and
[0009] A control strategy for each damper is determined based on the vertical vibration acceleration of the vehicle body at at least one vehicle body position and the relative velocity of the dampers at the at least one vehicle body position, and each damper is controlled according to the control strategy of each damper.
[0010] According to one embodiment of this application, the IMU signal includes vehicle vertical acceleration, vehicle pitch velocity, and vehicle roll velocity. The step of calculating the vehicle vertical vibration acceleration at at least one vehicle position at the current vehicle location based on the IMU signal includes:
[0011] Obtain the longitudinal distance between the vehicle's center of gravity and the front axle shock absorber, the longitudinal distance between the vehicle's center of gravity and the rear axle shock absorber, the spacing between the front axle shock absorbers, and the spacing between the rear axle shock absorbers;
[0012] The vertical vibration acceleration of the vehicle body at the first vehicle body position and the vertical vibration acceleration of the vehicle body at the second vehicle body position are calculated based on the product of the vertical acceleration of the vehicle body, the pitch velocity of the vehicle body and the longitudinal distance of the vehicle body center of gravity from the front axle shock absorber, the roll velocity of the vehicle body and the distance between the front axle shock absorbers.
[0013] The vertical vibration acceleration of the vehicle body at the current third body position and the vertical vibration acceleration of the target body position are calculated based on the product of the vehicle body vertical acceleration, the vehicle body pitch velocity and the longitudinal distance between the vehicle body center of gravity and the rear axle shock absorber, and the product of the vehicle body roll velocity and the spacing between the rear axle shock absorbers.
[0014] According to one embodiment of this application, the step of calculating the relative velocity of the shock absorber at at least one vehicle body position based on the IMU signal, the damper damping coefficient, the coil spring stiffness, and the vehicle body and suspension displacement at the target vehicle body position includes:
[0015] The vehicle force value at the target vehicle position is calculated based on the damper damping coefficient, the coil spring stiffness, and the vehicle and suspension displacements at the target vehicle position.
[0016] The vehicle force values from the first vehicle position to the third vehicle position are calculated based on the vehicle force values at the target vehicle position and the IMU signal.
[0017] The relative velocity of the shock absorber at at least one vehicle body position is calculated based on the vehicle body force values from the first vehicle body position to the third vehicle body position and the vehicle body and suspension displacement at the target vehicle body position.
[0018] According to one embodiment of this application, the step of calculating the vehicle force values from the first vehicle position to the third vehicle position based on the vehicle force value at the target vehicle position and the IMU signal includes:
[0019] Obtain the current vehicle's body mass, body roll moment of inertia, and body pitch moment of inertia;
[0020] The vehicle force values from the first vehicle position to the third vehicle position are calculated based on the vehicle body force values at the target vehicle position, the vehicle body mass, the vehicle body roll moment of inertia and the vehicle body pitch moment of inertia, the vehicle body vertical acceleration from the first vehicle position to the third vehicle position, the vehicle body pitch angular velocity and the vehicle body roll angular velocity.
[0021] According to one embodiment of this application, the step of calculating the relative velocity of the shock absorber at at least one vehicle body position based on the vehicle body force values from the first vehicle body position to the third vehicle body position and the vehicle body and suspension displacement at the target vehicle body position includes:
[0022] Calculate the body and suspension displacements from the first body position to the third body position based on the body force values from the first body position to the third body position;
[0023] The relative velocity of the shock absorber at the at least one vehicle body position is obtained based on the vehicle body and suspension displacements from the first vehicle body position to the third vehicle body position and the vehicle body force value at the target vehicle body position.
[0024] The shock absorber control method proposed in this application involves acquiring the current vehicle's Inertial Measurement Unit (IMU) signal, shock absorber damping coefficient, coil spring stiffness, and vehicle and suspension displacements at the target vehicle position. Based on the IMU signal, the vertical vibration acceleration of the vehicle body at at least one position is calculated. The relative velocity of the shock absorber at at least one position is also calculated based on the IMU signal, shock absorber damping coefficient, coil spring stiffness, and vehicle and suspension displacements at the target vehicle position. A control strategy for each shock absorber is determined based on the vertical vibration acceleration and relative velocity of the shock absorber at each position, and each shock absorber is controlled according to its control strategy. This solves the problem of high cost associated with configuring CDC shock absorbers in low-end vehicles, reducing costs, lowering system failure rates, and enhancing the vehicle's product competitiveness.
[0025] A second aspect of this application provides a control device for a vibration damper, comprising:
[0026] The acquisition module is used to acquire the current vehicle's inertial measurement unit (IMU) signal, damper damping coefficient, coil spring stiffness, and vehicle body and suspension displacement at the target vehicle body position;
[0027] The calculation module is used to calculate the vertical vibration acceleration of the vehicle body at at least one body position of the current vehicle based on the IMU signal, and to calculate the relative velocity of the shock absorber at the at least one body position based on the IMU signal, the damper damping coefficient, the coil spring stiffness, and the body and suspension displacement at the target body position; and
[0028] The control module is configured to determine a control strategy for each damper based on the vertical vibration acceleration of the vehicle body at at least one vehicle body position and the relative velocity of the dampers at the at least one vehicle body position, and to control each damper according to the control strategy of each damper.
[0029] According to one embodiment of this application, the IMU signal includes vehicle vertical acceleration, vehicle pitch rate, and vehicle roll rate, and the calculation module is specifically used for:
[0030] Obtain the longitudinal distance between the vehicle's center of gravity and the front axle shock absorber, the longitudinal distance between the vehicle's center of gravity and the rear axle shock absorber, the spacing between the front axle shock absorbers, and the spacing between the rear axle shock absorbers;
[0031] The vertical vibration acceleration of the vehicle body at the first vehicle body position and the vertical vibration acceleration of the vehicle body at the second vehicle body position are calculated based on the product of the vertical acceleration of the vehicle body, the pitch velocity of the vehicle body and the longitudinal distance of the vehicle body center of gravity from the front axle shock absorber, the roll velocity of the vehicle body and the distance between the front axle shock absorbers.
[0032] The vertical vibration acceleration of the vehicle body at the current third body position and the vertical vibration acceleration of the target body position are calculated based on the product of the vehicle body vertical acceleration, the vehicle body pitch velocity and the longitudinal distance between the vehicle body center of gravity and the rear axle shock absorber, and the product of the vehicle body roll velocity and the spacing between the rear axle shock absorbers.
[0033] According to one embodiment of this application, the computing module is specifically used for:
[0034] The vehicle force value at the target vehicle position is calculated based on the damper damping coefficient, the coil spring stiffness, and the vehicle and suspension displacements at the target vehicle position.
[0035] The vehicle force values from the first vehicle position to the third vehicle position are calculated based on the vehicle force values at the target vehicle position and the IMU signal.
[0036] The relative velocity of the shock absorber at at least one vehicle body position is calculated based on the vehicle body force values from the first vehicle body position to the third vehicle body position and the vehicle body and suspension displacement at the target vehicle body position.
[0037] According to one embodiment of this application, the calculation module, which calculates the vehicle force values from the first vehicle position to the third vehicle position based on the vehicle force value at the target vehicle position and the IMU signal, is specifically used for:
[0038] Obtain the current vehicle's body mass, body roll moment of inertia, and body pitch moment of inertia;
[0039] The vehicle force values from the first vehicle position to the third vehicle position are calculated based on the vehicle body force values at the target vehicle position, the vehicle body mass, the vehicle body roll moment of inertia and the vehicle body pitch moment of inertia, the vehicle body vertical acceleration from the first vehicle position to the third vehicle position, the vehicle body pitch angular velocity and the vehicle body roll angular velocity.
[0040] According to one embodiment of this application, the calculation module, which calculates the relative velocity of the shock absorber at at least one vehicle body position based on the vehicle body force values from the first vehicle body position to the third vehicle body position and the vehicle body and suspension displacement at the target vehicle body position, is specifically used for:
[0041] Calculate the body and suspension displacements from the first body position to the third body position based on the body force values from the first body position to the third body position;
[0042] The relative velocity of the shock absorber at the at least one vehicle body position is obtained based on the vehicle body and suspension displacements from the first vehicle body position to the third vehicle body position and the vehicle body force value at the target vehicle body position.
[0043] The control device for the shock absorber proposed in this application acquires the current vehicle's Inertial Measurement Unit (IMU) signal, shock absorber damping coefficient, coil spring stiffness, and vehicle body and suspension displacement at the target vehicle position. It calculates the vertical vibration acceleration of the vehicle body at at least one position based on the IMU signal, and calculates the relative velocity of the shock absorber at at least one position based on the IMU signal, shock absorber damping coefficient, coil spring stiffness, and vehicle body and suspension displacement at the target vehicle position. Based on the vertical vibration acceleration and relative velocity of the shock absorber at at least one position, a control strategy for each shock absorber is determined, and each shock absorber is controlled according to the control strategy. This solves the problem of high cost for CDC shock absorbers in low-end vehicles, reduces costs, lowers system failure rate, and enhances the vehicle's product competitiveness.
[0044] A third aspect of this application provides a vehicle, including: a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the program to implement the shock absorber control method as described in the above embodiments.
[0045] A fourth aspect of this application provides a computer-readable storage medium having a computer program stored thereon, which is executed by a processor to implement the control method for a shock absorber as described in the above embodiments.
[0046] Additional aspects and advantages of this application will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of this application. Attached Figure Description
[0047] The above and / or additional aspects and advantages of this application will become apparent and readily understood from the following description of the embodiments taken in conjunction with the accompanying drawings, wherein:
[0048] Figure 1 This is a flowchart of a vibration damper control method according to an embodiment of this application;
[0049] Figure 2 This is a flowchart of a control method for a vibration damper according to an embodiment of this application;
[0050] Figure 3 This is a schematic diagram of a seven-DOF vehicle model according to an embodiment of this application;
[0051] Figure 4 This is a block diagram of the control device for a shock absorber provided according to an embodiment of this application;
[0052] Figure 5 This is a structural schematic diagram of a vehicle according to an embodiment of this application. Detailed Implementation
[0053] The embodiments of this application are described in detail below. Examples of the embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and intended to explain this application, and should not be construed as limiting this application.
[0054] The following description, with reference to the accompanying drawings, outlines a method, apparatus, vehicle, and storage medium for controlling a shock absorber according to embodiments of this application.
[0055] Before introducing the control method of the vibration damper proposed in the embodiments of this application, let's first introduce the control method of the vibration damper in the related art.
[0056] In related technologies, CDC shock absorber systems typically employ a ceiling damping control algorithm to control vehicle attitude. This control algorithm requires vehicle vibration information to calculate dynamic damping force, and simultaneously calculates the relative velocity of the shock absorber based on displacement signals. By using a lookup table method, it outputs control current to adjust the opening of the solenoid valve in the CDC shock absorber, thereby adjusting the damping force of the CDC shock absorber.
[0057] However, this method has high costs and a relatively complicated algorithm, making it difficult to apply to low-end car models.
[0058] Based on the above problems, this application provides a control method for a shock absorber. This method uses an onboard inertial measurement unit (IMU) and the onboard adaptive headlight height signal to calculate the vehicle body vibration acceleration and shock absorber speed signal without adding additional acceleration and displacement sensors. This eliminates the need for three acceleration and four displacement sensors, thereby solving the problem of high cost of configuring CDC shock absorbers in low-end models, reducing costs, and lowering the system failure rate, thus improving the product competitiveness of the vehicle.
[0059] Specifically, Figure 1 This is a flowchart illustrating a control method for a vibration damper provided in an embodiment of this application.
[0060] Combination Figure 1 , Figure 2 As shown, the control method for this vibration damper includes the following steps:
[0061] In step S101, the inertial measurement unit (IMU) signal of the current vehicle, the damper damping coefficient, the coil spring stiffness, and the vehicle body and suspension displacement at the target vehicle body position are acquired.
[0062] The IMU signals include the vehicle's vertical acceleration, vehicle pitch rate, and vehicle roll rate.
[0063] It is understandable that the present embodiment uses existing signals in the CAN bus and utilizes the on-board inertial measurement unit (IMU) to output acceleration and angular velocity, thereby eliminating the need for a dedicated CDC sensor, reducing the number of wiring harnesses, simplifying the control system configuration, and thus reducing the cost of the CDC shock absorber.
[0064] In step S102, the vertical vibration acceleration of the vehicle body at at least one body position of the current vehicle is calculated based on the IMU signal, and the relative velocity of the shock absorber at at least one body position is calculated based on the IMU signal, the damper damping coefficient, the coil spring stiffness, and the body and suspension displacement at the target body position.
[0065] Among them, such as Figure 3 As shown, in this embodiment of the application, four body position points A, B, C, and D of the current vehicle are selected for study, and the damper damping coefficient and coil spring stiffness can be regarded as known information.
[0066] Further, in some embodiments, calculating the vertical vibration acceleration of the vehicle body at at least one body position based on the IMU signal includes: acquiring the longitudinal distance between the vehicle body center of gravity and the front axle damper, the longitudinal distance between the vehicle body center of gravity and the rear axle damper, the spacing between the front axle dampers, and the spacing between the rear axle dampers; calculating the vertical acceleration of the vehicle body at a first body position and the vertical acceleration of the vehicle body at a second body position based on the product of the vehicle body vertical acceleration, the vehicle body pitch velocity, and the longitudinal distance between the vehicle body center of gravity and the front axle damper, and the product of the vehicle body roll velocity and the spacing between the front axle dampers; and calculating the vertical vibration acceleration of the vehicle body at a third body position and the vertical vibration acceleration of the vehicle body at a target body position based on the product of the vehicle body vertical acceleration, the vehicle body pitch velocity, and the longitudinal distance between the vehicle body center of gravity and the rear axle damper, and the product of the vehicle body roll velocity and the spacing between the rear axle dampers.
[0067] Specifically, the vertical vibration acceleration at at least one body position of the current vehicle is mainly affected by three degrees of freedom: vertical, pitch, and roll. This is based on the vertical acceleration of the vehicle body output by the IMU. Vehicle pitch rate and vehicle body roll rate According to equation (1), the vertical vibration accelerations at the first to third vehicle body positions and the target vehicle body position can be calculated respectively.
[0068]
[0069] Where a is the longitudinal distance from the vehicle's center of gravity to the front axle shock absorber, b is the longitudinal distance from the vehicle's center of gravity to the rear axle shock absorber, and B... f B represents the spacing of the front axle dampers. r This refers to the spacing of the rear axle dampers.
[0070] It is understood that the embodiments of this application propose an attitude calculation method that uses the signal from an onboard inertial measurement unit (IMU) to calculate the vibration acceleration of the vehicle body position, thereby replacing the function of an acceleration sensor.
[0071] Furthermore, in some embodiments, calculating the relative velocity of the shock absorber at at least one vehicle body position based on the IMU signal, the shock absorber damping coefficient, the coil spring stiffness, and the vehicle body and suspension displacement at the target vehicle body position includes: calculating the vehicle body force value at the target vehicle body position based on the shock absorber damping coefficient, the coil spring stiffness, and the vehicle body and suspension displacement at the target vehicle body position; calculating the vehicle body force values from the first vehicle body position to the third vehicle body position based on the vehicle body force values from the target vehicle body position and the IMU signal; and calculating the relative velocity of the shock absorber at at least one vehicle body position based on the vehicle body force values from the first vehicle body position to the third vehicle body position and the vehicle body and suspension displacement at the target vehicle body position.
[0072] Among them, the vehicle-mounted adaptive headlight height sensor is generally located on the rear suspension to measure the displacement between the vehicle body and the suspension.
[0073] It is understood that, in this embodiment, the vehicle body force value at the target vehicle body position is first calculated based on the damper damping coefficient, the coil spring stiffness, and the vehicle body and suspension displacement at the target vehicle body position. Then, the vehicle body force values at the first to third vehicle body positions are calculated based on the vehicle body force value at the target vehicle body position and the IMU signal. Finally, the relative velocity of the damper at at least one vehicle body position can be calculated using the vehicle body force values at the first to third vehicle body positions and the vehicle body and suspension displacement at the target vehicle body position.
[0074] In some embodiments, the calculation of vehicle force values from the first vehicle position to the third vehicle position based on the vehicle force values at the target vehicle position and IMU signals includes: acquiring the current vehicle body mass, vehicle roll moment of inertia, and vehicle pitch moment of inertia; and calculating the vehicle force values from the first vehicle position to the third vehicle position based on the vehicle force values at the target vehicle position, vehicle mass, vehicle roll moment of inertia, vehicle pitch moment of inertia, vehicle vertical acceleration, vehicle pitch angular velocity, and vehicle roll angular velocity.
[0075] Specifically, assuming the target vehicle body position is point D, the force value of the vehicle body at the target vehicle body position can be calculated according to equation (2).
[0076]
[0077] Among them, F D k represents the force on the vehicle body at the target vehicle location. sD Let Δl be the stiffness of the coil spring at the target vehicle body position. sD C represents the change in displacement between the vehicle body and the suspension at the target vehicle position. sD The damping coefficient of the shock absorber at the target vehicle body position. Let be the relative velocity between the vehicle body and the suspension at the target vehicle position, and Δl be the displacement of the target vehicle position (i.e., point D). sD and relative velocity This can be known information.
[0078] Furthermore, according to equation (3), the force values of the vehicle body at the first to third vehicle body positions can be calculated.
[0079]
[0080] Where, m b For vehicle weight, I x For the vehicle body roll moment of inertia, I y Let the vehicle body pitch moment of inertia be... The vertical acceleration of the vehicle body. The acceleration due to the vehicle's roll angle. F is the acceleration due to the pitch angle of the vehicle body. A F B F C These are the force values on the vehicle body at the first to third vehicle body positions, respectively.
[0081] Furthermore, in some embodiments, calculating the relative velocity of a shock absorber at at least one vehicle position based on the vehicle force values from the first vehicle position to the third vehicle position and the vehicle and suspension displacements at the target vehicle position includes: calculating the vehicle and suspension displacements from the first vehicle position to the third vehicle position based on the vehicle force values from the first vehicle position to the third vehicle position; and obtaining the relative velocity of a shock absorber at at least one vehicle position based on the vehicle and suspension displacements from the first vehicle position to the third vehicle position and the vehicle force values at the target vehicle position.
[0082] Specifically, in this application embodiment, the relative speed between the vehicle body and the suspension at the first to third vehicle body positions and the target vehicle body position can be calculated by combining the calculated vehicle body force values at the first to third vehicle body positions and solving the first-order differential equation according to equation (4), which is the relative speed of the shock absorber, thereby replacing the displacement sensor.
[0083]
[0084] Where, k sA k sB k sC The stiffness of the coil springs at the first to third vehicle body positions are Δl. sA Δl sB Δl sC These represent the body and suspension displacements at the first to third body positions, respectively. sA C sB C sC These are the damping coefficients of the shock absorbers at the first to third vehicle body positions, respectively. These are the relative speeds of the shock absorbers on the first to third pre-mounted vehicle bodies, respectively.
[0085] It is understood that the embodiments of this application propose a method for calculating the speed of a shock absorber, which uses an IMU and the height signal of the vehicle's adaptive headlights, combined with the dynamic motion equations, to calculate the relative speed of the shock absorber, thereby replacing the function of a displacement sensor.
[0086] In step S103, a control strategy for each damper is determined based on the vertical vibration acceleration of the vehicle body at at least one vehicle body position and the relative velocity of the damper at at least one vehicle body position, and each damper is controlled according to the control strategy of each damper.
[0087] Therefore, by employing an onboard inertial measurement unit and an onboard adaptive headlight height signal, the vehicle body vibration acceleration and relative velocity of at least one vehicle body position can be calculated, thereby replacing three acceleration and four displacement sensors, and realizing the control of each shock absorber according to the control strategy of each shock absorber.
[0088] The shock absorber control method proposed in this application involves acquiring the current vehicle's Inertial Measurement Unit (IMU) signal, shock absorber damping coefficient, coil spring stiffness, and vehicle and suspension displacements at the target vehicle position. Based on the IMU signal, the vertical vibration acceleration of the vehicle body at at least one position is calculated. The relative velocity of the shock absorber at at least one position is also calculated based on the IMU signal, shock absorber damping coefficient, coil spring stiffness, and vehicle and suspension displacements at the target vehicle position. A control strategy for each shock absorber is determined based on the vertical vibration acceleration and relative velocity of the shock absorber at each position, and each shock absorber is controlled according to its control strategy. This solves the problem of high cost associated with configuring CDC shock absorbers in low-end vehicles, reducing costs, lowering system failure rates, and enhancing the vehicle's product competitiveness.
[0089] Next, the control device for the vibration damper proposed according to the embodiments of this application is described with reference to the accompanying drawings.
[0090] Figure 4 This is a block diagram of the control device for the vibration damper according to an embodiment of this application.
[0091] like Figure 4 As shown, the control device 10 of the vibration damper includes: an acquisition module 100, a calculation module 200, and a control module 300.
[0092] The acquisition module 100 is used to acquire the current vehicle's inertial measurement unit (IMU) signal, damper damping coefficient, coil spring stiffness, and vehicle body and suspension displacement at the target vehicle body position.
[0093] The calculation module 200 is used to calculate the vertical vibration acceleration of the vehicle body at at least one body position based on the IMU signal, and to calculate the relative velocity of the shock absorber at at least one body position based on the IMU signal, the damper damping coefficient, the coil spring stiffness, and the body and suspension displacement at the target body position; and
[0094] The control module 300 is used to determine the control strategy for each shock absorber based on the vertical vibration acceleration of the vehicle body at at least one vehicle body position and the relative velocity of the shock absorber at at least one vehicle body position, and to control each shock absorber according to the control strategy of each shock absorber.
[0095] Furthermore, in some embodiments, the IMU signals include vehicle vertical acceleration, vehicle pitch rate, and vehicle roll rate. The calculation module 200 is specifically used for:
[0096] Obtain the longitudinal distance between the vehicle's center of gravity and the front axle shock absorber, the longitudinal distance between the vehicle's center of gravity and the rear axle shock absorber, the spacing between the front axle shock absorbers, and the spacing between the rear axle shock absorbers;
[0097] The vertical vibration acceleration of the vehicle body at the first body position and the vertical vibration acceleration of the vehicle body at the second body position are calculated based on the product of the vehicle body vertical acceleration, the vehicle body pitch velocity and the longitudinal distance between the vehicle body center of gravity and the front axle shock absorber, and the product of the vehicle body roll velocity and the distance between the front axle shock absorbers.
[0098] The vertical vibration acceleration of the vehicle body at the current third body position and the vertical vibration acceleration of the target body position are calculated based on the product of the vehicle body vertical acceleration, the vehicle body pitch velocity and the longitudinal distance between the vehicle body center of gravity and the rear axle shock absorber, and the product of the vehicle body roll velocity and the spacing between the rear axle shock absorbers.
[0099] Furthermore, in some embodiments, the computing module 200 is specifically used for:
[0100] The body force at the target body position is calculated based on the damper damping coefficient, coil spring stiffness, and body and suspension displacement at the target body position.
[0101] Calculate the vehicle force values from the first vehicle position to the third vehicle position based on the vehicle force values at the target vehicle position and the IMU signal;
[0102] Calculate the relative velocity of the shock absorber at at least one body position based on the body force values from the first body position to the third body position and the body and suspension displacements at the target body position.
[0103] Furthermore, in some embodiments, the calculation module 200 calculates the vehicle force values from the first vehicle position to the third vehicle position based on the vehicle force values at the target vehicle position and the IMU signal. Specifically, the calculation module 200 is used for:
[0104] Obtain the current vehicle's body mass, body roll moment of inertia, and body pitch moment of inertia;
[0105] The force values of the vehicle body at the target vehicle body position are calculated based on the vehicle body mass, vehicle body roll moment of inertia, vehicle body pitch moment of inertia, vehicle body vertical acceleration from the first vehicle body position to the third vehicle body position, vehicle body pitch angular velocity, and vehicle body roll angular velocity.
[0106] Furthermore, in some embodiments, the calculation module 200 calculates the vehicle force values from the first vehicle position to the third vehicle position based on the vehicle force values at the target vehicle position and the IMU signal. Specifically, the calculation module 200 is used for:
[0107] Calculate the body and suspension displacements from the first body position to the third body position based on the body force values from the first body position to the third body position;
[0108] The relative velocity of the shock absorber at at least one body position is obtained based on the body and suspension displacements from the first body position to the third body position and the body force value at the target body position.
[0109] It should be noted that the foregoing explanation of the control method embodiment for the shock absorber also applies to the control device of the shock absorber in this embodiment, and will not be repeated here.
[0110] The control device for the shock absorber proposed in this application acquires the current vehicle's Inertial Measurement Unit (IMU) signal, shock absorber damping coefficient, coil spring stiffness, and vehicle body and suspension displacement at the target vehicle position. It calculates the vertical vibration acceleration of the vehicle body at at least one position based on the IMU signal, and calculates the relative velocity of the shock absorber at at least one position based on the IMU signal, shock absorber damping coefficient, coil spring stiffness, and vehicle body and suspension displacement at the target vehicle position. Based on the vertical vibration acceleration and relative velocity of the shock absorber at at least one position, a control strategy for each shock absorber is determined, and each shock absorber is controlled according to the control strategy. This solves the problem of high cost for CDC shock absorbers in low-end vehicles, reduces costs, lowers system failure rate, and enhances the vehicle's product competitiveness.
[0111] Figure 5 A schematic diagram of the structure of a vehicle provided in an embodiment of this application. The vehicle may include:
[0112] The memory 501, the processor 502, and the computer program stored on the memory 501 and capable of running on the processor 502.
[0113] When the processor 502 executes the program, it implements the vibration damper control method provided in the above embodiments.
[0114] Furthermore, the vehicle also includes:
[0115] Communication interface 503 is used for communication between memory 501 and processor 502.
[0116] The memory 501 is used to store computer programs that can run on the processor 502.
[0117] The memory 501 may include high-speed RAM (Random Access Memory) memory, and may also include non-volatile memory, such as at least one disk storage.
[0118] If the memory 501, processor 502, and communication interface 503 are implemented independently, then the communication interface 503, memory 501, and processor 502 can be interconnected via a bus to complete communication between them. The bus can be an ISA (Industry Standard Architecture) bus, a PCI (Peripheral Component Interconnect) bus, or an EISA (Extended Industry Standard Architecture) bus, etc. The bus can be divided into address bus, data bus, control bus, etc. For ease of representation, Figure 5 The bus is represented by a single thick line, but this does not mean that there is only one bus or one type of bus.
[0119] Optionally, in a specific implementation, if the memory 501, processor 502, and communication interface 503 are integrated on a single chip, then the memory 501, processor 502, and communication interface 503 can communicate with each other through an internal interface.
[0120] Processor 502 may be a CPU (Central Processing Unit), an ASIC (Application Specific Integrated Circuit), or one or more integrated circuits configured to implement embodiments of this application.
[0121] This application also provides a computer-readable storage medium storing a computer program thereon, which, when executed by a processor, implements the above-described method for controlling a shock absorber.
[0122] In the description of this specification, the references to terms such as "one embodiment," "some embodiments," "example," "specific example," or "some examples," etc., indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of this application. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples. Moreover, without contradiction, those skilled in the art can combine and integrate the different embodiments or examples described in this specification, as well as the features of different embodiments or examples.
[0123] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include at least one of that feature. In the description of this application, "N" means at least two, such as two, three, etc., unless otherwise explicitly specified.
[0124] Any process or method described in the flowchart or otherwise herein can be understood as representing a module, segment, or portion of code comprising one or more N executable instructions for implementing custom logic functions or processes, and the scope of the preferred embodiments of this application includes additional implementations in which functions may be performed not in the order shown or discussed, including substantially simultaneously or in reverse order depending on the functions involved, as should be understood by those skilled in the art to which embodiments of this application pertain.
[0125] It should be understood that the various parts of this application can be implemented using hardware, software, firmware, or a combination thereof. In the above embodiments, the N steps or methods can be implemented using software or firmware stored in memory and executed by a suitable instruction execution system. For example, if implemented in hardware, as in another embodiment, it can be implemented using any one or a combination of the following techniques known in the art: discrete logic circuits having logic gates for implementing logical functions on data signals, application-specific integrated circuits (ASICs) having suitable combinational logic gates, programmable gate arrays (FPGAs), field-programmable gate arrays (FPGAs), etc.
[0126] Those skilled in the art will understand that all or part of the steps of the methods described in the above embodiments can be implemented by a program instructing related hardware, and the program can be stored in a computer-readable storage medium. When executed, the program includes one or a combination of the steps of the method embodiments.
[0127] Although embodiments of this application have been shown and described above, it is understood that the above embodiments are exemplary and should not be construed as limiting this application. Those skilled in the art can make changes, modifications, substitutions and variations to the above embodiments within the scope of this application.
Claims
1. A control method of a shock absorber, characterized by, Includes the following steps: The system acquires the current vehicle's inertial measurement unit (IMU) signal, damper damping coefficient, coil spring stiffness, and vehicle body and suspension displacement at the target vehicle position; wherein the IMU signal includes the vehicle's vertical acceleration, vehicle pitch rate, and vehicle roll rate. The vertical vibration acceleration of the vehicle body at at least one body position is calculated based on the IMU signal, and the relative velocity of the shock absorbers at the at least one body position is calculated based on the IMU signal, the damper damping coefficient, the coil spring stiffness, and the body and suspension displacement at the target body position; wherein, the longitudinal distance of the vehicle's center of gravity from the front axle shock absorber, the longitudinal distance of the vehicle's center of gravity from the rear axle shock absorber, the spacing of the front axle shock absorbers, and the spacing of the rear axle shock absorbers are obtained; the vertical acceleration of the vehicle body, the vehicle body pitch rate, and the longitudinal distance of the vehicle's center of gravity from the front axle shock absorber are used as the basis for these calculations. The vertical vibration acceleration of the vehicle body at the first body position and the vertical vibration acceleration of the vehicle body at the second body position are calculated based on the product of the vehicle body roll rate and the product of the distance between the vehicle body center of gravity and the rear axle damper; the vertical vibration acceleration of the vehicle body at the third body position and the vertical vibration acceleration of the target body position are calculated based on the product of the vehicle body vertical acceleration, the vehicle body pitch rate and the longitudinal distance between the vehicle body center of gravity and the rear axle damper, the vehicle body roll rate and the distance between the rear axle dampers; wherein, the damper damping coefficient, the coil spring stiffness and the target vehicle body damping coefficient are used as the basis for the calculation. The system calculates the vehicle force value at the target vehicle position based on the vehicle body and suspension displacements at the target vehicle position; calculates the vehicle force values from the first vehicle position to the third vehicle position based on the vehicle force values at the target vehicle position and the IMU signal; calculates the relative velocity of the shock absorber at at least one vehicle position based on the vehicle force values from the first vehicle position to the third vehicle position and the vehicle and suspension displacements at the target vehicle position; wherein, the current vehicle body mass, body roll moment of inertia, and body pitch moment of inertia are obtained; based on the vehicle force values at the target vehicle position, the vehicle body mass, and the vehicle body... The vehicle body forces from the first vehicle body position to the third vehicle body position are calculated using the roll moment of inertia, the vehicle body pitch moment of inertia, the vehicle body vertical acceleration from the first vehicle body position to the third vehicle body position, the vehicle body pitch angular velocity, and the vehicle body roll angular velocity. Specifically, the vehicle body and suspension displacements from the first vehicle body position to the third vehicle body position are calculated based on these force values. The relative velocities of the shock absorbers at at least one vehicle body position are obtained based on the vehicle body and suspension displacements from the first vehicle body position to the third vehicle body position and the force values at the target vehicle body position. A control strategy for each damper is determined based on the vertical vibration acceleration of the vehicle body at at least one vehicle body position and the relative velocity of the dampers at the at least one vehicle body position, and each damper is controlled according to the control strategy of each damper.
2. A control device for a shock absorber, characterized by include: The acquisition module is used to acquire the current vehicle's inertial measurement unit (IMU) signal, damper damping coefficient, coil spring stiffness, and vehicle body and suspension displacement at the target vehicle body position; The calculation module is used to calculate the vertical vibration acceleration of the vehicle body at at least one body position of the current vehicle based on the IMU signal, and to calculate the relative velocity of the shock absorber at the at least one body position based on the IMU signal, the damper damping coefficient, the coil spring stiffness, and the body and suspension displacement at the target body position. as well as The control module is used to determine the control strategy for each shock absorber based on the vertical vibration acceleration of the vehicle body at the at least one vehicle body position and the relative velocity of the shock absorbers at the at least one vehicle body position, and to control each shock absorber according to the control strategy of each shock absorber. The IMU signals include the vehicle's vertical acceleration, vehicle pitch rate, and vehicle roll rate. The calculation module is specifically used for: Obtain the longitudinal distance between the vehicle's center of gravity and the front axle shock absorber, the longitudinal distance between the vehicle's center of gravity and the rear axle shock absorber, the spacing between the front axle shock absorbers, and the spacing between the rear axle shock absorbers; The vertical vibration acceleration of the vehicle body at the first vehicle body position and the vertical vibration acceleration of the vehicle body at the second vehicle body position are calculated based on the product of the vertical acceleration of the vehicle body, the pitch velocity of the vehicle body and the longitudinal distance of the vehicle body center of gravity from the front axle shock absorber, the roll velocity of the vehicle body and the distance between the front axle shock absorbers. The vertical vibration acceleration of the vehicle body at the current third body position and the vertical vibration acceleration of the target body position are calculated based on the product of the vehicle body vertical acceleration, the vehicle body pitch velocity and the longitudinal distance between the vehicle body center of gravity and the rear axle shock absorber, and the product of the vehicle body roll velocity and the spacing of the rear axle shock absorbers. The computing module is specifically used for: The vehicle force value at the target vehicle position is calculated based on the damper damping coefficient, the coil spring stiffness, and the vehicle and suspension displacements at the target vehicle position. The vehicle force values from the first vehicle position to the third vehicle position are calculated based on the vehicle force values at the target vehicle position and the IMU signal. The relative velocities of the shock absorbers at at least one vehicle body position are calculated based on the vehicle body force values from the first vehicle body position to the third vehicle body position and the vehicle body and suspension displacements at the target vehicle body position. Specifically, the vehicle body mass, roll moment of inertia, and pitch moment of inertia of the current vehicle are obtained. The vehicle body force values from the first vehicle body position to the third vehicle body position are calculated based on the vehicle body force values at the target vehicle body position, the vehicle body mass, the roll moment of inertia, the pitch moment of inertia, the vertical acceleration, pitch angular velocity, and roll angular velocity from the first vehicle body position to the third vehicle body position. The vehicle body and suspension displacements from the first vehicle body position to the third vehicle body position are calculated based on the vehicle body force values from the first vehicle body position to the third vehicle body position. The relative velocities of the shock absorbers at at least one vehicle body position are obtained based on the vehicle body and suspension displacements from the first vehicle body position to the third vehicle body position and the vehicle body force values at the target vehicle body position.
3. A vehicle characterized by comprising: include: The device includes a memory, a processor, and a computer program stored in the memory and executable on the processor, the processor executing the program to implement the control method for the vibration damper as described in claim 1.
4. A computer-readable storage medium having stored thereon a computer program, characterized in that, The program is executed by the processor to implement the control method for the vibration damper as described in claim 1.