Active Suspension System Identification Method, Device, Storage Medium and Electronic Control Device

Abstract

The present invention relates to the technical field of identification of train active suspension systems, and particularly to an active suspension system identification method, device, storage medium, and electronic control device. The method includes: when the engine is turned off, respectively controlling the first active suspension actuator and the second active suspension actuator of the active suspension system to perform equal-step frequency sweeping output at a fixed amplitude to obtain a first model characterizing the relationship between the vibration acceleration response of the vehicle frame and the control frequency; respectively controlling the first active suspension actuator and the second active suspension actuator of the active suspension system to perform equal-step amplitude sweeping output at any control frequency to obtain a second model characterizing the vibration acceleration response of the vehicle frame corresponding to different amplitudes at any control frequency; and then obtaining a control model of the active suspension system based on the first model and the second model; it is possible to obtain a control model of the active suspension system without relying on additional devices.

Description

Technical Field

[0001] The present invention relates to the technical field of active mounts, and particularly to a method, device, storage medium and electronic control device for identifying an active mount system. Background Art

[0002] Nowadays, people's requirements for vehicle ride comfort are getting higher and higher, so the NVH (Noise, Vibration and Harshness) characteristics have become an important standard for measuring vehicle quality. However, considering the need to improve fuel economy, some luxury cars have adopted the engine cylinder deactivation technology, which, while increasing the diversity of vibration orders, exacerbates the vibration problem of uneven engine force. In addition, in recent years, the development of hybrid vehicles has been increasingly rapid, and the vibration and noise problems caused by the instantaneous intervention of the engine under rapid acceleration conditions seriously affect the ride comfort.

[0003] The powertrain mount system plays an important role in solving these vibration problems. Among them, compared with passive mounts and semi-active mounts, active mounts can better meet the ideal characteristics of large stiffness at low frequencies and small stiffness at high frequencies of the mounts, and can effectively isolate the vibration of the engine at all frequencies, and have obvious advantages in eliminating transient vibration. When studying the control method of active mounts, the accuracy of the active mount parameters will seriously affect the final control effect. However, there are few studies on the method for identifying active mount parameters at present.

[0004] Therefore, designing a scheme for identifying active mount parameters has very important practical significance, and there is an urgent need for a scheme in this field to identify the engine active mount system. Summary of the Invention

[0005] The present invention provides a method, device, storage medium and electronic control device for identifying an active mount system, which solves the technical problem that there are few studies on the method for identifying active mount parameters.

[0006] In a first aspect, the present invention provides a method for identifying an active mount system, including:

[0007] When the engine is turned off, the first active mount actuator and the second active mount actuator of the active mount system are respectively controlled to perform equal-step frequency-sweeping output at a fixed amplitude, and a first model representing the relationship between the vibration acceleration response of the vehicle frame and the control frequency is obtained;

[0008] When the engine is turned off, the first active mount actuator and the second active mount actuator of the active mount system are respectively controlled to perform equal-step amplitude-sweeping output at any control frequency, and a second model representing the vibration acceleration response of the vehicle frame corresponding to different amplitudes at any control frequency is obtained;

[0009] Obtain the control model of the active suspension system based on the first model and the second model.

[0010] In some embodiments, the vibration acceleration response includes the relative phase and / or amplitude of the vibration acceleration.

[0011] In some embodiments, obtaining the control model of the active suspension system based on the first model and the second model includes:

[0012] Substitute the first model and the second model into the input-output control model on the preset active suspension side to obtain the control model of the active suspension system;

[0013] The input-output control model includes:

[0014]

[0015] where A is the actual response output value of the vibration acceleration on the active suspension side; V is the actual control input value on the active suspension side; f is the control frequency; represents the relative phase value of the actual response output value and the actual control input value.

[0016] In some embodiments, the model types of the first model and the second model include a data table model.

[0017] In some embodiments, the first active suspension actuator includes a left-side active suspension actuator, and the second active suspension actuator includes a right-side active suspension actuator.

[0018] In some embodiments, the vibration acceleration response includes:

[0019] The vibration acceleration response transmitted from the left-side active suspension actuator to the left side of the vehicle frame, the vibration acceleration response transmitted from the left-side active suspension actuator to the right side of the vehicle frame, the vibration acceleration response transmitted from the right-side active suspension actuator to the left side of the vehicle frame, and the vibration acceleration response transmitted from the right-side active suspension actuator to the right side of the vehicle frame.

[0020] In some embodiments, the active suspension system includes a three-point suspension system or a five-point suspension system.

[0021] In a second aspect, the present invention provides an identification device for an active suspension system, including:

[0022] A first acquisition module, configured to, when the engine is turned off, respectively control the first active suspension actuator and the second active suspension actuator of the active suspension system to perform equal-step frequency-sweeping output at a fixed amplitude, and acquire a first model characterizing the relationship between the vibration acceleration response of the vehicle frame and the control frequency;

[0023] A second acquisition module, configured to, when the engine is turned off, respectively control the first active mount actuator and the second active mount actuator of the active mount system to output equal-step amplitude sweeps at any control frequency, and acquire a second model characterizing the vibration acceleration response of the vehicle frame corresponding to different amplitudes at any control frequency;

[0024] A model identification module, configured to obtain a control model of the active mount system based on the first model and the second model.

[0025] In a third aspect, the present invention provides a computer-readable storage medium, on which a computer program is stored, and when the computer program is executed by a processor, the method of the first aspect is implemented.

[0026] In a fourth aspect, the present invention provides an electronic control device, including a processor and a memory, on which a computer program is stored, and when the processor executes the computer program, the method of the first aspect is implemented.

[0027] An active mount system identification method, device, storage medium and electronic control device provided by the present invention, when the engine is turned off, respectively control the first active mount actuator and the second active mount actuator of the active mount system to output equal-step frequency sweeps at a fixed amplitude, so as to acquire a first model characterizing the relationship between the vibration acceleration response of the vehicle frame and the control frequency; respectively control the first active mount actuator and the second active mount actuator of the active mount system to output equal-step amplitude sweeps at any control frequency, so as to acquire a second model characterizing the vibration acceleration response of the vehicle frame corresponding to different amplitudes at any control frequency; and then obtain a control model of the active mount system based on the first model and the second model; it can obtain the control model of the active mount system without relying on additional devices. Description of the Drawings

[0028] Hereinafter, the present invention will be described in more detail based on embodiments and with reference to the drawings:

[0029] Figure 1 It is a schematic diagram of an active mount system according to an embodiment of the present invention;

[0030] Figure 2 It is a schematic diagram of an active mount system identification method according to an embodiment of the present invention;

[0031] Figure 3 It is a schematic diagram of an identification device of an active mount system according to an embodiment of the present invention.

[0032] In the drawings, the same components are denoted by the same reference numerals, and the drawings are not drawn to actual scale. Detailed Embodiments

[0033] In order to enable those skilled in the art to better understand the solution of the present invention, and to fully understand and implement how the present invention uses technical means to solve technical problems and achieve the corresponding technical effects, the technical solutions in the embodiments of the present invention will be clearly and completely described below in conjunction with the accompanying drawings in the embodiments of the present invention. Obviously, the described embodiments are only a part of the embodiments of the present invention, rather than all of the embodiments. The embodiments of the present invention and each feature in the embodiments can be combined with each other on the premise of not conflicting, and the formed technical solutions are all within the protection scope of the present invention. Based on the embodiments of the present invention, all other embodiments obtained by those of ordinary skill in the art without creative work shall fall within the protection scope of the present invention.

[0034] It should be noted that the terms "first", "second", etc. in the description and claims of the present invention and the above-mentioned drawings are used to distinguish similar objects, and are not necessarily used to describe a specific order or sequence. It should be understood that such used data can be interchanged under appropriate circumstances so that the embodiments of the present invention described herein can be implemented in an order different from those illustrated or described herein. In addition, the terms "including" and "having" and any variations thereof are intended to cover non-exclusive inclusion. For example, a process, method, system, product or device including a series of steps or units is not necessarily limited to those steps or units clearly listed, but may include other steps or units not clearly listed or inherent to these processes, methods, products or devices.

[0035] It should be noted that the steps shown in the flowchart of the accompanying drawings can be executed in a computer system such as a set of computer-executable instructions. And although the logical order is shown in the flowchart, in some cases, the steps shown or described can be executed in an order different from that here.

[0036] Nowadays, people's requirements for the riding comfort of automobiles are getting higher and higher. Therefore, the NVH (Noise, Vibration and Harshness) characteristics have become an important standard for measuring the quality of automobiles. However, considering the need to improve fuel economy, some high-class cars have adopted the engine cylinder deactivation technology. While the cylinder deactivation technology increases the diversity of vibration orders, it exacerbates the vibration problem of uneven engine force. In addition, in recent years, the development of hybrid vehicles has been growing rapidly, and the vibration and noise problems caused by the instantaneous intervention of the engine under the rapid acceleration condition seriously affect the riding comfort.

[0037] The powertrain mounting system plays an important role in solving the above vibration problems. Among them, compared with passive mounts and semi-active mounts, active mounts can better meet the ideal characteristics of low-frequency high stiffness and high-frequency low stiffness of the mounts, and can effectively isolate the vibrations of the engine at all frequencies, having obvious advantages in eliminating transient vibrations. When studying the control method and others of active mounts, the accuracy of the active mount parameters will seriously affect the final control effect. However, there are few studies on the parameter identification method of active mounts at present.

[0038] Therefore, designing a parameter identification scheme for active mounts has very important practical significance, and there is an urgent need in this field for a scheme to identify the engine active mount system.

[0039] In some technical solutions, an additional test device provides a method for parameter identification of actuators, hydraulics, etc., for passive mount parts and actuator identification, serving mount development; different from this, the present invention does not require additional equipment, and performs model identification on the entire active mount system, and can effectively obtain the parameter model of this non-linear system of the mounts, and includes the model decoupling relationship, which supports the control algorithm advantageously.

[0040] In some technical solutions, an additional device is used to perform model identification on the active mount components including the cavity, components, etc., for mount development; different from this, the present invention is a method for identifying a mount system, not a mechanical model, for algorithm control.

[0041] It can be seen that the present invention is an adaptive identification method for the automotive engine active mount system. The improvement of the present invention lies at least in that the control model of the active mount system can be obtained without relying on additional devices, and includes the decoupling relationship. The present invention is used for parameter identification of the engine active mount system, and then for control algorithms and vehicle model adaptation.

[0042] Different vehicle models usually have automotive engine active mount systems with different parameters. The present invention identifies the engine assembly and the mount system through an offline identification method, obtains the control-response parameters of the current engine mount system, and through the subsequent data processing, obtains the matching model of the vehicle and the engine active mount, so as to realize the adaptation of the engine active mount system to the vehicle model.

[0043] The solution of the present invention is a scheme for offline identification of a non-linear active mount system model. Combining the layout points of the active mounts (such as three-point type, five-point type, etc.), it can realize the adaptation of the active mount system to the vehicle model, without the need to independently identify and model according to the vehicle model engine additionally.

[0044] Example 1

[0045] Figure 1 It is a schematic diagram of an active mount system, such asFigure 1 As shown, the active suspension system is a three-point suspension system, including two active suspensions and one passive suspension.

[0046] Figure 2 It is a schematic diagram of a method for identifying an active suspension system according to an embodiment of the present invention. As Figure 2 shown, a method for identifying an active suspension system includes:

[0047] Step S100: With the engine turned off, control the first active suspension actuator and the second active suspension actuator of the active suspension system respectively to perform equal-step frequency-sweeping output at a fixed amplitude, and obtain a first model characterizing the relationship between the vibration acceleration response of the vehicle frame and the control frequency.

[0048] Step S200: With the engine turned off, control the first active suspension actuator and the second active suspension actuator of the active suspension system respectively to perform equal-step amplitude-sweeping output at any control frequency, and obtain a second model characterizing the vibration acceleration response of the vehicle frame corresponding to different amplitudes at any control frequency.

[0049] In some implementation manners, the vibration acceleration response includes the relative phase and / or amplitude of the vibration acceleration.

[0050] Step S300: Obtain a control model of the active suspension system based on the first model and the second model.

[0051] In practical applications, the active suspension system includes but is not limited to a three-point suspension system or a five-point suspension system. This method can be applied to an ECU.

[0052] In this embodiment, with the engine turned off, control the first active suspension actuator and the second active suspension actuator of the active suspension system respectively to perform equal-step frequency-sweeping output at a fixed amplitude to obtain a first model characterizing the relationship between the vibration acceleration response of the vehicle frame and the control frequency; control the first active suspension actuator and the second active suspension actuator of the active suspension system respectively to perform equal-step amplitude-sweeping output at any control frequency to obtain a second model characterizing the vibration acceleration response of the vehicle frame corresponding to different amplitudes at any control frequency; then obtain a control model of the active suspension system based on the first model and the second model; it is possible to obtain the control model of the active suspension system offline without relying on additional devices.

[0053] To Figure 1Taking the three-point active suspension system shown as an example, this method includes three parts: constant amplitude frequency sweeping, constant frequency amplitude sweeping, and model replacement. The above-mentioned first active suspension actuator includes a left-side active suspension actuator, and the second active suspension actuator includes a right-side active suspension actuator. The vibration acceleration response includes: the vibration acceleration response transmitted from the left-side active suspension actuator to the left side of the vehicle frame, the vibration acceleration response transmitted from the left-side active suspension actuator to the right side of the vehicle frame, the vibration acceleration response transmitted from the right-side active suspension actuator to the left side of the vehicle frame, and the vibration acceleration response transmitted from the right-side active suspension actuator to the right side of the vehicle frame.

[0054] First, perform constant amplitude frequency sweeping. That is, in step S100, with the engine turned off, control the first active suspension actuator and the second active suspension actuator of the active suspension system respectively to perform equal-step frequency sweeping output at a fixed amplitude, and obtain a first model characterizing the relationship between the vibration acceleration response of the vehicle frame and the control frequency.

[0055] With the engine turned off, the left-side main suspension actuator is controlled separately by the ECU (Electronic Control Unit) to perform equal-step frequency sweeping output at a fixed amplitude, while the right-side suspension actuator is turned off. In this case, the ECU obtains the vibration acceleration response Acc uLL transmitted from the left-side main suspension actuator to the left side of the vehicle frame and the vibration acceleration response Acc uLR .

[0056] It should be understood that the smaller the step size ΔHz, the more refined the experimental data will be obtained, but at the same time, the amount of data will also become much larger, requiring the ECU to have sufficient data processing and analysis capabilities. The output time for each frequency is one complete cycle.

[0057] Similarly, with the engine turned off, the ECU controls the right-side active suspension actuator to perform equal-step frequency sweeping output at a fixed voltage amplitude. At the same time, the left-side active suspension actuator is turned off, and the ECU obtains the vibration acceleration response Acc uRL transmitted from the right-side active suspension actuator to the left side of the vehicle frame and the vibration acceleration response Acc uRR transmitted from the right-side active suspension actuator to the right side of the vehicle frame. It should be understood that in the case of separately controlling the right-side active suspension actuator, the output time for each frequency is also one complete cycle.

[0058] The excitation voltages of the left and right active suspension actuators controlled by the ECU include:

[0059]

[0060] Where, Vol1 and Vol2 are the excitation voltages of the left and right active mount actuators respectively, are the fixed voltage output amplitudes of the left and right active mount actuators respectively. In some cases, it can be determined as the average value of the maximum and minimum outputs of the fixed voltage of the left active mount actuator, that is, (maximum output + minimum output) / 2, it can be determined as the average value of the maximum and minimum outputs of the fixed voltage of the right active mount actuator, that is, (maximum output + minimum output) / 2. f is the control frequency, that is, the frequency of the swept-frequency voltage. The frequency step ΔHz can be 0.25 Hz. Swept-frequency output is performed using the step ΔHz = 0.25 Hz, but it is not limited to this step.

[0061] The vibration acceleration response signal obtained through the ECU includes:

[0062]

[0063] Where, Acc uLL 、Acc uLR 、Acc uRL 、Acc uRR can be obtained by the acceleration sensors shown in Figure 1 ; is the amplitude of the vibration acceleration, corresponding to the peaks of Acc uLL 、Acc uLR 、Acc uRL 、Acc uRR respectively; are the relative phases of the swept-frequency vibration response acceleration respectively.

[0064] By performing constant-amplitude swept-frequency, the vibration response at different control frequencies can be obtained, that is, the model between the relative phase of the acceleration and the control frequency can be obtained respectively. That is, the first model representing the relationship between the vibration acceleration response of the vehicle frame and the control frequency. The first model can be characterized by a data table, a fitting formula, etc. In this embodiment, considering the requirements of a low-cost ECU, limited resources and computing power, the model type of the first model includes a data table model. Using the data table model to characterize the first model can meet the computing power of the ECU.

[0065] Secondly, perform constant-frequency swept-amplitude, that is, in step S200, with the engine turned off, control the first and second active mount actuators of the active mount system respectively to perform constant-step swept-amplitude output at any control frequency, and obtain the second model characterizing the vibration acceleration response of the vehicle frame corresponding to different amplitudes at any control frequency.

[0066] With the engine off, the ECU independently outputs a fixed-frequency and equal-step amplitude sweep for the left active mount actuator, while the right active mount actuator is turned off. The ECU separately obtains the vibration acceleration response Acc transmitted from the left active mount actuator to the left side of the vehicle frame fLL and the vibration acceleration response Acc transmitted from the left active mount actuator to the right side of the vehicle frame fLR .

[0067] It should be understood that each amplitude output time is a complete cycle. The smaller the step size ΔV, the finer the experimental data will be obtained. However, at the same time, the amount of data also becomes much larger, requiring the ECU to have sufficient data processing and analysis capabilities. In this example, the step size ΔV = 0.25V is used.

[0068] Similarly, the ECU independently controls the right active mount actuator to output a fixed-frequency and equal-step amplitude sweep, while the left active mount actuator is turned off. The ECU separately obtains the vibration acceleration response Acc transmitted from the right mount actuator to the left side of the vehicle frame fRL and the vibration acceleration response Acc transmitted from the right mount actuator to the right side of the vehicle frame fRR . It should be understood that each amplitude output time is a complete cycle.

[0069] The acceleration response signals obtained by the ECU include:

[0070]

[0071] Among them, Acc fLL , Acc fLR , Acc fRL , Acc fRR can be obtained by the acceleration sensors shown in Figure 1 ; are respectively the amplitudes of the vibration acceleration obtained by the fixed-frequency amplitude sweep; are respectively the relative phases of the vibration acceleration obtained by the fixed-frequency amplitude sweep; f is the control frequency, that is, the frequency of the swept-frequency voltage.

[0072] In the case of fixed-frequency amplitude sweep, the vibration acceleration response includes the amplitude of the vibration acceleration.

[0073] By performing a fixed-frequency amplitude sweep, the vibration acceleration responses at different amplitudes can be obtained for any control frequency f x . That is, the amplitude response model can be obtained, which is the second model of the present invention that characterizes the vibration acceleration response of the vehicle frame corresponding to different amplitudes at any control frequency. The second model can be characterized in ways such as matrices, data tables, fitting formulas, etc. Considering the requirements of low-cost ECUs, limited resources and computing power in this embodiment, the second model is characterized by a data table model.

[0074] Specifically, the active mount essentially changes the dynamic stiffness at high rotational speeds (high frequencies). Since the mass of the engine is very large, the influence of the inertia capacitance is significant in system control. In some control strategies and algorithms based on model control, phase control is the key to control, and a reasonable reference value can be taken for the amplitude. Therefore, in this embodiment, it is not necessary to exhaustively test the amplitude responses at all frequencies corresponding to the swept frequencies. Instead, the amplitude responses of the mount are obtained at intervals of 500 Hz.

[0075] Finally, model substitution is performed. That is, in step S300, the control model of the active mount system is obtained based on the first model and the second model, including:

[0076] Substitute the first model and the second model into the preset input-output control model on the active mount side to obtain the control model of the active mount system;

[0077] The input-output control model includes:

[0078]

[0079] where A is the actual response output value of the vibration acceleration on the active mount side (characterized by acceleration), that is, in the case of the engine being turned off, Figure 1 the value measured by the acceleration sensor; V is the actual control input value on the active mount side (characterized by voltage), that is, the control quantity output by the ECU to the active mount actuator; f is the control frequency; represents the relative phase value between the actual response output value and the actual control input value, and generally there is a delayed response.

[0080] In practical applications, this method can be implemented as an ECU preset program, and the obtained phase response look-up table model and the amplitude response look-up table models at multiple sets of frequencies f x (with a frequency interval of 250 Hz) are brought into the set model to calculate and obtain the control model of the active mount system where, is the vibration acceleration response of the active mount system at the control frequency f.

[0081] Furthermore, in practical applications, a control model of the look-up table type with a decoupling relationship can be obtained through identification, and the model array preset in the ECU can be replaced to obtain an active mount model adapted to this vehicle.

[0082] The input-output model on one side of the active mount only considers the main-order vibrations, which is related to the number of engine cylinders. For example, if the engine is a four-cylinder engine, the second-order frequency vibration is mainly studied.

[0083] Those skilled in the art can understand that the present invention uses fixed-amplitude frequency sweeping and fixed-frequency amplitude sweeping. In some specific cases, amplitude sweeping at a fixed frequency may not be performed, and a relatively accurate identification model can still be obtained. However, the obtained model is not accurate enough, which will affect the convergence speed of the system response and thus affect the control bandwidth of the active suspension system.

[0084] Those skilled in the art can understand that the technical solution of the present invention is not limited to applying to a three-point suspension system, but also applies to other active suspension layouts such as a five-point suspension system.

[0085] Example 2

[0086] Figure 3 It is a schematic diagram of an identification device for an active suspension system according to an embodiment of the present invention. As Figure 3 shown, based on the above embodiment, the present embodiment provides an identification device for an active suspension system, including:

[0087] A first acquisition module, configured to, when the engine is turned off, respectively control the first active suspension actuator and the second active suspension actuator of the active suspension system to output equal-step frequency sweeping at a fixed amplitude, and obtain a first model characterizing the relationship between the vibration acceleration response of the vehicle frame and the control frequency;

[0088] A second acquisition module, configured to, when the engine is turned off, respectively control the first active suspension actuator and the second active suspension actuator of the active suspension system to output equal-step amplitude sweeping at any control frequency, and obtain a second model characterizing the vibration acceleration response of the vehicle frame corresponding to different amplitudes at any control frequency;

[0089] A model identification module, configured to obtain a control model of the active suspension system based on the first model and the second model.

[0090] The first acquisition module can be used to, when the engine is turned off, respectively control the first active suspension actuator and the second active suspension actuator of the active suspension system to output equal-step frequency sweeping at a fixed amplitude, and obtain a first model characterizing the relationship between the vibration acceleration response of the vehicle frame and the control frequency; the second acquisition module can be used to, when the engine is turned off, respectively control the first active suspension actuator and the second active suspension actuator of the active suspension system to output equal-step amplitude sweeping at any control frequency, and obtain a second model characterizing the vibration acceleration response of the vehicle frame corresponding to different amplitudes at any control frequency; the model identification module can be used to obtain a control model of the active suspension system based on the first model and the second model.

[0091] The technical details of this embodiment correspond to those of the above embodiment and will not be elaborated here.

[0092] Example 3

[0093] Based on the above embodiments, this embodiment provides a computer-readable storage medium, on which a computer program is stored. When the computer program is executed by a processor, the method of the above embodiments is implemented.

[0094] The above storage medium may be a flash memory, a hard disk, a multimedia card, a card-type memory (such as an SD or DX memory, etc.), a random access memory (RAM), a static random access memory (SRAM), a read-only memory (ROM), an electrically erasable programmable read-only memory (EEPROM), a programmable read-only memory (PROM), a magnetic memory, a magnetic disk, an optical disk, a server, an App application store, and so on.

[0095] For the content of the method, please refer to the foregoing embodiments, and will not be elaborated in this embodiment.

[0096] Example 4

[0097] Based on the above embodiments, this embodiment provides an electronic control device, including a processor and a memory, on which a computer program is stored. When the processor executes the computer program, the method of the above embodiments is implemented.

[0098] For the content of the method, please refer to the foregoing embodiments, and will not be elaborated in this embodiment. The electronic control device may include an electronic control unit ECU, Electronic Control Unit, which can be used to control the driving state of an automobile and implement its various functions. In practical applications, the above computer program may be implemented as a preset ECU program in the electronic control unit ECU, so as to achieve constant-amplitude frequency sweeping and constant-frequency amplitude sweeping, complete the identification of the engine mount control model, which includes the coupling relationship of the left and right side mount brakes, can omit the complex decoupling control operation in vibration control, improve the convergence speed of the response of the active mount system, and further increase the control bandwidth of the active mount.

[0099] The processor may be implemented by an application specific integrated circuit (ASIC), a digital signal processor (DSP), a digital signal processing device (DSPD), a programmable logic device (PLD), a field programmable gate array (FPGA), a controller, a microcontroller, a microprocessor, or other electronic components, and is used to execute the methods in the foregoing embodiments. For the content of the methods, please refer to the foregoing embodiments, which will not be elaborated in this embodiment.

[0100] The memory may be implemented by any type of volatile or non-volatile storage device or a combination thereof, such as a static random access memory (SRAM), an electrically erasable programmable read-only memory (EEPROM), an erasable programmable read-only memory (EPROM), a programmable read-only memory (PROM), a read-only memory (ROM), a magnetic memory, a flash memory, a magnetic disk, or an optical disk.

[0101] In the embodiments provided by the present invention, it should be understood that the disclosed devices and methods can also be implemented in other ways. The device embodiments described above are merely illustrative. For example, the flowcharts and block diagrams in the accompanying drawings show the possible architectures, functions, and operations of devices, methods, and computer program products according to multiple embodiments of the present invention. In this regard, each block in the flowchart or block diagram may represent a module, a program segment, or a part of code, and the above-mentioned module, program segment, or part of code contains one or more executable instructions for implementing the specified logical function. It should also be noted that in some alternative implementations, the functions marked in the blocks may occur in a different order from that marked in the accompanying drawings. For example, two consecutive blocks may actually be executed substantially in parallel, and they may sometimes be executed in the reverse order, depending on the functions involved. It should also be noted that each block in the block diagram and / or flowchart, as well as the combination of blocks in the block diagram and / or flowchart, can be implemented by a dedicated hardware-based system for performing the specified functions or actions, or can be implemented by a combination of dedicated hardware and computer instructions.

[0102] It should be noted that in the present invention, the term "comprising", "including" or any other variant thereof is intended to cover a non-exclusive inclusion, such that a process, method, article or device comprising a series of elements not only includes those elements but also includes other elements not expressly listed, or further includes elements inherent to such process, method, article or device. Without further limitation, an element limited by the statement "comprising a..." does not exclude the existence of additional identical elements in the process, method, article or device comprising the element.

[0103] Although the disclosed embodiments of the present invention are as above, the above content is only an embodiment adopted for the convenience of understanding the present invention and is not intended to limit the present invention. Any person skilled in the art within the technical field to which the present invention pertains may make any modifications and changes in the form of implementation and details without departing from the spirit and scope disclosed by the present invention. However, the scope of patent protection of the present invention shall still be subject to the scope defined by the appended claims.

Claims

1. An identification method for an active suspension system, characterized in that, Including: When the engine is turned off, respectively control the first active mount actuator and the second active mount actuator of the active mount system to perform equal-step frequency-sweeping output at a fixed amplitude, and obtain a first model characterizing the relationship between the vibration acceleration response of the vehicle frame and the control frequency; When the engine is turned off, respectively control the first active mount actuator and the second active mount actuator of the active mount system to perform equal-step amplitude-sweeping output at any control frequency, and obtain a second model characterizing the vibration acceleration response of the vehicle frame corresponding to different amplitudes at any control frequency; Obtain the control model of the active mount system based on the first model and the second model.

2. The method according to claim 1, characterized in that, The vibration acceleration response includes the relative phase and / or amplitude of the vibration acceleration.

3. The method according to claim 1, wherein The obtaining the control model of the active mount system based on the first model and the second model includes: Substitute the first model and the second model into the input-output control model on the preset active mount side to obtain the control model of the active mount system; The input-output control model includes: Wherein, A is the actual response output value of the vibration acceleration on the active mount side; V is the actual control input value on the active mount side; f is the control frequency; represents the relative phase value of the actual response output value and the actual control input value.

4. The method according to claim 1, characterized in that The model types of the first model and the second model include tabular models.

5. The method according to claim 1, wherein The first active mount actuator includes a left-side active mount actuator, and the second active mount actuator includes a right-side active mount actuator.

6. The method according to claim 4, wherein The vibration acceleration response includes: The vibration acceleration response transmitted from the left-side active mount actuator to the left side of the vehicle frame, the vibration acceleration response transmitted from the left-side active mount actuator to the right side of the vehicle frame, the vibration acceleration response transmitted from the right-side active mount actuator to the left side of the vehicle frame, and the vibration acceleration response transmitted from the right-side active mount actuator to the right side of the vehicle frame.

7. The method according to claim 1, wherein The active mount system includes a three-point mount system or a five-point mount system.

8. An active suspension system identification device, characterized in that, Including: A first acquisition module, configured to, when the engine is turned off, respectively control the first active mount actuator and the second active mount actuator of the active mount system to perform equal-step frequency-sweeping output at a fixed amplitude, and obtain a first model characterizing the relationship between the vibration acceleration response of the vehicle frame and the control frequency; A second acquisition module, configured to, when the engine is turned off, respectively control the first active mount actuator and the second active mount actuator of the active mount system to perform equal-step amplitude-sweeping output at any control frequency, and obtain a second model characterizing the vibration acceleration response of the vehicle frame corresponding to different amplitudes at any control frequency; A model identification module, configured to obtain the control model of the active mount system based on the first model and the second model.

9. A computer-readable storage medium having a computer program stored thereon, characterized in that, When the computer program is executed by a processor, the method according to any one of claims 1 to 7 is implemented.

10. An electronic control device, comprising a processor and a memory, characterized in that, A computer program is stored on the memory, and when the processor executes the computer program, the method according to any one of claims 1 to 7 is implemented.

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