A control method and system for a vehicle active suspension

Abstract

The application discloses a control method and system of a vehicle active suspension, comprising: when it is needed to wake up an intelligent control strategy of a vehicle active suspension, acquiring a state signal of the vehicle and processing the state signal; according to the processed state signal, estimating a dynamic state parameter of the vehicle and a driving preference parameter of a driver or a passenger; according to the dynamic state parameter and the driving preference parameter, selecting at least one control strategy in the intelligent control strategy to generate a control amount of an actuator of the active suspension according to the selected control strategy; wherein the intelligent control strategy comprises a universal control strategy, a specific scene control strategy and an ecological content control strategy; and outputting the control amount to the actuator to control the actuator. The technical scheme of the application can improve the flexibility of the control scheme by classifying and comprehensively processing the control strategy, and is convenient for subsequent individual maintenance.

Description

Technical Field

[0001] This invention relates to the field of active vehicle suspension technology, and in particular to a control method and system for active vehicle suspension. Background Technology

[0002] For active suspension systems in vehicles, the most widely used is the "slow" active suspension system, namely the air spring system. The control strategy of the air spring system is to adjust the height of the vehicle's static balance position according to different vehicle speeds, road conditions, or driving modes, or, when the user is loading cargo, to manually or automatically adjust the rear axle height.

[0003] Current active suspension systems in vehicles primarily employ electro-hydraulic or electromechanical solutions, both of which are among the most responsive active suspension types on the market. Based on these solutions, vehicles can acquire road information ahead via visual sensors and adjust the active suspension's actuation force, speed, or travel in real time according to road conditions. Furthermore, the control characteristics of the active suspension's actuation force, speed, or travel can be altered based on different vehicle speeds, road conditions, or driving modes, thereby achieving better vehicle stability and comfort. However, existing active suspension control solutions offer limited flexibility and are inconvenient to maintain. Summary of the Invention

[0004] The technical problem to be solved by the embodiments of the present invention is to provide a control method and system for vehicle active suspension. By classifying and integrating control strategies, the flexibility of the control scheme can be improved, and subsequent individual maintenance can be facilitated.

[0005] To address the aforementioned technical problems, embodiments of the present invention provide a method for controlling an active vehicle suspension, comprising:

[0006] When it is necessary to activate the vehicle's active suspension intelligent control strategy, the vehicle's status signal is acquired and processed.

[0007] Based on the processed state signals, the dynamic state parameters of the vehicle and the driving and riding preference parameters of the driver and passengers are estimated.

[0008] Based on the dynamic state parameters and the driving preference parameters, at least one control strategy among the intelligent control strategies is selected to generate the control quantity of the actuator of the active suspension according to the selected control strategy; wherein, the intelligent control strategy includes a universal control strategy, a specific scenario control strategy, and an ecological content control strategy;

[0009] The control quantity is output to the actuator to control the actuator.

[0010] Furthermore, the method also includes:

[0011] When the vehicle is not started or powered on, if a vehicle unlock signal is received, it is determined that the intelligent control strategy of the active suspension needs to be activated.

[0012] When the vehicle stops or is powered off, if a vehicle locking signal is received, it is determined that the intelligent control strategy of the active suspension does not need to be activated.

[0013] When a preset number of functional modules of the vehicle are in working condition, it is determined that the intelligent control strategy of the active suspension needs to be activated.

[0014] When a preset number of functional modules of the vehicle are all in a dormant state, it is determined that there is no need to wake up the intelligent control strategy of the active suspension.

[0015] Furthermore, the step of acquiring the vehicle's status signal and processing the status signal specifically includes:

[0016] The first status signal is obtained through the electronic control equipment in the vehicle;

[0017] The second state signal is acquired through the sensors configured in the vehicle;

[0018] The first state signal and the second state signal are processed to obtain the processed state signal;

[0019] The electronic control equipment includes at least four suspension motor controllers and a vehicle controller;

[0020] The first status signal includes at least a driving mode signal, a steering wheel speed signal, an accelerator pedal signal, a brake pedal signal, and a vehicle speed signal;

[0021] The second state signal includes at least one of the sprung mass vertical acceleration signal and the six-axis gyroscope signal, and one of the unsprung mass vertical acceleration signal and the suspension travel signal. The sprung mass vertical acceleration signal is the sprung mass vertical acceleration signal at at least three positions, the unsprung mass vertical acceleration signal is the unsprung mass vertical acceleration signal at four positions, and the suspension travel signal is the suspension travel signal at four positions.

[0022] The signal processing includes at least one of the following: filtering, averaging, scaling up or down, integration, differentiation, and nonlinear compensation.

[0023] Furthermore, the method also includes:

[0024] Based on the processed state signal, the available functional range and available performance range of the active suspension are obtained;

[0025] Then, the step of selecting at least one control strategy from the intelligent control strategies based on the dynamic state parameters and the driving preference parameters specifically includes:

[0026] Based on the dynamic state parameters and the driving preference parameters, at least one control strategy among the intelligent control strategies is selected to be implemented within the available functional range and the available performance range.

[0027] Furthermore, the dynamic state parameters include at least the vehicle vertical acceleration, the vehicle roll angle acceleration, and the vehicle pitch angle acceleration, which are estimated based on the second state signal after processing.

[0028] The driving preference parameters include at least a preference for either comfort or handling performance, which is estimated based on the first state signal after processing.

[0029] Furthermore, the step of generating the control quantity for the actuator of the active suspension according to the selected control strategy specifically includes:

[0030] When the selected control strategy is the universal control strategy, the control quantity of the actuator is generated based on the dynamic state parameters and the driving preference parameters; wherein, the control quantity is at least the actuation force, actuation speed, or actuation stroke;

[0031] When the selected control strategy is the specific scenario control strategy, the specific scenario triggered is obtained according to the dynamic state parameters and the driving preference parameters, and the corresponding specific scenario control strategy is run according to the triggered specific scenario to generate the control quantity of the actuator;

[0032] When the selected control strategy is the ecological content control strategy, the dynamic safety margin of the vehicle is obtained based on the dynamic state parameters and the control quantity generated at the previous moment. When the dynamic safety margin is greater than a preset threshold, the ecological content control strategy is run to generate the control quantity of the actuator.

[0033] Furthermore, the method also includes:

[0034] When more than one control strategy is selected, the control quantity of the actuator is generated according to each selected control strategy.

[0035] All the generated control quantities are processed to obtain a comprehensive control quantity; wherein the comprehensive processing is at least addition processing, subtraction processing, maximum value processing, minimum value processing, or frequency component weighting processing;

[0036] Then, outputting the control quantity to the actuator to control the actuator specifically includes:

[0037] The integrated control quantity is output to the actuator to control the actuator.

[0038] Furthermore, the method also includes:

[0039] The control quantity is compensated based on the changes in the vehicle's dynamic model parameters, suspension kinematic characteristics, and durability creep performance.

[0040] Then, outputting the control quantity to the actuator to control the actuator specifically includes:

[0041] The compensated control quantity is output to the actuator to control the actuator.

[0042] Furthermore, the method also includes:

[0043] The control quantity is limited based on the relationship between the vehicle's suspension travel and speed, system power constraints, and frequency response characteristic constraints between the control quantity;

[0044] Then, outputting the control quantity to the actuator to control the actuator specifically includes:

[0045] The limited control quantity is output to the actuator to control the actuator.

[0046] Furthermore, the method also includes:

[0047] Based on the control quantity, combined with the feedback information of the driver and passengers or the identification information of the driver and passengers, the user characteristics and preferences of the driver and passengers are analyzed and obtained.

[0048] To address the aforementioned technical problems, embodiments of the present invention also provide a control system for a vehicle active suspension. The system is used to implement the vehicle active suspension control method described in any of the preceding claims, and the system includes:

[0049] The vehicle status signal processing module is used to acquire the vehicle's status signal and process the status signal when it is necessary to activate the intelligent control strategy of the vehicle's active suspension.

[0050] The vehicle state and driving preference estimation module is used to estimate the dynamic state parameters of the vehicle and the driving preference parameters of the driver and passengers based on the processed state signals.

[0051] The main suspension intelligent control module is used to select at least one control strategy from the intelligent control strategies based on the dynamic state parameters and the driving preference parameters, so as to generate the control quantity of the actuator of the active suspension according to the selected control strategy; wherein, the intelligent control strategies include a universal control strategy, a specific scenario control strategy, and an ecological content control strategy;

[0052] A control output module is used to output the control quantity to the actuator to control the actuator.

[0053] Furthermore, the system also includes an intelligent control strategy wake-up module, used for:

[0054] When the vehicle is not started or powered on, if a vehicle unlock signal is received, it is determined that the intelligent control strategy of the active suspension needs to be activated.

[0055] When the vehicle stops or is powered off, if a vehicle locking signal is received, it is determined that the intelligent control strategy of the active suspension does not need to be activated.

[0056] When a preset number of functional modules of the vehicle are in working condition, it is determined that the intelligent control strategy of the active suspension needs to be activated.

[0057] When a preset number of functional modules of the vehicle are all in a dormant state, it is determined that there is no need to wake up the intelligent control strategy of the active suspension.

[0058] Furthermore, the system also includes:

[0059] The diagnostic and functional safety module is used to obtain the available functional range and available performance range of the active suspension based on the processed status signal.

[0060] Then, the main suspension intelligent control module selects at least one control strategy from the intelligent control strategies based on the dynamic state parameters and the driving preference parameters, specifically including:

[0061] Based on the dynamic state parameters and the driving preference parameters, at least one control strategy among the intelligent control strategies is selected to be implemented within the available functional range and the available performance range.

[0062] Furthermore, the system also includes:

[0063] The control strategy integration module is used to integrate the control quantity generated by the main control suspension intelligent control module to obtain an integrated control quantity; wherein, the integration processing is at least addition processing, subtraction processing, maximum value processing, minimum value processing, or frequency component weighting processing;

[0064] Then, the control output module outputs the control quantity to the actuator to control the actuator, specifically including:

[0065] The integrated control quantity is output to the actuator to control the actuator.

[0066] Furthermore, the system also includes:

[0067] The vehicle dynamics safety boundary estimation module is used to obtain the vehicle's dynamic safety margin based on the dynamic state parameters and the integrated control quantity generated by the control strategy integration module at the previous moment.

[0068] Then, when the control strategy selected by the main suspension intelligent control module is the ecological content control strategy, the ecological content control strategy is run to generate the control quantity of the actuator if the dynamic safety margin is greater than the preset threshold.

[0069] Furthermore, the system also includes:

[0070] The control quantity compensation module is used to compensate the control quantity based on the changes in the dynamic model parameters of the vehicle, the kinematic characteristics of the suspension, and the durability creep performance.

[0071] Then, the control output module outputs the control quantity to the actuator to control the actuator, specifically including:

[0072] The compensated control quantity is output to the actuator to control the actuator.

[0073] Furthermore, the system also includes:

[0074] The control quantity limiting module is used to limit the control quantity based on the relationship between the vehicle's suspension travel and speed, system power constraints, and frequency response characteristic constraints between the control quantities.

[0075] Then, the control output module outputs the control quantity to the actuator to control the actuator, specifically including:

[0076] The compensated control quantity is output to the actuator to control the actuator.

[0077] Furthermore, the system also includes:

[0078] The user characteristic and preference analysis module is used to analyze and obtain the user characteristics and preferences of the driver and passengers based on the control quantity and in combination with the feedback information of the driver and passengers or the identification information of the driver and passengers.

[0079] Compared with existing technologies, this invention provides a control method and system for a vehicle's active suspension. When it is necessary to activate the intelligent control strategy of the vehicle's active suspension, the system acquires the vehicle's state signal and processes it. Based on the processed state signal, it estimates the vehicle's dynamic state parameters and the driver's / passenger's driving preference parameters. Based on the dynamic state parameters and the driving preference parameters, it selects and runs at least one of the intelligent control strategies to generate a control quantity for the active suspension's actuators. The intelligent control strategies include a universal control strategy, a scenario-specific control strategy, and an ecosystem-specific control strategy. The control quantity is output to the actuators to control them. By classifying and integrating the control strategies, the flexibility of the control scheme can be improved, and subsequent individual maintenance is easier. Attached Figure Description

[0080] Figure 1 This is a flowchart of a preferred embodiment of a vehicle active suspension control method provided by the present invention;

[0081] Figure 2 This is a structural block diagram of a preferred embodiment of a vehicle active suspension control system provided by the present invention. Detailed Implementation

[0082] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only a part of the embodiments of the present invention, and not all of them. All other embodiments obtained by those skilled in the art based on the embodiments of the present invention without creative effort are within the scope of protection of the present invention.

[0083] This invention provides a method for controlling an active vehicle suspension, see below. Figure 1 The diagram shown is a flowchart of a preferred embodiment of a vehicle active suspension control method provided by the present invention, the method comprising steps S11 to S14:

[0084] Step S11: When it is necessary to activate the intelligent control strategy of the vehicle's active suspension, obtain the vehicle's status signal and process the status signal.

[0085] Step S12: Based on the processed state signal, estimate the dynamic state parameters of the vehicle and the driving and riding preference parameters of the driver and passengers;

[0086] Step S13: Based on the dynamic state parameters and the driving preference parameters, select at least one control strategy from the intelligent control strategies to generate the control quantity of the actuator of the active suspension according to the selected control strategy; wherein, the intelligent control strategies include a universal control strategy, a specific scenario control strategy, and an ecological content control strategy;

[0087] Step S14: Output the control quantity to the actuator to control the actuator.

[0088] Specifically, the process first determines whether the vehicle's active suspension intelligent control strategy needs to be activated. Only when this is determined is the vehicle's state signal acquired and processed to obtain a processed state signal. Next, based on the processed state signal, the vehicle's dynamic state parameters and the occupants' driving preferences are estimated. Then, based on these parameters, at least one intelligent control strategy is selected to generate a control input for the active suspension actuators. Finally, the control input generated by the selected strategy is output to the suspension actuators, allowing for corresponding control of the actuators and thus achieving active suspension control.

[0089] It should be noted that the intelligent control strategies of the active suspension in this embodiment of the invention are classified. These intelligent control strategies mainly include universal control strategies, scenario-specific control strategies, and ecosystem content control strategies. Different control strategies correspond to different control application scenarios. When the intelligent control strategy of the active suspension is activated, at least one control strategy can be selected to run according to the actual situation. That is, only one control strategy can be selected to control the active suspension, or any two control strategies can be selected simultaneously, or universal control strategies, scenario-specific control strategies, and ecosystem content control strategies can be selected simultaneously to control the active suspension.

[0090] The vehicle active suspension control method provided in this invention classifies and integrates the intelligent control strategies of the active suspension, enabling the selection of different control strategies according to different needs, thereby improving the flexibility of the control scheme. Furthermore, since the different control strategies are independent of each other, they can be used individually or simultaneously without affecting each other, facilitating subsequent individual maintenance.

[0091] In another preferred embodiment, the method further includes:

[0092] When the vehicle is not started or powered on, if a vehicle unlock signal is received, it is determined that the intelligent control strategy of the active suspension needs to be activated.

[0093] When the vehicle stops or is powered off, if a vehicle locking signal is received, it is determined that the intelligent control strategy of the active suspension does not need to be activated.

[0094] When a preset number of functional modules of the vehicle are in working condition, it is determined that the intelligent control strategy of the active suspension needs to be activated.

[0095] When a preset number of functional modules of the vehicle are all in a dormant state, it is determined that there is no need to wake up the intelligent control strategy of the active suspension.

[0096] Specifically, in conjunction with the above embodiments, when determining whether it is necessary to activate the intelligent control strategy of the vehicle's active suspension, the determination can be made through various situations. For example, in one situation, when the vehicle has not yet started or is not powered on (IGN OFF), if a vehicle unlock signal is triggered, it is determined that the intelligent control strategy of the active suspension needs to be activated. Conversely, when the vehicle is stopped or powered off (IGN OFF), if a vehicle lock signal is triggered, it is determined that the intelligent control strategy of the active suspension does not need to be activated, and after a set time, it is also necessary to control the intelligent control strategy of the active suspension to go into sleep mode.

[0097] In another scenario, when a preset number of functional modules of the vehicle are in an active state, it is determined that the intelligent control strategy of the active suspension needs to be activated; when all preset number of functional modules of the vehicle are in a dormant state, it is determined that the intelligent control strategy of the active suspension does not need to be activated. The functional modules mainly include the key control module, body control module, door and window control module, audio head unit module, and the corresponding functions of each module. This scheme activates the intelligent control strategy of the active suspension system when most of the vehicle's electronic functions are activated, and puts the active suspension system into dormancy when most of the vehicle's electronic functions are dormant.

[0098] The vehicle active suspension control method provided in this embodiment of the invention designs a wake-up condition for the intelligent control strategy. The intelligent control strategy will only be activated when the wake-up condition is met, which helps to reduce the energy consumption of the whole vehicle system and save control unit resources.

[0099] In yet another preferred embodiment, the step of acquiring the vehicle's status signal and processing the status signal specifically includes:

[0100] The first status signal is obtained through the electronic control equipment in the vehicle;

[0101] The second state signal is acquired through the sensors configured in the vehicle;

[0102] The first state signal and the second state signal are processed to obtain the processed state signal;

[0103] The electronic control equipment includes at least four suspension motor controllers and a vehicle controller;

[0104] The first status signal includes at least a driving mode signal, a steering wheel speed signal, an accelerator pedal signal, a brake pedal signal, and a vehicle speed signal;

[0105] The second state signal includes at least one of the sprung mass vertical acceleration signal and the six-axis gyroscope signal, and one of the unsprung mass vertical acceleration signal and the suspension travel signal. The sprung mass vertical acceleration signal is the sprung mass vertical acceleration signal at at least three positions, the unsprung mass vertical acceleration signal is the unsprung mass vertical acceleration signal at four positions, and the suspension travel signal is the suspension travel signal at four positions.

[0106] The signal processing includes at least one of the following: filtering, averaging, scaling up or down, integration, differentiation, and nonlinear compensation.

[0107] Specifically, in conjunction with the above embodiments, when acquiring the vehicle's status signal, a corresponding first status signal is obtained through the vehicle's electronic control equipment, and a corresponding second status signal is obtained through sensors configured in the vehicle. After obtaining the first and second status signals, corresponding signal processing is required to obtain the processed status signal.

[0108] The electronic control equipment used includes, in addition to the vehicle's four suspension motor controllers and the vehicle controller, also includes: a power domain controller, an ESP controller, and an environmental perception controller. These electronic control devices can communicate with the active suspension controller or a chassis domain controller (hereinafter referred to as CCU) that also controls the active suspension, enabling signal transmission and reception. This allows the active suspension controller or CCU to obtain relevant signals from the aforementioned electronic control devices through communication. Furthermore, these signals can be acquired through various relevant sensors and, with or without processing, sent to the active suspension controller or CCU via a specific communication method. For example, signals can be exchanged through conventional in-vehicle network communication methods, such as CAN, CAN-FD, LIN, and Ethernet.

[0109] In addition to driving mode signals, steering wheel speed signals, accelerator pedal signals, brake pedal signals, and vehicle speed signals, the first state signals obtained through electronic control equipment may also include: suspension actuator feedback signals, vehicle vertical acceleration signals, vehicle pitch rate signals, vehicle roll rate signals, steering wheel angle signals, driving force signals, braking force signals, yaw rate signals, longitudinal acceleration signals, lateral acceleration signals, wheel speed signals, TCS / ABS switch signals, ESC switch signals, and road height history signals obtained by fusing visual sensors, laser sensors, or millimeter-wave radar, etc.

[0110] Among the aforementioned first state signals, the processed suspension actuator feedback signal is preferred, as the control system can perform feedback control design based on the feedback signal; the processed steering wheel angle signal, lateral acceleration signal, yaw rate signal, driving force signal, braking force signal, and longitudinal acceleration signal are preferred, as the control system can use them respectively for redundancy and safety design of steering wheel speed signal, accelerator pedal signal, brake pedal signal, vehicle pitch rate signal, and vehicle roll rate signal, and for control of the linear and nonlinear regions of steering roll condition and acceleration / deceleration pitch condition; the processed wheel speed signal is preferred, as the control system can not only perform redundancy and safety design of vehicle speed, but also estimate wheel slip ratio and load fluctuation for handling performance control; the processed road height history signal obtained by fusing visual sensors, laser sensors, or millimeter-wave radar is preferred, as it can be used for feedforward control based on the road conditions ahead; the TCS / ABS switch signal and ESC switch signal are preferred, indicating that the vehicle has entered the longitudinal and lateral limit conditions, and the vehicle dynamics performance under the longitudinal and lateral limit conditions can be optimized through active suspension vertical dynamics control.

[0111] In addition to any one of the sprung mass vertical acceleration signal (sponge mass vertical acceleration signals at at least three positions) and the six-axis gyroscope signal, and any one of the unsprung mass vertical acceleration signal (unsprung mass vertical acceleration signals at four positions) and the suspension travel signal (sprung travel signals at four positions), the second state signal obtained by the sensor may also simultaneously include: sprung mass vertical acceleration signals (at least three), the six-axis gyroscope signal, the unsprung mass vertical acceleration signal (four), and the suspension travel signal (four), and may also include: chassis height distance signal, etc.

[0112] In the aforementioned second state signal, it is preferable to use the vertical acceleration signals of the sprung mass at three positions and the six-axis gyroscope signal together. On the one hand, the control system can estimate the vertical acceleration of the vehicle body, the pitch rate of the vehicle body, and the roll rate of the vehicle body more accurately. On the other hand, it also serves as a sensor redundancy scheme. It is preferable to use the vertical acceleration signals of the four unsprung masses and the four suspension travel signals together. On the one hand, the control system can estimate the vertical acceleration of the four wheels, the suspension speed, and the suspension height more accurately. On the other hand, it also serves as a sensor redundancy scheme. The chassis height distance signal is preferred for optimizing the control strategy under specific off-road conditions.

[0113] The methods for processing the first state signal and the second state signal include, but are not limited to, at least one of the following: filtering, averaging, scaling up or down, integration, differentiation, and nonlinear compensation.

[0114] In signal processing methods, filtering, averaging, scaling up or down, integrating, differentiating, or various nonlinear compensations are preferred for extracting effective signals, eliminating useless signals, reducing noise, mapping some signals to physical quantities to facilitate control design and standardization among various electrical control devices, and reducing the influence of nonlinear factors to make signals more accurate.

[0115] It is understood that all signals in the embodiments of the present invention can be selected and combined according to actual conditions. Selecting multiple signals can verify and design signal redundancy and safety, and the vehicle state obtained by fusion estimation is more accurate. Preferably, from the perspective of cost saving, selecting one of the multiple signals is also acceptable.

[0116] In yet another preferred embodiment, the method further includes:

[0117] Based on the processed state signal, the available functional range and available performance range of the active suspension are obtained;

[0118] Then, the step of selecting at least one control strategy from the intelligent control strategies based on the dynamic state parameters and the driving preference parameters specifically includes:

[0119] Based on the dynamic state parameters and the driving preference parameters, at least one control strategy among the intelligent control strategies is selected to be implemented within the available functional range and the available performance range.

[0120] Specifically, in conjunction with the above embodiments, the transmission and reception of various electronic control equipment communication, sensor signals, and suspension actuator feedback signals can be used to diagnose whether there are functional / performance abnormalities in the vehicle's communication and signal systems. By analyzing the processed status signals, the severity and extent of functional / performance abnormalities in the active suspension system and other vehicle systems can be assessed, and the permissible power provided by the vehicle system can be determined, thereby obtaining the available functional and performance range of the active suspension. Correspondingly, based on the vehicle's dynamic state parameters and the driving preferences of the passengers, the selected intelligent control strategy can be executed within the obtained available functional and performance range.

[0121] Example of available functions: When passengers enter or exit the vehicle, the vehicle height can be lowered for their convenience. However, if environmental sensing devices (such as an onboard 360° camera) record that the undercarriage is uneven and there is a risk of collision with the chassis, the system will not allow the vehicle height reduction function to be used.

[0122] Availability range: If the actuator temperature exceeds the set value, the system will limit the power available to the actuator to half of the maximum power. If it exceeds a certain limit again, it will be reduced by half again until it becomes unusable. The actuator temperature condition can also be other conditions, such as the state of charge (SOC) of the vehicle's high-voltage battery, battery temperature, etc.

[0123] It should be noted that when diagnosing functional / performance abnormalities in a vehicle's communication and signaling systems, different levels of safety strategies are first defined through the active suspension controller or CCU. Then, the corresponding safety level is determined based on anomalies in one or more of the aforementioned signal combinations (e.g., signal loss, deviation from normal range, calculated abnormal vehicle state, etc.). Therefore, by using the aforementioned first-state signals and second-state signals as comprehensively as possible, a more comprehensive safety strategy can be designed. For example, scenarios such as a sensor signal loss for a period of time, insufficient battery power to provide enough power to the active suspension module, or active suspension actuator temperature exceeding a set value requiring power limitation, etc., can all trigger safety strategies.

[0124] When assessing the functional / performance anomalies and severity of the active suspension system and other vehicle systems, a functional failure level can be defined first, and then one or more sensor signals, or the results calculated from these signals, can be used as the basis for determining the functional failure level. Determining the permissible power provided by the vehicle system essentially involves specific control strategies with design freedom. For example, if the active suspension actuator exceeds a set limit, the operating power needs to be limited to reduce overheating; if the temperature continues to rise to a set overheat value, the active suspension actuator will no longer be allowed to output power.

[0125] The active suspension control method provided in this invention improves system safety by diagnosing and addressing functional / performance anomalies. By determining the severity of functional failures, system functions can be used to varying degrees without completely shutting down the entire system. This allows the intelligent control strategy of the active suspension to achieve tiered activation of functions—fully, partially, or not—while ensuring safety.

[0126] In another preferred embodiment, the dynamic state parameters include at least the vehicle vertical acceleration, the vehicle roll angle acceleration, and the vehicle pitch angle acceleration, wherein the vehicle vertical acceleration, the vehicle roll angle acceleration, and the vehicle pitch angle acceleration are estimated based on the second state signal after processing.

[0127] The driving preference parameters include at least a preference for either comfort or handling performance, which is estimated based on the first state signal after processing.

[0128] Specifically, in conjunction with the above embodiments, the vehicle's dynamic state parameters include at least the vehicle's vertical acceleration, vehicle roll acceleration, and vehicle pitch acceleration. When estimating the vehicle's dynamic state parameters, any one of the sprung mass vertical acceleration signals (sponge mass vertical acceleration signals at at least three positions) and six-axis gyroscope signals, as well as any one of the unsprung mass vertical acceleration signals (unsprung mass vertical acceleration signals at four positions) and suspension travel signals (suspension travel signals at four positions) in the second state signals can be processed accordingly to obtain the processed signals. Based on the processed signals, the vehicle's vertical acceleration, vehicle roll acceleration, and vehicle pitch acceleration can be estimated.

[0129] The driving and riding preference parameters of drivers and passengers include at least the preference for comfort performance or handling performance. When estimating the driving and riding preference parameters of drivers and passengers, the driving mode signal, steering wheel speed signal, accelerator pedal signal, brake pedal signal and vehicle speed signal in the first state signal mentioned above can be processed accordingly to estimate the driving and riding preference parameters of drivers and passengers.

[0130] In this embodiment of the invention, real-time estimation of vehicle dynamics parameters and occupant driving preference parameters is essential. First, only based on the vehicle dynamics state can control performance that optimizes vehicle dynamics be achieved; second, clarifying the driving preference parameters provides a direction for optimizing vehicle dynamics.

[0131] As an improvement to the above scheme, the dynamic state parameters may further include: the derivative of the vehicle's vertical acceleration, the derivative of the vehicle's roll angle acceleration, the derivative of the vehicle's pitch angle acceleration, suspension travel, suspension speed, suspension acceleration, wheel acceleration, road adhesion coefficient, tire longitudinal / lateral slip ratio, tire slip angle, and center of gravity slip angle, etc. These dynamic state parameters are preferred and can be obtained by combining and processing the aforementioned second state signals. These parameters form the basis for more intelligent control of the active suspension. For example, the human body is more sensitive to the derivative of acceleration, and the derivative of acceleration can be used as one of the control constraints to improve comfort performance; suspension travel and suspension speed are used to control and prevent suspension impact limits, improve comfort performance, handling stability, and reduce the impact intensity on suspension structural components under extreme conditions, etc.

[0132] As an improvement to the above scheme, the driving preference parameters may further include: preference priority, the ratio of preference between comfort performance and handling performance, the ratio of preference between vertical vibration, roll vibration and pitch vibration of comfort performance, and the ratio between understeer, neutral steering and oversteer of handling performance. These driving preference parameters are preferred and can be obtained by processing the signals contained in the first state signal as comprehensively as possible.

[0133] For drivers, the preference for comfort or handling performance can be broadly categorized into comfort mode or sport mode, with multiple transition levels between the two modes. By weighting the aforementioned first-state signals over a period of time (such as steering wheel angle signal, accelerator pedal position signal, brake pedal position signal, and their derivatives to obtain steering wheel angular velocity signal, accelerator pedal speed signal, and brake pedal speed signal, and their further derivatives to obtain steering wheel angular acceleration signal, accelerator pedal acceleration signal, and brake pedal acceleration signal), the intensity of the driver's vehicle manipulation can be characterized, thereby estimating the driver's driving preferences.

[0134] For passengers, the intensity of vehicle vibration is characterized by weighting the yaw rate, longitudinal acceleration, and lateral acceleration signals over a period of time. Through the passenger emotion perception camera and voice system inside the vehicle, passenger emotions and verbal keywords can be identified to reflect passengers' excitement, aversion, and complaints, thereby estimating passengers' riding preferences.

[0135] Then, by estimating the driver's driving preferences and the passenger's riding preferences, driving preference parameters can be obtained.

[0136] The aforementioned driving preference parameters form the basis for providing users with personalized functions and performance. For example, prioritizing the preferences of drivers and passengers (corresponding to seats) can cater to the needs of passengers (such as the elderly, leaders, or bosses); the preference selection for comfort or handling performance in the driving preference parameters can serve as a guide for control performance; based on the ratio between comfort and handling performance, a more nuanced trade-off can be made between these two aspects, avoiding sacrificing handling performance entirely for comfort or vice versa; based on the ratio between vertical vibration, roll vibration, and pitch vibration in comfort performance, a more nuanced trade-off can be made between vertical vibration, roll vibration, and pitch vibration of the vehicle body to reduce passenger discomfort caused by up-and-down swaying or head shaking; based on the ratio between understeer, neutral steering, and oversteer in handling performance, drivers can improve safety to some extent through more understeer characteristics, obtain more agile vehicle dynamics through neutral steering characteristics, or obtain a driving experience more conducive to drifting and fishtailing through oversteer.

[0137] In a preferred embodiment of the invention, it is preferable to estimate more comprehensive vehicle dynamics parameters and driving preference parameters in real time. First, based on more comprehensive vehicle dynamics parameters, more intelligent control functions and performance of the active suspension can be realized; second, by estimating the driving preferences of the driver and passengers, it may be possible to understand user needs even better than the users themselves.

[0138] In yet another preferred embodiment, generating the control quantity of the active suspension actuator according to the selected control strategy specifically includes:

[0139] When the selected control strategy is the universal control strategy, the control quantity of the actuator is generated based on the dynamic state parameters and the driving preference parameters; wherein, the control quantity is at least the actuation force, actuation speed, or actuation stroke;

[0140] When the selected control strategy is the specific scenario control strategy, the specific scenario triggered is obtained according to the dynamic state parameters and the driving preference parameters, and the corresponding specific scenario control strategy is run according to the triggered specific scenario to generate the control quantity of the actuator;

[0141] When the selected control strategy is the ecological content control strategy, the dynamic safety margin of the vehicle is obtained based on the dynamic state parameters and the control quantity generated at the previous moment. When the dynamic safety margin is greater than a preset threshold, the ecological content control strategy is run to generate the control quantity of the actuator.

[0142] Specifically, in conjunction with the above embodiments, when generating control quantities for the active suspension actuators according to the selected control strategy, the process is within the range of available functions and available performance. If the selected control strategy is a universal control strategy, then based on the real-time vehicle dynamics parameters, the driver's and passengers' driving preferences parameters, and the road surface height history signal parameters, control quantities such as the actuation force, actuation speed, or actuation stroke of the four suspension actuators are calculated in real time. If the selected control strategy is a specific scenario control strategy, then based on the aforementioned first state signal and the aforementioned second state signal, it is determined whether a certain / some specific scenario requirement has been triggered. Here, a specific scenario specifically refers to a pre-set certain / some special application scenarios. When a certain / some specific scenario requirement is triggered, the relationships between these / some specific scenarios and between them and the universal control strategy and the ecological content control strategy—including independent events, mutually exclusive events, and opposing events—are determined. If the triggering conditions are met, the triggering requirement is determined to be triggered, and the control strategy for this / these specific scenarios is executed. The control quantities such as the actuation force, actuation speed, or actuation stroke of the four suspension actuators are calculated in real time or obtained by looking up a table. If the selected control strategy is the ecological content control strategy, before executing the ecological content control strategy, it is necessary to estimate the vehicle's dynamic safety boundary. Based on the vehicle's dynamic state parameters and the control quantities generated at the previous moment, the vehicle's dynamic safety margin is obtained, and it is determined whether the obtained dynamic safety margin is greater than a preset threshold. Only when the dynamic safety margin is greater than the preset threshold will the ecological content control strategy be executed. Correspondingly, the ecological content control strategy can directly receive the control quantities such as the actuation force, actuation speed, or actuation stroke of the four suspension actuators provided by the ecological chain content provider, which are synchronized with video, audio, or haptic content in time. It can also analyze the rhythm and intensity of video, audio, or haptic content and combine it with the motion state required to "deceive" the sensory system. Simultaneously, based on the emotional state of the driver and passengers, it adaptively outputs the control quantities such as the actuation force, actuation speed, or actuation stroke of the four suspension actuators.

[0143] It should be noted that when the intelligent control strategy of the vehicle's active suspension is activated, the control scheme provided in this embodiment of the invention will be executed cyclically according to a certain time period. In each time period, the control quantity of the suspension actuator can be generated by running the selected control strategy. In the current time period, when the selected control strategy is the ecological content control strategy, the dynamic safety margin of the vehicle can be obtained based on the dynamic state parameters of the vehicle obtained in the current time period and the control quantity of the suspension actuator generated according to the selected control strategy in the previous time period (i.e., the control quantity generated at the previous moment).

[0144] Understandably, in conjunction with the following embodiments, if more than one control strategy was selected in the previous time period, it is necessary to comprehensively process the control quantities generated by each selected control strategy to obtain the comprehensive control quantity. If the control strategy selected in the current time period is the ecological content control strategy, then before running the ecological content control strategy, it is necessary to obtain the vehicle's dynamic safety margin based on the vehicle's dynamic state parameters obtained in the current time period and the comprehensive control quantity obtained from the comprehensive processing in the previous time period.

[0145] It should be noted that, based on the estimation results of the current road surface adhesion coefficient, tire longitudinal / lateral slip ratio, tire slip angle, and center of gravity slip angle, combined with the suspension action force, action speed, or action stroke output by the control strategy integration module at the previous moment, the tire longitudinal / lateral slip ratio, tire slip angle, and center of gravity slip angle at the next moment can be estimated. These values ​​are then compared with the current road surface adhesion coefficient and the tire longitudinal / lateral slip ratio, tire slip angle, and center of gravity slip angle within the safe range of the vehicle model to determine whether the ecological content control strategy should be executed under sufficiently safe conditions.

[0146] In yet another preferred embodiment, the method further includes:

[0147] When more than one control strategy is selected, the control quantity of the actuator is generated according to each selected control strategy.

[0148] All the generated control quantities are processed to obtain a comprehensive control quantity; wherein the comprehensive processing is at least addition processing, subtraction processing, maximum value processing, minimum value processing, or frequency component weighting processing;

[0149] Then, outputting the control quantity to the actuator to control the actuator specifically includes:

[0150] The integrated control quantity is output to the actuator to control the actuator.

[0151] Specifically, in conjunction with the above embodiments, when more than one control strategy is selected, a control quantity for the suspension actuator is generated according to each selected control strategy. Then, the control quantities generated by all the selected control strategies are processed in a comprehensive manner according to a certain comprehensive method to obtain a comprehensive control quantity. The obtained comprehensive control quantity is then output to the suspension actuator to control the suspension actuator.

[0152] It should be noted that the comprehensive processing employed includes, but is not limited to: addition processing, subtraction processing, maximum value processing, minimum value processing, or weighted processing of frequency components.

[0153] For example, when a vehicle is driving on a regular road, uneven road surfaces cause minor vibrations / shaking. A universal control strategy is used to reduce or eliminate these vibrations / shaking caused by uneven road surfaces. Meanwhile, when playing soothing music, the ecological content control strategy provides a cradle mode, where the vehicle's posture moves at a certain amplitude and frequency, achieved by generating corresponding control variables. The combination of universal control and ecological content control variables can reduce vibrations caused by uneven road surfaces while providing a tactile experience through active control of the vehicle's posture.

[0154] Universal control strategy, specific scenario control strategy, and ecosystem content control strategy are the three major categories of strategies. In the specific scenario control strategy, increasingly rich scenarios will be subdivided. Some scenarios may be triggered at the same time, such as: boarding / alighting scenario and luggage unloading scenario. For boarding passengers who are tall, raising the vehicle body makes boarding more comfortable. However, for passengers unloading luggage, lowering the rear axle makes unloading more comfortable. (1) If boarding / alighting passengers have high priority, the vehicle height control takes the maximum value of the vehicle height in the two scenarios; (2) If luggage unloading passengers have high priority, the vehicle height control takes the minimum value of the vehicle height in the two scenarios; (3) If the priorities are equal, the vehicle height is adjusted by adding and subtracting to obtain a compromise.

[0155] Frequency-weighted example: If the current ecosystem content has high requirements for vehicle motion posture and passenger visual experience, then the ecosystem content control strategy should have a larger proportion of low-frequency control quantity, while the universal control strategy can appropriately increase the proportion of high-frequency control quantity to reduce minor vibrations / shaking.

[0156] Methods such as addition / subtraction, taking the maximum / minimum value, and weighting frequency components are possible approaches when integrating three types of control strategies and their sub-control strategies according to a certain logical relationship between events and priorities. This invention does not impose specific limitations on these methods.

[0157] In this embodiment of the invention, one of the three—universal control strategy, specific scenario control strategy, and ecological content control strategy—is essential and can all reflect the value that intelligent active suspension brings to users.

[0158] A universal control strategy is preferred. Based on real-time estimates of vehicle dynamics parameters, driver and passenger driving preference parameters, and road surface height history signal parameters, it can optimize the vehicle's vertical, lateral, and pitch motion performance under various road conditions, improving ride comfort; or optimize the contact performance of each wheel, improving handling stability. The universal control strategy is primarily used to achieve either a smooth, comfortable ride or an exhilarating driving experience.

[0159] The specific scenario control strategy is preferred. When a certain scenario demand is triggered, such as when a user gets on / off the vehicle, carries luggage to the tailgate, or when a collision is unavoidable, the four suspension angles will act according to the control strategy under the condition that the triggering conditions are met, to achieve specific functions / performance and bring a premium experience to the user.

[0160] The ecological content control strategy is preferred. When users select certain ecological content (such as video, audio or motion-sensing content), the suspension motion control works in tandem to "deceive" the user's sensory system, bringing users a continuous stream of novel experiences.

[0161] Comprehensive control strategy processing is preferred. If only one of the three control strategies—general control strategy, specific scenario control strategy, and ecological content control strategy—is available, the output of comprehensive control strategy processing is the control quantity such as the actuation force, actuation speed, or actuation stroke of the four suspension actuators output in real time by the aforementioned control strategy. Therefore, comprehensive control strategy processing is not required. When at least two of the general control strategy, specific scenario control strategy, and ecological content control strategy are in effect, comprehensive control strategy processing is used to combine the control quantity such as the actuation force, actuation speed, or actuation stroke of the four suspension actuators output in real time by each control strategy, thereby achieving or approaching the control objective of each control strategy.

[0162] In yet another preferred embodiment, the method further includes:

[0163] The control quantity is compensated based on the changes in the vehicle's dynamic model parameters, suspension kinematic characteristics, and durability creep performance.

[0164] Then, outputting the control quantity to the actuator to control the actuator specifically includes:

[0165] The compensated control quantity is output to the actuator to control the actuator.

[0166] Specifically, in conjunction with the above embodiments, after obtaining the control quantity of the suspension actuator, the suspension actuator force, speed, or stroke can be compensated based on factors such as changes in vehicle dynamics model parameters (e.g., load, center of gravity position, damper damping force, spring and buffer block force), suspension kinematic characteristics (e.g., suspension kinematic nonlinear characteristics), and durability creep. That is, the control quantity is compensated, and the compensated control quantity is output to the suspension actuator to control the suspension actuator.

[0167] It should be noted that the specific details of compensation are numerous and detailed. For example, a universal control strategy considers the uncertainty of model parameters within a certain range. However, in reality, the range of variation of model parameters under some extreme operating conditions is very large. If such a large range of variations is taken into account in the control model, the control model will be designed to be too conservative, potentially losing control performance, or even making it impossible to design a universal control strategy. Therefore, for factors with a large range of variation that are related to service life, such as durability creep, compensation schemes are adopted.

[0168] In yet another preferred embodiment, the method further includes:

[0169] The control quantity is limited based on the relationship between the vehicle's suspension travel and speed, system power constraints, and frequency response characteristic constraints between the control quantity;

[0170] Then, outputting the control quantity to the actuator to control the actuator specifically includes:

[0171] The limited control quantity is output to the actuator to control the actuator.

[0172] Specifically, in conjunction with the above embodiments, after obtaining the control quantity of the suspension actuator, the control quantity can be limited based on the relationship between the vehicle's suspension travel and speed, system power constraints, and frequency response characteristic constraints between the control quantity and the control quantity. The limited control quantity is then output to the suspension actuator to control the suspension actuator.

[0173] For example, (1) when the suspension compression / tension stroke is about to reach the limit position and there is still a large speed approaching the limit position, the force / speed / stroke control quantity that helps to aggravate the deterioration of the limit performance should be reduced, or even the force / speed / stroke control quantity that helps to reduce the deterioration of the limit performance should be increased, according to the limit requirements. (2) the high-frequency control demand calculated according to the control strategy is large, but the high-frequency characteristics often have the risk of instability and excessive power demand, so it is limited according to the frequency response characteristics. (3) when the system power is limited, since the suspension speed is often related to the load (the input of uneven road surface), the allowable force under the current state is limited according to the limited power and the suspension speed.

[0174] In this embodiment of the invention, compensation and limitation processing are preferred. Vehicle dynamics model parameters, suspension kinematics, and component durability all exhibit varying degrees of nonlinear characteristics. Compensation design can optimize the performance of the control system. The real-time calculation results of the control strategy (combined with compensation design) may be limited by the physical constraints of the actuation system (such as suspension travel, actuator power / force / frequency band, etc.) and may not be achievable, or may impose excessive execution costs on the actuation system (energy consumption, heat saturation, reliability, etc.). A limitation strategy is designed to keep the output control quantity within a reasonable range.

[0175] In yet another preferred embodiment, the method further includes:

[0176] Based on the control quantity, combined with the feedback information of the driver and passengers or the identification information of the driver and passengers, the user characteristics and preferences of the driver and passengers are analyzed and obtained.

[0177] Specifically, in conjunction with the above embodiments, after obtaining the control quantity of the suspension actuator, the obtained control quantity, combined with feedback information from the driver and passengers (e.g., voice, semantics) or identification information of the driver and passengers (e.g., facial emotion recognition), can be analyzed and obtained through machine learning or deep learning methods to understand the user characteristics and preferences of the driver and passengers. This accumulates a user preference database, enabling continuous optimization and upgrading of personalized functions and performance to better understand users. The control objectives of the control system are continuously optimized and upgraded based on the individual user's satisfaction, making the car more intuitive and user-friendly.

[0178] For example, using machine learning methods, user characteristics are defined and segmented by engineers, such as: voice or semantic keywords like "getting on," "getting off," and "height," and preferences like "comfortable," "suitable," "too high," "too low," "inconvenient," "bumpy," "smooth," "stable," and "safe." User emotion recognition includes facial expressions such as smiling and excitement when a user gets on / off, after a sudden vehicle vibration, or while engaging in a content-based experience. Emotion recognition is a specialized method and technology. Alternatively, deep learning methods can be used, where user characteristics are automatically extracted and analyzed by algorithms from voice semantics and user facial expressions.

[0179] Taking boarding / alighting as an example: If the user is satisfied with the boarding / alighting height, the speed of height change, and other features, this reflects their preferences. If they are not satisfied or have minor dissatisfaction, the next time, based on the previous optimization, it will be further improved according to their preferences, and then their preferences and satisfaction levels will be analyzed again. Universal control addresses the vertical / pitch / roll vibration issues of the vehicle body; which aspect is the passenger most sensitive to, and are they satisfied with? Under stable handling conditions, are the vehicle's understeer and oversteer characteristics sensitive and satisfactory? Is the experience of the ecosystem content exciting, comfortable, and satisfying?

[0180] In short, based on the previous analysis of user characteristics and preferences, optimize the control amount for the next time, and analyze user characteristics and preferences again to continuously optimize.

[0181] This invention also provides a control system for a vehicle's active suspension, see [link to relevant documentation]. Figure 2 The diagram shown is a structural block diagram of a preferred embodiment of a vehicle active suspension control system provided by the present invention. The system is used to implement the vehicle active suspension control method described in any of the above embodiments, and the system includes:

[0182] The vehicle status signal processing module 11 is used to acquire the vehicle status signal and process the status signal when it is necessary to activate the intelligent control strategy of the vehicle's active suspension.

[0183] The vehicle state and driving preference estimation module 12 is used to estimate the dynamic state parameters of the vehicle and the driving preference parameters of the driver and passengers based on the processed state signal.

[0184] The main suspension intelligent control module 13 is used to select at least one control strategy among the intelligent control strategies according to the dynamic state parameters and the driving preference parameters, so as to generate the control quantity of the actuator of the active suspension according to the selected control strategy; wherein, the intelligent control strategy includes a universal control strategy, a specific scenario control strategy and an ecological content control strategy;

[0185] The control output module 14 is used to output the control quantity to the actuator to control the actuator.

[0186] Preferably, the system further includes an intelligent control strategy wake-up module, used for:

[0187] When the vehicle is not started or powered on, if a vehicle unlock signal is received, it is determined that the intelligent control strategy of the active suspension needs to be activated.

[0188] When the vehicle stops or is powered off, if a vehicle locking signal is received, it is determined that the intelligent control strategy of the active suspension does not need to be activated.

[0189] When a preset number of functional modules of the vehicle are in working condition, it is determined that the intelligent control strategy of the active suspension needs to be activated.

[0190] When a preset number of functional modules of the vehicle are all in a dormant state, it is determined that there is no need to wake up the intelligent control strategy of the active suspension.

[0191] Preferably, the vehicle status signal processing module 11 specifically includes:

[0192] The first state signal acquisition unit is used to acquire a first state signal through the electronic control equipment in the vehicle;

[0193] The second state signal acquisition unit is used to acquire a second state signal through the sensors configured in the vehicle;

[0194] A vehicle status signal processing unit is used to process the first status signal and the second status signal to obtain the processed status signal;

[0195] The electronic control equipment includes at least four suspension motor controllers and a vehicle controller;

[0196] The first status signal includes at least a driving mode signal, a steering wheel speed signal, an accelerator pedal signal, a brake pedal signal, and a vehicle speed signal;

[0197] The second state signal includes at least one of the sprung mass vertical acceleration signal and the six-axis gyroscope signal, and one of the unsprung mass vertical acceleration signal and the suspension travel signal. The sprung mass vertical acceleration signal is the sprung mass vertical acceleration signal at at least three positions, the unsprung mass vertical acceleration signal is the unsprung mass vertical acceleration signal at four positions, and the suspension travel signal is the suspension travel signal at four positions.

[0198] The signal processing includes at least one of the following: filtering, averaging, scaling up or down, integration, differentiation, and nonlinear compensation.

[0199] Preferably, the system further includes:

[0200] The diagnostic and functional safety module is used to obtain the available functional range and available performance range of the active suspension based on the processed status signal.

[0201] Then, the main suspension intelligent control module 13 selects at least one control strategy from the intelligent control strategies based on the dynamic state parameters and the driving preference parameters, specifically including:

[0202] Based on the dynamic state parameters and the driving preference parameters, at least one control strategy among the intelligent control strategies is selected to be implemented within the available functional range and the available performance range.

[0203] Preferably, the dynamic state parameters include at least the vehicle vertical acceleration, the vehicle roll angle acceleration, and the vehicle pitch angle acceleration, wherein the vehicle vertical acceleration, the vehicle roll angle acceleration, and the vehicle pitch angle acceleration are estimated based on the second state signal after processing.

[0204] The driving preference parameters include at least a preference for comfort performance or handling performance, which is estimated based on the driving mode signal in the first state signal after processing.

[0205] Preferably, the main control suspension intelligent control module 13 generates the control quantity of the actuator of the active suspension according to the selected control strategy, specifically including:

[0206] When the selected control strategy is the universal control strategy, the control quantity of the actuator is generated based on the dynamic state parameters and the driving preference parameters; wherein, the control quantity is at least the actuation force, actuation speed, or actuation stroke;

[0207] When the selected control strategy is the specific scenario control strategy, the specific scenario to be triggered is obtained according to the dynamic state parameters and the driving preference parameters, and the corresponding specific scenario control strategy is run according to the specific scenario to generate the control quantity of the actuator.

[0208] Preferably, the system further includes:

[0209] The control strategy integration module is used to integrate the control quantity generated by the main control suspension intelligent control module to obtain an integrated control quantity; wherein, the integration processing is at least addition processing, subtraction processing, maximum value processing, minimum value processing, or frequency component weighting processing;

[0210] Then, the control output module outputs the control quantity to the actuator to control the actuator, specifically including:

[0211] The integrated control quantity is output to the actuator to control the actuator.

[0212] Preferably, the system further includes:

[0213] The vehicle dynamics safety boundary estimation module is used to obtain the vehicle's dynamic safety margin based on the dynamic state parameters and the integrated control quantity generated by the control strategy integration module at the previous moment.

[0214] Then, when the control strategy selected by the main suspension intelligent control module is the ecological content control strategy, the ecological content control strategy is run to generate the control quantity of the actuator if the dynamic safety margin is greater than the preset threshold.

[0215] Preferably, the system further includes:

[0216] The control quantity compensation module is used to compensate the control quantity based on the changes in the dynamic model parameters of the vehicle, the kinematic characteristics of the suspension, and the durability creep performance.

[0217] Then, the control output module 14 outputs the control quantity to the actuator to control the actuator, specifically including:

[0218] The compensated control quantity is output to the actuator to control the actuator.

[0219] Preferably, the system further includes:

[0220] The control quantity limiting module is used to limit the control quantity based on the relationship between the vehicle's suspension travel and speed, system power constraints, and frequency response characteristic constraints between the control quantities.

[0221] Then, the control output module 14 outputs the control quantity to the actuator to control the actuator, specifically including:

[0222] The compensated control quantity is output to the actuator to control the actuator.

[0223] Preferably, the system further includes:

[0224] The user characteristic and preference analysis module is used to analyze and obtain the user characteristics and preferences of the driver and passengers based on the control quantity and in combination with the feedback information of the driver and passengers or the identification information of the driver and passengers.

[0225] It should be noted that the vehicle active suspension control system provided in this embodiment of the invention can realize all the processes of the vehicle active suspension control method described in any of the above embodiments. The functions and technical effects of each module and unit in the system are the same as the functions and technical effects of the vehicle active suspension control method described in the above embodiments, and will not be repeated here.

[0226] In summary, the vehicle active suspension control method and system provided by the embodiments of the present invention have the following beneficial effects:

[0227] (1) The user scenarios supported by the intelligent active suspension control function are classified into three modules: a universal control strategy module, a specific scenario control strategy module, and an ecological content control strategy module, based on improving comfort or handling performance under various road conditions, realizing specific scenario functions, and combining with ecological content to achieve novel experiences. The universal control strategy module focuses on unknown (road surface) inputs or partially estimable inputs (such as those with road surface sensing devices), and performs feedback control based on vehicle dynamics state parameters (or feedforward control based on some vehicle dynamics state parameters) to improve comfort or handling performance as needed. The specific scenario control strategy module focuses on known inputs (triggering specific scenarios), and performs control according to established features / patterns or features / patterns optimized according to user preferences to improve the user experience in specific scenarios. The ecological content control strategy module combines content such as video, audio, or haptic feedback to "trick" the user's sensory system by controlling suspension movement, continuously bringing novel experiences to the user. The control objectives of each module are relatively independent, easy to decouple, and convenient for independent maintenance and optimization upgrades.

[0228] (2) When designing the universal control strategy module, the specific scenario control strategy module and the ecological content control strategy module, you can focus on the control strategy design, and the compensation and limitation of some nonlinear characteristics can be uniformly processed after control integration.

[0229] (3) The intelligent active suspension control strategy architecture adopts a modular design from system input to strategy design to control signal output and target feedback (user characteristics and preference analysis). Each functional module is relatively independent, easy to decouple, and easy to maintain and optimize. It is also conducive to the reasonable and flexible allocation of each control strategy module to one or more control units.

[0230] (4) The vehicle dynamics safety margin based on the vehicle dynamics safety boundary assessment can be used to control the ecological content and decide whether to implement the ecological content. This makes it unnecessary to consider the current driving conditions of the vehicle when developing ecological content, which lowers the design threshold for content providers and makes it easier for content providers to design immersive content. The implementation of the ecological content control strategy also ensures sufficient safety margin.

[0231] (5) In addition to the user selecting the driving mode (such as comfort mode or sport mode), the system can also combine the driver's operation input, user characteristics and preference analysis results to judge the user's driving preferences, and finally achieve a better understanding of the user than the user.

[0232] (6) By diagnosing system fault status and addressing them accordingly, the system's safety performance can be improved, and the system functions can be used to varying degrees without having to shut down the system entirely.

[0233] (7) Based on the above, realize intelligent active suspension functions and performance that vary from person to person, and improve user experience.

[0234] The above description is only a preferred embodiment of the present invention. It should be noted that for those skilled in the art, several improvements and modifications can be made without departing from the technical principles of the present invention, and these improvements and modifications should also be considered within the scope of protection of the present invention.

Claims

1. A control method for an active vehicle suspension, characterized in that, include: When it is necessary to activate the vehicle's active suspension intelligent control strategy, the vehicle's status signal is acquired and processed. Based on the processed state signals, the dynamic state parameters of the vehicle and the driving and riding preference parameters of the driver and passengers are estimated. Based on the dynamic state parameters and the driving preference parameters, at least one control strategy among the intelligent control strategies is selected to generate the control quantity of the actuator of the active suspension according to the selected control strategy; wherein, the intelligent control strategy includes a universal control strategy, a specific scenario control strategy, and an ecological content control strategy; The control quantity is output to the actuator to control the actuator; The method further includes: When more than one control strategy is selected, the control quantity of the actuator is generated according to each selected control strategy. All the generated control quantities are processed to obtain a comprehensive control quantity; wherein the comprehensive processing is at least addition processing, subtraction processing, maximum value processing, minimum value processing, or frequency component weighting processing; Then, outputting the control quantity to the actuator to control the actuator specifically includes: The integrated control quantity is output to the actuator to control the actuator.

2. The control method for active vehicle suspension as described in claim 1, characterized in that, The method further includes: When the vehicle is not started or powered on, if a vehicle unlock signal is received, it is determined that the intelligent control strategy of the active suspension needs to be activated. When the vehicle stops or is powered off, if a vehicle locking signal is received, it is determined that the intelligent control strategy of the active suspension does not need to be activated. When a preset number of functional modules of the vehicle are in working condition, it is determined that the intelligent control strategy of the active suspension needs to be activated. When a preset number of functional modules of the vehicle are all in a dormant state, it is determined that there is no need to wake up the intelligent control strategy of the active suspension.

3. The control method for active vehicle suspension as described in claim 1, characterized in that, The process of acquiring the vehicle's status signal and processing the status signal specifically includes: The first status signal is obtained through the electronic control equipment in the vehicle; The second state signal is acquired through the sensors configured in the vehicle; The first state signal and the second state signal are processed to obtain the processed state signal; The electronic control equipment includes at least four suspension motor controllers and a vehicle controller; The first status signal includes at least a driving mode signal, a steering wheel speed signal, an accelerator pedal signal, a brake pedal signal, and a vehicle speed signal; The second state signal includes at least one of the sprung mass vertical acceleration signal and the six-axis gyroscope signal, and one of the unsprung mass vertical acceleration signal and the suspension travel signal. The sprung mass vertical acceleration signal is the sprung mass vertical acceleration signal at at least three positions, the unsprung mass vertical acceleration signal is the unsprung mass vertical acceleration signal at four positions, and the suspension travel signal is the suspension travel signal at four positions. The signal processing includes at least one of the following: filtering, averaging, scaling up or down, integration, differentiation, and nonlinear compensation.

4. The vehicle active suspension control method as described in claim 1, characterized in that, The method further includes: Based on the processed state signal, the available functional range and available performance range of the active suspension are obtained; Then, the step of selecting at least one control strategy from the intelligent control strategies based on the dynamic state parameters and the driving preference parameters specifically includes: Based on the dynamic state parameters and the driving preference parameters, at least one control strategy among the intelligent control strategies is selected to operate within the available functional range and the available performance range.

5. The vehicle active suspension control method as described in claim 3, characterized in that, The dynamic state parameters include at least the vehicle vertical acceleration, the vehicle roll angle acceleration, and the vehicle pitch angle acceleration. The vehicle vertical acceleration, the vehicle roll angle acceleration, and the vehicle pitch angle acceleration are estimated based on the second state signal after processing. The driving preference parameters include at least a preference for either comfort or handling performance, which is estimated based on the first state signal after processing.

6. The control method for an active vehicle suspension as described in claim 1, characterized in that, The step of generating the control quantity for the actuator of the active suspension according to the selected control strategy specifically includes: When the selected control strategy is the universal control strategy, the control quantity of the actuator is generated based on the dynamic state parameters and the driving preference parameters; wherein, the control quantity is at least the actuation force, actuation speed, or actuation stroke; When the selected control strategy is the specific scenario control strategy, the specific scenario triggered is obtained according to the dynamic state parameters and the driving preference parameters, and the corresponding specific scenario control strategy is run according to the triggered specific scenario to generate the control quantity of the actuator; When the selected control strategy is the ecological content control strategy, the dynamic safety margin of the vehicle is obtained based on the dynamic state parameters and the control quantity generated at the previous moment. When the dynamic safety margin is greater than a preset threshold, the ecological content control strategy is run to generate the control quantity of the actuator.

7. The vehicle active suspension control method as described in claim 1, characterized in that, The method further includes: The control quantity is compensated based on the changes in the vehicle's dynamic model parameters, suspension kinematic characteristics, and durability creep performance. Then, outputting the control quantity to the actuator to control the actuator specifically includes: The compensated control quantity is output to the actuator to control the actuator.

8. The control method for an active vehicle suspension as described in claim 1, characterized in that, The method further includes: The control quantity is limited based on the relationship between the vehicle's suspension travel and speed, system power constraints, and frequency response characteristic constraints between the control quantity; Then, outputting the control quantity to the actuator to control the actuator specifically includes: The limited control quantity is output to the actuator to control the actuator.

9. The control method for a vehicle active suspension as described in any one of claims 1 to 8, characterized in that, The method further includes: Based on the control quantity, combined with the feedback information of the driver and passengers or the identification information of the driver and passengers, the user characteristics and preferences of the driver and passengers are analyzed and obtained.

10. A control system for an active suspension system of a vehicle, characterized in that, The system is used to implement the vehicle active suspension control method as described in any one of claims 1 to 9, and the system includes: The vehicle status signal processing module is used to acquire the vehicle's status signal and process the status signal when it is necessary to activate the intelligent control strategy of the vehicle's active suspension. The vehicle state and driving preference estimation module is used to estimate the dynamic state parameters of the vehicle and the driving preference parameters of the driver and passengers based on the processed state signals. The main suspension intelligent control module is used to select at least one control strategy from the intelligent control strategies based on the dynamic state parameters and the driving preference parameters, so as to generate the control quantity of the actuator of the active suspension according to the selected control strategy; wherein, the intelligent control strategies include a universal control strategy, a specific scenario control strategy, and an ecological content control strategy; A control output module is used to output the control quantity to the actuator in order to control the actuator. The system also includes: The control strategy integration module is used to integrate the control quantity generated by the main control suspension intelligent control module to obtain an integrated control quantity; wherein, the integration processing is at least addition processing, subtraction processing, maximum value processing, minimum value processing, or frequency component weighting processing; Then, the control output module outputs the control quantity to the actuator to control the actuator, specifically including: The integrated control quantity is output to the actuator to control the actuator.

11. The control system for a vehicle active suspension as described in claim 10, characterized in that, The system also includes an intelligent control strategy wake-up module, used for: When the vehicle is not started or powered on, if a vehicle unlock signal is received, it is determined that the intelligent control strategy of the active suspension needs to be activated. When the vehicle stops or is powered off, if a vehicle locking signal is received, it is determined that the intelligent control strategy of the active suspension does not need to be activated. When a preset number of functional modules of the vehicle are in working condition, it is determined that the intelligent control strategy of the active suspension needs to be activated. When a preset number of functional modules of the vehicle are all in a dormant state, it is determined that there is no need to wake up the intelligent control strategy of the active suspension.

12. The control system for a vehicle active suspension as described in claim 10, characterized in that, The system also includes: The diagnostic and functional safety module is used to obtain the available functional range and available performance range of the active suspension based on the processed status signal. Then, the main suspension intelligent control module selects at least one control strategy from the intelligent control strategies based on the dynamic state parameters and the driving preference parameters, specifically including: Based on the dynamic state parameters and the driving preference parameters, at least one control strategy among the intelligent control strategies is selected to operate within the available functional range and the available performance range.

13. The control system for a vehicle active suspension as described in claim 10, characterized in that, The system also includes: The vehicle dynamics safety boundary estimation module is used to obtain the vehicle's dynamic safety margin based on the dynamic state parameters and the integrated control quantity generated by the control strategy integration module at the previous moment. Then, when the control strategy selected by the main suspension intelligent control module is the ecological content control strategy, the ecological content control strategy is run to generate the control quantity of the actuator if the dynamic safety margin is greater than the preset threshold.

14. The control system for a vehicle active suspension as described in claim 10, characterized in that, The system also includes: The control quantity compensation module is used to compensate the control quantity based on the changes in the dynamic model parameters of the vehicle, the kinematic characteristics of the suspension, and the durability creep performance. Then, the control output module outputs the control quantity to the actuator to control the actuator, specifically including: The compensated control quantity is output to the actuator to control the actuator.

15. The control system for a vehicle active suspension as described in claim 10, characterized in that, The system also includes: The control quantity limiting module is used to limit the control quantity based on the relationship between the vehicle's suspension travel and speed, system power constraints, and frequency response characteristic constraints between the control quantities. Then, the control output module outputs the control quantity to the actuator to control the actuator, specifically including: The compensated control quantity is output to the actuator to control the actuator.

16. The control system for a vehicle active suspension as described in any one of claims 10 to 15, characterized in that, The system also includes: The user characteristic and preference analysis module is used to analyze and obtain the user characteristics and preferences of the driver and passengers based on the control quantity and in combination with the feedback information of the driver and passengers or the identification information of the driver and passengers.

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