A method, apparatus, vehicle and storage medium for suppressing vehicle jerk

Abstract

The application provides a method, device, vehicle and storage medium for inhibiting vehicle jerk, and belongs to the field of energy recovery. The method comprises the following steps: acquiring motor torque of the vehicle and suspension height of at least one wheel when the vehicle is in a target deceleration working condition according to a driving working condition of the vehicle; predicting a switching time from the electric brake to the hydraulic brake when the suspension height of the at least one wheel changes; determining wheel end pressure corresponding to the front wheel and the rear wheel of the vehicle respectively when the switching time comes based on the electric braking force generated by the electric brake rising; and adjusting the damping of the suspension based on the wheel end pressure to inhibit the generation of the vehicle jerk when the switching time comes. The method provided by the application effectively inhibits the jerk phenomenon of the vehicle in the switching process from the electric brake to the hydraulic brake, and improves the stability and driving comfort of the vehicle.

Description

Technical Field

[0001] The present invention belongs to the field of energy recovery, and in particular relates to a method, a device, a vehicle and a storage medium for suppressing vehicle jerking. Background Art

[0002] Against the backdrop of global energy conservation and emission reduction, vehicle chassis are increasingly using drive-by-wire technology. This not only improves overall vehicle chassis performance but also effectively recovers energy during braking, improving energy efficiency. More and more vehicle models are equipped with energy recovery functions in their braking systems, which can effectively increase vehicle range. However, due to system architectural constraints, while maximizing range, this also introduces some negative issues. One of these issues that end users are most likely to perceive and complain about is vehicle jerking during energy recovery braking. This jerking can easily cause discomfort and insecurity for drivers and passengers, so improving driver and passenger comfort is an urgent issue that needs to be addressed. Summary of the Invention

[0003] In view of the above problems, embodiments of the present invention provide a method, apparatus, vehicle, and storage medium for suppressing vehicle stuttering, so as to overcome the above problems or at least partially solve the above problems.

[0004] According to a first aspect of an embodiment of the present invention, a method for suppressing vehicle jerking is provided, the method comprising:

[0005] When the driving condition of the vehicle indicates that the vehicle is currently in a target deceleration condition, obtaining a motor torque of the vehicle and a suspension height of at least one wheel;

[0006] When the suspension height of at least one wheel changes, predicting a switching time from the electric brake to the hydraulic brake based on a magnitude relationship between an accumulated electric braking force generated by the electric brake and a hydraulic braking force generated by the hydraulic brake;

[0007] Determining the wheel end pressures corresponding to the front wheels and the rear wheels of the vehicle when the switching time arrives based on the electric braking force generated by the increase in the electric braking force and the influence parameter of the release of the hydraulic braking force on the force characteristics of the suspension;

[0008] Based on the wheel end pressure, the damping of the suspension is adjusted to suppress the vehicle from jerking when the switching time arrives.

[0009] Optionally, the determining, based on the electric braking force generated by the increase in electric braking and the parameters affecting the force characteristics of the suspension when the hydraulic braking force is released, the wheel end pressures corresponding to the front and rear wheels of the vehicle when the switching time arrives, includes:

[0010] determining, based on an influencing parameter of the suspension force characteristic, a vertical acceleration of the suspension and a body acceleration of the vehicle when the switching moment arrives;

[0011] Based on the vertical acceleration and the vehicle body acceleration, the wheel end pressures corresponding to the front wheels and the rear wheels of the vehicle are determined when the switching time arrives.

[0012] Optionally, determining the wheel end pressures corresponding to the front wheels and the rear wheels of the vehicle respectively when the switching time arrives based on the vertical acceleration and the vehicle body acceleration includes:

[0013] determining, based on the vertical acceleration and the vehicle body acceleration, a vertical load change of the suspension when the switching moment arrives;

[0014] Based on the vertical load variation, the wheel end pressures corresponding to the front wheels and the rear wheels of the vehicle are determined when the switching moment arrives.

[0015] Optionally, before adjusting the damping of the suspension based on the wheel end pressure, the method further includes:

[0016] Obtaining a friction coefficient of the road surface on which the vehicle is traveling;

[0017] When the friction coefficient is within a preset friction coefficient range, the damping of the suspension is adjusted; wherein the preset friction coefficient range is used to indicate that the vehicle can travel stably during braking.

[0018] Optionally, adjusting the damping of the suspension based on the wheel end pressure to suppress the vehicle from jerking when the switching time arrives includes:

[0019] Based on the wheel end pressure, obtaining a characteristic curve corresponding to the wheel end pressure, wherein the characteristic curve is used to represent a corresponding relationship between a wheel end pressure value and a regulating current value;

[0020] Based on the adjustment current value corresponding to the wheel end pressure on the characteristic curve, the damping of the suspension is adjusted to suppress the occurrence of vehicle jerking.

[0021] Optionally, the method for predicting the switching time from the electric brake to the hydraulic brake includes:

[0022] When the accumulated electric braking force is greater than the hydraulic braking force, obtaining a rising gradient time of the accumulated electric braking force;

[0023] When the rising gradient time meets the preset rising time, the switching moment is predicted; wherein, within the preset rising time, when the electric brake is switched to the hydraulic brake, the comfort of the passengers is met.

[0024] Optionally, before obtaining the motor torque of the vehicle and the suspension height of at least one wheel, the method further includes:

[0025] detecting whether the current deceleration of the vehicle is within a preset deceleration range; wherein the preset deceleration range is used to indicate that the energy recovery system operates normally within this range;

[0026] If so, the motor torque of the vehicle and the suspension height of at least one of the wheels are obtained.

[0027] According to a second aspect of an embodiment of the present invention, a device for suppressing vehicle jerking is provided, the device comprising:

[0028] an acquisition module, configured to acquire a motor torque of the vehicle and a suspension height of at least one wheel when a driving condition of the vehicle indicates that the vehicle is currently in a target deceleration condition;

[0029] a prediction module configured to predict a switching time from the electric brake to the hydraulic brake based on a magnitude relationship between an accumulated electric braking force generated by the electric brake and a hydraulic braking force generated by the hydraulic brake when the suspension height of at least one wheel changes;

[0030] a determination module, configured to determine the wheel end pressures corresponding to the front wheels and the rear wheels of the vehicle, respectively, when the switching time arrives, based on the electric braking force generated by the increase in electric braking and the influence parameter of the release of the hydraulic braking force on the force characteristics of the suspension;

[0031] A suppression module is used to adjust the damping of the suspension based on the wheel end pressure to suppress the occurrence of vehicle settling when the switching time arrives.

[0032] Optionally, the suppression module includes:

[0033] a first determination submodule, configured to determine, based on an influencing parameter of the suspension force characteristic, a vertical acceleration of the suspension and a body acceleration of the vehicle when the switching moment arrives;

[0034] Based on the vertical acceleration and the vehicle body acceleration, the wheel end pressures corresponding to the front wheels and the rear wheels of the vehicle are determined when the switching time arrives.

[0035] Optionally, the first determining submodule includes:

[0036] a second determination submodule, configured to determine, based on the vertical acceleration and the vehicle body acceleration, a change in the vertical load of the suspension when the switching moment arrives;

[0037] Based on the vertical load variation, the wheel end pressures corresponding to the front wheels and the rear wheels of the vehicle are determined when the switching moment arrives.

[0038] Optionally, the suppression module further includes:

[0039] An acquisition submodule 1 is used to obtain the friction coefficient of the road surface on which the vehicle is traveling;

[0040] When the friction coefficient is within a preset friction coefficient range, the damping of the suspension is adjusted; wherein the preset friction coefficient range is used to indicate that the vehicle can travel stably during braking.

[0041] Optionally, the suppression module includes:

[0042] An acquisition submodule 2 is configured to acquire a characteristic curve corresponding to the wheel end pressure based on the wheel end pressure; wherein the characteristic curve is configured to represent a corresponding relationship between a wheel end pressure value and a regulating current value;

[0043] Based on the adjustment current value corresponding to the wheel end pressure on the characteristic curve, the damping of the suspension is adjusted to suppress the occurrence of vehicle jerking.

[0044] Optionally, the prediction module includes:

[0045] An acquisition submodule three is configured to acquire a rising gradient time of the accumulated electric braking force when the accumulated electric braking force is greater than the hydraulic braking force;

[0046] When the rising gradient time meets the preset rising time, the switching moment is predicted; wherein, within the preset rising time, when the electric brake is switched to the hydraulic brake, the comfort of the passengers is met.

[0047] Optionally, the device further comprises:

[0048] a detection module, configured to detect whether the current deceleration of the vehicle is within a preset deceleration range; wherein the preset deceleration range is used to indicate that the energy recovery system operates normally within this range;

[0049] If so, obtain the motor torque of the vehicle and the suspension height of at least one of the wheels

[0050] According to a third aspect of the embodiments of the present invention, a vehicle is provided, comprising the device for suppressing vehicle jerking as described in the second aspect of the embodiments of the present invention.

[0051] According to a fourth aspect of an embodiment of the present invention, a computer-readable storage medium is provided, on which a computer program is stored. When the computer program is executed by a processor, the method for suppressing vehicle jerking as described in the first aspect of an embodiment of the present invention is implemented.

[0052] Provided by an embodiment of the present invention is a method for suppressing vehicle jerking. When the vehicle is in a target deceleration condition, it is necessary to obtain the vehicle's motor torque and the suspension height of at least one wheel. When the suspension height of at least one wheel changes, the switching time from electric braking to hydraulic braking is predicted by utilizing the magnitude relationship between the accumulated electric braking force generated by electric braking and the hydraulic braking force generated by hydraulic braking. Before the switching time arrives, the wheel-end pressures of the front and rear wheels are determined based on the parameters that influence the electric braking force generated by the rise of electric braking and the released hydraulic braking force on the stress characteristics of the suspension. Finally, the damping of the suspension is adjusted based on the wheel-end pressure to suppress the occurrence of vehicle jerking when the switching time arrives.

[0053] The method for suppressing vehicle jerking provided by the present invention can not only effectively suppress the vehicle jerking phenomenon during the switching process from electric braking to hydraulic braking during the vehicle's energy recovery process, thereby improving the vehicle's stability and driving comfort, but also can adjust the damping of the suspension to achieve a smooth transition when the switching time arrives, thereby avoiding the instability and discomfort of the vehicle caused by sudden changes in braking force. BRIEF DESCRIPTION OF THE DRAWINGS

[0054] In order to more clearly illustrate the technical solutions of the embodiments of the present invention, the following briefly introduces the drawings required for use in the description of the embodiments of the present invention. Obviously, the drawings described below are only some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying any creative labor.

[0055] Figure 1 This is a schematic diagram of a vehicle jerking during braking provided by an embodiment of the present invention;

[0056] Figure 2 This is a schematic flow chart of the steps of a method for suppressing vehicle jerking provided by an embodiment of the present invention;

[0057] Figure 3 This is a schematic diagram of the overall architecture of a chassis domain controller provided by an embodiment of the present invention;

[0058] Figure 4 This is a schematic diagram of an evaluation process of a vehicle status evaluation module provided by an embodiment of the present invention;

[0059] Figure 5 This is a schematic diagram of a prediction flow of an electric brake and hydraulic brake switching prediction module provided by an embodiment of the present invention;

[0060] Figure 6 This is a schematic diagram of an arbitration process of a shock absorber interface arbitration module provided by an embodiment of the present invention;

[0061] Figure 7 Schematic diagram of a device for suppressing vehicle jerking provided by an embodiment of the present invention. DETAILED DESCRIPTION

[0062] The following will describe in more detail exemplary embodiments of the present invention in conjunction with the accompanying drawings of the embodiments of the present invention. Although exemplary embodiments of the present invention are shown in the accompanying drawings, it should be understood that the present invention can be implemented in various forms and should not be limited by the embodiments set forth herein. On the contrary, these embodiments are provided to enable a more thorough understanding of the present invention and to fully convey the scope of the present invention to those skilled in the art.

[0063] The method provided by the present invention can be applied to electric vehicles or hybrid vehicles. During the braking process of the vehicle, the energy recovery system will be activated to convert the kinetic energy of the vehicle wheels into reference energy. Figure 1 , Figure 1 This is a schematic diagram of a vehicle jerking during braking provided by an embodiment of the present invention. During the vehicle braking process, the steps are free rolling (1) → axle load transfer (2) → rear axle hydraulic brake intervention (3) → rear axle hydraulic rapid release (4). The vehicle jerking occurs in the process from (3) to (4). Energy recovery braking uses a motor to convert vehicle kinetic energy into electrical energy and stores it in a battery to achieve energy recovery. During energy recovery braking, when the driver releases the accelerator pedal or steps on the brake pedal, the motor will act as a brake and brake the vehicle through reverse torque.

[0064] However, regenerative braking can also cause additional vehicle jerking. This is because during braking, the motor's reverse torque is suddenly applied to the wheels, rapidly slowing them down. Meanwhile, the vehicle's inertia causes it to continue moving forward. This uncoordinated movement can cause the vehicle to jerk. The technical problem addressed by this application is the jerking caused by rapid hydraulic release.

[0065] In the first aspect of the embodiment of the present invention, referring to Figure 2 , Figure 2 1 is a schematic flow chart of a method for suppressing vehicle jerking provided by an embodiment of the present invention, wherein the method comprises:

[0066] Step S201: When the driving condition of the vehicle indicates that the vehicle is currently in a target deceleration condition, the motor torque of the vehicle and the suspension height of at least one wheel are obtained.

[0067] In this embodiment, when the vehicle is currently in a target deceleration condition, the target deceleration condition refers to the process in which the vehicle decelerates while in motion, as the driver depresses the brake pedal. This process, in other words, the braking system converts the kinetic energy of the wheels into heat energy and dissipates it, thereby slowing the vehicle down or stopping it. During this process, the driver operates the brake system by depressing the brake pedal, causing the brakes to apply a certain braking force to the wheels. This generates friction, converting the kinetic energy of the wheels into heat energy, thereby slowing or stopping the vehicle. This does not involve the vehicle coasting, where the vehicle is decelerated by the friction of the road surface.

[0068] Under this working condition, the energy recovery system will also be activated during the braking process. The vehicle's motor torque information will be obtained to determine whether the energy recovery system has been started. When the motor torque is negative, it proves that the vehicle's energy recovery system is in an activated state. In addition, at least the vehicle's suspension height will be obtained. By obtaining the suspension height of the vehicle's wheels, it is determined whether the suspension height of the vehicle's wheels has changed. The calibration value of the wheel suspension height when the vehicle is not stuck will be pre-stored in the vehicle system. By comparing the wheel suspension height with the corresponding wheel suspension calibration value, it can be known whether the wheel suspension height has changed.

[0069] Step S202: When the suspension height of at least one wheel changes, predicting the switching time from the electric brake to the hydraulic brake based on the magnitude relationship between the accumulated electric braking force generated by the electric brake and the hydraulic braking force generated by the hydraulic brake.

[0070] In this embodiment, the vehicle has four suspensions, and each wheel has its corresponding suspension. When the suspension height of at least one wheel changes, when the vehicle is braking, the pedal opening and closing degree of the driver's brake pedal is first obtained. According to the pedal opening and closing degree, the target torque for braking can be known. According to the size of the target torque, it is known how much braking force needs to be generated on the wheels of the vehicle. The relationship between the cumulative electric braking force generated by electric braking and the hydraulic braking force generated by hydraulic braking is based on the size relationship between the cumulative electric braking force generated by electric braking and the hydraulic braking force generated by hydraulic braking. When the cumulative electric braking force generated by electric braking is greater than the hydraulic braking force generated by hydraulic braking, the switching time from electric braking to hydraulic braking can be predicted.

[0071] Step S203: Based on the electric braking force generated by the electric braking increase and the impact parameters of the release of the hydraulic braking force on the suspension force characteristics, determine the wheel end pressure corresponding to the front and rear wheels of the vehicle when the switching time arrives.

[0072] In this embodiment, after predicting the switching time from electric braking force to hydraulic braking force, the electric braking force generated by the increase of electric braking and the influencing parameters of the released hydraulic braking force on the force characteristics of the suspension can be used to predict the switching time, where the influencing parameters include: motor torque, motor speed, motor power, brake hydraulic pressure, brake hydraulic flow, friction coefficient between tire and road surface, damping characteristics of the suspension system, etc., to predict the dynamic response of the vehicle during the braking conversion process, the influence of braking force on the vehicle wheel pressure, and determine the wheel end pressure corresponding to the front and rear wheels.

[0073] Step S204: Based on the wheel end pressure, the damping of the suspension is adjusted to suppress the occurrence of vehicle jerking when the switching time arrives.

[0074] In this embodiment, based on the change in wheel end pressure and the wheel pressure transmitted by the current sensor, when it is determined that the wheel end pressure has increased, the damping coefficient of the suspension can be increased to cope with the change in wheel end pressure, thereby suppressing the vehicle's jerking. Conversely, when the wheel end pressure changes smaller, the damping of the suspension is reduced to ensure the stability of the suspension system, and to suppress the vehicle's jerking when the switching time arrives.

[0075] In addition, the relative movement trend of the vehicle body and wheels can also be determined. When the vehicle body and wheels move in opposite directions, the suspension system needs to increase damping to quickly attenuate vibrations. When the vehicle body and wheels move in the same direction, if the vehicle body speed is greater than the wheel speed, the suspension system also needs to increase damping to attenuate vehicle body vibrations. When the vehicle body and wheels move in the same direction, if the vehicle body speed is less than the wheel speed, the suspension system needs to reduce damping to reduce the transmission of wheel vibrations to the vehicle body.

[0076] Through the method provided by this application, when the driver steps on the brake pedal to brake, accelerate, or stop a moving vehicle, the electric and hydraulic brakes generate braking force on the vehicle's wheels, thereby slowing or stopping the vehicle. During the braking process, the energy recovery system is also activated. For vehicles equipped with electronically controlled suspension, this application uses the suspension's damping adjustment interface to preemptively suppress the vehicle's pitch attitude, helping to reduce jerkiness and enhance the driver and passenger experience during energy recovery.

[0077] In one embodiment, the electric braking force generated by the electric braking increase and the influencing parameters of the release of the hydraulic braking force on the force characteristics of the suspension are used to determine the wheel end pressures corresponding to the front wheels and the rear wheels of the vehicle when the switching time arrives, including: determining the vertical acceleration of the suspension and the body acceleration of the vehicle when the switching moment arrives based on the influencing parameters of the suspension force characteristics; and determining the wheel end pressures corresponding to the front wheels and the rear wheels of the vehicle when the switching time arrives based on the vertical acceleration and the body acceleration.

[0078] In this embodiment, based on the influencing parameters of the suspension force characteristics, it is determined that the change in the braking force generated by the electric brake and the braking force generated by the hydraulic brake at the moment of the switching time will produce a vector component in the vertical direction, resulting in a change in the vertical acceleration of the vehicle. The braking force itself will cause a change in the longitudinal acceleration of the vehicle body. The longitudinal acceleration of the vehicle body is calculated based on the suspension force characteristics and the effects of the electric and hydraulic brakes. By analyzing the suspension force characteristics and its response to changes in wheel-end pressure, the vertical acceleration of the suspension can be calculated. By analyzing the change in braking force and the resulting weight transfer from the rear wheels to the front wheels, the longitudinal acceleration of the vehicle can be calculated. Once the vertical and longitudinal accelerations are calculated, they can be used to determine the wheel-end pressure of each wheel.

[0079] In one embodiment, the wheel end pressures corresponding to the front wheels and the rear wheels of the vehicle are determined based on the vertical acceleration and the vehicle body acceleration when the switching time arrives, including: determining the vertical load change of the suspension when the switching moment arrives based on the vertical acceleration and the vehicle body acceleration; and determining the wheel end pressures corresponding to the front wheels and the rear wheels of the vehicle when the switching moment arrives based on the vertical load change.

[0080] In this embodiment, based on the vertical acceleration and the vehicle body acceleration, the switch time is determined by invoking the variable damping shock absorber's skyhook control algorithm interface. Incorporating axle load transfer theory, the longitudinal and vertical forces acting on the four wheels, with the center of mass as the fulcrum, are used to calculate the change in vertical load on each of the vehicle's four suspensions. Based on the change in vertical load, the corresponding wheel-end pressures at the front and rear wheels are determined. Furthermore, to improve the accuracy of the wheel-end pressures, factors such as the vehicle's suspension system, tire stiffness, and vehicle dynamics, which affect the wheel-end pressure distribution at the front and rear wheels, may also be considered.

[0081] In one embodiment, before adjusting the damping of the suspension based on the wheel end pressure, the method further includes: obtaining the friction coefficient of the road surface on which the vehicle is traveling; when the friction coefficient is within a preset friction coefficient range, adjusting the damping of the suspension; wherein the preset friction coefficient range is used to indicate that the vehicle can travel stably during braking.

[0082] In this embodiment, before adjusting the damping of the suspension, it is necessary to check whether the friction coefficient of the road surface on which the vehicle is traveling can ensure that the vehicle can travel stably during braking. Since the friction coefficient of the road surface is different when the vehicle is traveling on different surfaces, the vehicle may slip or the wheels may lock during driving. When the friction coefficient is too low, the vehicle may slip. At this time, if the damping of the vehicle's suspension is adjusted, it will have an additional impact on the stability and safety of the vehicle. If the friction coefficient is too high, the wheels of the vehicle will lock. If other operations are performed, it may also affect the stability and safety of the vehicle. Therefore, it is necessary to ensure that the current friction coefficient of the vehicle is within the preset friction coefficient range before adjusting the damping of the suspension to ensure that the vehicle is in a relatively stable state when adjusting the damping of the suspension, and the vehicle safety will not be reduced due to the adjustment of the damping.

[0083] In one embodiment, the damping of the suspension is adjusted based on the wheel end pressure to suppress the vehicle from jerking when the switching time arrives, including: obtaining a characteristic curve corresponding to the wheel end pressure based on the wheel end pressure; wherein the characteristic curve is used to characterize the correspondence between a wheel end pressure value and an adjustment current value; based on the adjustment current value corresponding to the wheel end pressure on the characteristic curve, the damping of the suspension is adjusted to suppress the vehicle from jerking.

[0084] In this embodiment, a characteristic curve corresponding to the wheel end pressure is obtained through the wheel end pressure, and the characteristic curve is used to characterize the adjustment current value corresponding to the wheel end pressure. The wheel end pressure of this application is a wheel end pressure change. The ceiling control algorithm interface of the variable damping shock absorber is called, and the required damping adjustment is converted into a current signal to which the actuator can directly respond through subsequent signal transmission and calculation, that is, the adjustment current value. By adjusting the current value, the valve hole opening in the electric damper in the suspension can be adjusted. The change in the hole area multiplied by the liquid flow rate in the shock absorber can dynamically adjust the damping size of the suspension, thereby suppressing the occurrence of vehicle jerking.

[0085] In one embodiment, the method for predicting the switching time from the electric braking to the hydraulic braking includes: obtaining the rising gradient time of the accumulated electric braking force when the accumulated electric braking force is greater than the hydraulic braking force; predicting the switching moment when the rising gradient time meets the preset rising time; wherein, within the preset rising time, when the electric braking is switched to the hydraulic braking, the comfort of the passengers is met.

[0086] In this embodiment, during the electric braking process of the vehicle, in order to ensure the comfort of the passengers, it is necessary to control the magnitude and duration of the electric braking force, that is, to control the preset rise time. The preset rise time generally refers to the time it takes for the vehicle to reach a preset braking current after starting electric braking at a certain speed. When the rising gradient time meets the preset rise time, the braking effect of the electric braking on the vehicle and the comfort of the passengers can be predicted, and the switching moment can be determined. The switching moment refers to the situation during the electric braking process. If the rising gradient time is too short, the braking force generated by the electric braking will change rapidly during the switching, causing additional jerking of the vehicle. Therefore, it is necessary to ensure that the rising gradient time of the electric braking is within the preset rise time to ensure that when the hydraulic brake switches to the electric brake to continue braking the vehicle, the comfort of the passengers is guaranteed.

[0087] In one embodiment, before obtaining the motor torque of the vehicle and the suspension height of at least one wheel, the method further includes: detecting whether the current deceleration of the vehicle is within a preset deceleration range; wherein the preset deceleration range is used to indicate that the energy recovery system operates normally within this range; if so, obtaining the motor torque of the vehicle and the suspension height of at least one wheel.

[0088] In this embodiment, before obtaining the motor torque and suspension height of the vehicle, it is also necessary to detect whether the current vehicle deceleration is within the preset deceleration range. Within this preset speed, the normal operation of the energy recovery system can be guaranteed. The preset deceleration in this application is 3m / s. 2 This application does not limit this and can be set according to the specific circumstances of the actual vehicle.

[0089] For example, refer to Figure 3 , Figure 3 This is a schematic diagram of the overall architecture of a chassis domain controller provided by an embodiment of the present invention, which includes a vehicle state assessment module, an electric brake and hydraulic brake switching prediction module, and a shock absorber interface arbitration module.

[0090] The vehicle status assessment module uses vehicle status-related signals from the vehicle network, such as inertial sensors, wheel speed, gear position, throttle signals, actuator status, etc. By integrating the above signals, it identifies the driver's intention and the current driving status of the vehicle, and combines the status output of the actuator to determine whether the damping adjustment can be performed.

[0091] The electric braking and hydraulic braking switching prediction module mainly accumulates the rising gradient of the motor recovery capacity and predicts and analyzes the time when the hydraulic pressure can be completely removed and handed over to electric braking. It also issues the flag of the upcoming hydraulic to electric braking switch and the predicted completion time under the premise of meeting other energy recovery function constraints.

[0092] The shock absorber interface arbitration module receives the relevant flags and time, and estimates the vehicle pitch change caused by the current damping state based on the hydraulic pressure and makes timely adjustments. At the same time, it needs to feedback the damping adjustment status to the upper module.

[0093] Reference Figure 4 , Figure 4 This is a schematic diagram of an evaluation process of a vehicle status evaluation module provided by an embodiment of the present invention. Figure 4 The steps in are explained:

[0094] Step S401: Responsible for processing the basic status assessment of the vehicle, obtaining the current vehicle deceleration based on the inertial sensor, comprehensively judging the basic road conditions and vehicle speed based on the wheel speed verification, and inferring the driver's intention based on the driver's operating components such as gear position, accelerator, and brake pedal.

[0095] Step S402: Determine and analyze whether the vehicle is in steady-state driving and the deceleration is within a certain threshold range. If so, proceed to step S403; otherwise, proceed to step S406.

[0096] Step S403: Determine whether the energy recovery system is activated. If so, proceed to step S404; otherwise, proceed to step S406.

[0097] Step S404: Determine whether the actuator (shock absorber) supports damping adjustment. If yes, proceed to step S405; otherwise, proceed to step S406.

[0098] Step S405: Determine whether the damping of the suspension can be adjusted.

[0099] After determining that the suspension damping can be adjusted, enter the braking and hydraulic brake switching prediction module.

[0100] Figure 5 This is a prediction flow diagram of an electric brake and hydraulic brake switching prediction module provided by an embodiment of the present invention. Figure 5The steps in are explained:

[0101] Step S500: Following the flag outputted in step S405 indicating that the damping of the suspension can be adjusted.

[0102] Step S501: Whether damping adjustment is supported, if so, proceed to step S502, if not, proceed to step S506.

[0103] Step S502: Check whether the damping adjustment requested in the previous operation cycle has been responded to. If so, the calculation and request will not be repeated. If there is no response or it is the first time, go to step S503. If not, go to step S506.

[0104] Step S503: After filtering the wheel end brake pressure, convert it into braking force according to the basic braking characteristic parameters of the vehicle, integrate (accumulate) the rising capacity of the electric brake, and after accumulation, enter step S504.

[0105] Step S504: Compare the braking force generated by electric braking with the hydraulic braking force generated by hydraulic pressure. If the corresponding braking forces of the two satisfy that the accumulated braking force of electric braking is greater than a certain multiple of the hydraulic braking force within a certain time threshold, then proceed to step S505. If not, proceed to step S503 and continue to accumulate the braking force generated by electric braking.

[0106] Step S505: Calculate the time from when the motor starts to increase the braking force to a certain percentage greater than the initial hydraulic braking force value based on the motor response characteristics, and calculate the estimated switching completion time based on the average rising gradient of the electric brake and the hydraulic brake.

[0107] After obtaining the predicted switching time in step S505, the process enters the shock absorber interface arbitration module.

[0108] Figure 6 This is a schematic diagram of the arbitration process of a shock absorber interface arbitration module provided by an embodiment of the present invention. Figure 6 The steps in are explained:

[0109] Step S600: Based on the predicted completion time outputted in step S505, arbitration begins.

[0110] Step S601: In order to take comfort into consideration during the switching time, that is, if the rising speed is too fast, the maximum threshold time is taken according to the comfort requirement to determine whether the predicted switching time is within the threshold range. If the calculated time threshold is within the more comfortable threshold range, proceed to step S602.

[0111] Step S602: Based on the influence of the slight over-braking caused by the rise of electric braking and the hydraulic braking force to be released on the force characteristics of the suspension, the vertical acceleration that may be generated by the suspension and the body acceleration information are estimated. If the suspension force is too complex, the vertical load of the suspension can be directly calculated based on the theory of axle load transfer, and the skyhook control algorithm of the variable damping shock absorber can be called to calculate the wheel end pressure.

[0112] Step S603: Based on the calculated wheel-end pressure value, the required damping adjustment is converted into a current signal to which the actuator can directly respond through subsequent signal transmission and calculation, and acts on the damping adjustment of the suspension, thereby achieving effective suppression of the vehicle's jerking during the switch from electric braking to hydraulic braking during the vehicle's energy recovery process, improving the vehicle's stability and driving comfort, and also by adjusting the suspension's damping, a smooth transition can be made when the switching time arrives, avoiding the vehicle's instability and discomfort caused by sudden changes in braking force.

[0113] In the second aspect of the embodiment of the present invention, referring to Figure 7 , Figure 7 Schematic diagram of a device for suppressing vehicle jerking provided by an embodiment of the present invention. A device for suppressing vehicle jerking is provided, and the device includes: an acquisition module 701, a prediction module 702, a determination module 703 and a suppression module 704.

[0114] an acquisition module 701 for acquiring a motor torque and a suspension height of at least one wheel of the vehicle when a driving condition of the vehicle indicates that the vehicle is currently in a target deceleration condition;

[0115] a prediction module 702 for predicting a switching time from the electric brake to the hydraulic brake based on a magnitude relationship between an accumulated electric braking force generated by the electric brake and a hydraulic braking force generated by the hydraulic brake when the suspension height of at least one wheel changes;

[0116] a determination module 703 configured to determine the wheel end pressures corresponding to the front and rear wheels of the vehicle, respectively, when the switching time arrives, based on the electric braking force generated by the increased electric braking and the parameters affecting the force characteristics of the suspension when the hydraulic braking force is released;

[0117] The suppression module 704 is configured to adjust the damping of the suspension based on the wheel end pressure, so as to suppress the vehicle from jerking when the switching time arrives.

[0118] In one embodiment, the suppression module 704 includes: a determination submodule 1, which is used to determine the vertical acceleration of the suspension and the body acceleration of the vehicle when the switching moment arrives based on the influencing parameters of the suspension force characteristics; and based on the vertical acceleration and the body acceleration, determine the wheel end pressure corresponding to the front wheels and the rear wheels of the vehicle when the switching time arrives.

[0119] In one embodiment, the determination submodule one includes: a determination submodule two, which is used to determine the vertical load change of the suspension when the switching moment arrives based on the vertical acceleration and the vehicle body acceleration; and based on the vertical load change, determine the wheel end pressure corresponding to the front wheels and the rear wheels of the vehicle when the switching moment arrives.

[0120] In one embodiment, the suppression module 704 also includes: an acquisition submodule 1, used to obtain the friction coefficient of the road surface on which the vehicle is traveling; when the friction coefficient is within a preset friction coefficient range, adjusting the damping of the suspension; wherein the preset friction coefficient range is used to indicate that the vehicle can travel stably during braking.

[0121] In one embodiment, the suppression module 704 includes: an acquisition sub-module 2, which is used to obtain a characteristic curve corresponding to the wheel end pressure based on the wheel end pressure; wherein the characteristic curve is used to characterize the correspondence between a wheel end pressure value and an adjustment current value; based on the adjustment current value corresponding to the wheel end pressure on the characteristic curve, the damping of the suspension is adjusted to suppress the occurrence of vehicle jerking.

[0122] In one embodiment, the prediction module 703 includes: an acquisition sub-module three, which is used to obtain the rising gradient time of the accumulated electric braking force when the accumulated electric braking force is greater than the hydraulic braking force; and predict the switching moment when the rising gradient time meets the preset rising time; wherein, within the preset rising time, when the electric braking switches to the hydraulic braking, the comfort of the passengers is met.

[0123] In one embodiment, the device further includes: a detection module for detecting whether the current deceleration of the vehicle is within a preset deceleration range; wherein the preset deceleration range is used to indicate that the energy recovery system operates normally within this range; if so, the motor torque of the vehicle and the suspension height of at least one of the wheels are obtained.

[0124] According to a third aspect of the embodiments of the present invention, a vehicle is provided, comprising the device for suppressing vehicle jerking as described in the second aspect of the embodiments of the present invention.

[0125] According to a fourth aspect of an embodiment of the present invention, a computer-readable storage medium is provided, on which a computer program is stored. When the computer program is executed by a processor, the method for suppressing vehicle jerking as described in the first aspect of an embodiment of the present invention is implemented.

[0126] The various embodiments in this specification are described in a progressive manner, and each embodiment focuses on the differences from other embodiments. The same or similar parts between the various embodiments can be referenced to each other.

[0127] The embodiments of the present invention are described with reference to the flowcharts and / or block diagrams of the methods and apparatuses according to the embodiments of the present invention. It should be understood that each process and / or block in the flowcharts and / or block diagrams, as well as the combination of processes and / or blocks in the flowcharts and / or block diagrams, can be implemented by computer program instructions. These computer program instructions can be provided to a processor of a general-purpose computer, a special-purpose computer, an embedded processor, or other programmable data processing terminal device to produce a machine, so that the instructions executed by the processor of the computer or other programmable data processing terminal device generate instructions for implementing the processes in the flowcharts and / or block diagrams. Figure 1 a process or multiple processes and / or boxes Figure 1 A device that provides the functions specified in a block or multiple blocks.

[0128] These computer program instructions may also be stored in a computer readable memory that can direct a computer or other programmable data processing terminal device to operate in a specific manner, so that the instructions stored in the computer readable memory produce a manufactured product including an instruction device, which implements the process Figure 1 a process or multiple processes and / or boxes Figure 1 The function specified in one or more boxes.

[0129] These computer program instructions can also be loaded onto a computer or other programmable data processing terminal device so that a series of operating steps are executed on the computer or other programmable terminal device to produce a computer-implemented process, thereby providing instructions for executing on the computer or other programmable terminal device to implement the process. Figure 1 a process or multiple processes and / or boxes Figure 1 A step that specifies a function in one or more boxes.

[0130] Although the preferred embodiments of the present invention have been described, those skilled in the art may make additional changes and modifications to these embodiments once they are aware of the basic creative concepts. Therefore, the appended claims are intended to be interpreted as including the preferred embodiments and all changes and modifications that fall within the scope of the embodiments of the present invention.

[0131] Finally, it should be noted that, in this document, relational terms such as first and second, etc., are used only to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply any actual relationship or order between these entities or operations. Moreover, the terms "comprises," "includes," or any other variants thereof are intended to cover non-exclusive inclusion, so that a process, method, article, or terminal device that includes a series of elements includes not only those elements, but also other elements not explicitly listed, or elements that are inherent to such process, method, article, or terminal device. In the absence of further restrictions, an element defined by the phrase "comprises a ..." does not exclude the presence of additional identical elements in the process, method, article, or terminal device that includes the element.

[0132] The above is a detailed introduction to the method, device, vehicle and storage medium for suppressing vehicle jerking provided by the present invention. Specific examples are used herein to illustrate the principles and implementation methods of the present invention. The description of the above embodiments is only used to help understand the method of the present invention and its core idea. At the same time, for those skilled in the art, according to the ideas of the present invention, there may be changes in the specific implementation methods and application scopes. In summary, the contents of this specification should not be understood as limiting the present invention.

Claims

1. A method for suppressing vehicle jerking, characterized in that: The method comprises: When the driving condition of the vehicle indicates that the vehicle is currently in a target deceleration condition, obtaining a motor torque of the vehicle and a suspension height of at least one wheel; When the suspension height of at least one wheel changes, predicting a switching time from the electric brake to the hydraulic brake based on a magnitude relationship between an accumulated electric braking force generated by the electric brake and a hydraulic braking force generated by the hydraulic brake; Determining the wheel end pressures corresponding to the front wheels and the rear wheels of the vehicle when the switching time arrives based on the electric braking force generated by the increase in the electric braking force and the influence parameters of the release of the hydraulic braking force on the force characteristics of the suspension; Based on the wheel end pressure, the damping of the suspension is adjusted to suppress the vehicle from jerking when the switching time arrives.

2. The method according to claim 1, characterized in that The determining of the wheel end pressures corresponding to the front wheels and the rear wheels of the vehicle when the switching time arrives based on the electric braking force generated by the electric braking increase and the influence parameter of the release of the hydraulic braking force on the force characteristics of the suspension includes: determining, based on an influencing parameter of the suspension force characteristic, a vertical acceleration of the suspension and a body acceleration of the vehicle when the switching time arrives; Based on the vertical acceleration and the vehicle body acceleration, the wheel end pressures corresponding to the front wheels and the rear wheels of the vehicle are determined when the switching time arrives.

3. The method according to claim 2, characterized in that The determining, based on the vertical acceleration and the vehicle body acceleration, the wheel end pressures corresponding to the front wheels and the rear wheels of the vehicle when the switching time arrives, includes: determining, based on the vertical acceleration and the vehicle body acceleration, a vertical load change of the suspension when the switching time arrives; Based on the vertical load variation, the wheel end pressures corresponding to the front wheels and the rear wheels of the vehicle are determined when the switching time arrives.

4. The method according to claim 1, wherein Before adjusting the damping of the suspension based on the wheel end pressure, the method further includes: Obtaining a friction coefficient of the road surface on which the vehicle is traveling; When the friction coefficient is within a preset friction coefficient range, the damping of the suspension is adjusted; wherein the preset friction coefficient range is used to indicate that the vehicle can travel stably during braking.

5. The method according to claim 1, wherein The adjusting the damping of the suspension based on the wheel end pressure to suppress the vehicle from jerking when the switching time arrives includes: Based on the wheel end pressure, obtaining a characteristic curve corresponding to the wheel end pressure; wherein the characteristic curve is used to represent a corresponding relationship between a wheel end pressure value and a regulating current value; Based on the adjustment current value corresponding to the wheel end pressure on the characteristic curve, the damping of the suspension is adjusted to suppress the occurrence of vehicle jerking.

6. The method according to claim 1, characterized in that The method for predicting the switching time from the electric brake to the hydraulic brake comprises: When the accumulated electric braking force is greater than the hydraulic braking force, obtaining a rising gradient time of the accumulated electric braking force; When the rising gradient time meets the preset rising time, the switching time is predicted; wherein, within the preset rising time, when the electric brake is switched to the hydraulic brake, the comfort of the passengers is met.

7. The method according to claim 1, characterized in that Before obtaining the motor torque of the vehicle and the suspension height of at least one wheel, the method further includes: detecting whether the current deceleration of the vehicle is within a preset deceleration range; wherein the preset deceleration range is used to indicate that the energy recovery system operates normally within this range; If so, the motor torque of the vehicle and the suspension height of at least one of the wheels are obtained.

8. A device for suppressing vehicle jerking, characterized in that: The device comprises: an acquisition module, configured to acquire a motor torque of the vehicle and a suspension height of at least one wheel when a driving condition of the vehicle indicates that the vehicle is currently in a target deceleration condition; a prediction module configured to predict a switching time from the electric brake to the hydraulic brake based on a magnitude relationship between an accumulated electric braking force generated by the electric brake and a hydraulic braking force generated by the hydraulic brake when the suspension height of at least one wheel changes; a determination module, configured to determine the wheel end pressures corresponding to the front wheels and the rear wheels of the vehicle, respectively, when the switching time arrives, based on the electric braking force generated by the increase in electric braking and the influence parameter of the release of the hydraulic braking force on the force characteristics of the suspension; A suppression module is used to adjust the damping of the suspension based on the wheel end pressure to suppress the occurrence of vehicle settling when the switching time arrives.

9. A vehicle, characterized in that: The device for suppressing vehicle jerking as claimed in claim 8 is included.

10. A computer-readable storage medium having a computer program stored thereon, characterized in that: When the computer program is executed by a processor, the method for suppressing vehicle stalling as claimed in any one of claims 1 to 7 is implemented.

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