Semi-active suspension damping compensation method, device and vehicle

Abstract

The present disclosure relates to a semi-active suspension damping compensation method, device and vehicle. The method comprises: when the vehicle is traveling according to a preset mode, obtaining the parameter value of the target parameter of the vehicle vibration model in real time; determining the first characteristic value of the target parameter, wherein the first characteristic value is the difference between the maximum parameter value and the minimum parameter value of the target parameter; determining the compensation current of the semi-active shock absorber of the semi-active suspension according to the first characteristic value; if the compensation current is within the preset compensation current range, then performing damping compensation on the semi-active shock absorber according to the compensation current. In this way, the accuracy of damping compensation can be effectively improved, and the semi-active shock absorber of each vehicle can be subjected to differentiated damping compensation. And only when the compensation current is within the preset compensation current range, the semi-active shock absorber is subjected to damping compensation by the compensation current, which can avoid unnecessary vehicle energy consumption and avoid a significant deterioration in vehicle performance.

Description

Technical Field

[0001] The present disclosure relates to the field of vehicles, and in particular, to a semi-active suspension damping compensation method, device and vehicle. Background Art

[0002] Vehicle technology is developing rapidly, and people's requirements for driving experience are getting higher and higher. Among them, vehicle ride comfort and handling stability, as characteristics that directly affect the sensory experience and personal safety of passengers, have received more and more attention. Semi-active shock absorbers can adjust their damping coefficients in real time according to road conditions and vehicle motion information to adapt to different road conditions, so that the vehicle always runs in the best state, thereby resolving the contradiction between handling stability and smoothness.

[0003] During the use of the vehicle, the damping of the semi-active shock absorber will decay. The existing shock absorber damping attenuation compensation method is to determine the damping attenuation characteristics of the shock absorber through bench tests and actual vehicle road tests to perform damping compensation. However, due to manufacturing errors, limitations of actual vehicle mileage tests and bench tests, and equipment aging, the existing damping compensation algorithm is not accurate. Summary of the invention

[0004] The object of the present disclosure is to provide a semi-active suspension damping compensation method, device and vehicle to improve the accuracy of damping compensation for a semi-active shock absorber.

[0005] In order to achieve the above-mentioned object, the present disclosure provides a semi-active suspension damping compensation method in a first aspect, the method comprising:

[0006] When the vehicle is traveling according to a preset mode, parameter values ​​of target parameters of the vehicle vibration model are obtained in real time;

[0007] Determine a first characteristic value of the target parameter, wherein the first characteristic value is a difference between a maximum parameter value and a minimum parameter value of the target parameter;

[0008] determining a compensation current of a semi-active shock absorber of the semi-active suspension according to the first characteristic value;

[0009] If the compensation current is within a preset compensation current range, damping compensation is performed on the semi-active shock absorber according to the compensation current.

[0010] Optionally, when the vehicle is under a standard load, the vehicle tires are under a standard air pressure, the current value of the semi-active shock absorber is the maximum current of the semi-active shock absorber, and the vehicle passes through a standard speed bump at a preset speed, it is determined that the vehicle is traveling according to the preset mode.

[0011] Optionally, the target parameter is selected from any one or more of the following:

[0012] Unsprung acceleration, unsprung velocity, sprung acceleration, sprung velocity, suspension relative velocity, suspension relative displacement.

[0013] Optionally, determining the compensation current of the semi-active shock absorber of the semi-active suspension according to the first characteristic value includes:

[0014] Determining an actual current corresponding to the first characteristic value according to a predetermined correspondence relationship between the characteristic value of the target parameter and the current of the semi-active shock absorber;

[0015] The compensation current is determined according to a difference between a rated maximum current of the semi-active shock absorber and the actual current.

[0016] Optionally, the target parameter is multiple; and determining the compensation current of the semi-active shock absorber of the semi-active suspension according to the first characteristic value includes:

[0017] determining a reference compensation current corresponding to the first characteristic value of each of the target parameters;

[0018] A compensation current of the semi-active vibration absorber is determined according to the plurality of reference compensation currents.

[0019] Optionally, determining the compensation current of the semi-active shock absorber according to the multiple reference compensation currents includes:

[0020] An average current of the plurality of reference compensation currents is determined as the compensation current of the semi-active shock absorber.

[0021] Optionally, performing damping compensation on the semi-active shock absorber according to the compensation current includes:

[0022] determining an operating current of the semi-active shock absorber according to a sum of the compensation current and a demand current of the semi-active shock absorber;

[0023] The operating current is applied to the semi-active vibration absorber.

[0024] A second aspect of the present disclosure provides a semi-active suspension damping compensation device, the device comprising:

[0025] An acquisition module, used to acquire parameter values ​​of target parameters of a vehicle vibration model in real time when the vehicle is traveling in a preset mode;

[0026] A first determining module, configured to determine a first characteristic value of the target parameter, wherein the first characteristic value is a difference between a maximum parameter value and a minimum parameter value of the target parameter;

[0027] a second determination module, configured to determine a compensation current of a semi-active shock absorber of the semi-active suspension according to the first characteristic value;

[0028] The compensation module is used to perform damping compensation on the semi-active shock absorber according to the compensation current if the compensation current is within a preset compensation current range.

[0029] Optionally, when the vehicle is under a standard load, the vehicle tires are under a standard air pressure, the current value of the semi-active shock absorber is the maximum current of the semi-active shock absorber, and the vehicle passes through a standard speed bump at a preset speed, it is determined that the vehicle is traveling according to the preset mode.

[0030] Optionally, the target parameter is selected from any one or more of the following:

[0031] Unsprung acceleration, unsprung velocity, sprung acceleration, sprung velocity, suspension relative velocity, suspension relative displacement.

[0032] Optionally, the second determining module includes:

[0033] A first determination submodule, configured to determine an actual current corresponding to the first characteristic value according to a predetermined correspondence between the characteristic value of the target parameter and the current of the semi-active shock absorber;

[0034] The second determination submodule is configured to determine the compensation current according to a difference between a rated maximum current of the semi-active shock absorber and the actual current.

[0035] Optionally, the second determining module includes:

[0036] A third determination submodule, used to determine a reference compensation current corresponding to the first characteristic value of each of the target parameters;

[0037] The fourth determining submodule is configured to determine a compensation current of the semi-active shock absorber according to the plurality of reference compensation currents.

[0038] Optionally, the fourth determining submodule includes:

[0039] The fifth determining submodule is configured to determine an average current of the plurality of reference compensation currents as the compensation current of the semi-active shock absorber.

[0040] Optionally, the compensation module includes:

[0041] a sixth determination submodule, configured to determine an operating current of the semi-active shock absorber according to a sum of the compensation current and a required current of the semi-active shock absorber;

[0042] The control submodule is used to apply the working current to the semi-active shock absorber.

[0043] A third aspect of the present disclosure provides a semi-active suspension damping compensation device, comprising:

[0044] a memory having a computer program stored thereon;

[0045] A controller, wherein when the computer program is executed by the controller, the steps of the method provided in the first aspect of the present disclosure are implemented.

[0046] A fourth aspect of the present disclosure provides a non-transitory computer-readable storage medium having a computer program stored thereon, which, when executed by a processor, implements the steps of the method provided in the first aspect of the present disclosure.

[0047] A fifth aspect of the present disclosure provides a vehicle, comprising the device provided in the second aspect of the present disclosure, or the device provided in the third aspect of the present disclosure.

[0048] The compensation current determined by the above technical solution can effectively improve the accuracy of damping compensation, and perform differentiated damping compensation on the semi-active shock absorber of each vehicle, avoiding the influence of factors such as manufacturing errors, errors caused by actual vehicle mileage tests and bench tests, and equipment aging. And only when the compensation current is within the preset compensation current range, the semi-active shock absorber is damped and compensated by the compensation current, which can avoid unnecessary vehicle energy consumption and avoid significant deterioration of vehicle performance.

[0049] Other features and advantages of the present disclosure will be described in detail in the following detailed description. BRIEF DESCRIPTION OF THE DRAWINGS

[0050] The accompanying drawings are used to provide a further understanding of the present disclosure and constitute a part of the specification. Together with the following specific embodiments, they are used to explain the present disclosure but do not constitute a limitation of the present disclosure. In the accompanying drawings:

[0051] Figure 1 is a flow chart of a semi-active suspension damping compensation method provided by an exemplary embodiment of the present disclosure;

[0052] Figure 2 is a line graph of parameter values ​​of target parameters of a vehicle vibration model provided by an exemplary embodiment of the present disclosure;

[0053] Figure 3 is a schematic diagram of a corresponding relationship between a characteristic value of a target parameter and a current of a semi-active shock absorber provided by an exemplary embodiment of the present disclosure;

[0054] Figure 4is a structural schematic diagram of a vehicle vibration model provided by an exemplary embodiment of the present disclosure;

[0055] Figure 5 is a schematic diagram of the corresponding relationship between the current and damping of a semi-active shock absorber provided by an exemplary embodiment of the present disclosure;

[0056] Figure 6 is a block diagram of a semi-active suspension damping compensation device provided by an exemplary embodiment of the present disclosure;

[0057] Figure 7 is a block diagram of a semi-active suspension damping compensation device provided by another exemplary embodiment of the present disclosure. DETAILED DESCRIPTION

[0058] The specific implementation of the present disclosure is described in detail below in conjunction with the accompanying drawings. It should be understood that the specific implementation described herein is only used to illustrate and explain the present disclosure, and is not used to limit the present disclosure.

[0059] At present, the actual semi-active shock absorbers installed in mass production will have different damping characteristics from the semi-active shock absorbers used for semi-active suspension control algorithm calibration due to the following two reasons. On the one hand, due to manufacturing and assembly errors, the damping characteristics of the shock absorber (the shock absorber whose damping can be continuously adjusted with the current) generally have a tolerance of ±13%; on the other hand, with the increase of vehicle mileage and vehicle age, the valve plate, oil viscosity and seals of the shock absorber will have a certain degree of performance degradation. The superposition of the above two factors will lead to changes in the damping of the semi-active shock absorber.

[0060] When the damping changes, but the calibrated semi-active suspension control algorithm parameters do not change accordingly, the semi-active suspension control effect of the vehicle will be reduced. If the damping becomes larger, the control effect on the vehicle's smoothness in the mid- and high-frequency bands will be greatly reduced; if the damping becomes smaller, the pitch and roll control effect of the vehicle will be greatly reduced. In actual use, the damping of the shock absorber often decays. Based on the above reasons, in order to balance the vehicle's handling stability and smoothness, the semi-active shock absorber needs to be damped.

[0061] The existing shock absorber damping attenuation compensation first obtains the relationship between the shock absorber damping and the number of bench tests based on the shock absorber durability test; then obtains the corresponding relationship between the actual vehicle road mileage and the number of bench tests based on the electrical measurement data of the actual vehicle road test and the bench test; finally, the damping compensation is performed by reading the actual vehicle mileage and according to the damping attenuation characteristics of the shock absorber. However, this technology has the following problems:

[0062] (1) Due to manufacturing errors, the relationship between the damping attenuation and the number of bench tests for each shock absorber is different.

[0063] (2) It is difficult to obtain a definite relationship between the actual vehicle road mileage and the number of bench tests; it can only be approximated.

[0064] (3) Damping compensation is only related to mileage and does not take into account the aging attenuation of the shock absorber seal due to long-term use.

[0065] In order to solve the above problems, the present disclosure provides a semi-active suspension damping compensation method.

[0066] Figure 1 FIG. 1 is a flow chart of a semi-active suspension damping compensation method provided by an exemplary embodiment of the present disclosure. Figure 1 As shown, the method may include S101 to S104.

[0067] S101, when the vehicle is traveling according to a preset mode, obtaining parameter values ​​of target parameters of a vehicle vibration model in real time.

[0068] For example, the parameter value corresponding to the target parameter at each moment can be obtained during the vehicle driving in a preset mode. For example, the target parameter can be the unsprung acceleration. During the vehicle driving in a preset mode, the parameter value corresponding to the unsprung acceleration at each moment can be as follows: Figure 2 shown.

[0069] S102, determining a first characteristic value of a target parameter.

[0070] The first eigenvalue is the difference between the maximum parameter value and the minimum parameter value of the target parameter.

[0071] For example, when obtaining the parameter value corresponding to the target parameter at each moment, the maximum parameter value and the minimum parameter value of the target parameter can be determined by arranging the parameter values ​​in ascending or descending order to determine the first characteristic value of the target parameter. Figure 2 When a line graph of the parameter value of the target parameter is shown, the first eigenvalue is determined based on the highest point and the lowest point of the line graph. Figure 2 The target parameter in is the unsprung acceleration, the maximum parameter value is 150, and the minimum parameter value is -160. Then, the first characteristic value of the unsprung acceleration can be determined to be 310, which is used to determine the compensation current of the semi-active shock absorber.

[0072] S103: Determine a compensation current of a semi-active shock absorber of a semi-active suspension according to the first characteristic value.

[0073] S104: If the compensation current is within a preset compensation current range, performing damping compensation on the semi-active shock absorber according to the compensation current.

[0074] Exemplarily, the preset compensation current range may be set to 0.1A to 0.5A.

[0075] If the compensation current is 0.05A, which is less than the preset compensation current range, that is, less than 0.1A, it can be determined that the damping attenuation of the current semi-active shock absorber is small, the vehicle handling stability and ride comfort are still in a balanced state, and increasing the compensation current will have an almost negligible effect on balancing the vehicle handling stability and ride comfort. Therefore, when the compensation current is less than the preset compensation current range, there is no need to perform damping compensation on the semi-active shock absorber, which can ensure the vehicle's ride comfort and handling stability while avoiding unnecessary vehicle energy consumption.

[0076] If the compensation current is 0.8A, which is greater than the preset compensation current range, that is, greater than 0.5A, after the compensation current is increased, the working current applied to the semi-active shock absorber may exceed the rated maximum current of the semi-active shock absorber, which may cause damage to the electronic components of the semi-active shock absorber and its related circuits. In addition, during the vehicle parameter calibration process, improper parameter calibration may occur due to data errors and imperfections in the parameter calibration program itself; the greater the compensation current, the more the vehicle deviates from the working conditions involved in the calibration parameters, and the deterioration of vehicle performance caused by improper parameter calibration may become more obvious. Therefore, when the compensation current is greater than the preset compensation current range, there is no need to perform damping compensation on the semi-active shock absorber, which can effectively protect the working circuit of the semi-active shock absorber and avoid a significant deterioration in vehicle performance.

[0077] The compensation current determined by the above technical solution can effectively improve the accuracy of damping compensation, and perform differentiated damping compensation on the semi-active shock absorber of each vehicle, avoiding the influence of factors such as manufacturing errors, errors caused by actual vehicle mileage tests and bench tests, and equipment aging. And only when the compensation current is within the preset compensation current range, the semi-active shock absorber is damped and compensated by the compensation current, which can avoid unnecessary vehicle energy consumption and avoid significant deterioration of vehicle performance.

[0078] Optionally, when the vehicle is under standard load, the vehicle tires are under standard air pressure, the current value of the semi-active shock absorber is the maximum current of the semi-active shock absorber, and the vehicle passes through a standard speed bump at a preset speed, it is determined that the vehicle is traveling in a preset mode.

[0079] For example, the current value of the semi-active shock absorber can be set manually. For example, the driver can input an instruction to set the current value of the semi-active shock absorber to the maximum value on the touch screen of the vehicle terminal. When the vehicle controller receives the instruction, it adjusts the current of the semi-active shock absorber; or, when the driver starts the damping compensation program in the relevant software, the vehicle controller autonomously adjusts the current value of the semi-active shock absorber to the maximum value. The vehicle speed can be preset, for example, it can be set to 20km / h.

[0080] It is worth noting that although the current value of the semi-active shock absorber is set to the maximum current of the semi-active shock absorber, due to factors such as damping attenuation, the current current of the semi-active shock absorber may not necessarily reach the rated maximum current of the semi-active shock absorber. What can really be achieved is the maximum current of the semi-active shock absorber under the current damping. For example, the current value of the semi-active shock absorber is set to its maximum value of 1.8A (the rated maximum current of the semi-active shock absorber), but when the vehicle is actually driving, the current current of the semi-active shock absorber (the maximum current of the semi-active shock absorber under the current damping) may only be able to reach 1.6A.

[0081] In this way, controlling the vehicle to travel according to the preset mode can ensure that the vehicle operating condition when the vehicle obtains the parameter value of the target parameter is consistent with the predetermined Figure 3 The vehicle operating condition when the characteristic value of the target parameter shown corresponds to the current of the semi-active shock absorber is consistent, reducing interference factors to ensure the reliability of the parameter value of the acquired target parameter.

[0082] Optionally, the target parameter may be selected from any one or more of the following:

[0083] Unsprung acceleration, unsprung velocity, sprung acceleration, sprung velocity, suspension relative velocity, suspension relative displacement.

[0084] For example, the vehicle's 1-DOF vehicle vibration model can be converted into four independent 2-DOF quarter vehicle vibration models, such as Figure 4 As shown, the vehicle vibration model mainly includes a road surface 1, a tire 2, an unsprung part 3, a suspension spring 4, a sprung part 5, and a semi-active shock absorber 6. Among them, the unsprung part 3 and the road surface 1 are connected through the tire 2, and the sprung part 5 and the unsprung part 3 are connected through the suspension spring 4 and the semi-active shock absorber 6.

[0085] Among them, the vertical displacement of road surface 1 is z q , the vertical stiffness of tire 2 is k t , the mass of the unsprung part 3 is m u , the vertical displacement of the unsprung part is z u , the vertical stiffness of the suspension spring 4 is k s , the mass of the sprung part 5 is m s , the vertical displacement of the sprung part is z s , the adjustable damping of the semi-active shock absorber 6 is c s Among the above 8 related quantities, if the adjustable damping c is kept s If the other related quantities do not change, the adjustable damping c can be reflected by the changes in the remaining related quantities. s For example, if the vertical displacement z of road surface 1 is maintained q, the vertical stiffness k of tire 2 t , the mass of the unsprung part 3 m u , the vertical stiffness k of the suspension spring 4 s , the mass of the sprung part 5 m s unchanged, then the vertical displacement z of the unsprung part can be u and the vertical displacement of the sprung part z s The relevant target parameter reflects the adjustable damping c s The change can be compensated by the compensation current.

[0086] Exemplarily, the unsprung acceleration can be obtained by an acceleration sensor pre-set in the unsprung part; the unsprung velocity can be obtained by a velocity sensor pre-set in the unsprung part; the sprung acceleration can be obtained by an acceleration sensor pre-set in the sprung part; the sprung velocity can be obtained by a velocity sensor pre-set in the sprung part; the suspension relative velocity can be obtained by a velocity sensor pre-set on the suspension; and the suspension relative displacement can be obtained by a displacement sensor pre-set on the suspension.

[0087] Optionally, in S103, determining the compensation current of the semi-active shock absorber of the semi-active suspension according to the first characteristic value may include:

[0088] Determining an actual current corresponding to the first characteristic value according to a correspondence between a predetermined characteristic value of the target parameter and the current of the semi-active shock absorber;

[0089] The compensation current is determined based on the difference between the rated maximum current and the actual current of the semi-active shock absorber.

[0090] Exemplarily, the correspondence between the characteristic value of the target parameter and the current of the semi-active shock absorber can be predetermined by vehicle testing. For example, when the vehicle has completed parameter calibration and the vehicle is not damaged (not in use), the vehicle is placed under standard load and the tires are placed under standard air pressure, and the vehicle is controlled to pass through the standard speed bump multiple times at a preset speed when the current value of the semi-active shock absorber is different preset current values. The preset current values ​​can be 0.8A, 1A, 1.2A, 1.4A, 1.6A, and 1.8A.

[0091] During the above vehicle test, the parameter value of the target parameter is obtained to generate the corresponding relationship between the characteristic value of the target parameter and the current of the semi-active shock absorber. A vehicle test can be carried out before the vehicle leaves the factory to determine the corresponding relationship between the characteristic value of the target parameter of the vehicle and the current of the semi-active shock absorber, so that problems caused by vehicle manufacturing and assembly errors can be avoided; or, a vehicle of the same model can be used as a basic vehicle for vehicle testing, and the obtained corresponding relationship can be pre-stored in other vehicles of the same model, so that the vehicle factory process can be simplified. The corresponding relationship between the characteristic value of the target parameter and the current of the semi-active shock absorber determined by the above method does not require actual vehicle road testing and bench testing, which effectively shortens the development cycle and saves development costs.

[0092] Taking the target parameter as unsprung acceleration as an example, the correspondence between the predetermined characteristic value of the target parameter and the current of the semi-active shock absorber can be expressed as follows: Figure 3 As shown, if the first characteristic value of the unsprung acceleration is 210, according to Figure 3 , it can be determined that the current of the corresponding semi-active shock absorber is 1.6A, that is, the actual current of the semi-active shock absorber under the current damping is 1.6A. The rated maximum current of the semi-active shock absorber can be preset, for example, set to 1.8A. When the vehicle is traveling in a preset mode, the current current value of the semi-active shock absorber is the maximum current of the semi-active shock absorber, but if the damping of the semi-active shock absorber is in the optimal state, the maximum current value of the semi-active shock absorber should be the rated maximum current of the semi-active shock absorber, that is, the damping attenuation will cause the actual current passing through the semi-active shock absorber to decrease. Therefore, the compensation current (0.2A) can be determined by the difference between the rated maximum current and the actual current of the semi-active shock absorber, so as to perform damping compensation by increasing the compensation current.

[0093] Optionally, if there are multiple target parameters, in S103, determining the compensation current of the semi-active shock absorber of the semi-active suspension according to the first characteristic value may include:

[0094] determining a reference compensation current corresponding to a first characteristic value of each target parameter;

[0095] A compensation current of the semi-active vibration absorber is determined according to a plurality of reference compensation currents.

[0096] Exemplarily, there are multiple target parameters, for example, the target parameters may be unsprung acceleration and sprung acceleration. After determining the first characteristic value of the unsprung acceleration and the first characteristic value of the sprung acceleration, a first reference compensation current corresponding to the first characteristic value of the sprung acceleration and a second reference compensation current corresponding to the first characteristic value of the unsprung acceleration may be determined, and then the compensation current of the semi-active shock absorber may be determined by the first reference compensation current and the second reference compensation current. In this way, by determining the compensation current by multiple target parameters, the accuracy of the determined compensation current may be further improved.

[0097] Optionally, determining the compensation current of the semi-active shock absorber according to a plurality of reference compensation currents may include:

[0098] The average current of the multiple reference compensation currents is determined as the compensation current of the semi-active shock absorber.

[0099] Continuing from the above, if the first reference compensation current is 0.24A, and the second reference compensation current is 0.26A, then the compensation current can be determined to be 0.25A.

[0100] Optionally, in S104, performing damping compensation on the semi-active shock absorber according to the compensation current may include:

[0101] Determine the operating current of the semi-active shock absorber according to the sum of the compensation current and the required current of the semi-active shock absorber;

[0102] An operating current is applied to the semi-active shock absorber.

[0103] Exemplarily, the demand current of the semi-active shock absorber can be determined by a semi-active control algorithm, and the demand current can be superimposed with the compensation current to obtain the working current of the semi-active shock absorber, which is applied to the semi-active shock absorber. Compared with directly applying the rated maximum current of the semi-active shock absorber to the semi-active shock absorber, the working current determined by the compensation current and the demand current can better adapt to the current state of the vehicle. The corresponding relationship between the current and damping of the semi-active shock absorber before and after the damping compensation of the semi-active shock absorber by the compensation current is shown in Figure 5. In this way, the damping compensation of the semi-active shock absorber can be performed by applying the compensation current to improve the ride comfort and handling stability of the vehicle.

[0104] Based on the same inventive concept, the present disclosure also provides a semi-active suspension damping compensation device. Figure 6 is a block diagram of a semi-active suspension damping compensation device 600 provided by an exemplary embodiment of the present disclosure. Figure 6 , the semi-active suspension damping compensation device 600 may include:

[0105] An acquisition module 601 is used to acquire parameter values ​​of target parameters of a vehicle vibration model in real time when the vehicle is traveling in a preset mode;

[0106] A first determination module 602 is used to determine a first characteristic value of the target parameter, wherein the first characteristic value is a difference between a maximum parameter value and a minimum parameter value of the target parameter;

[0107] A second determination module 603 is used to determine a compensation current of a semi-active shock absorber of the semi-active suspension according to the first characteristic value;

[0108] The compensation module 604 is configured to perform damping compensation on the semi-active shock absorber according to the compensation current if the compensation current is within a preset compensation current range.

[0109] The compensation current determined by the above technical solution can effectively improve the accuracy of damping compensation, and perform differentiated damping compensation on the semi-active shock absorber of each vehicle, avoiding the influence of factors such as manufacturing errors, errors caused by actual vehicle mileage tests and bench tests, and equipment aging. And only when the compensation current is within the preset compensation current range, the semi-active shock absorber is damped and compensated by the compensation current, which can avoid unnecessary vehicle energy consumption and avoid significant deterioration of vehicle performance.

[0110] Optionally, when the vehicle is under a standard load, the vehicle tires are under a standard air pressure, the current value of the semi-active shock absorber is the maximum current of the semi-active shock absorber, and the vehicle passes through a standard speed bump at a preset speed, it is determined that the vehicle is traveling according to the preset mode.

[0111] Optionally, the target parameter is selected from any one or more of the following:

[0112] Unsprung acceleration, unsprung velocity, sprung acceleration, sprung velocity, suspension relative velocity, suspension relative displacement.

[0113] Optionally, the second determining module 603 includes:

[0114] A first determination submodule, configured to determine an actual current corresponding to the first characteristic value according to a predetermined correspondence between the characteristic value of the target parameter and the current of the semi-active shock absorber;

[0115] The second determination submodule is configured to determine the compensation current according to a difference between a rated maximum current of the semi-active shock absorber and the actual current.

[0116] Optionally, the second determining module 603 includes:

[0117] A third determination submodule, used to determine a reference compensation current corresponding to the first characteristic value of each of the target parameters;

[0118] The fourth determining submodule is configured to determine a compensation current of the semi-active shock absorber according to the plurality of reference compensation currents.

[0119] Optionally, the fourth determining submodule includes:

[0120] The fifth determining submodule is configured to determine an average current of the plurality of reference compensation currents as the compensation current of the semi-active shock absorber.

[0121] Optionally, the compensation module 604 includes:

[0122] a sixth determination submodule, configured to determine an operating current of the semi-active shock absorber according to a sum of the compensation current and a required current of the semi-active shock absorber;

[0123] The control submodule is used to apply the working current to the semi-active shock absorber.

[0124] Regarding the device in the above embodiment, the specific manner in which each module performs operations has been described in detail in the embodiment of the method, and will not be elaborated here.

[0125] Figure 7 is a block diagram of a semi-active suspension damping compensation device 700 according to an exemplary embodiment. Figure 7 As shown, the semi-active suspension damping compensation device 700 may include: a processor 701 and a memory 702. The semi-active suspension damping compensation device 700 may also include one or more of a multimedia component 703, an input / output (I / O) interface 704, and a communication component 705.

[0126] The processor 701 is used to control the overall operation of the semi-active suspension damping compensation device 700 to complete all or part of the steps in the above-mentioned semi-active suspension damping compensation method. The memory 702 is used to store various types of data to support the operation of the semi-active suspension damping compensation device 700, and these data may include, for example, instructions for any application or method operating on the semi-active suspension damping compensation device 700, and application-related data, such as contact data, sent and received messages, pictures, audio, video, etc. The memory 702 can be implemented by any type of volatile or non-volatile storage device or a combination thereof, such as static random access memory (SRAM), electrically erasable programmable read-only memory (EEPROM), erasable programmable read-only memory (EPROM), programmable read-only memory (PROM), read-only memory (ROM), magnetic memory, flash memory, disk or optical disk. The multimedia component 703 may include a screen and an audio component. The screen may be, for example, a touch screen, and the audio component is used to output and / or input audio signals. For example, the audio component may include a microphone for receiving external audio signals. The received audio signal may be further stored in the memory 702 or sent via the communication component 705. The audio component also includes at least one speaker for outputting audio signals. The I / O interface 704 provides an interface between the processor 701 and other interface modules, and the above-mentioned other interface modules can be a keyboard, a mouse, buttons, etc. These buttons can be virtual buttons or physical buttons. The communication component 705 is used for wired or wireless communication between the semi-active suspension damping compensation device 700 and other devices. Wireless communication, such as Wi-Fi, Bluetooth, Near Field Communication (NFC), 2G, 3G, 4G, NB-IOT, eMTC, or other 5G, etc., or a combination of one or more of them, is not limited here. Therefore, the corresponding communication component 705 may include: Wi-Fi module, Bluetooth module, NFC module, etc.

[0127] In an exemplary embodiment, the semi-active suspension damping compensation device 700 can be implemented by one or more application specific integrated circuits (ASIC), digital signal processors (DSP), digital signal processing devices (DSPD), programmable logic devices (PLD), field programmable gate arrays (FPGA), controllers, microcontrollers, microprocessors or other electronic components to execute the above-mentioned semi-active suspension damping compensation method.

[0128] In another exemplary embodiment, a computer-readable storage medium including program instructions is also provided, and when the program instructions are executed by a processor, the steps of the above-mentioned semi-active suspension damping compensation method are implemented. For example, the computer-readable storage medium can be the above-mentioned memory 702 including program instructions, and the above-mentioned program instructions can be executed by the processor 701 of the semi-active suspension damping compensation device 700 to complete the above-mentioned semi-active suspension damping compensation method.

[0129] In another exemplary embodiment, a computer program product is also provided. The computer program product includes a computer program executable by a programmable device, and has a code portion for performing the above-mentioned semi-active suspension damping compensation method when executed by the programmable device.

[0130] The present disclosure further provides a vehicle, comprising the semi-active suspension damping compensation device 600 provided by the present disclosure, or the semi-active suspension damping compensation device 700 provided by the present disclosure.

[0131] The preferred embodiments of the present disclosure are described in detail above in conjunction with the accompanying drawings; however, the present disclosure is not limited to the specific details in the above embodiments. Within the technical concept of the present disclosure, a variety of simple modifications can be made to the technical solution of the present disclosure, and these simple modifications all fall within the protection scope of the present disclosure.

[0132] It should also be noted that the various specific technical features described in the above specific embodiments can be combined in any suitable manner without contradiction. In order to avoid unnecessary repetition, the present disclosure will not further describe various possible combinations.

[0133] In addition, various embodiments of the present disclosure may be arbitrarily combined, and as long as they do not violate the concept of the present disclosure, they should also be regarded as the contents disclosed by the present disclosure.

Claims

1. A semi-active suspension damping compensation method, characterized in that: include: When the vehicle is traveling according to a preset mode, parameter values ​​of target parameters of the vehicle vibration model are obtained in real time; Determine a first characteristic value of the target parameter, wherein the first characteristic value is a difference between a maximum parameter value and a minimum parameter value of the target parameter; determining a compensation current of a semi-active shock absorber of the semi-active suspension according to the first characteristic value; If the compensation current is within a preset compensation current range, performing damping compensation on the semi-active shock absorber according to the compensation current; Wherein, determining the compensation current of the semi-active shock absorber of the semi-active suspension according to the first characteristic value includes: Determining an actual current corresponding to the first characteristic value according to a predetermined correspondence relationship between the characteristic value of the target parameter and the current of the semi-active shock absorber; The compensation current is determined according to a difference between a rated maximum current of the semi-active shock absorber and the actual current.

2. The method according to claim 1, characterized in that: When the vehicle is under a standard load, the vehicle tires are under a standard air pressure, the current value of the semi-active shock absorber is the maximum current of the semi-active shock absorber, and the vehicle passes through a standard speed bump at a preset speed, it is determined that the vehicle is traveling according to the preset mode.

3. The method according to claim 1, characterized in that The target parameters are selected from any one or more of the following: Unsprung acceleration, unsprung velocity, sprung acceleration, sprung velocity, suspension relative velocity, suspension relative displacement.

4. The method according to claim 1, characterized in that: The target parameter is multiple; and determining the compensation current of the semi-active shock absorber of the semi-active suspension according to the first characteristic value includes: determining a reference compensation current corresponding to the first characteristic value of each of the target parameters; A compensation current of the semi-active vibration absorber is determined according to the plurality of reference compensation currents.

5. The method according to claim 4, characterized in that The step of determining the compensation current of the semi-active shock absorber according to the plurality of reference compensation currents comprises: An average current of the plurality of reference compensation currents is determined as the compensation current of the semi-active shock absorber.

6. The method according to any one of claims 1 to 5, characterized in that The performing damping compensation on the semi-active shock absorber according to the compensation current includes: determining an operating current of the semi-active shock absorber according to a sum of the compensation current and a demand current of the semi-active shock absorber; The operating current is applied to the semi-active vibration absorber.

7. A semi-active suspension damping compensation device, characterized in that: include: An acquisition module, used to acquire parameter values ​​of target parameters of a vehicle vibration model in real time when the vehicle is traveling in a preset mode; A first determining module, configured to determine a first characteristic value of the target parameter, wherein the first characteristic value is a difference between a maximum parameter value and a minimum parameter value of the target parameter; a second determination module, configured to determine a compensation current of a semi-active shock absorber of the semi-active suspension according to the first characteristic value; a compensation module, configured to perform damping compensation on the semi-active shock absorber according to the compensation current if the compensation current is within a preset compensation current range; The second determining module includes: A first determination submodule, configured to determine an actual current corresponding to the first characteristic value according to a predetermined correspondence between the characteristic value of the target parameter and the current of the semi-active shock absorber; The second determination submodule is configured to determine the compensation current according to a difference between a rated maximum current of the semi-active shock absorber and the actual current.

8. A semi-active suspension damping compensation device, characterized in that: include: a memory having a computer program stored thereon; A controller, wherein when the computer program is executed by the controller, the steps of the method according to any one of claims 1 to 6 are implemented.

9. A vehicle, characterized in that: Comprising the device as claimed in claim 7, or the device as claimed in claim 8.

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