Vehicle semi-active suspension control method and device based on map navigation path, vehicle, equipment and medium

Abstract

The application provides a vehicle semi-active suspension control method and device based on a map navigation path, a vehicle, equipment and a medium. The vehicle semi-active suspension control method based on the map navigation path comprises the following steps: acquiring vehicle driving data and map navigation path related data; determining a road surface unevenness level of a road section where the vehicle is currently located based on the vehicle driving data and the map navigation path related data; determining a suspension damping coefficient boundary value based on the vehicle driving data, the map navigation path related data and the road surface unevenness level of the road section where the vehicle is currently located; and executing a selected semi-active suspension control algorithm based on the vehicle driving data, the map navigation path related data and the determined suspension damping coefficient boundary value, so as to realize vehicle semi-active suspension control. The semi-active control suspension cost is not increased, and the suspension hysteresis can be eliminated.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of vehicle suspension damping, in particular to a vehicle semi-active suspension control method and device based on a map navigation path, a vehicle, equipment and a medium. BACKGROUND

[0002] The suspension system, as an important part of the vehicle chassis system, not only connects the vehicle body and the wheels, but also buffers and attenuates the impact load transmitted from the road to the vehicle body, thereby reducing the irregular vibration of the wheels and the vehicle body and improving the ride comfort and the ride comfort of the vehicle. The suspension system has developed to the present, and its structure mainly consists of elastic elements, guiding mechanisms, shock absorbers and the like. However, the traditional suspension system cannot be adjusted according to the actual situation of the vehicle driving road, and cannot achieve good damping performance of the vehicle suspension under different road conditions. Based on this, semi-active suspension and active suspension are developed on the basis of the traditional suspension, both of which can adjust the stiffness or damping of the suspension according to the road conditions, so that the vehicle has good ride comfort under different road conditions.

[0003] Although the active suspension performs better than the traditional passive suspension, its high price makes it difficult to be widely used, so the semi-active suspension becomes a popular research object in the field of suspension control. The working principle of the existing semi-active suspension is mainly to change the damping rate of the vehicle by controlling the flow rate of the liquid inside the shock absorber, and its main control algorithms include skyhook damping control (SH), groundhook damping control (GH), acceleration driven damping control (ADD), and hybrid skyhook- acceleration driven damping control (SH-ADD). However, these control algorithms essentially react to the excitation transmitted to the tire by the road, and the algorithms themselves have a certain hysteresis.

[0004] The existing solutions mainly use cameras, lasers, radars and other devices to obtain road information to react in advance, but such methods often bring related problems such as cost increase and technical difficulty increase. For example, the suspension control method described in the application publication CN113183709 A describes a method for detecting pulse road surfaces by using a convolutional neural network to extract features from image data recorded by a forward camera; the suspension control method described in the application publication JP6895371 B2 includes a method for obtaining road-related information using a stereo camera; and the suspension control method described in the application publication DE102014200031 B4 uses a method for detecting road anomaly information using a laser scanner.

[0005] In addition, in order to reduce the cost of the semi-active suspension control suspension, a method is proposed in the application publication No. CN109591537 A, which predicts the road surface information by using the front wheel sensor parameters and adjusts the rear wheel shock absorber related parameters based on the predicted road surface information, so as to achieve the function of realizing the rear wheel suspension preview without using the rear wheel sensor. Although this method can reduce the cost of the semi-active control suspension, this method cannot make the front wheel semi-active control suspension adjust the suspension parameters in advance, and the rear wheel semi-active control suspension may have the problem of not timely reaction when the vehicle travels at a high speed, thereby affecting the comfort of the vehicle.

[0006] The above-mentioned patents propose many effective methods to solve the suspension hysteresis problem, but none of them can take into account the cost and performance of the semi-active control suspension. Therefore, the entire industry is very much looking forward to a method that can eliminate the suspension hysteresis without increasing the cost of the semi-active control suspension. SUMMARY

[0007] To solve the above technical problems, the present application provides a vehicle semi-active suspension control method based on a map navigation path, a device, a vehicle, equipment and a medium.

[0008] The technical solution of the present application is:

[0009] The present application provides a vehicle semi-active suspension control method based on a map navigation path, comprising:

[0010] Obtaining vehicle driving data and map navigation path related data;

[0011] Based on the vehicle driving data and the map navigation path related data, determining the road roughness level of the road section where the vehicle is currently located;

[0012] Based on the vehicle driving data, the map navigation path related data and the road roughness level of the road section where the vehicle is currently located, determining the suspension damping coefficient boundary value;

[0013] Based on the vehicle driving data, the map navigation path related data and the determined suspension damping coefficient boundary value, executing the selected semi-active suspension control algorithm to realize the vehicle semi-active suspension control.

[0014] Preferably, the vehicle driving data includes the vehicle driving speed, the vertical acceleration on the spring and the vertical acceleration under the spring, and the map navigation path related data includes the category of the road section where the vehicle is currently located, the functional level information of the road section where the vehicle is currently located, the congestion state information of the vehicle forward direction and the road environment information of the vehicle forward direction;

[0015] The road section where the vehicle is currently located refers to the specific road section in the map navigation path of the vehicle.

[0016] Preferably, the step of determining the road roughness level of the road section where the vehicle is currently located based on the vehicle driving data and the map navigation path related data comprises:

[0017] The vehicle driving data and the map navigation path related data are input into the pre-trained road roughness level classification model, and the road roughness level of the road section where the vehicle is currently located is output.

[0018] Preferably, the step of inputting the vehicle driving data and the map navigation path related data into the pre-trained road roughness level classification model and outputting the road roughness level of the road section where the vehicle is currently located comprises:

[0019] Based on the vehicle driving speed and the sprung vertical acceleration, the average value of the vehicle driving speed, the average value of the sprung vertical acceleration and the variance of the sprung vertical acceleration of the road section where the vehicle is currently located are determined.

[0020] The average value of the vehicle driving speed, the average value of the sprung vertical acceleration, the variance of the sprung vertical acceleration of the road section where the vehicle is currently located and the functional level information of the road section where the vehicle is currently located are input into the pre-trained road roughness level classification model, and the road roughness level of the road section where the vehicle is currently located is output.

[0021] Preferably, the step of determining the suspension damping coefficient boundary value based on the vehicle driving data, the map navigation path related data and the road roughness level of the road section where the vehicle is currently located comprises:

[0022] If the vehicle driving speed is greater than the first preset speed, the suspension damping coefficient boundary value is set to the maximum preset boundary value.

[0023] If the vehicle driving speed is less than the second preset speed, the suspension damping coefficient boundary value is set to the minimum preset boundary value.

[0024] If the vehicle driving speed is between the first preset speed and the second preset speed, the suspension damping coefficient boundary value is determined based on the road roughness level of the road section where the vehicle is currently located, the category of the road section where the vehicle is currently located, the functional level information of the road section where the vehicle is currently located, the congestion state information of the vehicle's forward direction and the road environment information of the vehicle's forward direction.

[0025] Preferably, if the vehicle driving speed is between the first preset speed and the second preset speed, the step of determining the suspension damping coefficient boundary value based on the road roughness level of the road section where the vehicle is currently located, the category of the road section where the vehicle is currently located, the functional level information of the road section where the vehicle is currently located, the congestion state information of the vehicle's forward direction and the road environment information of the vehicle's forward direction comprises:

[0026] When the category of the road segment where the vehicle is currently located is a highway, if there is a fork, an intersection, a town or a village within a first preset distance in the direction in which the vehicle is moving, the suspension damping coefficient boundary value is set to a minimum preset boundary value;

[0027] When the category of the road segment where the vehicle is currently located is a highway, if the road surface roughness level of the road segment where the vehicle is currently located is a first preset level, the functional level of the road segment where the vehicle is currently located is a first preset functional level, the congestion state within a second preset distance in the direction in which the vehicle is moving is a first state level, and there is no fork, intersection, town or village within a third preset distance in the direction in which the vehicle is moving, the suspension damping coefficient boundary value is set to a maximum preset boundary value;

[0028] When the category of the road segment where the vehicle is currently located is a highway, if the road surface roughness level of the road segment where the vehicle is currently located is a first preset level, the functional level of the road segment where the vehicle is currently located is a first preset functional level, the congestion state within a fourth preset distance in the direction in which the vehicle is moving is a second state level, and there is no fork, intersection, town or village within a fifth preset distance in the direction in which the vehicle is moving, the suspension damping coefficient boundary value is set to a maximum preset boundary value;

[0029] When the category of the road segment where the vehicle is currently located is a highway, if the road surface roughness level of the road segment where the vehicle is currently located is a second preset level, the functional level of the road segment where the vehicle is currently located is a second preset functional level, the congestion state within a sixth preset distance in the direction in which the vehicle is moving is a third state level, and there is no fork, intersection, town or village within a seventh preset distance in the direction in which the vehicle is moving, the suspension damping coefficient boundary value is set to a minimum preset boundary value;

[0030] When the category of the road segment where the vehicle is currently located is a highway, and in addition to the above cases, the suspension damping coefficient boundary value is set to an intermediate preset boundary value;

[0031] The first state level is free-flow or basic free-flow, the second state level is moderate congestion or severe congestion, and the third state level is free-flow, basic free-flow or light congestion;

[0032] The first preset distance, the fifth preset distance, the seventh preset distance and the third preset distance increase in turn; the second preset distance, the fourth preset distance and the sixth preset distance increase in turn;

[0033] The road surface roughness of the first preset level is higher than the road surface roughness of the second preset level;

[0034] The first preset functional level is higher than the second preset functional level.

[0035] Preferably, if the driving speed of the vehicle is between the first preset speed and the second preset speed, the step of determining the suspension damping coefficient boundary value based on the road roughness level of the road section where the vehicle is currently located, the category of the road section where the vehicle is currently located, the functional level information of the road section where the vehicle is currently located, the congestion state information of the vehicle's forward direction, and the road environment information of the vehicle's forward direction further comprises:

[0036] When the category of the road section where the vehicle is currently located is a road, if there is a fork, an intersection, a residential area, a shopping mall, a school, a hospital, a railway station, or an airport within the eighth preset distance in the vehicle's forward direction, the suspension damping coefficient boundary value is set to the minimum preset boundary value;

[0037] When the category of the road section where the vehicle is currently located is a road, if the road roughness level of the road section where the vehicle is currently located is the first preset level, the functional level of the road section where the vehicle is currently located is the third preset functional level, the congestion state within the ninth preset distance in the vehicle's forward direction is the third state level, and there is no fork, intersection, residential area, shopping mall, school, hospital, railway station, or airport within the tenth preset distance in the vehicle's forward direction, the suspension damping coefficient boundary value is set to the maximum preset boundary value;

[0038] When the category of the road section where the vehicle is currently located is a road, if the road roughness level of the road section where the vehicle is currently located is the first preset level, the functional level of the road section where the vehicle is currently located is the third preset functional level, the congestion state within the eleventh preset distance in the vehicle's forward direction is the fourth state level, and there is no fork, intersection, residential area, shopping mall, school, hospital, railway station, or airport within the twelfth preset distance in the vehicle's forward direction, the suspension damping coefficient boundary value is set to the maximum preset boundary value;

[0039] When the category of the road section where the vehicle is currently located is a road, if the road roughness level of the road section where the vehicle is currently located is the fourth preset level, the functional level of the road section where the vehicle is currently located is the fourth preset functional level, the congestion state within the thirteenth preset distance in the vehicle's forward direction is the fifth state level, and there is no fork, intersection, residential area, shopping mall, school, hospital, railway station, or airport within the twelfth preset distance in the vehicle's forward direction, the suspension damping coefficient boundary value is set to the minimum preset boundary value;

[0040] When the category of the road section where the vehicle is currently located is a road, in addition to the above cases, the suspension damping coefficient boundary value is set to the medium preset boundary value;

[0041] The third state level is smooth or basically smooth, the fourth state level is moderate congestion or severe congestion, and the fifth state level is smooth, basically smooth, or light congestion;

[0042] The eighth preset distance, the twelfth preset distance and the tenth preset distance increase in turn; the thirteenth preset distance, the eleventh preset distance and the ninth preset distance increase in turn;

[0043] The third preset level of road roughness is higher than the fourth preset level of road roughness.

[0044] The third preset functional level is higher than the fourth preset functional level.

[0045] Preferably, based on the vehicle-mounted driving data, the map navigation path related data and the determined suspension damping coefficient boundary value, the step of executing the selected semi-active suspension control algorithm to realize the vehicle semi-active suspension control comprises:

[0046] According to the category of the road section where the vehicle is currently located and the vehicle speed, a corresponding semi-active suspension control algorithm is selected from the pre-labeled multiple control algorithms;

[0047] The sprung vertical acceleration is integrated to obtain the sprung vertical velocity;

[0048] The unsprung vertical acceleration is integrated to obtain the unsprung vertical velocity;

[0049] The suspension damping coefficient boundary value, the sprung vertical acceleration, the unsprung vertical acceleration, the sprung vertical velocity and the unsprung vertical velocity are input into the selected semi-active suspension control algorithm, and the semi-active suspension control algorithm outputs the suspension damping coefficient value required for the vehicle semi-active suspension control.

[0050] Preferably, when the category of the road section where the vehicle is currently located is a road, the SH-ADD control algorithm, the SH control algorithm or the ADD control algorithm is selected as the semi-active suspension control algorithm;

[0051] When the category of the road section where the vehicle is currently located is a highway and the vehicle driving speed is lower than the first preset speed, the SH-ADD control algorithm, the SH control algorithm or the ADD control algorithm is selected as the semi-active suspension control algorithm;

[0052] When the category of the road section where the vehicle is currently located is a highway and the vehicle driving speed is lower than the first preset speed, the GH control algorithm is selected as the semi-active suspension control algorithm.

[0053] Preferably, when the SH-ADD control algorithm is selected as the semi-active suspension control algorithm, if the product of the sprung vertical acceleration and the suspension change speed is greater than 0 and the difference between the square of the sprung vertical acceleration and the square of the alpha times sprung vertical speed is less than or equal to 0, or if the product of the sprung vertical speed and the suspension change speed is greater than 0 and the difference between the square of the sprung vertical acceleration and the square of the alpha times sprung vertical speed is greater than 0, the larger one of the suspension damping coefficient boundary values is selected as the suspension damping coefficient value; otherwise, the smaller one of the suspension damping coefficient boundary values is selected as the suspension damping coefficient value; the alpha is the cross-over frequency of the SH algorithm and the ADD algorithm; the suspension change speed is the difference between the sprung vertical speed and the unsprung vertical speed;

[0054] When the GH control algorithm is selected as the semi-active suspension control algorithm, if the product of the unsprung vertical acceleration and the suspension change speed is greater than or equal to 0, the larger one of the suspension damping coefficient boundary values is selected as the suspension damping coefficient value; otherwise, the smaller one of the suspension damping coefficient boundary values is selected as the suspension damping coefficient value.

[0055] When the GH control algorithm is selected as the semi-active suspension control algorithm, if the product of the unsprung vertical acceleration and the suspension change speed is greater than or equal to 0, the larger one of the suspension damping coefficient boundary values is selected as the suspension damping coefficient value; otherwise, the smaller one of the suspension damping coefficient boundary values is selected as the suspension damping coefficient value.

[0056] The application also provides a vehicle semi-active suspension control device based on a map navigation path, comprising:

[0057] An acquisition module is configured to acquire vehicle driving data and map navigation path related data;

[0058] A first determination module is configured to determine the road surface roughness level of the road section where the vehicle is currently located based on the vehicle driving data and the map navigation path related data;

[0059] A second determination module is configured to determine the suspension damping coefficient boundary value based on the vehicle driving data, the map navigation path related data and the road surface roughness level of the road section where the vehicle is currently located;

[0060] A control module is configured to execute the selected semi-active suspension control algorithm based on the vehicle driving data, the map navigation path related data and the determined suspension damping coefficient boundary value, so as to realize the semi-active suspension control of the vehicle.

[0061] Preferably, the vehicle driving data comprises the vehicle driving speed, the sprung vertical acceleration and the unsprung vertical acceleration, and the map navigation path related data comprises the category of the road section where the vehicle is currently located, the functional level information of the road section where the vehicle is currently located, the congestion state information of the vehicle advancing direction and the road environment information of the vehicle advancing direction.

[0062] The road section where the vehicle is currently located refers to a specific road section in which the vehicle is currently located in the map navigation path.

[0063] Preferably, the first determining module comprises:

[0064] The output unit is configured to input the vehicle driving data and the map navigation path related data into the pre-trained road roughness level classification model, and output the road roughness level of the road section where the vehicle is currently located.

[0065] Preferably, the output unit comprises:

[0066] The first determining sub-unit is configured to determine the average value of the vehicle driving speed, the average value of the sprung vertical acceleration and the variance of the sprung vertical acceleration of the road section where the vehicle is currently located based on the vehicle driving speed and the sprung vertical acceleration.

[0067] The output sub-unit is configured to input the average value of the vehicle driving speed, the average value of the sprung vertical acceleration, the variance of the sprung vertical acceleration of the road section where the vehicle is currently located and the functional level information of the road section where the vehicle is currently located into the pre-trained road roughness level classification model, and output the road roughness level of the road section where the vehicle is currently located.

[0068] Preferably, the second determining module comprises:

[0069] The first determining unit is configured to set the suspension damping coefficient boundary value to the maximum preset boundary value if the vehicle driving speed is greater than the first preset speed.

[0070] The second determining unit is configured to set the suspension damping coefficient boundary value to the minimum preset boundary value if the vehicle driving speed is less than the second preset speed.

[0071] The third determining unit is configured to determine the suspension damping coefficient boundary value based on the road roughness level of the road section where the vehicle is currently located, the category of the road section where the vehicle is currently located, the functional level information of the road section where the vehicle is currently located, the congestion state information of the vehicle advancing direction and the road environment information of the vehicle advancing direction if the vehicle driving speed is between the first preset speed and the second preset speed.

[0072] Preferably, the third determining unit comprises:

[0073] The second determining sub-unit is configured to set the suspension damping coefficient boundary value to the minimum preset boundary value if there is a fork, an intersection, a town or a village within the first preset distance of the vehicle advancing direction when the category of the road section where the vehicle is currently located is a highway.

[0074] the third determining sub-unit is configured to set the suspension damping coefficient boundary value as the maximum preset boundary value when the road surface unevenness level of the road segment where the vehicle is currently located is the first preset level, the function level of the road segment where the vehicle is currently located is the first preset function level, the congestion state within the second preset distance in the advancing direction of the vehicle is the first state level, and there is no fork, intersection, town or village within the third preset distance in the advancing direction of the vehicle;

[0075] the fourth determining sub-unit is configured to set the suspension damping coefficient boundary value as the maximum preset boundary value when the road surface unevenness level of the road segment where the vehicle is currently located is the first preset level, the function level of the road segment where the vehicle is currently located is the first preset function level, the congestion state within the fourth preset distance in the advancing direction of the vehicle is the second state level, and there is no fork, intersection, town or village within the fifth preset distance in the advancing direction of the vehicle;

[0076] the fifth determining sub-unit is configured to set the suspension damping coefficient boundary value as the minimum preset boundary value when the road surface unevenness level of the road segment where the vehicle is currently located is the second preset level, the function level of the road segment where the vehicle is currently located is the second preset function level, the congestion state within the sixth preset distance in the advancing direction of the vehicle is the third state level, and there is no fork, intersection, town or village within the seventh preset distance in the advancing direction of the vehicle;

[0077] the sixth determining sub-unit is configured to set the suspension damping coefficient boundary value as the intermediate preset boundary value when the road segment where the vehicle is currently located is a highway and the above conditions are not met;

[0078] the first state level is free or basically free, the second state level is moderate congestion or severe congestion, and the third state level is free, basically free or light congestion;

[0079] the first preset distance, the fifth preset distance, the seventh preset distance and the third preset distance increase in turn; and the second preset distance, the fourth preset distance and the sixth preset distance increase in turn;

[0080] the road surface unevenness of the first preset level is higher than the road surface unevenness of the second preset level;

[0081] the first preset function level is higher than the second preset function level.

[0082] Preferably, the second determining unit further comprises:

[0083] The seventh determination subunit is configured to, when the category of the road segment where the vehicle is currently located is a road, set the suspension damping coefficient boundary value to a minimum preset boundary value if there is a fork, an intersection, a residential area, a shopping mall, a school, a hospital, a railway station or an airport within an eighth preset distance in the vehicle's forward direction;

[0084] The eighth determination subunit is configured to, when the category of the road segment where the vehicle is currently located is a road, set the suspension damping coefficient boundary value to a maximum preset boundary value if the road surface roughness level of the road segment where the vehicle is currently located is a first preset level, the functional level of the road segment where the vehicle is currently located is a third preset functional level, the congestion state within a ninth preset distance in the vehicle's forward direction is a third state level, and there is no fork, intersection, residential area, shopping mall, school, hospital, railway station or airport within a tenth preset distance in the vehicle's forward direction;

[0085] The ninth determination subunit is configured to, when the category of the road segment where the vehicle is currently located is a road, set the suspension damping coefficient boundary value to a maximum preset boundary value if the road surface roughness level of the road segment where the vehicle is currently located is a first preset level, the functional level of the road segment where the vehicle is currently located is a third preset functional level, the congestion state within an eleventh preset distance in the vehicle's forward direction is a fourth state level, and there is no fork, intersection, residential area, shopping mall, school, hospital, railway station or airport within a twelfth preset distance in the vehicle's forward direction;

[0086] The tenth determination subunit is configured to, when the category of the road segment where the vehicle is currently located is a road, set the suspension damping coefficient boundary value to a minimum preset boundary value if the road surface roughness level of the road segment where the vehicle is currently located is a fourth preset level, the functional level of the road segment where the vehicle is currently located is a fourth preset functional level, the congestion state within a thirteenth preset distance in the vehicle's forward direction is a fifth state level, and there is no fork, intersection, residential area, shopping mall, school, hospital, railway station or airport within a twelfth preset distance in the vehicle's forward direction;

[0087] The eleventh determination subunit is configured to, when the category of the road segment where the vehicle is currently located is a road, set the suspension damping coefficient boundary value to a medium preset boundary value in other cases;

[0088] The third state level is smooth or basically smooth, the fourth state level is moderate congestion or severe congestion, and the fifth state level is smooth, basically smooth or light congestion;

[0089] The eighth preset distance, the twelfth preset distance and the tenth preset distance increase in turn; the thirteenth preset distance, the eleventh preset distance and the ninth preset distance increase in turn;

[0090] The road surface roughness of the third preset level is higher than that of the fourth preset level;

[0091] The third preset function level is higher than the fourth preset function level.

[0092] Preferably, the control module comprises:

[0093] an algorithm selection unit configured to select a corresponding semi-active suspension control algorithm from a plurality of pre-calibrated control algorithms according to a category of a road segment where the vehicle is currently located and a vehicle speed of the vehicle;

[0094] a first integration unit configured to integrate the sprung vertical acceleration to obtain a sprung vertical velocity;

[0095] a second integration unit configured to integrate the unsprung vertical acceleration to obtain an unsprung vertical velocity;

[0096] a control unit configured to input the suspension damping coefficient boundary value, the sprung vertical acceleration, the unsprung vertical acceleration, the sprung vertical velocity and the unsprung vertical velocity into the selected semi-active suspension control algorithm, and output a suspension damping coefficient value required by the semi-active suspension control of the vehicle from the semi-active suspension control algorithm.

[0097] Preferably, when the category of the road segment where the vehicle is currently located is a road, the SH-ADD control algorithm, the SH control algorithm or the ADD control algorithm is selected as the semi-active suspension control algorithm;

[0098] when the category of the road segment where the vehicle is currently located is a highway and the vehicle speed is lower than the first preset speed, the SH-ADD control algorithm, the SH control algorithm or the ADD control algorithm is selected as the semi-active suspension control algorithm;

[0099] when the category of the road segment where the vehicle is currently located is a highway and the vehicle speed is lower than the first preset speed, the GH control algorithm is selected as the semi-active suspension control algorithm.

[0100] Preferably, when the SH-ADD control algorithm is selected as the semi-active suspension control algorithm, if the product of the sprung vertical acceleration and the suspension change velocity is greater than 0 and the difference between the square of the sprung vertical acceleration and the square of the alpha times sprung vertical velocity is less than or equal to 0, or if the product of the sprung vertical velocity and the suspension change velocity is greater than 0 and the difference between the square of the sprung vertical acceleration and the square of the alpha times sprung vertical velocity is greater than 0, the larger one of the suspension damping coefficient boundary values is selected as the suspension damping coefficient value; otherwise, the smaller one of the suspension damping coefficient boundary values is selected as the suspension damping coefficient value; the alpha is a cross frequency of the SH algorithm and the ADD algorithm; the suspension change velocity is the difference between the sprung vertical velocity and the unsprung vertical velocity;

[0101] When the GH control algorithm is selected as the semi-active suspension control algorithm, if the product of the sprung vertical acceleration and the suspension variation speed is greater than or equal to 0, the larger one of the suspension damping coefficient boundary values is selected to determine the suspension damping coefficient value; otherwise, the smaller one of the suspension damping coefficient boundary values is selected to determine the suspension damping coefficient value.

[0102] The application further provides a vehicle comprising the vehicle semi-active suspension control device based on a map navigation path.

[0103] The application further provides a control device comprising a processor, a memory and a program or instructions stored on the memory and executable on the processor, and the program or instructions are executed by the processor to implement the steps of the vehicle semi-active suspension control method based on a map navigation path.

[0104] The application further provides a readable storage medium, and the readable storage medium stores a program or instructions, and the program or instructions are executed by a processor to implement the steps of the vehicle semi-active suspension control method based on a map navigation path.

[0105] The application has the following beneficial effects:

[0106] Under the premise that a vehicle user uses map navigation software to provide a driving path, vehicle driving and road surface related information is collected, so as to select a semi-active suspension control algorithm and corresponding maximum damping coefficient C max and minimum damping coefficient C min in advance according to road surface conditions without increasing the cost of the semi-active control suspension, thereby effectively improving the comfort of the vehicle during driving.

[0107] Specifically, by establishing a road unevenness level classification model based on an XGBoost model, on the basis of inputting the data collected by the vehicle-mounted device into the road unevenness level classification model, by introducing external parameters (function level information of the road section where the vehicle is currently located) as input data of the model, the types and sources of model input data are enriched, and the classification accuracy of the model on the road unevenness level is improved; by using the navigation path related information provided by the vehicle-mounted GPS and the map navigation software, taking the vehicle position as the origin, the function level information, the environment information and the congestion state information within a certain distance in the advancing direction of the vehicle are obtained in advance based on the map navigation software, so that the external information affecting the driving state of the vehicle is obtained, and the future driving state change of the vehicle is predicted in advance; by the position, speed and map navigation path related information of the vehicle, the state of the vehicle is predicted, and the larger, medium or smaller suspension damping coefficient boundary value C max and C minSo that the vehicle can obtain better comfort in different driving states; when the vehicle drives on the highway at a speed of more than 110km / h, the GH control algorithm is selected to ensure driving safety, and the SH-ADD algorithm is selected in other cases to ensure driving comfort, so as to balance driving comfort and driving safety. BRIEF DESCRIPTION OF DRAWINGS

[0108] Figure 1 A flowchart of a vehicle semi-active suspension control method based on a map navigation path in the embodiment of the application is shown;

[0109] Figure 2 A schematic diagram of a map navigation path in the embodiment of the application is shown;

[0110] Figure 3 A schematic diagram of a semi-active suspension control method in the embodiment of the application is shown;

[0111] Figure 4 An input parameter and output result schematic diagram of an XGBoost model in the embodiment of the application is shown;

[0112] Figure 5 A functional grade information classification schematic diagram of a road section where the vehicle is currently located in the embodiment of the application is shown;

[0113] Figure 6 A congestion state information classification schematic diagram of a road section where the vehicle is currently located in the embodiment of the application is shown;

[0114] Figure 7 An environmental information classification schematic diagram of a road section where the vehicle is currently located in the embodiment of the application is shown;

[0115] Figure 8 A logic diagram of a semi-active suspension control algorithm selection method in the embodiment of the application is shown;

[0116] Figure 9 A schematic diagram of selection logic of suspension damping coefficients C max and C min in the embodiment of the application is shown. DETAILED DESCRIPTION

[0117] The technical solutions in the embodiments of the application will be described clearly and completely below with reference to the drawings in the embodiments of the application. Obviously, the described embodiments are only part of the embodiments of the application, rather than all the embodiments of the application. Based on the embodiments in the application, all other embodiments obtained by those skilled in the art without creative labor fall within the protection scope of the application.

[0118] As Figure 1 and Figure 3This invention provides a semi-active vehicle suspension control method based on map navigation paths, comprising:

[0119] S1, acquire vehicle driving data and map navigation route related data;

[0120] S2, based on vehicle driving data and map navigation route related data, determines the road surface unevenness level of the current road segment where the vehicle is located;

[0121] S3, based on vehicle driving data, map navigation route related data and road surface roughness level of the current road segment, determines the boundary value of suspension damping coefficient;

[0122] S4, based on vehicle driving data, map navigation path related data and determined suspension damping coefficient boundary values, executes the selected semi-active suspension control algorithm to achieve semi-active suspension control of the vehicle.

[0123] In this embodiment, the vehicle driving data is provided by the vehicle-mounted equipment, and specifically includes: vehicle speed, sprung vertical acceleration, and unsprung vertical acceleration. For example, Figure 3 In step 201, the vehicle speed is provided by the Electronic Stability Control (ESC) system. There are four sprung vertical accelerations and four unsprung vertical accelerations. The four sprung vertical accelerations are collected by four sprung acceleration sensors mounted on the vehicle, and the four unsprung vertical accelerations are collected by four unsprung acceleration sensors mounted on the vehicle.

[0124] In this embodiment, as Figure 3 Step 202 in the process involves map navigation route related data, including: the category and functional level of the road segment currently in which the vehicle is located, congestion status information in the direction the vehicle is traveling, and road environment information in the direction the vehicle is traveling. This map navigation route related data is provided by the vehicle's GPS and map navigation software. Specifically, the vehicle's GPS provides information including the vehicle's longitude x... c latitude y c From the longitude x c and latitude y c It can determine which segment of the map navigation path the vehicle is currently on.

[0125] Furthermore, after determining the current road segment where the vehicle is located, the length Len of the current road segment can be determined by combining the following formula (1).

[0126]

[0127] In equation (1), x c The longitude of the vehicle's current location; y c x represents the latitude of the vehicle's current location.b and y b The longitude and latitude of the highway / road environment information.

[0128] The map navigation software provides the current map navigation path of the vehicle, please refer to Figure 2 , Figure 2 The map navigation path described in the present application, i.e. a path selection scheme for a vehicle user to travel, Figure 2 The purpose is to more clearly, completely describe and show the content of the map navigation path. Figure 2 The map navigation path is: the vehicle starts from city 1 (city 2), passes through different functional level roads (branch road -> trunk road -> expressway -> trunk road -> branch road) and arrives at the designated destination in city 2 (city 1). It should be understood that in actual situations, in addition to the path selection scheme for a vehicle user to travel as shown in the embodiments of the present application, there are other travel schemes, and the map navigation path adopted by the vehicle user is not specifically limited here.

[0129] In determining which section of the navigation path the vehicle is currently in, the category of the road section where the vehicle is currently located can be determined. The category of the road section where the vehicle is currently located specifically refers to whether the road section where the vehicle is currently located is a highway or a road. Among them, the classification of highways and roads in the present embodiment is divided according to relevant regulations or industry technical knowledge. The road located within the city planning area and serving the city itself is called urban road, and vice versa. The category of the road section where the vehicle is currently located is directly extracted from the data of the map navigation software.

[0130] As Figure 5 , the functional level of the road section where the vehicle is currently located is classified according to the function it bears, which means that the functional level of the highway can be classified as expressway, first-class highway, second-class highway, third-class highway, and fourth-class highway from high to low, and the functional level of the road can be classified as expressway, trunk road, secondary road, and branch road from high to low. The functional level information of the road section where the vehicle is currently located is directly provided by the map navigation software.

[0131] As Figure 6 , the congestion state information of the vehicle's forward direction refers to the traffic jam condition of the highway and road. The congestion state can be classified as smooth, basically smooth, light congestion, medium congestion, and severe congestion from low to high. The congestion state information of the vehicle's forward direction is directly provided by the map navigation software.

[0132] As Figure 7The road environment information in the vehicle forward direction refers to information of highway / road section pavement infrastructure, buildings, etc. that causes the vehicle to slow down as necessary. For highways, the highway environment information includes the coordinate positions of towns, villages, forks, and intersections. For roads, the road environment information includes the coordinate positions of residential areas, shopping malls, schools, hospitals, forks, intersections, train stations, and airports. The road environment information in the vehicle forward direction is directly provided by the map navigation software.

[0133] Further, in step S2, the road roughness level of the road section where the vehicle is currently located can be determined using the data in step 1. Specifically, the vehicle driving data and the map navigation path related data are input into a pre-trained road roughness level classification model, and the road roughness level of the road section where the vehicle is currently located is output.

[0134] As step 203 in Figure 3 Before using the data obtained in step S1, some processing needs to be done. For example: select the vehicle driving speed obtained in a fixed time period for calculation, and obtain the average value of the vehicle driving speed in the fixed time period; calculate the four spring vertical accelerations obtained in the fixed time period, and obtain the average value and variance of the four spring vertical accelerations. Specifically, the average value of n current vehicle driving speeds collected in a t time period is calculated, the average value and variance of n spring vertical accelerations collected in a t time period are calculated, and the calculation formula is as follows:

[0135]

[0136]

[0137]

[0138] In formula (2) to formula (4), V c,i is the vehicle driving speed at time i; is the average value of the vehicle driving speed in t time; is the spring vertical acceleration at time i; is the average value of the spring vertical acceleration in t time; and σ1 is the variance of the spring vertical acceleration in t time.

[0139] Then, as step 204 in Figure 3 , the calculated average value of the vehicle driving speed, the average value of the four spring vertical accelerations, the variance of the four spring vertical accelerations, and the function level information of the road section where the vehicle is currently located are input into the XGBoost model, and the trained XGBoost model is used to classify the road roughness to obtain the road roughness level of the road section where the vehicle is currently located.

[0140] As Figure 4 , the trained XGBoost model is trained by using the average value of the average speed of the vehicle, the average value of the four spring vertical accelerations, the variance of the four spring vertical accelerations, and the functional grade information of the road as input parameters 301 in advance, using the road roughness level (previously classified into A, B, C, D, E, F, G, H, a total of 8 levels from low to high) as the output parameter 302, inputting the input parameters 301 and the output parameters 302 into the XGBoost model, and training the XGBoost classification model, and loading the trained XGBoost classification model into the vehicle as the road roughness level classification model in step S2.

[0141] In this embodiment, the XGBoost classification model can also be replaced by a rule-based classification model (such as a decision tree model), a support vector machine-based classification model (such as a support vector machine model), and a neural network-based classification model (such as a BP neural network model and a convolutional neural network model).

[0142] For the foregoing XGBoost model, the specific formula is as follows:

[0143] Model prediction value:

[0144]

[0145] Model objective function:

[0146]

[0147] Model regularization term:

[0148]

[0149] In formula (5) to formula (7), is the prediction value after the tth iteration; f t (x i ) is the prediction value at the tth time; x i is the input data; l(y i ,y i ) is the deviation value between the actual value y i and the prediction value y i ; Ω(f k ) is the regularization term, which represents the sum of the complexity of k trees to prevent overfitting; T (i) is the number of leaf nodes of the ith model; ω (i) is the output value of the leaf node of the ith model; γ and λ are weight coefficients.

[0150] AsFigure 3 In step 205, the road surface roughness level of the current road segment can be obtained using the trained XGBoost model.

[0151] After determining the road surface roughness level of the current road section where the vehicle is located, it is necessary to further determine the boundary value C of the suspension damping coefficient. max and C min Specifically, several different levels of suspension damping coefficient boundary values ​​C are preset. max and C min Specific numerical values, for example, at the lowest level, C max and C min Taken from 50% and 0 respectively; for medium level, C max and C min The percentages were taken from 75% and 25% respectively; at the medium level, C max and C min The values ​​are taken from 100% and 50% respectively.

[0152] Combination Figure 9 and Figure 3 In step S206 of this embodiment: if the vehicle speed is greater than the first preset speed (110km / h), the suspension damping coefficient boundary value is set to the maximum preset boundary value.

[0153] If the vehicle speed is less than the second preset speed (30km / h), the suspension damping coefficient boundary value will be set to the minimum preset boundary value.

[0154] If the vehicle speed is between the first preset speed (110km / h) and the second preset speed (30km / h), the boundary value of the suspension damping coefficient is determined based on the road surface roughness level of the current road segment, the category of the current road segment, the functional level information of the current road segment, the congestion status information in the direction of vehicle travel, and the road environment information in the direction of vehicle travel.

[0155] Specifically, when the current road segment of the vehicle belongs to the category of highway, if there are intersections, towns, or villages within the first preset distance (100m) in the direction of the vehicle's movement, it is determined that the vehicle will travel at a slow speed and slowly decelerate within the preset distance due to its proximity to intersections, towns, or villages. At this time, ensuring the user's comfort is the primary consideration, and the boundary value of the suspension damping coefficient is set to the minimum preset boundary value.

[0156] When the category of the road segment where the vehicle is currently located is a highway, if the road surface roughness level of the road segment where the vehicle is currently located is a first preset level (A or B level), the functional level of the road segment where the vehicle is currently located is a first preset functional level (expressway or first-class highway), the congestion state within a second preset distance (1000 m) in the vehicle's forward direction is a first state level (smooth or basically smooth), and there is no fork, intersection, town or village within a third preset distance (1000 m) in the vehicle's forward direction, it is determined that the vehicle will maintain the original speed or travel at a higher speed within the preset distance, and at this time, the safety of the vehicle is the primary consideration, and the suspension damping coefficient boundary value is set to the maximum preset boundary value;

[0157] When the category of the road segment where the vehicle is currently located is a highway, if the road surface roughness level of the road segment where the vehicle is currently located is a first preset level (A or B level), the functional level of the road segment where the vehicle is currently located is a first preset functional level (expressway or first-class highway), the congestion state within a fourth preset distance (300 m) in the vehicle's forward direction is a second state level (smooth or basically smooth), and there is no fork, intersection, town or village within a fifth preset distance (300 m) in the vehicle's forward direction, it is determined that the vehicle will have a large deceleration within the preset distance, and at this time, the suspension damping coefficient boundary value is set to the maximum preset boundary value, considering that a large deceleration will cause the vehicle body to move (pitch, roll, etc.) too much when the suspension damping coefficient is small.

[0158] When the category of the road segment where the vehicle is currently located is a highway, if the road surface roughness level of the road segment where the vehicle is currently located is a second preset level (C level or above), the functional level of the road segment where the vehicle is currently located is a second preset functional level (third-class highway and below), the congestion state within a sixth preset distance (500 m) in the vehicle's forward direction is a third state level (smooth, basically smooth or light congestion), and there is no fork, intersection, town or village within a seventh preset distance (500 m) in the vehicle's forward direction, it is determined that the road surface condition within the preset distance is very poor, and at this time, the comfort of the user is the primary consideration, and the suspension damping coefficient boundary value is set to the minimum preset boundary value.

[0159] When the category of the road segment where the vehicle is currently located is a highway, except for the above cases, the suspension damping coefficient boundary value is set to an intermediate preset boundary value.

[0160] The first state level is smooth or basically smooth, the second state level is moderate congestion or heavy congestion, and the third state level is smooth, basically smooth or light congestion.

[0161] The first preset distance, the fifth preset distance, the seventh preset distance and the third preset distance increase in turn; the second preset distance, the fourth preset distance and the sixth preset distance increase in turn.

[0162] The first preset level of road roughness is higher than the second preset level of road roughness.

[0163] The first preset functional level is higher than the second preset functional level.

[0164] When the category of the road section where the vehicle is currently located is a road, if there is a fork, an intersection, a residential area, a shopping mall, a school, a hospital, a railway station or an airport within an eighth preset distance (100 m) in the direction of travel of the vehicle, it is determined that the vehicle will travel at a slow speed and slow down within a preset distance due to the proximity of the fork, the intersection, the residential area, the shopping mall, the school, the hospital, the railway station or the airport, and the suspension damping coefficient boundary value is set to the minimum preset boundary value, with the comfort of the user being the primary consideration.

[0165] When the category of the road section where the vehicle is currently located is a road, if the road roughness level of the road section where the vehicle is currently located is the first preset level, the functional level of the road section where the vehicle is currently located is the third preset functional level, the congestion state within a ninth preset distance (500 m) in the direction of travel of the vehicle is the third state level, and there is no fork, intersection, residential area, shopping mall, school, hospital, railway station or airport within a tenth preset distance (500 m) in the direction of travel of the vehicle, it is determined that the vehicle will maintain the original speed or travel at a higher speed within a preset distance, and the suspension damping coefficient boundary value is set to the maximum preset boundary value, with the safety of the vehicle in travel being the primary consideration.

[0166] When the category of the road section where the vehicle is currently located is a road, if the road roughness level of the road section where the vehicle is currently located is the first preset level, the functional level of the road section where the vehicle is currently located is the third preset functional level, the congestion state within an eleventh preset distance (200 m) in the direction of travel of the vehicle is the fourth state level, and there is no fork, intersection, residential area, shopping mall, school, hospital, railway station or airport within a twelfth preset distance (200 m) in the direction of travel of the vehicle, it is determined that the vehicle will have a large deceleration within a preset distance, and the suspension damping coefficient boundary value is set to the maximum preset boundary value, considering that a large deceleration will cause the vehicle body to move (pitch, roll, etc.) too much when the suspension damping coefficient is small.

[0167] When the category of the road segment where the vehicle is currently located is a road, if the road surface roughness level of the road segment where the vehicle is currently located is the fourth preset level, the functional level of the road segment where the vehicle is currently located is the fourth preset functional level, the congestion state within the thirteenth preset distance (100 m) in the forward direction of the vehicle is the fifth state level, and there is no fork, intersection, residential area, shopping mall, school, hospital, railway station or airport within the twelfth preset distance (200 m) in the forward direction of the vehicle, it is determined that the road surface condition within the preset distance is very poor, and at this time, the suspension damping coefficient boundary value is set to the minimum preset boundary value, with the comfort of the user being the primary consideration.

[0168] When the category of the road segment where the vehicle is currently located is a road, in addition to the above cases, the suspension damping coefficient boundary value is set to the medium preset boundary value.

[0169] The third state level is unobstructed or basically unobstructed, the fourth state level is moderate congestion or severe congestion, and the fifth state level is unobstructed, basically unobstructed or light congestion.

[0170] The eighth preset distance, the twelfth preset distance and the tenth preset distance increase in turn; the thirteenth preset distance, the eleventh preset distance and the ninth preset distance increase in turn.

[0171] The road surface roughness of the third preset level is higher than the road surface roughness of the fourth preset level.

[0172] The third preset functional level is higher than the fourth preset functional level.

[0173] Based on the above process, the values of the suspension damping coefficient boundary values C max and C min are determined.

[0174] As in step S207 in Figure 3 , the above step S4 specifically includes:

[0175] According to the category of the road segment where the vehicle is currently located and the speed of the vehicle, a corresponding semi-active suspension control algorithm is selected from a plurality of control algorithms calibrated in advance.

[0176] The sprung vertical acceleration is integrated to obtain the sprung vertical velocity.

[0177] The unsprung vertical acceleration is integrated to obtain the unsprung vertical velocity.

[0178] The suspension damping coefficient boundary value, the sprung vertical acceleration, the unsprung vertical acceleration, the sprung vertical velocity and the unsprung vertical velocity are input into the selected semi-active suspension control algorithm, and the semi-active suspension control algorithm outputs the suspension damping coefficient value required for vehicle semi-active suspension control.

[0179] As inFigure 8 and Figure 3 In step S207, specifically, when the category to which the road section where the vehicle is currently located belongs is a road, the SH-ADD control algorithm, the SH control algorithm, or the ADD control algorithm is selected as the semi-active suspension control algorithm.

[0180] In step S207, specifically, when the category to which the road section where the vehicle is currently located belongs is a road, the SH-ADD control algorithm, the SH control algorithm, or the ADD control algorithm is selected as the semi-active suspension control algorithm.

[0181] In step S207, specifically, when the category to which the road section where the vehicle is currently located belongs is a road, the SH-ADD control algorithm, the SH control algorithm, or the ADD control algorithm is selected as the semi-active suspension control algorithm.

[0182] When the SH-ADD control algorithm is selected as the semi-active suspension control algorithm, if the product of the sprung vertical acceleration and the suspension change rate is greater than 0, a larger one of the suspension damping coefficient boundary values is selected as the suspension damping coefficient value. It should be noted that when the difference between the square of the sprung vertical acceleration and the square of the α times sprung vertical velocity is less than or equal to 0, the control algorithm of the suspension is selected as the SH algorithm output Cmax, and when the difference between the square of the sprung vertical acceleration and the square of the α times sprung vertical velocity is greater than 0, the control algorithm of the suspension is selected as the ADD algorithm output Cmax. Conversely, if the product of the sprung vertical acceleration and the suspension change rate is less than or equal to 0, a smaller one of the suspension damping coefficient boundary values is selected as the suspension damping coefficient value. It should be noted that when the difference between the square of the sprung vertical acceleration and the square of the α times sprung vertical velocity is less than or equal to 0, the control algorithm of the suspension is selected as the SH algorithm output Cmax, and when the difference between the square of the sprung vertical acceleration and the square of the α times sprung vertical velocity is greater than 0, the control algorithm of the suspension is selected as the ADD algorithm output Cmax.

[0183] When the GH control algorithm is selected as the semi-active suspension control algorithm, if the product of the unsprung vertical acceleration and the suspension change rate is greater than or equal to 0, a larger one of the suspension damping coefficient boundary values is selected as the suspension damping coefficient value. Conversely, a smaller one of the suspension damping coefficient boundary values is selected as the suspension damping coefficient value.

[0184] The SH-ADD algorithm and the GH algorithm are as follows:

[0185]

[0186] In formula (8) to formula (10), is the sprung vertical acceleration; is the unsprung vertical acceleration; is the sprung vertical velocity; is the sprung vertical velocity; is the suspension rate of change; and a is the cross-over frequency of the SH algorithm and the ADD algorithm.

[0187] By the above method, the embodiment can achieve the following effects:

[0188] By establishing a road roughness level classification model based on an XGBoost model, on the basis of inputting the data collected by the vehicle-mounted device into the road roughness level classification model, by introducing external parameters (function level information of the road section where the vehicle is currently located) as input data of the model, the types and sources of model input data are enriched, and the classification accuracy of the model for the road roughness level is improved; by using the navigation path related information provided by the vehicle-mounted GPS and map navigation software, taking the vehicle position as the origin, based on the map navigation software, the function level information, environmental information and congestion state information within a certain distance in the forward direction of the vehicle are obtained in advance, so that the external information affecting the driving state of the vehicle is obtained, and the future driving state change of the vehicle is predicted in advance; by the position of the vehicle, the speed and the map navigation path related information, the state of the vehicle is predicted, and according to the predicted state of the vehicle, the suspension damping coefficient boundary value C max and C min are selected, so that the vehicle can obtain better comfort in different driving states; when the vehicle drives on the highway at a speed exceeding 110km / h, the GH control algorithm is selected to ensure driving safety, and in other cases, the SH-ADD algorithm is selected to ensure driving comfort, so that driving comfort and driving safety are considered.

[0189] The application range of the semi-active suspension control method is wide, and the portability is strong, and only the best suspension damping coefficient boundary values C max and C min at different levels (large, medium and small) need to be matched according to the characteristics of the vehicle, and then the semi-active suspension control method can be applied to different types of vehicles.

[0190] The air method has strong operability, low cost of added vehicle-mounted devices, relatively simple technical level, and is easy to use.

[0191] The application also provides a vehicle semi-active suspension control device based on a map navigation path, comprising:

[0192] An acquisition module is configured to acquire vehicle driving data and map navigation path related data.

[0193] A first determination module is configured to determine the road roughness level of the road section where the vehicle is currently located based on the vehicle driving data and the map navigation path related data.

[0194] a second determining module, configured to determine a suspension damping coefficient boundary value based on the vehicle driving data, the map navigation path related data, and a road roughness level of a road section where the vehicle is currently located;

[0195] a control module, configured to execute the selected semi-active suspension control algorithm based on the vehicle driving data, the map navigation path related data, and the determined suspension damping coefficient boundary value, to implement semi-active suspension control of the vehicle.

[0196] Preferably, the vehicle driving data comprises a vehicle driving speed, a sprung vertical acceleration, and an unsprung vertical acceleration, and the map navigation path related data comprises a category to which the road section where the vehicle is currently located belongs, functional level information of the road section where the vehicle is currently located, congestion state information of a direction in which the vehicle is advancing, and road environment information of the direction in which the vehicle is advancing.

[0197] The road section where the vehicle is currently located refers to a specific road section in the map navigation path of the vehicle.

[0198] Preferably, the first determining module comprises:

[0199] an output unit, configured to input the vehicle driving data and the map navigation path related data into a pre-trained road roughness level classification model, and output the road roughness level of the road section where the vehicle is currently located.

[0200] Preferably, the output unit comprises:

[0201] a first determining sub-unit, configured to determine a vehicle driving speed average value, an unsprung vertical acceleration average value, and an unsprung vertical acceleration variance of the road section where the vehicle is currently located based on the vehicle driving speed and the unsprung vertical acceleration;

[0202] an output sub-unit, configured to input the vehicle driving speed average value, the unsprung vertical acceleration average value, the unsprung vertical acceleration variance of the road section where the vehicle is currently located, and the functional level information of the road section where the vehicle is currently located into the pre-trained road roughness level classification model, and output the road roughness level of the road section where the vehicle is currently located.

[0203] Preferably, the second determining module comprises:

[0204] a first determining unit, configured to set the suspension damping coefficient boundary value as a maximum preset boundary value if the vehicle driving speed is greater than a first preset speed;

[0205] a second determining unit, configured to set the suspension damping coefficient boundary value as a minimum preset boundary value if the vehicle driving speed is less than a second preset speed;

[0206] The third determining unit is configured to determine the suspension damping coefficient boundary value based on the road surface roughness level of the road section where the vehicle is currently located, the category of the road section where the vehicle is currently located, the functional level information of the road section where the vehicle is currently located, the congestion state information of the vehicle advancing direction, and the road environment information of the vehicle advancing direction, if the vehicle driving speed is between the first preset speed and the second preset speed.

[0207] Preferably, the third determining unit comprises:

[0208] The second determining sub-unit is configured to set the suspension damping coefficient boundary value as the minimum preset boundary value if there is a fork, an intersection, a town or a village within the first preset distance of the vehicle advancing direction when the category of the road section where the vehicle is currently located is a highway.

[0209] The third determining sub-unit is configured to set the suspension damping coefficient boundary value as the maximum preset boundary value if the road surface roughness level of the road section where the vehicle is currently located is the first preset level, the functional level of the road section where the vehicle is currently located is the first preset functional level, the congestion state within the second preset distance of the vehicle advancing direction is the first state level, and there is no fork, intersection, town or village within the third preset distance of the vehicle advancing direction when the category of the road section where the vehicle is currently located is a highway.

[0210] The fourth determining sub-unit is configured to set the suspension damping coefficient boundary value as the maximum preset boundary value if the road surface roughness level of the road section where the vehicle is currently located is the first preset level, the functional level of the road section where the vehicle is currently located is the first preset functional level, the congestion state within the fourth preset distance of the vehicle advancing direction is the second state level, and there is no fork, intersection, town or village within the fifth preset distance of the vehicle advancing direction when the category of the road section where the vehicle is currently located is a highway.

[0211] The fifth determining sub-unit is configured to set the suspension damping coefficient boundary value as the minimum preset boundary value if the road surface roughness level of the road section where the vehicle is currently located is the second preset level, the functional level of the road section where the vehicle is currently located is the second preset functional level, the congestion state within the sixth preset distance of the vehicle advancing direction is the third state level, and there is no fork, intersection, town or village within the seventh preset distance of the vehicle advancing direction when the category of the road section where the vehicle is currently located is a highway.

[0212] The sixth determining sub-unit is configured to set the suspension damping coefficient boundary value as the medium preset boundary value in other cases when the category of the road section where the vehicle is currently located is a highway.

[0213] The first state level is unobstructed or basically unobstructed, the second state level is moderate congestion or severe congestion, and the third state level is unobstructed, basically unobstructed or light congestion.

[0214] The first preset distance, the fifth preset distance, the seventh preset distance and the third preset distance increase sequentially; the second preset distance, the fourth preset distance and the sixth preset distance increase sequentially;

[0215] The first preset level of road roughness is higher than the second preset level of road roughness.

[0216] The first preset function level is higher than the second preset function level.

[0217] Preferably, the second determining unit further comprises:

[0218] The seventh determining sub-unit is configured to, when the category of the road section where the vehicle is currently located is a road, set the suspension damping coefficient boundary value to the minimum preset boundary value if there is a fork, an intersection, a residential area, a shopping mall, a school, a hospital, a railway station or an airport within an eighth preset distance in the forward direction of the vehicle;

[0219] The eighth determining sub-unit is configured to, when the category of the road section where the vehicle is currently located is a road, set the suspension damping coefficient boundary value to the maximum preset boundary value if the level of road roughness of the road section where the vehicle is currently located is the first preset level, the function level of the road section where the vehicle is currently located is the third preset function level, the congestion state within a ninth preset distance in the forward direction of the vehicle is the third state level, and there is no fork, intersection, residential area, shopping mall, school, hospital, railway station or airport within a tenth preset distance in the forward direction of the vehicle;

[0220] The ninth determining sub-unit is configured to, when the category of the road section where the vehicle is currently located is a road, set the suspension damping coefficient boundary value to the maximum preset boundary value if the level of road roughness of the road section where the vehicle is currently located is the first preset level, the function level of the road section where the vehicle is currently located is the third preset function level, the congestion state within an eleventh preset distance in the forward direction of the vehicle is the fourth state level, and there is no fork, intersection, residential area, shopping mall, school, hospital, railway station or airport within a twelfth preset distance in the forward direction of the vehicle;

[0221] The tenth determining sub-unit is configured to, when the category of the road section where the vehicle is currently located is a road, set the suspension damping coefficient boundary value to the minimum preset boundary value if the level of road roughness of the road section where the vehicle is currently located is the fourth preset level, the function level of the road section where the vehicle is currently located is the fourth preset function level, the congestion state within a thirteenth preset distance in the forward direction of the vehicle is the fifth state level, and there is no fork, intersection, residential area, shopping mall, school, hospital, railway station or airport within the twelfth preset distance in the forward direction of the vehicle;

[0222] The eleventh determining sub-unit is configured to, when the category of the road section where the vehicle is currently located is a road, set the suspension damping coefficient boundary value to the medium preset boundary value in other cases.

[0223] The third state level is free or substantially free, the fourth state level is moderate congestion or severe congestion, and the fifth state level is free, substantially free, or light congestion;

[0224] The eighth preset distance, the twelfth preset distance, and the tenth preset distance increase in turn; the thirteenth preset distance, the eleventh preset distance, and the ninth preset distance increase in turn;

[0225] The third preset level of road roughness is higher than the fourth preset level of road roughness.

[0226] The third preset functional level is higher than the fourth preset functional level.

[0227] Preferably, the control module comprises:

[0228] The algorithm selection unit is configured to select a corresponding semi-active suspension control algorithm from a plurality of pre-calibrated control algorithms according to the category of the road segment where the vehicle is currently located and the speed of the vehicle.

[0229] The first integral unit is configured to perform integral calculation on the sprung vertical acceleration to obtain a sprung vertical speed.

[0230] The second integral unit is configured to perform integral calculation on the unsprung vertical acceleration to obtain an unsprung vertical speed.

[0231] The control unit is configured to input the suspension damping coefficient boundary value, the sprung vertical acceleration, the unsprung vertical acceleration, the sprung vertical speed, and the unsprung vertical speed into the selected semi-active suspension control algorithm, and the semi-active suspension control algorithm outputs a suspension damping coefficient value required for vehicle semi-active suspension control.

[0232] Preferably, when the category of the road segment where the vehicle is currently located is a road, the SH-ADD control algorithm, the SH control algorithm, or the ADD control algorithm is selected as the semi-active suspension control algorithm.

[0233] When the category of the road segment where the vehicle is currently located is a highway and the speed of the vehicle is lower than the first preset speed, the SH-ADD control algorithm, the SH control algorithm, or the ADD control algorithm is selected as the semi-active suspension control algorithm.

[0234] When the category of the road segment where the vehicle is currently located is a highway and the speed of the vehicle is lower than the first preset speed, the GH control algorithm is selected as the semi-active suspension control algorithm.

[0235] Preferably, when the SH-ADD control algorithm is selected as the semi-active suspension control algorithm, if the product of the sprung vertical acceleration and the suspension change speed is greater than 0, the larger one of the suspension damping coefficient boundary values is selected as the suspension damping coefficient value, and it should be noted that when the difference between the square of the sprung vertical acceleration and the square of the alpha times sprung vertical speed is less than or equal to 0, the control algorithm of the suspension is selected as the SH algorithm output C max , and when the difference between the square of the sprung vertical acceleration and the square of the alpha times sprung vertical speed is greater than 0, the control algorithm of the suspension is selected as the ADD algorithm output C max ; otherwise, if the product of the sprung vertical acceleration and the suspension change speed is less than or equal to 0, the smaller one of the suspension damping coefficient boundary values is selected as the suspension damping coefficient value, and it should be noted that when the difference between the square of the sprung vertical acceleration and the square of the alpha times sprung vertical speed is less than or equal to 0, the control algorithm of the suspension is selected as the SH algorithm output C max , and when the difference between the square of the sprung vertical acceleration and the square of the alpha times sprung vertical speed is greater than 0, the control algorithm of the suspension is selected as the ADD algorithm output C max ;

[0236] When the GH control algorithm is selected as the semi-active suspension control algorithm, if the product of the sprung vertical acceleration and the suspension change speed is greater than or equal to 0, the larger one of the suspension damping coefficient boundary values is selected as the suspension damping coefficient value; otherwise, the smaller one of the suspension damping coefficient boundary values is selected as the suspension damping coefficient value.

[0237] the larger one of the suspension damping coefficient boundary values is selected as the suspension damping coefficient value; otherwise, the smaller one of the suspension damping coefficient boundary values is selected as the suspension damping coefficient value.

[0238] The application also provides a vehicle comprising the above-mentioned vehicle semi-active suspension control device based on a map navigation path.

[0239] The application also provides a control device comprising a processor, a memory, and a program or instructions stored on the memory and executable on the processor, and the program or instructions are executed by the processor to implement the steps of the above-mentioned vehicle semi-active suspension control method based on a map navigation path.

[0240] The application also provides a readable storage medium, and the readable storage medium stores a program or instructions, and the program or instructions are executed by a processor to implement the steps of the above-mentioned vehicle semi-active suspension control method based on a map navigation path.

[0241] While the application has been described in detail with particular references to a limited number of embodiments, it should be understood that the application can be embodied in many other forms. Additional modifications, substitutions, and alternatives will readily occur to those skilled in the art. Therefore, the application is not to be limited to the specific examples described in the specification and claims.

Claims

1. A method for semi-active suspension control of a vehicle based on a map-guided path, characterized by, The method comprises the following steps: Obtaining vehicle driving data and map navigation path related data; Based on the vehicle driving data and the map navigation path related data, the road roughness level of the road section where the vehicle is currently located is determined; Based on the vehicle driving data, the map navigation path related data and the road roughness level of the road section where the vehicle is currently located, the suspension damping coefficient boundary value is determined; Based on the vehicle driving data, the map navigation path related data and the determined suspension damping coefficient boundary value, the selected semi-active suspension control algorithm is executed to realize the semi-active suspension control of the vehicle; The vehicle driving data includes the vehicle driving speed, the vertical acceleration on the spring and the vertical acceleration under the spring, and the map navigation path related data includes the category of the road section where the vehicle is currently located, the function level information of the road section where the vehicle is currently located, the congestion state information of the vehicle's forward direction and the road environment information of the vehicle's forward direction; The road section where the vehicle is currently located refers to the specific road section in the map navigation path of the vehicle; Based on the vehicle driving data, the map navigation path related data and the road roughness level of the road section where the vehicle is currently located, the suspension damping coefficient boundary value is determined, which comprises the following steps: If the vehicle driving speed is greater than the first preset speed, the suspension damping coefficient boundary value is set to the maximum preset boundary value; If the vehicle driving speed is less than the second preset speed, the suspension damping coefficient boundary value is set to the minimum preset boundary value; If the vehicle driving speed is between the first preset speed and the second preset speed, the suspension damping coefficient boundary value is determined based on the road roughness level of the road section where the vehicle is currently located, the category of the road section where the vehicle is currently located, the function level information of the road section where the vehicle is currently located, the congestion state information of the vehicle's forward direction and the road environment information of the vehicle's forward direction.

2. The map-based navigation path dependent vehicle semi-active suspension control method according to claim 1, wherein, Based on the vehicle driving data and the map navigation path related data, the road roughness level of the road section where the vehicle is currently located is determined, which comprises the following steps: The vehicle driving data and the map navigation path related data are input into the pre-trained road roughness level classification model to output the road roughness level of the road section where the vehicle is currently located.

3. The map-based navigation path dependent vehicle semi-active suspension control method according to claim 2, wherein, The vehicle driving data and the map navigation path related data are input into the pre-trained road roughness level classification model to output the road roughness level of the road section where the vehicle is currently located, which comprises the following steps: Based on the vehicle driving speed and the vertical acceleration under the spring, the average value of the vehicle driving speed, the average value of the vertical acceleration under the spring and the variance of the vertical acceleration under the spring of the road section where the vehicle is currently located are determined; The average value of the vehicle driving speed, the average value of the vertical acceleration under the spring, the variance of the vertical acceleration under the spring of the road section where the vehicle is currently located and the function level information of the road section where the vehicle is currently located are input into the pre-trained road roughness level classification model to output the road roughness level of the road section where the vehicle is currently located.

4. The map-based navigation path dependent vehicle semi-active suspension control method of claim 1, wherein, If the vehicle driving speed is between the first preset speed and the second preset speed, the suspension damping coefficient boundary value is determined based on the road roughness level of the road section where the vehicle is currently located, the category of the road section where the vehicle is currently located, the function level information of the road section where the vehicle is currently located, the congestion state information of the vehicle's forward direction and the road environment information of the vehicle's forward direction. When the category of the road segment where the vehicle is currently located is a highway, if there is a fork, an intersection, a town, or a village within a first preset distance in the direction in which the vehicle is moving, the suspension damping coefficient boundary value is set to a minimum preset boundary value; When the category of the road segment where the vehicle is currently located is a highway, if the road surface roughness level of the road segment where the vehicle is currently located is a first preset level, the functional level of the road segment where the vehicle is currently located is a first preset functional level, the congestion state within a second preset distance in the direction in which the vehicle is moving is a first state level, and there is no fork, intersection, town, or village within a third preset distance in the direction in which the vehicle is moving, the suspension damping coefficient boundary value is set to a maximum preset boundary value; When the category of the road segment where the vehicle is currently located is a highway, if the road surface roughness level of the road segment where the vehicle is currently located is a first preset level, the functional level of the road segment where the vehicle is currently located is a first preset functional level, the congestion state within a fourth preset distance in the direction in which the vehicle is moving is a second state level, and there is no fork, intersection, town, or village within a fifth preset distance in the direction in which the vehicle is moving, the suspension damping coefficient boundary value is set to a maximum preset boundary value; When the category of the road segment where the vehicle is currently located is a highway, if the road surface roughness level of the road segment where the vehicle is currently located is a second preset level, the functional level of the road segment where the vehicle is currently located is a second preset functional level, the congestion state within a sixth preset distance in the direction in which the vehicle is moving is a third state level, and there is no fork, intersection, town, or village within a seventh preset distance in the direction in which the vehicle is moving, the suspension damping coefficient boundary value is set to a minimum preset boundary value; When the category of the road segment where the vehicle is currently located is a highway, in other cases, the suspension damping coefficient boundary value is set to an intermediate preset boundary value; The first state level is free-flow or substantially free-flow, the second state level is moderate congestion or severe congestion, and the third state level is free-flow, substantially free-flow, or light congestion; The first preset distance, the fifth preset distance, the seventh preset distance, and the third preset distance increase in turn; the second preset distance, the fourth preset distance, and the sixth preset distance increase in turn; The road surface roughness of the first preset level is higher than the road surface roughness of the second preset level; The first preset functional level is higher than the second preset functional level.

5. The map-based navigation path dependent vehicle semi-active suspension control method according to claim 1 or 4, characterized by, If the speed of the vehicle is between a first preset speed and a second preset speed, based on the road surface roughness level of the road segment where the vehicle is currently located, the category of the road segment where the vehicle is currently located, and the functional level information of the road segment where the vehicle is currently located, the congestion state information in the direction in which the vehicle is moving, and the road environment information in the direction in which the vehicle is moving, the step of determining the suspension damping coefficient boundary value further comprises: When the category of the road segment where the vehicle is currently located is a road, if there is a fork, an intersection, a residential area, a shopping mall, a school, a hospital, a railway station, or an airport within an eighth preset distance in the direction in which the vehicle is moving, the suspension damping coefficient boundary value is set to a minimum preset boundary value; when the category of the road segment where the vehicle is currently located is a road, if the road surface roughness level of the road segment where the vehicle is currently located is the third preset level, the functional level of the road segment where the vehicle is currently located is the third preset functional level, the congestion state within the ninth preset distance in the vehicle's forward direction is the third state level, and there is no fork, intersection, residential area, shopping mall, school, hospital, railway station, or airport within the tenth preset distance in the vehicle's forward direction, the suspension damping coefficient boundary value is set to the maximum preset boundary value; when the category of the road segment where the vehicle is currently located is a road, if the road surface roughness level of the road segment where the vehicle is currently located is the third preset level, the functional level of the road segment where the vehicle is currently located is the third preset functional level, the congestion state within the eleventh preset distance in the vehicle's forward direction is the fourth state level, and there is no fork, intersection, residential area, shopping mall, school, hospital, railway station, or airport within the twelfth preset distance in the vehicle's forward direction, the suspension damping coefficient boundary value is set to the maximum preset boundary value; when the category of the road segment where the vehicle is currently located is a road, if the road surface roughness level of the road segment where the vehicle is currently located is the fourth preset level, the functional level of the road segment where the vehicle is currently located is the fourth preset functional level, the congestion state within the thirteenth preset distance in the vehicle's forward direction is the fifth state level, and there is no fork, intersection, residential area, shopping mall, school, hospital, railway station, or airport within the twelfth preset distance in the vehicle's forward direction, the suspension damping coefficient boundary value is set to the minimum preset boundary value; when the category of the road segment where the vehicle is currently located is a road, and in addition to the above cases, the suspension damping coefficient boundary value is set to the intermediate preset boundary value; the third state level is smooth or basically smooth, the fourth state level is moderate congestion or severe congestion, and the fifth state level is smooth, basically smooth, or light congestion; the eighth preset distance, the twelfth preset distance, and the tenth preset distance increase in turn; the thirteenth preset distance, the eleventh preset distance, and the ninth preset distance increase in turn; the road surface roughness of the third preset level is higher than the road surface roughness of the fourth preset level; the third preset functional level is higher than the fourth preset functional level.

6. The map-based navigation path dependent vehicle semi-active suspension control method of claim 1, wherein, Based on the vehicle driving data, map navigation path related data, and the determined suspension damping coefficient boundary value, the steps of executing the selected semi-active suspension control algorithm to achieve vehicle semi-active suspension control include: selecting a corresponding semi-active suspension control algorithm from the pre-calibrated multiple control algorithms according to the category of the road segment where the vehicle is currently located and the vehicle speed; integrating the sprung vertical acceleration to obtain the sprung vertical speed; integrating the unsprung vertical acceleration to obtain the unsprung vertical speed; inputting the suspension damping coefficient boundary value, the sprung vertical acceleration, the unsprung vertical acceleration, the sprung vertical speed, and the unsprung vertical speed into the selected semi-active suspension control algorithm, and the semi-active suspension control algorithm outputs the suspension damping coefficient value required for vehicle semi-active suspension control.

7. The map navigation path based vehicle semi-active suspension control method according to claim 6, characterized in that, when the category of the road section where the vehicle is currently located is a road, selecting the SH-ADD control algorithm, the SH control algorithm or the ADD control algorithm as the semi-active suspension control algorithm; when the category of the road section where the vehicle is currently located is a highway and the vehicle driving speed is lower than the first preset speed, selecting the SH-ADD control algorithm, the SH control algorithm or the ADD control algorithm as the semi-active suspension control algorithm; when the category of the road section where the vehicle is currently located is a highway and the vehicle driving speed is higher than the first preset speed, selecting the GH control algorithm as the semi-active suspension control algorithm.

8. The vehicle semi-active suspension control method based on a map navigation path according to claim 7, wherein when the SH-ADD control algorithm is selected as the semi-active suspension control algorithm, if the product of the sprung vertical acceleration and the suspension change speed is greater than 0 and the difference between the square of the sprung vertical acceleration and the square of the alpha times sprung vertical speed is less than or equal to 0, or if the product of the sprung vertical speed and the suspension change speed is greater than 0 and the difference between the square of the sprung vertical acceleration and the square of the alpha times sprung vertical speed is greater than 0, the larger one of the suspension damping coefficient boundary values is selected as the suspension damping coefficient value; otherwise, the smaller one of the suspension damping coefficient boundary values is selected as the suspension damping coefficient value; the alpha is the cross-over frequency of the SH algorithm and the ADD algorithm; and the suspension change speed is the difference between the sprung vertical speed and the unsprung vertical speed. when the GH control algorithm is selected as the semi-active suspension control algorithm, if the product of the unsprung vertical acceleration and the suspension change speed is greater than or equal to 0, the larger one of the suspension damping coefficient boundary values is selected as the suspension damping coefficient value; otherwise, the smaller one of the suspension damping coefficient boundary values is selected as the suspension damping coefficient value. comprising:

9. A vehicle semi-active suspension control device based on a map navigation path, characterized by, an acquisition module, configured to acquire vehicle driving data and map navigation path related data; a first determination module, configured to determine the road surface roughness level of the road section where the vehicle is currently located based on the vehicle driving data and the map navigation path related data; a second determination module, configured to determine the suspension damping coefficient boundary values based on the vehicle driving data, the map navigation path related data and the road surface roughness level of the road section where the vehicle is currently located; a control module, configured to execute the selected semi-active suspension control algorithm based on the vehicle driving data, the map navigation path related data and the determined suspension damping coefficient boundary values, so as to realize the vehicle semi-active suspension control; the vehicle driving data comprises the vehicle driving speed, the sprung vertical acceleration and the unsprung vertical acceleration, and the map navigation path related data comprises the category of the road section where the vehicle is currently located, the functional level information of the road section where the vehicle is currently located, the congestion state information of the vehicle forward direction and the road environment information of the vehicle forward direction; the road section where the vehicle is currently located refers to the specific road section in the map navigation path of the vehicle; the control module is specifically configured to: if the vehicle driving speed is greater than the first preset speed, set the suspension damping coefficient boundary values as the maximum preset boundary values; if the vehicle driving speed is less than the second preset speed, set the suspension damping coefficient boundary values as the minimum preset boundary values. ​ If the vehicle speed is between the first preset speed and the second preset speed, based on the road roughness level of the road section where the vehicle is currently located, the category to which the road section where the vehicle is currently located belongs, and the functional level information of the road section where the vehicle is currently located, the congestion state information of the vehicle's forward direction, and the road environment information of the vehicle's forward direction, the suspension damping coefficient boundary value is determined.

10. A vehicle characterized by comprising: The vehicle semi-active suspension control device based on map navigation path of claim 9.

11. A control device, characterized by A processor, a memory, and a program or instructions stored on the memory and executable on the processor, wherein the program or instructions, when executed by the processor, implement the steps of the vehicle semi-active suspension control method based on map navigation path according to any one of claims 1 to 8.

12. A readable storage medium, characterized by, A readable storage medium storing a program or instructions, wherein the program or instructions, when executed by a processor, implement the steps of the vehicle semi-active suspension control method based on map navigation path according to any one of claims 1 to 8.

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