Semi-active suspension damping control method, system, medium, control terminal and vehicle

Abstract

The present disclosure provides a semi-active suspension damping control method, system, medium, control terminal and vehicle, the method comprising the following steps: acquiring sensor collected signals and vehicle CAN signals for semi-active suspension damping control; acquiring physical signals in the vehicle operating state based on the sensor collected signals and the vehicle CAN signals; generating current signals corresponding to skyhook control, comfort boundary control and handling stability boundary control based on the physical signals; acquiring the expected electromagnetic valve driving current of the semi-active suspension based on the current signals; generating a damping control current based on the expected electromagnetic valve driving current and the actual electromagnetic valve driving current, and providing the damping control current to the shock absorber of the semi-active suspension to realize damping control. The semi-active suspension damping control method, system, medium, control terminal and vehicle of the present disclosure can realize high-precision damping control and have strong controllability.

Description

Technical Field

[0001] This disclosure relates to the technical field of damping control, and more particularly to a semi-active suspension damping control method, system, medium, control terminal, and vehicle. Background Technology

[0002] With the rapid development of automobile manufacturing technology, more and more mid-to-high-end passenger vehicles are being equipped with adjustable-damping semi-active suspension systems. By adjusting the damping force of the electronically controlled shock absorbers in real time, it is possible to achieve a balance between passenger vehicle comfort and handling stability.

[0003] However, existing methods lack mature control methods and complete solutions, resulting in low accuracy and poor performance of semi-active suspension damping control.

[0004] Public content

[0005] In view of the shortcomings of the prior art described above, the purpose of this disclosure is to provide a semi-active suspension damping control method, system, medium, control terminal and vehicle that can achieve high-precision damping control and strong maneuverability.

[0006] In a first aspect, this disclosure provides a semi-active suspension damping control method, the method comprising the following steps: acquiring sensor acquisition signals and vehicle CAN signals for semi-active suspension damping control; acquiring physical signals of the vehicle's operating state based on the sensor acquisition signals and the vehicle CAN signals; generating current signals corresponding to ceiling control, comfort boundary control, and handling boundary control based on the physical signals; acquiring the desired solenoid valve drive current of the semi-active suspension based on the current signals; generating a damping control current based on the desired solenoid valve drive current and the actual solenoid valve drive current, and providing the damping control current to the shock absorber of the semi-active suspension to achieve damping control.

[0007] In one implementation of the first aspect, the sensor acquires signals from any combination of the following sensors:

[0008] The vehicle body gyroscope sensor and the wheel vertical acceleration sensor are used to detect the three axial accelerations and three angular velocities of the vehicle body; the wheel vertical acceleration sensor is used to detect the vertical acceleration of the connected wheels.

[0009] A vehicle body gyroscope sensor and a vehicle body height sensor; the vehicle body height sensor is used to detect the relative height between the wheels and the vehicle body;

[0010] A vehicle body vertical acceleration sensor and a vehicle body height sensor; the vehicle body vertical acceleration sensor is used to detect the vertical acceleration of the connected vehicle body;

[0011] Vehicle vertical acceleration sensor and wheel vertical acceleration sensor.

[0012] In one implementation of the first aspect, acquiring physical signals of the vehicle's operating state based on the sensor-acquired signals and the vehicle's CAN signals includes:

[0013] Based on the signals collected by the vehicle body gyroscope sensor, the vertical velocity and angular velocity of the vehicle body are obtained;

[0014] Based on the signals collected by the wheel vertical acceleration sensor, the wheel vertical velocity and wheel vertical acceleration are obtained;

[0015] Based on the signals collected by the vehicle height sensor, the relative height and relative speed between the vehicle body and the wheels are obtained;

[0016] Based on the signals collected by the vehicle vertical acceleration sensor, the vehicle vertical velocity and vehicle vertical acceleration are obtained;

[0017] The vehicle CAN signal is parsed to obtain the vehicle operation signal, which includes one or more combinations of vehicle speed, steering wheel angle, steering wheel angular velocity, longitudinal acceleration, lateral acceleration, and braking pressure.

[0018] In one implementation of the first aspect, generating current signals corresponding to ceiling control, comfort boundary control, and handling stability boundary control based on the physical signals includes the following steps:

[0019] Based on the vertical velocity of the vehicle body and the vehicle speed, the corresponding ceiling damping force is obtained by looking up a table; based on the ceiling damping force and the relative velocity between the vehicle body and the wheels, the current signal for ceiling control is obtained by looking up a table.

[0020] Based on the wheel vertical acceleration and the vehicle speed, the road surface grade is obtained by looking up a table; based on the road surface grade and the vehicle speed, the current signal for comfort boundary control is obtained by looking up a table.

[0021] Based on the vehicle operation signal, the current signal for handling stability boundary control is obtained by looking up a table.

[0022] In one implementation of the first aspect, obtaining the desired solenoid valve drive current of the vehicle based on the current signal includes:

[0023] If the current signal corresponding to the ceiling control is greater than the current signal corresponding to the comfort boundary control, then the desired solenoid valve drive current is equal to the current signal corresponding to the comfort boundary control.

[0024] If the current signal corresponding to the ceiling control is less than the current signal corresponding to the operation stability boundary control, then the desired solenoid valve drive current is equal to the current signal corresponding to the operation stability boundary control.

[0025] Otherwise, the desired solenoid valve drive current is equal to the current signal corresponding to the ceiling control.

[0026] In one implementation of the first aspect, generating the damping control current based on the desired solenoid valve drive current and the actual solenoid valve drive current includes:

[0027] Based on the desired solenoid valve drive current and the actual solenoid valve drive current, the damping control current is generated using a PID algorithm.

[0028] Secondly, this disclosure provides a semi-active suspension damping control system, the system comprising a data acquisition module, a processing module, a generation module, an acquisition module, and a control module;

[0029] The acquisition module is used to acquire sensor signals and vehicle CAN signals for semi-active suspension damping control.

[0030] The processing module is used to acquire physical signals of the vehicle's operating status based on the signals collected by the sensors and the vehicle's CAN signals;

[0031] The generation module is used to generate current signals corresponding to ceiling control, comfort boundary control and handling stability boundary control based on the physical signals.

[0032] The acquisition module is used to acquire the desired solenoid valve drive current of the semi-active suspension based on the current signal.

[0033] The control module is used to generate a damping control current based on the desired solenoid valve drive current and the actual solenoid valve drive current, and to provide the damping control current to the shock absorber of the semi-active suspension to achieve damping control.

[0034] Thirdly, this disclosure provides a control terminal, which includes: a processor and a memory;

[0035] The memory is used to store computer programs;

[0036] The processor is used to execute the computer program stored in the memory, so that the control terminal performs the above-described semi-active suspension damping control method.

[0037] Fourthly, this disclosure provides a computer-readable storage medium having a computer program stored thereon, which, when executed by a control terminal, implements the aforementioned method for correcting regional affiliation.

[0038] Fifthly, this disclosure provides a vehicle including a semi-active suspension, sensors, and the aforementioned control terminal;

[0039] The sensor is used to collect sensor signals for semi-active suspension damping control and provide them to the control terminal;

[0040] The control terminal is used to implement damping control of the semi-active suspension.

[0041] As described above, the semi-active suspension damping control method, system, medium, control terminal, and vehicle disclosed herein have the following beneficial effects:

[0042] (1) It can achieve high-precision damping control and has strong operability;

[0043] (2) To meet the requirements of vehicle comfort and handling stability. Attached Figure Description

[0044] Figure 1 The flowchart shown is an embodiment of the semi-active suspension damping control method of this disclosure;

[0045] Figure 2 The diagram shown is a structural schematic of a semi-active suspension damping control system according to an embodiment of the present disclosure.

[0046] Figure 3 The diagram shown is a structural schematic of the control terminal of this disclosure in one embodiment.

[0047] Figure 4 The diagram shown is a structural schematic of a vehicle according to one embodiment of the present disclosure;

[0048] Figure 5 The diagram shown is a schematic representation of the vehicle according to another embodiment of the present invention. Detailed Implementation

[0049] The following specific examples illustrate the implementation of this disclosure. Those skilled in the art can easily understand other advantages and effects of this disclosure from the information disclosed herein. This disclosure can also be implemented or its modules applied through other different specific embodiments. Various details in this disclosure can also be modified or changed according to different viewpoints and application modules without departing from the spirit of this disclosure. It should be noted that, unless otherwise specified, the embodiments and features in the embodiments of this disclosure can be combined with each other.

[0050] The embodiments of this disclosure will now be described in detail with reference to the accompanying drawings, so that those skilled in the art to which this disclosure pertains can readily implement it. This disclosure may be embodied in many different forms and is not limited to the embodiments described herein.

[0051] In this disclosure, references to terms such as "one embodiment," "some embodiments," "example," "specific example," or "some examples," etc., indicate that a specific feature, structure, material, or characteristic represented in connection with that embodiment or example is included in at least one embodiment or example of this disclosure. Furthermore, the specific features, structures, materials, or characteristics represented may be combined in any suitable manner in any one or a group of embodiments or examples. Moreover, without contradiction, those skilled in the art can combine and integrate the different embodiments or examples represented in this disclosure, as well as the features of those different embodiments or examples.

[0052] Furthermore, the terms "first" and "second" are used for illustrative purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include at least one of that feature. In the representation of this disclosure, "a set" means two or more, unless otherwise explicitly specified.

[0053] For the purpose of clarity, devices unrelated to the description are omitted, and the same or similar components throughout the specification are given the same reference numerals.

[0054] Throughout this specification, when it is said that a device is "connected" to another device, this includes not only "direct connection" but also "indirect connection" by placing other components in between. Furthermore, when it is said that a device "comprises" a certain constituent element, unless otherwise stated otherwise, this does not exclude other constituent elements, but rather implies that other constituent elements may be included.

[0055] While the terms first, second, etc., are used in some examples herein to refer to various elements, these elements should not be limited by these terms. These terms are used only to distinguish one element from another. For example, first interface and second interface, etc., are used. Furthermore, as used herein, the singular forms “a,” “an,” and “the” are intended to also include the plural forms unless the context indicates otherwise. It should be further understood that the terms “comprising,” “including,” indicate the presence of the stated feature, step, operation, element, module, item, kind, and / or group, but do not exclude the presence, occurrence, or addition of one or more other features, steps, operations, elements, modules, items, kinds, and / or groups. The terms “or” and “and / or” as used herein are interpreted as inclusive, or mean any one or any combination thereof. Thus, “A, B, or C” or “A, B, and / or C” means “any one of: A; B; C; A and B; A and C; B and C; A, B, and C.” Exceptions to this definition will only occur if the combination of elements, functions, steps, or operations is inherently mutually exclusive in some way.

[0056] The technical terms used herein are for reference only to specific embodiments and are not intended to limit the scope of this disclosure. The singular form used herein includes the plural form unless the statement explicitly indicates otherwise. The word "comprising" as used in this specification means to specify a particular characteristic, region, integer, step, operation, element, and / or component, and does not exclude the presence or addition of other characteristics, regions, integers, steps, operations, elements, and / or components.

[0057] Although not explicitly defined, all terms, including technical and scientific terms used herein, shall have the same meaning as commonly understood by one of ordinary skill in the art to which this disclosure pertains. Terms defined in commonly used dictionaries shall be further interpreted as having a meaning consistent with the relevant technical literature and the message of the present disclosure, and shall not be over-interpreted as having an ideal or overly formulaic meaning unless otherwise defined.

[0058] The technical solutions in the embodiments of this disclosure will now be described in detail with reference to the accompanying drawings.

[0059] A semi-active suspension system refers to a suspension system with electronic control but no power input. It consists of springs and shock absorbers with variable characteristics. While it cannot be optimally controlled and adjusted based on external input, it can adjust the spring stiffness and shock absorber damping according to optimized parameters stored in a computer under various conditions. Because a semi-active suspension lacks a continuous power source, changing the spring stiffness is much more difficult than changing the damping. Currently, different suspension styles are achieved by controlling the damper damping coefficient using solenoid valves, allowing the vehicle to have different damping levels.

[0060] like Figure 1 As shown, in one embodiment, the semi-active suspension damping control method of this disclosure includes steps S1-S5.

[0061] Step S1: Acquire sensor signals and vehicle CAN signals for semi-active suspension damping control.

[0062] Specifically, multiple sensors are installed on the vehicle to collect sensor signals and achieve damping control of the semi-active suspension. In practical use, the sensors can be set up in any of the following ways:

[0063] (1) One vehicle body gyroscope sensor and two wheel vertical acceleration sensors;

[0064] (2) One vehicle body gyroscope sensor and three wheel vertical acceleration sensors;

[0065] (3) One vehicle body gyroscope sensor and four wheel vertical acceleration sensors;

[0066] (4) One vehicle body gyroscope sensor and three vehicle body height sensors;

[0067] (5) One vehicle body gyroscope sensor and four vehicle body height sensors;

[0068] (6) Three vehicle vertical acceleration sensors and three vehicle height sensors;

[0069] (7) Three vehicle vertical acceleration sensors and four vehicle height sensors;

[0070] (8) Three vehicle vertical acceleration sensors and two wheel vertical acceleration sensors;

[0071] (9) Three vehicle vertical acceleration sensors and three wheel vertical acceleration sensors;

[0072] (10) Four vehicle vertical acceleration sensors and three vehicle height sensors;

[0073] (11) Four vehicle vertical acceleration sensors and four vehicle height sensors;

[0074] (12) Four vehicle vertical acceleration sensors and two wheel vertical acceleration sensors;

[0075] (13) Four body vertical acceleration sensors and three wheel vertical acceleration sensors;

[0076] (14) Four vehicle body vertical acceleration sensors and four wheel vertical acceleration sensors.

[0077] The vehicle body gyroscope sensor is fixedly connected to the vehicle body and is used to detect the vehicle body's three axial accelerations and three angular velocities. The wheel vertical acceleration sensor is fixedly connected to the wheel and is used to detect the vertical acceleration of the connected wheel. The vehicle height sensor is fixedly connected to the vehicle body and wheels and is used to detect the relative height between the wheels and the vehicle body. The vehicle vertical acceleration sensor is fixedly connected to the vehicle body and is used to detect the vertical acceleration of the connected vehicle body. The vehicle CAN signal refers to the vehicle signal read from the vehicle CAN network.

[0078] Step S2: Obtain physical signals of the vehicle's operating status based on the sensor-collected signals and the vehicle's CAN signals.

[0079] Specifically, by analyzing and processing the signals collected by the sensors and the vehicle's CAN signals, the physical signals when the vehicle is in operation can be obtained.

[0080] In one embodiment, acquiring physical signals of the vehicle's operating state based on the sensor-collected signals and the vehicle's CAN signals includes:

[0081] 21) Based on the signal collected by the vehicle body gyroscope sensor, obtain the vehicle body vertical velocity v. zb{fl,fr,rl,rr} and the angular velocity ω of the vehicle body b{x,y,z} The signals collected by the vehicle body gyroscope sensor are filtered and processed to calculate the vehicle body attitude, thereby obtaining the vehicle body vertical velocity and angular velocity, which reflect the vehicle body's motion.

[0082] 22) Based on the signal collected by the wheel vertical acceleration sensor, obtain the wheel vertical velocity v. zw{fl,fr,rl,rr} and the vertical acceleration a of the wheel zw{fl,fr,rl,rr} The signal collected by the wheel vertical acceleration sensor is filtered and integrated to obtain the wheel vertical velocity and wheel vertical acceleration, which reflect the wheel's motion.

[0083] 23) Based on the signals collected by the vehicle height sensor, obtain the relative height and relative speed v between the vehicle body and the wheels. d{fl,fr,rl,rr} The signal collected by the vehicle height sensor is filtered and differentiated to obtain the vehicle height and relative speed, reflecting the relative motion between the vehicle body and the wheels. This relative speed is the relative speed of the shock absorber. Additionally, it should be noted that geometric calculations of the vehicle body's vertical speed and the wheel's vertical speed can also yield the relative speed reflecting the relative motion between the vehicle body and the wheels, i.e., the relative speed of the shock absorber.

[0084] 24) Based on the signal collected by the vehicle vertical acceleration sensor, obtain the vehicle vertical velocity v. zb{fl,fr,rl,rr} and the vertical acceleration a of the vehicle body zb{fl,fr,rl,rr} Specifically, the signals collected by the vehicle vertical acceleration sensor are filtered and integrated to obtain the vehicle vertical velocity and vehicle vertical acceleration, which reflect the vehicle's motion.

[0085] 25) Parse the vehicle CAN signal to obtain the vehicle operating signal, which includes the vehicle speed v. x Steering wheel angle δ f Steering wheel angular velocity Longitudinal acceleration a long Lateral acceleration a latel Braking pressure p brake One or more combinations thereof.

[0086] Step S3: Generate current signals corresponding to ceiling control, comfort boundary control, and handling stability boundary control based on the physical signals.

[0087] Specifically, this disclosure primarily uses a lookup table method to obtain the current signals corresponding to roof control, comfort boundary control, and handling boundary control. Therefore, the relevant tables need to be stored in advance. Roof control is used to control the vertical movement of the vehicle body or wheels. Comfort boundary control is used to determine the upper limit of the comfort current. Handling boundary control is used to determine the lower limit of the handling current.

[0088] In one embodiment, generating current signals corresponding to ceiling control, comfort boundary control, and handling stability boundary control based on the physical signals includes the following steps:

[0089] 31) Based on the vertical velocity v of the vehicle body zb{fl,fr,rl,rr} and the vehicle speed v x The corresponding ceiling damping force F is obtained by looking up a table. sky{fl,fr,rl,rr} Based on the aforementioned ceiling damping force F sky{fl,fr,rl,rr} The relative speed v between the car body and the wheels d{fl,fr,rl,rr} The ceiling control current signal I is obtained by looking up a table. sky{fl,fr,rl,rr} That is, F sky{fl,fr,rl,rr} =Lookup(v zb{fl,fr,rl,rr} ,v x ), I sky{fl,fr,rl,rr} =Lookup(F sky{fl,fr,rl,rr} ,v d{fl,fr,rl,rr} Lookup indicates a table lookup operation.

[0090] 32) Based on the vertical acceleration a of the wheel zw{fl,fr,rl,rr} and the vehicle speed v x The road surface grade R is obtained by looking up a table. flag{fl,fr,rl,rr} Based on the road surface grade R flag{fl,fr,rl,rr} and the vehicle speed v x The current signal I for comfort boundary control is obtained by looking up a table. ride{fl,fr,rl,rr That is, R flag{fl,fr,rl,rr} =Lookup(a zw{fl,fr,rl,rr} ,v x ), I ride{fl,fr,rl,rr} =Lookup(R flag{fl,fr,rl,rr} ,v x ).

[0091] 33) Based on the vehicle operation signal, obtain the current signal I for handling stability boundary control by looking up a table. handling{fl,fr,rl,rr} The vehicle operation signal includes the vehicle speed v. x Steering wheel angle δ f Steering wheel angular velocity Longitudinal acceleration a long Lateral acceleration a latel Braking pressure p brake .Right now

[0092] Step S4: Obtain the desired solenoid valve drive current of the semi-active suspension based on the current signal.

[0093] Specifically, by inputting the current signal into a pre-set vehicle state priority function, the desired solenoid valve drive current I of the semi-active suspension can be obtained. control{fl,fr,rl,rr} . That is I control{fl,fr,rl,rr} =Function(I sky{fl,fr,rl,rr} ,I ride{fl,fr,rl,rr} I handling{fl,fr,rl,rr} ).

[0094] Among them, in I control{fl,fr,rl,rr} middle,

[0095] if I sky{fl,fr,rl,rr} >I ride{fl,fr,rl,rr} I control{fl,fr,rl,rr} =I ride{fl,fr,rl,rr}

[0096] else if I sky{fl,fr,rl,rr} <I handling{fl,fr,rl,rr} I control{fl,fr,rl,rr} =I handling{fl,fr,rl,rr}

[0097] else I control{fl,fr,rl,rr} =I sky{fl,fr,rl,rr}

[0098] Therefore, in the vehicle state priority function, if the current signal corresponding to the ceiling control is greater than the current signal corresponding to the comfort boundary control, then the desired solenoid valve drive current is equal to the current signal corresponding to the comfort boundary control; if the current signal corresponding to the ceiling control is less than the current signal corresponding to the handling boundary control, then the desired solenoid valve drive current is equal to the current signal corresponding to the handling boundary control; otherwise, the desired solenoid valve drive current is equal to the current signal corresponding to the ceiling control.

[0099] Step S5: Generate a damping control current based on the desired solenoid valve drive current and the actual solenoid valve drive current, and provide the damping control current to the shock absorber of the semi-active suspension to achieve damping control.

[0100] Specifically, while acquiring the desired solenoid valve drive current, the actual solenoid valve drive current of the semi-active suspension is also acquired in real time. Then, based on the desired and actual solenoid valve drive currents, a PID algorithm is used for closed-loop control to generate the damping control current. This damping control current is then provided to the solenoid valve of the semi-active suspension, thereby achieving damping control of the semi-active suspension's shock absorber.

[0101] The scope of protection of the semi-active suspension damping control method described in this disclosure is not limited to the execution order of the steps listed in this embodiment. Any solution implemented by adding, subtracting, or replacing steps in the prior art based on the principles of this disclosure is included within the scope of protection of this disclosure.

[0102] This disclosure also provides a semi-active suspension damping control system, which can implement the semi-active suspension damping control method described in this disclosure. However, the implementation device of the semi-active suspension damping control system described in this disclosure includes, but is not limited to, the structure of the semi-active suspension damping control system listed in this embodiment. Any structural modifications and substitutions of the prior art made based on the principles of this disclosure are included within the protection scope of this disclosure.

[0103] like Figure 2 As shown, in one embodiment, the semi-active suspension damping control system of this disclosure includes a data acquisition module 21, a processing module 22, a generation module 23, an acquisition module 24, and a control module 25.

[0104] The acquisition module 21 is used to acquire sensor acquisition signals and vehicle CAN signals for semi-active suspension damping control.

[0105] The processing module 22 is connected to the acquisition module 21 and is used to acquire physical signals of the vehicle's operating status based on the sensor acquisition signals and the vehicle CAN signals.

[0106] The generation module 23 is connected to the processing module 22 and is used to generate current signals corresponding to ceiling control, comfort boundary control and handling stability boundary control based on the physical signals.

[0107] The acquisition module 24 is connected to the generation module 23 and is used to acquire the desired solenoid valve drive current of the semi-active suspension based on the current signal.

[0108] The control module 25 is connected to the acquisition module 24 and is used to generate a damping control current based on the desired solenoid valve drive current and the actual solenoid valve drive current, and to provide the damping control current to the shock absorber of the semi-active suspension to achieve damping control.

[0109] The structure and principle of the acquisition module 21, processing module 22, generation module 23, acquisition module 24 and control module 25 correspond one-to-one with the steps in the above semi-active suspension damping control method, so they will not be described again here.

[0110] In the several embodiments provided in this disclosure, it should be understood that the disclosed systems, apparatuses, or methods can be implemented in other ways. For example, the apparatus embodiments described above are merely illustrative; for instance, the division of modules / units is only a logical functional division, and in actual implementation, there may be other division methods. For example, multiple modules or units may be combined or integrated into another system, or some features may be ignored or not executed. Furthermore, the coupling or direct coupling or communication connection shown or discussed may be through some interfaces; the indirect coupling or communication connection of apparatuses or modules or units may be electrical, mechanical, or other forms.

[0111] The modules / units described as separate components may or may not be physically separate. The components shown as modules / units may or may not be physical modules; that is, they may be located in one place or distributed across multiple network units. Some or all of the modules / units can be selected to achieve the objectives of the embodiments of this disclosure, depending on actual needs. For example, the functional modules / units in the various embodiments of this disclosure may be integrated into one processing module, or each module / unit may exist physically separately, or two or more modules / units may be integrated into one module / unit.

[0112] Those skilled in the art will further recognize that the units and algorithm steps of the various examples described in conjunction with the embodiments disclosed herein can be implemented in electronic hardware, computer software, or a combination of both. To clearly illustrate the interchangeability of hardware and software, the components and steps of the various examples have been generally described in terms of functionality in the foregoing description. Whether these functions are implemented in hardware or software depends on the specific application and design constraints of the technical solution. Those skilled in the art can use different methods to implement the described functions for each specific application, but such implementation should not be considered beyond the scope of this disclosure.

[0113] This disclosure also provides a computer-readable storage medium. Those skilled in the art will understand that all or part of the steps in the methods of the above embodiments can be implemented by a program instructing a processor. The program can be stored in a computer-readable storage medium, which is a non-transitory medium, such as random access memory, read-only memory, flash memory, hard disk, solid-state drive, magnetic tape, floppy disk, optical disk, and any combination thereof. The storage medium can be any available medium accessible to a computer or a data storage device such as a server or data center that integrates one or more available media. The available medium can be a magnetic medium (e.g., floppy disk, hard disk, magnetic tape), an optical medium (e.g., digital video disc (DVD)), or a semiconductor medium (e.g., solid-state drive (SSD)).

[0114] This disclosure also provides a control terminal. The control terminal includes a processor and a memory.

[0115] The memory is used to store computer programs.

[0116] The memory includes various media capable of storing program code, such as ROM, RAM, magnetic disk, USB flash drive, memory card, or optical disk.

[0117] The processor is connected to the memory and is used to execute the computer program stored in the memory so that the control terminal performs the above-described semi-active suspension damping control method.

[0118] Preferably, the processor can be a general-purpose processor, including a central processing unit (CPU), a network processor (NP), etc.; it can also be a digital signal processor (DSP), an application-specific integrated circuit (ASIC), a field-programmable gate array (FPGA), or other programmable logic devices, discrete gate or transistor logic devices, or discrete hardware components.

[0119] like Figure 3As shown, the control terminal of this disclosure is presented in the form of a general-purpose computing device. The components of the control terminal may include, but are not limited to: one or more processors or processing units 31, a memory 32, and a bus 33 connecting different system components (including the memory 32 and the processing unit 31).

[0120] Bus 33 represents one or more of several bus architectures, including a memory bus or memory controller, a peripheral bus, a graphics acceleration port, a processor, or a local bus using any of the various bus architectures. Examples of these architectures include, but are not limited to, the Industry Standard Architecture (ISA) bus, the Micro Channel Architecture (MAC) bus, the Enhanced ISA bus, the Video Electronics Standards Association (VESA) local bus, and the Peripheral Component Interconnect (PCI) bus.

[0121] Control terminals typically include various computer system-readable media. These media can be any available media that can be accessed by the control terminal, including volatile and non-volatile media, and removable and non-removable media.

[0122] Memory 32 may include computer system readable media in the form of volatile memory, such as random access memory (RAM) 321 and / or cache memory 322. The control terminal may further include other removable / non-removable, volatile / non-volatile computer system storage media. By way of example only, storage system 323 may be used to read and write non-removable, non-volatile magnetic media (…). Figure 3 Not shown; usually referred to as a "hard drive"). Although Figure 3 Not shown, a disk drive for reading and writing to a removable non-volatile disk (e.g., a "floppy disk") and an optical disk drive for reading and writing to a removable non-volatile optical disk (e.g., a CD-ROM, DVD-ROM, or other optical media) may be provided. In these cases, each drive may be connected to bus 33 via one or more data media interfaces. Memory 32 may include at least one program product having a set (e.g., at least one) of program modules configured to perform the functions of the embodiments of this disclosure.

[0123] A program / utility 324 having a set (at least one) of program modules 3241 may be stored, for example, in memory 32. Such program modules 3241 include, but are not limited to, an operating system, one or more application programs, other program modules, and program data. Each or some combination of these examples may include an implementation of a network environment. Program modules 3241 typically perform the functions and / or methods described in the embodiments of this disclosure.

[0124] The control terminal can also communicate with one or more external devices (e.g., keyboard, pointing device, display, etc.), one or more devices that enable user interaction with the control terminal, and / or any device that enables the control terminal to communicate with one or more other computing devices (e.g., network card, modem, etc.). This communication can be performed through input / output (I / O) interface 34. Furthermore, the control terminal can also communicate with one or more networks (e.g., local area network (LAN), wide area network (WAN), and / or public networks, such as the Internet) via network adapter 35. Figure 3 As shown, network adapter 35 communicates with other modules of the control terminal via bus 33. It should be understood that, although not shown in the figure, other hardware and / or software modules can be used in conjunction with the control terminal, including but not limited to: microcode, device drivers, redundant processing units, external disk drive arrays, RAID systems, tape drives, and data backup storage systems.

[0125] like Figure 4 As shown, in one embodiment, the vehicle disclosed herein includes a semi-active suspension 41, a sensor 42, and the aforementioned control terminal 43.

[0126] The sensor 42 is connected to the control terminal 43 and is used to collect sensor signals for semi-active suspension damping control, and provide them to the control terminal 43. For example... Figure 5 As shown, the sensor 42 includes a left front wheel end sensor 421 and a right front wheel end sensor 422.

[0127] The control terminal 43 is used to implement damping control of the semi-active suspension. The semi-active suspension includes four shock absorbers: a left front electronically controlled shock absorber 411, a right front electronically controlled shock absorber 412, a left rear electronically controlled shock absorber 413, and a right rear electronically controlled shock absorber 414. The control terminal 43 controls the damping coefficients of these four shock absorbers to achieve damping control of the semi-active suspension.

[0128] The above embodiments are merely illustrative of the principles and effects of this disclosure and are not intended to limit this disclosure. Any person skilled in the art can modify or alter the above embodiments without departing from the spirit and scope of this disclosure. Therefore, all equivalent modifications or alterations made by those skilled in the art without departing from the spirit and technical concept disclosed in this disclosure should still be covered by the claims of this disclosure.

Claims

1. A semi-active suspension damping control method, characterized in that, The method includes the following steps: Acquire sensor signals and vehicle CAN signals for semi-active suspension damping control; The physical signals of the vehicle's operating state are obtained based on the signals collected by the sensors and the vehicle's CAN signals; Based on the physical signals, current signals corresponding to ceiling control, comfort boundary control, and handling stability boundary control are generated. The desired solenoid valve drive current of the semi-active suspension is obtained based on the current signal. A damping control current is generated based on the desired solenoid valve drive current and the actual solenoid valve drive current, and the damping control current is provided to the shock absorber of the semi-active suspension to achieve damping control. Obtaining the desired solenoid valve drive current of the vehicle based on the current signal includes: If the current signal corresponding to the ceiling control is greater than the current signal corresponding to the comfort boundary control, then the desired solenoid valve drive current is equal to the current signal corresponding to the comfort boundary control. If the current signal corresponding to the ceiling control is less than the current signal corresponding to the operation stability boundary control, then the desired solenoid valve drive current is equal to the current signal corresponding to the operation stability boundary control. Otherwise, the desired solenoid valve drive current is equal to the current signal corresponding to the ceiling control.

2. The semi-active suspension damping control method according to claim 1, characterized in that, The sensor acquires signals from any combination of the following sensors: The vehicle body gyroscope sensor and the wheel vertical acceleration sensor are used to detect the three axial accelerations and three angular velocities of the vehicle body; the wheel vertical acceleration sensor is used to detect the vertical acceleration of the connected wheels. A vehicle body gyroscope sensor and a vehicle body height sensor; the vehicle body height sensor is used to detect the relative height between the wheels and the vehicle body; A vehicle body vertical acceleration sensor and a vehicle body height sensor; the vehicle body vertical acceleration sensor is used to detect the vertical acceleration of the connected vehicle body; Vehicle vertical acceleration sensor and wheel vertical acceleration sensor.

3. The semi-active suspension damping control method according to claim 2, characterized in that, The physical signals acquired based on the sensor-collected signals and the vehicle CAN signals during vehicle operation include: Based on the signals collected by the vehicle body gyroscope sensor, the vertical velocity and angular velocity of the vehicle body are obtained; Based on the signals collected by the wheel vertical acceleration sensor, the wheel vertical velocity and wheel vertical acceleration are obtained; Based on the signals collected by the vehicle height sensor, the relative height and relative speed between the vehicle body and the wheels are obtained; Based on the signals collected by the vehicle vertical acceleration sensor, the vehicle vertical velocity and vehicle vertical acceleration are obtained; The vehicle CAN signal is parsed to obtain the vehicle operation signal, which includes one or more combinations of vehicle speed, steering wheel angle, steering wheel angular velocity, longitudinal acceleration, lateral acceleration, and braking pressure.

4. The semi-active suspension damping control method according to claim 3, characterized in that, Generating current signals corresponding to ceiling control, comfort boundary control, and handling stability boundary control based on the physical signals includes the following steps: Based on the vertical velocity of the vehicle body and the vehicle speed, the corresponding ceiling damping force is obtained by looking up a table; based on the ceiling damping force and the relative velocity between the vehicle body and the wheels, the current signal for ceiling control is obtained by looking up a table. Based on the wheel vertical acceleration and the vehicle speed, the road surface grade is obtained by looking up a table; based on the road surface grade and the vehicle speed, the current signal for comfort boundary control is obtained by looking up a table. Based on the vehicle operation signal, the current signal for handling stability boundary control is obtained by looking up a table.

5. The semi-active suspension damping control method according to claim 1, characterized in that, The damping control current is generated based on the desired solenoid valve drive current and the actual solenoid valve drive current, including: Based on the desired solenoid valve drive current and the actual solenoid valve drive current, the damping control current is generated using a PID algorithm.

6. A semi-active suspension damping control system, characterized in that, The system includes a data acquisition module, a processing module, a generation module, an acquisition module, and a control module; The acquisition module is used to acquire sensor signals and vehicle CAN signals for semi-active suspension damping control. The processing module is used to acquire physical signals of the vehicle's operating status based on the signals collected by the sensors and the vehicle's CAN signals; The generation module is used to generate current signals corresponding to ceiling control, comfort boundary control and handling stability boundary control based on the physical signals. The acquisition module is used to acquire the desired solenoid valve drive current of the semi-active suspension based on the current signal. The control module is used to generate a damping control current based on the desired solenoid valve drive current and the actual solenoid valve drive current, and to provide the damping control current to the shock absorber of the semi-active suspension to achieve damping control. Obtaining the desired solenoid valve drive current of the vehicle based on the current signal includes: If the current signal corresponding to the ceiling control is greater than the current signal corresponding to the comfort boundary control, then the desired solenoid valve drive current is equal to the current signal corresponding to the comfort boundary control. If the current signal corresponding to the ceiling control is less than the current signal corresponding to the operation stability boundary control, then the desired solenoid valve drive current is equal to the current signal corresponding to the operation stability boundary control. Otherwise, the desired solenoid valve drive current is equal to the current signal corresponding to the ceiling control.

7. A storage medium having a computer program stored thereon, characterized in that, When the program is executed by the processor, it implements the semi-active suspension damping control method as described in any one of claims 1 to 5.

8. A control terminal, characterized in that, include: Processor and memory; The memory is used to store computer programs; The processor is used to execute the computer program stored in the memory to cause the control terminal to perform the semi-active suspension damping control method according to any one of claims 1 to 5.

9. A vehicle, characterized in that, Includes a semi-active suspension, sensors, and the control terminal as described in claim 8; The sensor is used to collect sensor signals for semi-active suspension damping control and provide them to the control terminal; The control terminal is used to implement damping control of the semi-active suspension.

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