A vehicle suspension control method and apparatus

Abstract

The application provides a vehicle suspension control method and device, comprising: obtaining first motion information, second motion information and vehicle control information, wherein the first motion information is irrelevant to the suspension, and the second motion information is relevant to the suspension; determining a skyhook control damping coefficient according to the first motion information and the second motion information; determining a vibration control damping coefficient according to the first motion information, the second motion information and the vehicle control information; obtaining a target control damping coefficient according to the skyhook control damping coefficient and the vibration control damping coefficient; and generating a control instruction according to the target control damping coefficient and sending the control instruction to a suspension actuator, so that the suspension actuator controls the suspension based on the control instruction.

Description

Technical Field

[0001] This application relates to the automotive field, and more specifically, to a vehicle suspension control method and apparatus. Background Technology

[0002] The vehicle uses a semi-active suspension that can improve ride comfort and stability by adjusting the control damping coefficient.

[0003] In the prior art, in order to improve the stability and comfort of the vehicle during operation, the ceiling control method is used to control the control damping coefficient of the vehicle suspension.

[0004] However, existing suspension control methods mainly monitor the vehicle's acceleration at the four wheels and determine the suspension control damping coefficient based on the magnitude of the sprung acceleration to adjust the vehicle's comfort. However, suspension control only considers the movement of the vehicle body and does not take into account the influence of the suspension on the wheels. The suspension also has a significant impact on the vehicle's handling stability. Therefore, existing suspension control methods are not precise enough for controlling the damping of the vehicle's suspension. Summary of the Invention

[0005] In view of the above, this application provides a vehicle suspension control method and apparatus, as follows:

[0006] A vehicle suspension control method, comprising:

[0007] Obtain first motion information, second motion information, and vehicle control information. The first motion information is unrelated to the suspension, while the second motion information is related to the suspension.

[0008] The ceiling control damping coefficient is determined based on the first motion information and the second motion information;

[0009] The vibration control damping coefficient is determined based on the first motion information, the second motion information, and the vehicle control information. The vibration control damping coefficient is related to the vibration during vehicle movement.

[0010] The target control damping coefficient is obtained based on the ceiling control damping coefficient and the vibration control damping coefficient;

[0011] A control command is generated based on the target control damping coefficient and sent to the suspension actuator so that the suspension actuator controls the suspension based on the control command.

[0012] Optionally, in the above-described vehicle suspension control method, determining the vibration control damping coefficient based on the first motion information, the second motion information, and the vehicle control information includes:

[0013] Based on the first motion information, determine whether the motion of the vehicle meets the preset wheel bounce condition;

[0014] Based on the fact that the vehicle's motion satisfies the preset wheel bounce conditions, and according to the first correspondence between the first motion information, the second motion information, and the control damping coefficient, a first vibration control damping coefficient corresponding to the first motion information and the second motion information is determined. The first motion information includes the vehicle speed, and the second motion information includes the relative speed of the suspension.

[0015] Optionally, in the above-described vehicle suspension control method, determining the vibration control damping coefficient based on the first motion information, the second motion information, and the vehicle control information includes:

[0016] Based on the second motion information, determine whether the vehicle's motion meets the preset front axle obstacle crossing condition;

[0017] Based on the fact that the vehicle's motion meets the preset front axle obstacle crossing conditions, and based on the first motion information and vehicle control information, it is determined whether the vehicle's motion meets the rear axle obstacle crossing conditions.

[0018] Based on the fact that the vehicle's motion satisfies the rear axle obstacle clearance condition, the second vibration control damping coefficient corresponding to the second motion information is determined according to the second correspondence between the second motion information and the control damping coefficient. The second motion information includes the relative speed of the front wheel suspension and the travel of the front wheel suspension.

[0019] Optionally, in the above-described vehicle suspension control method, the first motion information further includes wheel speed, and determining whether the vehicle's motion meets preset wheel bounce conditions based on the first motion information includes:

[0020] Obtain the wheel speed at the current detection moment and at least two historical wheel speeds at preset consecutive historical detection moments;

[0021] The average wheel speed is obtained based on the wheel speed at the current detection time and the at least two historical wheel speeds.

[0022] Determine the first difference between the wheel speed at the current detection moment and the average wheel speed;

[0023] If the first difference is greater than the first preset difference threshold, it is determined that the movement of the vehicle satisfies the preset wheel bounce condition;

[0024] If the first difference is not greater than the first preset difference threshold, it is determined that the movement of the vehicle does not meet the preset wheel bounce condition.

[0025] Optionally, the above-described vehicle suspension control method, based on the second motion information, determines whether the vehicle's motion meets the preset front axle obstacle crossing conditions, including:

[0026] Obtain the historical relative speed and historical travel of the front wheel suspension at preset continuous historical detection times;

[0027] The average speed of the front suspension is obtained based on the relative speed of the front suspension at the current detection time and the historical relative speed of the front suspension at preset continuous historical detection times.

[0028] The average front wheel suspension travel is obtained based on the front wheel suspension travel at the current testing time and the historical front wheel suspension travel at preset continuous historical testing times;

[0029] Determine a second difference between the relative speed of the front wheel suspension and the average speed of the front wheel suspension;

[0030] Determine a third difference between the front wheel suspension travel and the average front wheel suspension travel;

[0031] If the second difference is greater than the second preset difference threshold and the third difference is greater than the third preset difference threshold, it indicates that the motion of the wheel meets the preset front axle obstacle crossing condition;

[0032] If the second difference is not greater than the second preset difference threshold and / or the third difference is not greater than the third preset difference threshold, it indicates that the motion of the wheel does not meet the preset front axle obstacle crossing condition.

[0033] Optionally, in the above-mentioned vehicle suspension control method, the first motion information includes vehicle speed, the vehicle control information includes steering wheel angle, and determining whether the vehicle's motion meets the rear axle obstacle clearance condition based on the first motion information and the vehicle control information includes:

[0034] Based on the third correspondence between the preset vehicle speed value and the steering wheel angle, the target steering wheel angle range corresponding to the vehicle speed is determined;

[0035] Determine whether the steering wheel angle falls within the target steering wheel angle range;

[0036] If the steering wheel angle is within the target steering wheel angle range, it is determined that the vehicle's motion satisfies the rear axle obstacle clearance condition.

[0037] If the steering wheel angle is not within the target steering wheel angle range, it is determined that the vehicle's motion does not meet the rear axle obstacle clearance condition.

[0038] Optionally, in the above-described vehicle suspension control method, the first motion information includes vehicle speed, and the method further includes:

[0039] Obtain the duration of action of the second vibration control damping coefficient;

[0040] Based on the vehicle speed, the preset vehicle wheelbase, and the duration of action of the second vibration control damping coefficient, the target time for sending the control command corresponding to the second vibration control damping coefficient to the suspension actuator is determined, so that when the target time is reached, the control command corresponding to the second vibration control damping coefficient and the roof control damping coefficient is sent to the rear axle suspension actuator.

[0041] Optionally, in the above-mentioned vehicle suspension control method, obtaining the target control damping coefficient based on the ceiling control damping coefficient and the vibration control damping coefficient includes:

[0042] The initial control damping coefficient is calculated based on the set weight values, the ceiling control damping coefficient, and the vibration control damping coefficient.

[0043] If the initial control damping coefficient falls within the preset damping coefficient range, the initial control damping coefficient is determined to be the target control damping coefficient.

[0044] If the initial control damping coefficient is greater than the upper limit of the preset damping coefficient range, the upper limit of the preset damping coefficient range is determined to be the target control damping coefficient;

[0045] If the initial control damping coefficient is less than the lower limit of the preset damping coefficient range, the lower limit of the preset damping coefficient range is determined to be the target control damping coefficient.

[0046] Optionally, the above-described vehicle suspension control method, which generates control commands based on the target control damping coefficient and sends them to the suspension actuator, includes:

[0047] Obtain the current control damping coefficient of the suspension actuator;

[0048] Determine the damping coefficient difference between the target control damping coefficient and the current control damping coefficient;

[0049] Based on the target control damping coefficient belonging to a preset damping variation range, a first control command is generated based on the damping coefficient difference, and the first control command is sent to the suspension actuator. The upper limit of the damping variation range is a preset increase limit, and the lower limit of the damping variation range is a preset decrease limit.

[0050] Based on the fact that the difference in damping coefficients is greater than the preset increase limit, according to the output cycle, a second control command is generated based on the current control damping coefficient and the preset increase limit. The second control command is sent to the suspension actuator, and the process of obtaining the current control damping coefficient of the suspension actuator is returned until the difference in damping coefficients falls within the preset damping variation range.

[0051] Based on the fact that the difference in damping coefficients is less than a preset reduction limit, a third control command is generated according to the output cycle based on the current control damping coefficient and the preset reduction limit. The third control command is sent to the suspension actuator, and the process returns to the step of obtaining the current control damping coefficient of the suspension actuator until it is determined that the difference in damping coefficients belongs to the preset damping variation range.

[0052] A vehicle suspension control device, comprising:

[0053] The acquisition module is used to acquire first motion information, second motion information, and vehicle control information. The first motion information is unrelated to the suspension, and the second motion information is related to the suspension.

[0054] The ceiling control determination module is used to determine the ceiling control damping coefficient based on the first motion information and the second motion information.

[0055] The vibration control determination module is used to determine the vibration control damping coefficient based on the first motion information, the second motion information, and the vehicle control information. The vibration control damping coefficient is related to the vibration during vehicle movement.

[0056] The module is used to obtain the target control damping coefficient based on the ceiling control damping coefficient and the vibration control damping coefficient;

[0057] The generation module is used to generate control commands based on the target control damping coefficient and send them to the suspension actuator, so that the suspension actuator controls the suspension based on the control commands.

[0058] In summary, this application provides a vehicle suspension control method and apparatus, comprising: obtaining first motion information, second motion information, and vehicle control information, wherein the first motion information is independent of the suspension, and the second motion information is related to the suspension; determining a ceiling control damping coefficient based on the first motion information and the second motion information; determining a vibration control damping coefficient based on the first motion information, the second motion information, and the vehicle control information; obtaining a target control damping coefficient based on the ceiling control damping coefficient and the vibration control damping coefficient; generating a control command based on the target control damping coefficient and sending it to a suspension actuator, so that the suspension actuator controls the suspension based on the control command. In this application, the control command generated based on the target control damping coefficient obtained from the ceiling control damping coefficient and the vibration control damping coefficient combines the ceiling control damping coefficient and the vibration control damping coefficient, taking into account both vehicle acceleration and vibration conditions. Controlling the suspension action based on this control command improves vehicle stability. Attached Figure Description

[0059] To more clearly illustrate the technical solutions of the embodiments of this application, the drawings used in the description of the embodiments will be briefly introduced below. Obviously, the drawings described below are only embodiments of this application. For those skilled in the art, other drawings can be obtained based on the provided drawings without creative effort.

[0060] Figure 1 This is a flowchart of an embodiment 1 of a vehicle suspension control method provided in this application;

[0061] Figure 2 This is a flowchart of Embodiment 2 of a vehicle suspension control method provided in this application;

[0062] Figure 3 This is a schematic diagram of wheel speed in Embodiment 2 of a vehicle suspension control method provided in this application;

[0063] Figure 4 This is a schematic diagram of the first correspondence relationship in Embodiment 2 of a vehicle suspension control method provided in this application;

[0064] Figure 5 This is a flowchart of Embodiment 3 of a vehicle suspension control method provided in this application;

[0065] Figure 6 This is a schematic diagram of the third correspondence relationship in Embodiment 3 of a vehicle suspension control method provided in this application;

[0066] Figure 7 This is a schematic diagram illustrating the relationship between the preset relative speed of the front wheel suspension, the suspension travel, and the damping coefficient in Embodiment 3 of a vehicle suspension control method provided in this application.

[0067] Figure 8 This is a flowchart of Embodiment 4 of a vehicle suspension control method provided in this application;

[0068] Figure 9 This is the correspondence between vehicle speed and time difference in Embodiment 4 of a vehicle suspension control method provided in this application;

[0069] Figure 10 This is a flowchart of Embodiment 5 of a vehicle suspension control method provided in this application;

[0070] Figure 11 This is a schematic diagram illustrating the correspondence between control combinations and weights in Embodiment 5 of a vehicle suspension control method provided in this application;

[0071] Figure 12 This is a flowchart of Embodiment 6 of a vehicle suspension control method provided in this application;

[0072] Figure 13This is a schematic diagram of an embodiment of a vehicle suspension control device provided in this application. Detailed Implementation

[0073] The technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, and not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the scope of protection of this application.

[0074] like Figure 1 The diagram shown is a flowchart of Embodiment 1 of a vehicle suspension control method provided in this application. The method is applied to an on-board controller and includes the following steps:

[0075] Step S101: Obtain first motion information, second motion information, and vehicle control information. The first motion information is unrelated to the suspension, while the second motion information is related to the suspension.

[0076] Specifically, the first motion information and the second motion information may include information directly collected, as well as data calculated based on the collected information.

[0077] In this embodiment, signals are obtained from the vehicle chassis CAN (controller area network) bus and sensors, and after signal filtering and noise reduction, information applicable to this embodiment is obtained.

[0078] Specifically, the first motion information is motion information unrelated to the suspension during vehicle operation, while the second motion information is motion information related to the suspension during vehicle operation.

[0079] For example, the first motion information includes motion information unrelated to the suspension, such as the absolute speed of the vehicle body, vehicle speed, and wheel speed; the second motion information includes motion information related to the suspension, such as suspension travel, suspension relative speed, and front wheel suspension relative speed; and vehicle control information includes information such as steering wheel angle.

[0080] Subsequent embodiments will involve some or all of the first motion information and the second motion information, which will be described in detail in subsequent embodiments.

[0081] The absolute speed of the vehicle body and the relative speed of the suspension are calculated based on the collected data.

[0082] For example, the absolute speed of the vehicle body is calculated based on data collected by the vehicle's acceleration sensor after filtering and noise reduction.

[0083] For example, the relative speed of the suspension is calculated based on data collected by the vehicle's height sensor, after filtering and noise reduction.

[0084] The following explanation uses the absolute speed of the vehicle body as an example.

[0085] The vehicle has three acceleration sensors installed at the front left, front right, and rear right positions. Based on the sprung acceleration collected by each acceleration sensor at multiple times, the actual acceleration at each position is obtained by filtering. Then, based on the actual acceleration at the three positions, the actual acceleration at the fourth position is calculated, resulting in the actual acceleration at all four positions.

[0086] The specific formula is as follows:

[0087]

[0088]

[0089]

[0090]

[0091] Among them, a FL (i)…a FL (i-9) represent the left front spring acceleration from the current time to the previous nine times, a FR (i)…a FR (i-9) represent the right front spring accelerations from the current time to the previous nine times, a RR (i)…a RR (i-9) represent the right rear spring accelerations from the current time to the previous nine times, a FL_ACT a FR_ACT a RR_ACT These are the filtered actual accelerations for the left front, right front, and right rear sides, respectively. D1 and D2 are the vehicle's front and rear wheelbases, respectively. RL_ACT This is the estimated acceleration of the left rear side of the vehicle body. For the four vehicle body accelerations (a... FL_ACT a FR_ACT a RR_ACT a RL_ACT Differentiating the values ​​yields four vehicle speeds. These four vehicle speeds will be used in subsequent steps as control damping coefficients for the corresponding suspensions of the respective wheels.

[0092] Similarly, information collected by sensors installed on the vehicle can be used to determine the relative speed of the suspension corresponding to each wheel in the vehicle.

[0093] Step S102: Determine the ceiling control damping coefficient based on the first motion information and the second motion information;

[0094] The first motion information used to determine the roof control damping coefficient is the absolute speed of the vehicle body, and the second motion information is the relative speed of the suspension.

[0095] Among them, the suspension relative speed is the relative speed between the suspension and the vehicle body.

[0096] Specifically, by substituting the absolute speed of the vehicle body and the relative speed of the suspension into the preset control damping coefficient formula, the control damping coefficient of the roof can be obtained.

[0097] The formula for the control damping coefficient is as follows:

[0098]

[0099] Among them, C sky It is the ceiling control damping coefficient, C min It is the minimum damping coefficient controlled by the ceiling, C max It is the maximum damping coefficient controlled by the ceiling, where, It is the absolute speed of the vehicle body. It is the absolute speed of the suspension.

[0100] Specifically, the absolute speed of the vehicle body and the absolute speed of the suspension are calculated for each wheel.

[0101] It should be noted that the ceiling control damping coefficient and vibration control damping coefficient determined in this application are determined separately for the suspension at the corresponding position of each wheel on the vehicle body.

[0102] Step S103: Determine the vibration control damping coefficient based on the first motion information, the second motion information, and the vehicle control information;

[0103] In this application, in order to improve the accuracy of suspension damping control, there is also control damping for vehicle vibration.

[0104] The vibration control damping coefficient is related to the vibration during vehicle movement.

[0105] Specifically, the vibration control damping coefficient is determined based on some or all of the motion-related information of the suspension, the motion information of other structures, and the vehicle control information.

[0106] It should be noted that the process of determining the vibration control damping coefficient will be described in detail in subsequent embodiments, but will not be described in detail in this embodiment.

[0107] Step S104: Obtain the target control damping coefficient based on the ceiling control damping coefficient and the vibration control damping coefficient;

[0108] Among them, after determining the ceiling control damping coefficient and the vibration control damping coefficient, the target control damping coefficient is obtained by calculation based on the two.

[0109] It should be noted that the target control damping coefficients are determined for the front and rear suspensions corresponding to the four wheels.

[0110] It should be noted that the process of determining the target control damping coefficient will be described in detail in subsequent embodiments, but will not be described in detail in this embodiment.

[0111] Step S105: Generate a control command based on the target control damping coefficient and send it to the suspension actuator so that the suspension actuator controls the suspension based on the control command.

[0112] The suspension actuator is used to control the suspension movement.

[0113] Specifically, a suspension actuator is installed at each wheel. After determining the target control damping coefficient for each wheel, the target control damping coefficient for each wheel is generated, and four control commands are generated.

[0114] Each control command also carries corresponding identification information to indicate which position's first motion information and / or second motion information the target control damping coefficient is determined based on. Correspondingly, the identification information is also used to indicate the target of the control command, specifically which position's suspension actuator it is sent to.

[0115] It should be noted that, unless otherwise specified, the suspension actuators mentioned in the following embodiments refer to the suspension actuators installed at the four wheel positions respectively, and the suspension actuators control the corresponding suspensions.

[0116] The control command is sent to the corresponding suspension actuator. After receiving the control command, the suspension actuator controls the suspension movement based on the target control damping coefficient carried in the command, so as to perform damping control on the suspension during vehicle movement.

[0117] Among them, since the control command is generated by the target control damping coefficient, which combines the ceiling control damping coefficient and the vibration control damping coefficient, the vehicle's acceleration and vibration conditions are taken into account, thus improving the vehicle's stability.

[0118] In summary, this embodiment provides a vehicle suspension control method, comprising: obtaining first motion information, second motion information, and vehicle control information, wherein the first motion information is independent of the suspension, and the second motion information is related to the suspension; determining a ceiling control damping coefficient based on the first motion information and the second motion information; determining a vibration control damping coefficient based on the first motion information, the second motion information, and the vehicle control information; obtaining a target control damping coefficient based on the ceiling control damping coefficient and the vibration control damping coefficient; and generating a control command based on the target control damping coefficient and sending it to a suspension actuator, so that the suspension actuator controls the suspension based on the control command. In this embodiment, the control command generated based on the target control damping coefficient obtained from the ceiling control damping coefficient and the vibration control damping coefficient combines the ceiling control damping coefficient and the vibration control damping coefficient, taking into account both vehicle acceleration and vibration conditions. Controlling the suspension action based on this control command improves vehicle stability.

[0119] like Figure 2 The diagram shown is a flowchart of Embodiment 2 of a vehicle suspension control method provided in this application. The method includes the following steps:

[0120] Step S201: Obtain first motion information, second motion information, and vehicle control information;

[0121] Step S202: Determine the ceiling control damping coefficient based on the first motion information and the second motion information;

[0122] Steps S201-202 are consistent with the corresponding steps in Example 1, and will not be repeated in this example.

[0123] Step S203: Determine whether the motion of the vehicle meets the preset wheel bounce condition based on the first motion information;

[0124] The suspension effect during vehicle movement can be vibration caused by wheel bounce. In this embodiment, the vibration control damping coefficient is determined for wheel bounce.

[0125] Specifically, first determine whether the vehicle experiences wheel bounce, i.e., when the tires leave the ground. If wheel bounce occurs, add the vibration control damping coefficient of the wheel bounce to the target control damping coefficient.

[0126] This study found that when a vehicle experiences wheel hopping vibration, the wheel speed signal obtained by the wheel speed sensor will fluctuate to a certain extent. The reason for this is that when wheel hopping vibration occurs, the tire adhesion decreases and the tire spins freely.

[0127] like Figure 3The diagram shows the wheel speed, illustrating the change in wheel speed when wheel bounce occurs. Figure 3 During the middle of the process, the wheel speed changes significantly around 18-27 seconds, at which point the vehicle's wheels start to bounce.

[0128] Therefore, this application uses wheel speed filtering to determine whether wheel hop vibration occurs.

[0129] Specifically, the first motion information also includes wheel speed, and the wheel speed is used to determine whether wheel hopping has occurred.

[0130] Specifically, step S203 includes:

[0131] Step S2031: Obtain the wheel speed at the current detection time and at least two historical wheel speeds at preset consecutive historical detection times;

[0132] Specifically, based on the filtering conditions, the number of historical wheel speeds to be obtained is determined, and correspondingly, based on the current detection time, the historical wheel speeds of the corresponding number of consecutive historical detection times are obtained.

[0133] For example, by using a ten-point filter, the historical wheel speeds at nine consecutive historical detection moments can be obtained.

[0134] Step S2032: Based on the wheel speed at the current detection time and the at least two historical wheel speeds, obtain the average wheel speed;

[0135] The average wheel speed is obtained by averaging the wheel speed and the historical wheel speed.

[0136] For example, using a ten-point filter, the wheel speed at the current moment is summed with the wheel speeds at nine historical moments, and the average value is obtained.

[0137] Step S2033: Determine the first difference between the wheel speed at the current detection moment and the average wheel speed;

[0138] To determine whether wheel hopping has occurred, the difference between the current wheel speed and the average wheel speed is calculated, and it is determined whether the difference is large. If the difference is large, wheel hopping has occurred; otherwise, wheel hopping has not occurred.

[0139] Step S2034: Determine whether the first difference is greater than the first preset difference threshold;

[0140] Specifically, whether the difference is large is determined based on whether the first difference is greater than a first preset difference threshold.

[0141] If the first difference is greater than the first preset difference threshold, it is determined that the movement of the vehicle meets the preset wheel bounce condition, and step S204 is executed.

[0142] If the first difference is not greater than the first preset difference threshold, it is determined that the movement of the vehicle does not meet the preset wheel bounce condition, and the process stops.

[0143] It should be noted that process stop means that the vibration control damping coefficient corresponding to vehicle bounce is no longer analyzed, that is, step S204 is not executed, and only the ceiling control damping coefficient is used to determine the target control damping coefficient.

[0144] It should be noted that the value of the first preset difference threshold can be set according to the actual situation, and no restriction is imposed in this application.

[0145] Step S204: Based on the fact that the vehicle's motion satisfies the preset wheel bounce condition, and according to the first correspondence between the first motion information, the second motion information, and the control damping coefficient, determine the first vibration control damping coefficient corresponding to the first motion information and the second motion information;

[0146] Specifically, the first motion information includes vehicle speed, and the second motion information includes suspension relative speed.

[0147] Among them, the correspondence between preset vehicle speed, relative suspension speed and control damping coefficient.

[0148] Specifically, based on the relative speed between the vehicle and the suspension, the corresponding damping coefficient is found in the correspondence, and the found damping coefficient is the first vibration damping coefficient.

[0149] like Figure 4 The diagram shown illustrates the first correspondence, which can be represented by a two-dimensional table. In this table, columns represent relative suspension speeds in m / s (meters per second), and rows represent vehicle speeds in km / h (kilometers per hour). The value C in the table... 11 ..., C 55 This represents the damping coefficient. The vehicle speed range threshold and suspension relative speed are set according to actual conditions and are not limited to any specific speed range. Figure 4 The values ​​shown.

[0150] Specifically, the Figure 4 The figure shows the damping coefficients corresponding to the relative speed of the suspension and the vehicle speed, while this Figure 4 The correspondences not shown in the list are determined using a proportional difference method.

[0151] For example, C13 will only be output when the suspension speed is 0 and the vehicle speed is 80. When the suspension speed is 0 and the vehicle speed is between (40, 80), the damping will automatically interpolate proportionally between C12 and C13. For example, C12 = 4, C13 = 8. When the vehicle speed is 50, the damping will automatically output 5, and when the vehicle speed is 70, the damping will output 7.

[0152] Among them, the Figure 4 C in the two-dimensional table shown 11 ..., C 55 The values ​​represent different values, which are obtained based on vehicle performance calibration. Different vehicles have different specific parameters, and the values ​​of the damping coefficients in the two-dimensional table will also be different.

[0153] Step S205: Obtain the target control damping coefficient based on the ceiling control damping coefficient and the vibration control damping coefficient;

[0154] Step S206: Generate a control command based on the target control damping coefficient and send it to the suspension actuator so that the suspension actuator controls the suspension based on the control command.

[0155] Steps S205-206 are consistent with the corresponding steps in Example 1, and will not be repeated in this example.

[0156] In summary, this embodiment provides a vehicle suspension control method, comprising: determining whether the vehicle's motion meets a preset wheel bounce condition based on the first motion information; and, based on the vehicle's motion meeting the preset wheel bounce condition, determining a first vibration control damping coefficient corresponding to the first motion information and the second motion information according to a first correspondence between the first motion information, the second motion information, and the control damping coefficient, wherein the first motion information includes vehicle speed and the second motion information includes suspension relative speed. In this embodiment, when wheel bounce occurs during the vehicle's motion based on the wheel rotation speed, the first vibration control damping coefficient is determined based on the vehicle speed and the suspension relative speed, thereby adjusting the control damping coefficient of the suspension for wheel bounce control and improving the smoothness of vehicle motion.

[0157] like Figure 5 The flowchart shown is a third embodiment of a vehicle suspension control method provided in this application. The method includes the following steps:

[0158] Step S501: Obtain first motion information, second motion information, and vehicle control information;

[0159] Step S502: Determine the ceiling control damping coefficient based on the first motion information and the second motion information;

[0160] Steps S501-502 are consistent with the corresponding steps in Example 1, and will not be repeated in this example.

[0161] Step S503: Determine whether the motion of the vehicle meets the preset front axle obstacle crossing conditions based on the second motion information;

[0162] Among these features, when the front wheels of a vehicle pass over some large obstacles, it can be determined in advance whether the rear wheels will also pass over the same obstacle, so as to calibrate the damping coefficient of the rear wheels and perform damping control when the rear wheels pass over the obstacle.

[0163] Specifically, first determine whether the vehicle's front wheels have passed over an obstacle.

[0164] This study found that when the front wheels of a vehicle pass over an obstacle, the vehicle body will lift up and the front axle will bounce. At this time, the suspension speed and suspension travel of the front axle will produce a sine wave-like fluctuation relative to the vehicle driving on flat ground.

[0165] Therefore, in this application, the relative speed of the front wheel suspension and the suspension travel are used to determine whether the front axle passes through an obstacle, and the second motion information includes the relative speed of the front wheel suspension and the suspension travel.

[0166] Specifically, this application uses filtering of the relative speed of the front wheel suspension and the suspension travel to determine whether the front axle has passed over an obstacle.

[0167] Specifically, step S503 includes:

[0168] Step S5031: Obtain the historical relative speed of the front wheel suspension and the historical travel of the front wheel suspension at preset continuous historical detection times;

[0169] Specifically, based on the filtering conditions, the number of times the relative speed and travel of the front wheel suspension are obtained are determined. Correspondingly, based on the current detection time, the corresponding number of consecutive historical relative speeds and travels of the front wheel suspension are obtained.

[0170] For example, by using a ten-point filter, the historical front wheel suspension relative speed and historical front wheel suspension travel at nine consecutive historical detection times can be obtained.

[0171] Step S5032: Based on the relative speed of the front wheel suspension at the current detection time and the historical relative speed of the front wheel suspension at preset continuous historical detection times, obtain the average speed of the front wheel suspension;

[0172] The average speed of the front suspension is obtained by averaging the relative speed of the front suspension and the historical relative speed of the front suspension.

[0173] For example, using a ten-point filter, the average value is obtained by summing the current front wheel suspension relative speed and the historical front wheel suspension relative speeds of nine historical times.

[0174] Step S5033: Based on the front wheel suspension travel at the current detection time and the historical front wheel suspension travel at preset continuous historical detection times, obtain the average front wheel suspension travel;

[0175] The average front wheel suspension travel is obtained by averaging the front wheel suspension travel and the historical front wheel suspension travel.

[0176] For example, using a ten-point filter, the current front wheel suspension travel is summed with the historical front wheel suspension travel of nine historical times, and the average value is obtained.

[0177] Step S5034: Determine the second difference between the relative speed of the front wheel suspension and the average speed of the front wheel suspension;

[0178] Step S5035: Determine the third difference between the front wheel suspension travel and the front wheel suspension average travel;

[0179] Specifically, to determine whether the front axle has passed an obstacle, the difference between the current relative speed of the front wheel suspension and the average speed of the front wheel suspension, as well as the third difference between the front wheel suspension travel and the average travel of the front wheel suspension, are calculated. If both differences are large, then the front axle has passed an obstacle; otherwise, the front axle has not passed an obstacle.

[0180] Step S5036: Determine whether the second difference is greater than the second preset difference threshold and whether the third difference is greater than the third preset difference threshold;

[0181] Specifically, based on whether the second difference is greater than the second preset difference threshold and whether the third difference is greater than the third preset difference threshold, it is determined whether the difference is large and whether the front axle has passed over an obstacle.

[0182] If the second difference is greater than the second preset difference threshold and the third difference is greater than the third preset difference threshold, it indicates that the motion of the wheel meets the preset front axle obstacle crossing condition, and step S504 is executed.

[0183] If the second difference is not greater than the second preset difference threshold and / or the third difference is not greater than the third preset difference threshold, it indicates that the movement of the wheel does not meet the preset front axle obstacle crossing condition, and the process stops.

[0184] It should be noted that stopping the process means no longer analyzing the vibration control damping coefficient corresponding to the obstacle to be crossed by the rear axle of the vehicle, that is, not executing steps S504-505, but only using the ceiling control damping coefficient to determine the target control damping coefficient.

[0185] It should be noted that the values ​​of the second preset difference threshold and the third preset difference threshold can be set according to the actual situation, and no restrictions are imposed in this application.

[0186] Step S504: Based on the fact that the vehicle's motion meets the preset front axle obstacle crossing conditions, determine whether the vehicle's motion meets the rear axle obstacle crossing conditions according to the first motion information and vehicle control information;

[0187] In addition to determining that the front axle of the vehicle will pass through an obstacle, it is also necessary to predict whether the rear axle will also pass through the same obstacle. When the rear axle passes through the obstacle, it will generate pulse vibration, which will affect the smoothness of the vehicle's operation.

[0188] Specifically, based on the vehicle's initial motion and control information, it is predicted that the rear axle will also pass through the same obstacle.

[0189] Specifically, the first motion information includes vehicle speed, and the vehicle control information includes steering wheel angle.

[0190] Specifically, step S504 includes:

[0191] Step S5041: Based on the third correspondence between the preset vehicle speed value and the steering wheel angle, determine the target steering wheel angle range corresponding to the vehicle speed;

[0192] In this embodiment, the third correspondence specifies the correspondence between vehicle speed and steering wheel angle. The steering wheel angle is the lower limit of the steering wheel angle at which the rear wheels do not pass the same obstacle when the vehicle is traveling at that speed.

[0193] Based on the vehicle speed, the corresponding target steering wheel angle is determined in the third correspondence relationship. This target steering wheel angle is used as the lower limit to determine the range of target steering wheel angles.

[0194] Step S5042: Determine whether the steering wheel angle belongs to the target steering wheel angle range;

[0195] Among them, after determining the target steering wheel angle range corresponding to the vehicle speed, it is determined whether the current steering wheel angle of the vehicle belongs to the target steering wheel angle range.

[0196] like Figure 6 The diagram illustrates the third correspondence, which can be presented in tabular form. The first column of the table represents vehicle speed in km / h, and the second column represents steering wheel angle α in degrees. The diagram also shows the threshold values ​​for each range. Specifically, the first column shows the vehicle speed range thresholds, and the second column represents the lower limit of the steering wheel angle range corresponding to the vehicle speed range in the first column. These vehicle speed range thresholds are set based on actual conditions and are not limited to any specific range. Figure 6 The values ​​shown.

[0197] If the vehicle speed is the same as... Figure 6 The table shows a vehicle speed value. The steering wheel angle corresponding to that speed value is determined as the lower limit of the steering wheel angle range. This allows us to determine the steering wheel angle range corresponding to that speed value and whether the current steering wheel angle of the vehicle falls within that range.

[0198] If the current vehicle speed is the same as that Figure 6 The value between two vehicle speed values ​​in the table is then proportionally interpolated based on the steering wheel angles corresponding to the two speed values ​​to determine the steering wheel angle corresponding to the current vehicle speed. This determined steering wheel angle is then used as the lower limit of the steering wheel angle range corresponding to the current vehicle speed value to determine whether the current steering wheel angle of the vehicle belongs to that steering wheel angle range.

[0199] In practice, it can be predicted by looking up a table that the rear axle will also pass through the same obstacle.

[0200] For example, when a vehicle is traveling in a straight line, i.e., the steering wheel angle is 0 degrees, the rear axle will definitely pass over the obstacle that the front axle passed over. Taking a deceleration obstacle as an example, when the vehicle speed is 5 km / h, after the front axle passes over the speed bump, the steering wheel immediately turns 180 degrees. When the vehicle then reaches the rear axle, it is found that the rear axle has not passed over the speed bump. Therefore, the steering wheel angle calibrated at 5 km / h is 180 degrees. Afterwards, if the steering wheel angle is greater than 180 degrees at 5 km / h, it is assumed that the rear axle will not pass over the obstacle. Accordingly, in specific implementation, the threshold values ​​for each range in the third correspondence can be calibrated based on this.

[0201] If the steering wheel angle is within the target steering wheel angle range, it is determined that the vehicle's motion meets the rear axle obstacle clearance condition, and step S505 is executed.

[0202] If the steering wheel angle is not within the target steering wheel angle range, it is determined that the vehicle's movement does not meet the conditions for the rear axle to pass the obstacle, and the vehicle will not experience a situation where the rear axle passes the obstacle in subsequent moments, so the process stops.

[0203] It should be noted that stopping the process means no longer analyzing the vibration control damping coefficient corresponding to the obstacle to be crossed by the rear axle of the vehicle, that is, not executing step S505, but only using the ceiling control damping coefficient to determine the target control damping coefficient.

[0204] Step S505: Based on the fact that the vehicle's motion satisfies the rear axle obstacle clearance condition, determine the second vibration control damping coefficient corresponding to the second motion information according to the second correspondence between the second motion information and the control damping coefficient;

[0205] The second motion information includes the relative speed of the front wheel suspension and the travel of the front wheel suspension.

[0206] This study found that when the front wheels of a vehicle pass over an obstacle, the vehicle body lifts up, and the front axle bounces to some extent. At this time, the suspension speed and suspension travel of the front axle will produce a sine wave-like fluctuation relative to the vehicle driving on flat ground. If the obstacle is larger than a speed bump, the fluctuation of suspension speed and suspension travel will be greater than that of a speed bump. If the obstacle is smaller than a speed bump, the fluctuation of suspension speed and suspension travel will be smaller.

[0207] Therefore, in this embodiment, the size of the obstacle can be determined based on the relative speed of the front wheel suspension and the travel of the front wheel suspension, and the control damping coefficient can be determined accordingly.

[0208] Among them, the correspondence between the relative speed of the front wheel suspension and the travel of the front wheel suspension and the control damping coefficient is preset. Based on this correspondence, the control damping coefficient corresponding to the relative speed of the front wheel suspension and the travel of the front wheel suspension can be found. This control damping coefficient is used as the second vibration control damping coefficient.

[0209] like Figure 7 The diagram shows the relationship between the preset front wheel suspension relative speed, front wheel suspension travel and control damping coefficient. This relationship can be represented by a two-dimensional table. In this two-dimensional table, the columns represent the front wheel suspension relative speed in m / s (meters per second), the rows represent the front wheel suspension travel in m (meters), and the values ​​D11, ..., D55 in the table represent the control damping coefficient.

[0210] Specifically, the Figure 7 The figure shows the damping coefficients corresponding to the relative speed of the front suspension and the suspension travel, while this Figure 7 The correspondences of values ​​not shown in the list are determined by proportional interpolation.

[0211] For example, when the front wheel suspension speed is 0 and the front wheel suspension travel is 0.2, the output will be C13. When the suspension speed is 0 and the vehicle speed is between (0.1 and 0.2), the damping will automatically interpolate proportionally between D12 and D13. For example, if D12 = 4 and D13 = 8, when the front wheel suspension travel is 0.12, the damping will automatically output 4.8, and when the vehicle speed is 0.18, the damping will output 7.2.

[0212] Among them, the Figure 7 In the two-dimensional table shown, D11, ..., D55 represent different values, which are obtained based on vehicle performance calibration. Different vehicles have different specific parameters, and the values ​​of the control damping coefficients in the two-dimensional table will also be different.

[0213] It should be noted that since the front axle suspension and rear axle suspension of the vehicle can be controlled separately, the determined second vibration damping coefficient and the roof control damping coefficient jointly control the rear axle suspension, while the control of the front axle suspension can disregard the second vibration damping coefficient.

[0214] It should be noted that for the control of the rear axle suspension, the target control damping coefficients at the two rear axles are calculated separately, control commands are generated separately, and then sent to the corresponding suspension actuators separately.

[0215] Step S506: Obtain the target control damping coefficient based on the ceiling control damping coefficient and the vibration control damping coefficient;

[0216] Step S507: Generate a control command based on the target control damping coefficient and send it to the suspension actuator so that the suspension actuator controls the suspension based on the control command.

[0217] Steps S506-507 are the same as the corresponding steps in Example 1, and will not be repeated in this example.

[0218] In summary, this embodiment provides a vehicle suspension control method, comprising: determining whether the vehicle's motion meets a preset front axle obstacle-crossing condition based on the second motion information; determining whether the vehicle's motion meets a rear axle obstacle-crossing condition based on the first motion information and vehicle control information, based on the second motion information and the second correspondence between the second motion information and the second motion information, wherein the second motion information includes the relative speed of the front wheel suspension and the travel of the front wheel suspension. In this embodiment, when the front axle is determined to pass an obstacle based on the relative speed of the front wheel suspension and the travel of the front wheel suspension, it further predicts whether the rear axle will also pass the obstacle based on the vehicle speed and steering wheel angle. When it is determined that the rear axle will also pass the obstacle, it determines the second vibration control damping coefficient corresponding to the rear axle passing the obstacle based on the relative speed of the front wheel suspension and the travel of the front wheel suspension. This achieves adjustment of the control damping coefficient of the rear axle suspension when the vehicle passes an obstacle, thereby improving the stability of the vehicle's motion.

[0219] like Figure 8 The flowchart shown is a fourth embodiment of a vehicle suspension control method provided in this application. The method includes the following steps:

[0220] Step S801: Obtain first motion information, second motion information, and vehicle control information;

[0221] Step S802: Determine the ceiling control damping coefficient based on the first motion information and the second motion information;

[0222] Step S803: Determine whether the motion of the vehicle meets the preset front axle obstacle crossing condition based on the second motion information;

[0223] Step S804: Based on the fact that the vehicle's motion meets the preset front axle obstacle crossing conditions, determine whether the vehicle's motion meets the rear axle obstacle crossing conditions according to the first motion information and vehicle control information;

[0224] Step S805: Based on the fact that the vehicle's motion satisfies the rear axle obstacle clearance condition, determine the second vibration control damping coefficient corresponding to the second motion information according to the second correspondence between the second motion information and the control damping coefficient;

[0225] Steps S801-805 are the same as the corresponding steps in Example 3, and will not be repeated in this example.

[0226] Step S806: Obtain the duration of action of the second vibration control damping coefficient;

[0227] Because the vehicle's state changes in real time, it is necessary to further determine when the rear axle will pass the same obstacle after the front wheels have passed, and when the rear axle suspension actuator will be applied. This is so that when the rear axle suspension moves to the obstacle, the control damping coefficient of the rear axle can be controlled to achieve inter-axle pre-aiming control.

[0228] Specifically, in this embodiment, the vehicle wheelbase and the delay duration are used to determine the specified time for controlling the rear axle.

[0229] The duration of the second vibration control damping coefficient is the overall delay of the vehicle controller and suspension actuator in this embodiment, specifically the time from when the vehicle controller issues a command to when the suspension actuator completes the command.

[0230] Step S807: Based on the vehicle speed, the preset vehicle wheelbase, and the action time of the second vibration control damping coefficient, determine the target time for sending the control command corresponding to the second vibration control damping coefficient to the suspension actuator, so that when the target time is reached, the control command corresponding to the second vibration control damping coefficient and the roof control damping coefficient is sent to the rear axle suspension actuator.

[0231] Specifically, after the front axle passes an obstacle, the rear axle passes the same obstacle at the time of reaching the target.

[0232] It should be noted that this time varies for different vehicles, controllers, and actuators, but for vehicles of the same model and with the same hardware, this value is a fixed quantity, determined by measuring the time difference between when the controller issues a command and when the controller executes that command.

[0233] To improve accuracy, the time difference caused by vehicle speed error is also considered. Due to vehicle speed error, such as the change in speed when the front axle passes an obstacle and the rear axle does not, the time difference is calibrated. This time difference can be obtained by one-dimensional lookup table based on vehicle speed.

[0234] like Figure 9 This diagram illustrates the correspondence between vehicle speed and time difference. This correspondence can be presented in tabular form. The first column of the table represents vehicle speed in km / h, and the second column represents the time difference (Ty) in seconds (s). Specifically, the first column shows the vehicle speed, and the second column shows the corresponding time difference. These speed and time difference values ​​are set according to actual conditions and are not limited to any specific values. Figure 9 The values ​​shown.

[0235] Specifically, the Figure 9 The diagram shows the correspondence between vehicle speed and time difference, and this... Figure 4 The correspondences of values ​​not shown in the list are determined by proportional interpolation.

[0236] The formula for calculating the target delay is as follows:

[0237]

[0238] Where t represents the action time, specifically the delay duration, L represents the vehicle wheelbase, and V represents the vehicle speed. x t represents the time from when the vehicle controller issues a command to when the suspension actuator completes the command. x This indicates the time error corresponding to the vehicle speed.

[0239] Once the action time is determined, i.e., the estimated time for the rear axle to pass the obstacle, a control command containing the second vibration control damping coefficient will be sent to the rear axle suspension actuator when the target time is reached after the time for the front axle to pass the obstacle.

[0240] In specific implementation, since the vehicle controller outputs the control damping coefficient in real time / according to a preset cycle, it will also add the ceiling control damping coefficient determined at the corresponding time of the action time to the control command determined at the corresponding time of the target delay, so as to obtain the target control damping coefficient at the corresponding time of the action time. The target control damping coefficient is used to control the rear axle suspension actuator, and the front axle suspension actuator can disregard the second vibration control damping coefficient.

[0241] Step S808: Obtain the target control damping coefficient based on the ceiling control damping coefficient and the vibration control damping coefficient;

[0242] Step S809: Generate a control command based on the target control damping coefficient and send it to the suspension actuator so that the suspension actuator controls the suspension based on the control command.

[0243] Steps S808-809 are consistent with the corresponding steps in Example 3, and will not be described again in this example.

[0244] In summary, the vehicle suspension control method provided in this embodiment further includes: obtaining the action time of the second vibration control damping coefficient; determining the target time for sending the control command corresponding to the second vibration control damping coefficient to the suspension actuator based on the vehicle speed, vehicle wheelbase, and the action time of the second vibration control damping coefficient, so that when the target time is reached, the control command corresponding to the second vibration control damping coefficient and the roof control damping coefficient is sent to the rear axle suspension actuator. In this embodiment, based on the vehicle wheelbase, vehicle speed, and the action time of the second vibration control damping coefficient, the pulse vibration of the vehicle's rear axle can be pre-aimed to estimate the time when the rear axle vibrates, providing a time basis for controlling the control damping coefficient of the rear axle suspension at subsequent times; adding the second vibration control damping coefficient to the control command obtained by the target control damping coefficient and sending it, so that when the rear axle passes through the same obstacle as the front axle, there can be a corresponding control damping coefficient for accurate control.

[0245] like Figure 10 The flowchart shown is a 5th embodiment of a vehicle suspension control method provided in this application. The method includes the following steps:

[0246] Step S1001: Obtain first motion information, second motion information, and vehicle control information;

[0247] Step S1002: Determine the ceiling control damping coefficient based on the first motion information and the second motion information;

[0248] Step S1003: Determine the vibration control damping coefficient based on the first motion information, the second motion information, the vehicle equipment information, and the vehicle control information;

[0249] Steps S1001-1003 are consistent with the corresponding steps in Example 1, and will not be repeated in this example.

[0250] Step S1004: Calculate the initial control damping coefficient based on the set weight value and the ceiling control damping coefficient and vibration control damping coefficient;

[0251] Among them, weight values ​​are determined for the ceiling control damping coefficient and the vibration control damping coefficient.

[0252] Specifically, the initial control damping coefficient is obtained by weighting the determined ceiling control damping coefficient and vibration control damping coefficient with their corresponding weight values.

[0253] Specifically, the calculation formula is as follows:

[0254] C out =K1C sky +K2C wheel +K3Cpluse (7)

[0255] Among them, C out C represents the initial control damping coefficient. sky This represents the ceiling control damping coefficient, which uses weighted values ​​K1 and C. wheel This represents the first vibration control damping coefficient, which uses the weighted value K2, C. pluse This represents the second vibration control damping coefficient, which uses the weighted value K3.

[0256] In practice, different control combinations are determined based on the actual operating conditions of the vehicle, and the weight values ​​for different control combinations are different.

[0257] Specifically, there is a pre-defined correspondence between weights and control combinations.

[0258] like Figure 11 The diagram illustrates the correspondence between control combinations and weights. This correspondence can be presented in tabular form, where columns represent weight types and rows represent control combinations such as vehicle speed. The weight types are: ceiling control weight K1, first vibration control damping coefficient (referred to as wheel hop control) weight K2, and second vibration control damping coefficient (referred to as pulse control) weight K3. Control combinations include: ceiling control activated; ceiling control and pulse control; ceiling control and wheel hop control activated; and ceiling control, pulse control, and wheel hop control activated. Different control weights are selected to calculate the initial control damping coefficient for different control combinations.

[0259] It should be noted that, in conjunction with the content of the aforementioned embodiments, when the vehicle's movement results in wheel bouncing, the determination of the first vibration control damping coefficient is triggered, and the determined value is used as the value of the first vibration control damping coefficient in the above formula (7). Otherwise, the value of the first vibration control damping coefficient in the above formula (7) is 0. Similarly, when the vehicle's movement results in the front axle passing an obstacle and the rear axle waiting to pass the obstacle, the determination of the second vibration control damping coefficient is triggered, and the determined value is used as the value of the second vibration control damping coefficient in the above formula (7). Otherwise, the value of the second vibration control damping coefficient in the above formula (7) is 0.

[0260] The value of the weight is set according to the actual situation, and this application does not restrict the specific value of each weight.

[0261] In practice, since the suspension actuator has physical limits, its maximum and minimum damping coefficients are fixed, and a saturation limit needs to be set on the target control damping coefficient output by the control system.

[0262] Step S1005: If the initial control damping coefficient falls within the preset damping coefficient range, determine the initial control damping coefficient as the target control damping coefficient;

[0263] The preset damping coefficient range is either the maximum or minimum damping coefficient of the suspension actuator, or a range determined by the maximum or minimum damping coefficient based on the suspension damping ratio.

[0264] If the initial control damping coefficient falls within the preset damping coefficient range and does not exceed the damping coefficient range of the suspension actuator, then the initial control damping coefficient can be used as the target control damping coefficient.

[0265] Step S1006: If the initial control damping coefficient is greater than the upper limit of the preset damping coefficient range, determine the upper limit of the preset damping coefficient range as the target control damping coefficient;

[0266] The upper limit value is the maximum damping coefficient of the suspension actuator or the maximum damping coefficient determined according to the suspension damping ratio.

[0267] If the initial control damping coefficient is greater than the upper limit of the preset damping coefficient range, it indicates that the initial control damping coefficient determined based on the ceiling control damping coefficient and the vibration control damping coefficient exceeds the maximum damping coefficient of the suspension actuator. In this case, the output target control damping coefficient is determined as the upper limit of the preset damping coefficient range.

[0268] Step S1007: If the initial control damping coefficient is less than the lower limit of the preset damping coefficient range, determine the lower limit of the preset damping coefficient range as the target control damping coefficient;

[0269] The lower limit value is the minimum damping coefficient of the suspension actuator or the minimum damping coefficient determined according to the suspension damping ratio.

[0270] If the initial control damping coefficient is less than the upper limit of the preset damping coefficient range, it indicates that the initial control damping coefficient determined based on the ceiling control damping coefficient and the vibration control damping coefficient is smaller than the minimum damping coefficient of the suspension actuator. In this case, the output target control damping coefficient is determined as the lower limit of the preset damping coefficient range.

[0271] Specifically, the calculation formula is as follows:

[0272]

[0273] Among them, C sat C represents the target control damping coefficient. out C represents the initial control damping coefficient. phy_max C represents the upper limit of the preset damping coefficient range. phy_min This indicates the lower limit of the preset damping coefficient range.

[0274] Step S1008: Generate a control command based on the target control damping coefficient and send it to the suspension actuator so that the suspension actuator controls the suspension based on the control command.

[0275] Step S1008 is the same as the corresponding step in Example 1, and will not be described again in this example.

[0276] In summary, the vehicle suspension control method provided in this embodiment includes: calculating an initial control damping coefficient based on a set weight value and the ceiling control damping coefficient and vibration control damping coefficient; if the initial control damping coefficient falls within a preset damping coefficient range, determining the initial control damping coefficient as a target control damping coefficient; if the initial control damping coefficient is greater than the upper limit of the preset damping coefficient range, determining the upper limit of the preset damping coefficient range as the target control damping coefficient; and if the initial control damping coefficient is less than the lower limit of the preset damping coefficient range, determining the lower limit of the preset damping coefficient range as the target control damping coefficient. In this embodiment, weight values ​​are set for the ceiling control damping coefficient and the vibration control damping coefficient to achieve a weighted calculation of the two control damping coefficients to obtain the initial control damping coefficient. The maximum and minimum damping coefficients of the suspension actuator are used as the upper and lower limits of the preset damping coefficient range. Based on these upper and lower limits, the target control damping coefficient is limited so that the target control damping coefficient used to generate control quality is within the preset damping coefficient range, so as to match the actual physical limit of the suspension controller. Under the premise of vehicle operation safety, the smoothness of vehicle movement is improved.

[0277] like Figure 12 The flowchart shown is a sample of embodiment 6 of a vehicle suspension control method provided in this application. The method includes the following steps:

[0278] Step S1201: Obtain first motion information, second motion information, and vehicle control information;

[0279] Step S1202: Determine the ceiling control damping coefficient based on the first motion information and the second motion information;

[0280] Step S1203: Determine the vibration control damping coefficient based on the first motion information, the second motion information, the vehicle equipment information, and the vehicle control information;

[0281] Step S1204: Obtain the target control damping coefficient based on the ceiling control damping coefficient and the vibration control damping coefficient;

[0282] Steps S1201-1204 are consistent with the corresponding steps in Example 1, and will not be repeated in this example.

[0283] Step S1205: Obtain the current control damping coefficient of the suspension actuator;

[0284] It should be noted that, in order to avoid suspension vibration and discomfort caused by large jumps in the damping coefficient, the change in the damping coefficient per unit time is limited to a certain value. Therefore, in this embodiment, after determining the target control damping coefficient, when generating the control command, the current control damping coefficient of the suspension actuator, the target control damping coefficient, and the change range are combined to generate the control command, so as to limit the change in the damping coefficient from large jumps.

[0285] Specifically, the current control damping coefficient in the suspension actuator is first obtained. This value can be obtained from the suspension actuator or directly from the local storage structure of the vehicle controller based on the control damping coefficient value used when the vehicle controller generated the control command last time.

[0286] Step S1206: Determine the damping coefficient difference between the target control damping coefficient and the current control damping coefficient;

[0287] Specifically, the target control damping coefficient is subtracted from the current control damping coefficient to obtain the damping coefficient difference value, which represents the gap between the current control damping coefficient and the target control damping coefficient.

[0288] Specifically, if the target control damping coefficient is greater than the current control damping coefficient, then the difference in damping coefficients is the damping coefficient to be increased from the current control damping coefficient. Accordingly, the subsequent acoustic control command is used to increase the damping coefficient of the suspension actuator. If the target control damping coefficient is less than the current control damping coefficient, then the difference in damping coefficients is the damping coefficient to be decreased from the current control damping coefficient. Accordingly, the subsequent acoustic control command is used to decrease the damping coefficient of the suspension actuator.

[0289] Step S1207: Based on the fact that the damping coefficient difference belongs to the preset damping variation range, generate a first control command based on the target control damping coefficient, and send the first control command to the suspension actuator;

[0290] Among them, the preset damping variation range has an upper limit value that is a preset increase limit value and a lower limit value that is a preset decrease limit value.

[0291] The difference in damping coefficients falls within the range of damping variation. The target control damping coefficient can be directly used as the damping coefficient for adjustment. A first control command is generated based on the target control damping coefficient so that the suspension actuator adjusts the suspension based on the value of the damping coefficient in the first control command.

[0292] Step S1208: Based on the fact that the damping coefficient difference is greater than the preset increase limit, according to the output cycle, a second control command is generated based on the current control damping coefficient and the preset increase limit. The second control command is sent to the suspension actuator, and the execution of step S1205 is returned until the damping coefficient difference falls within the preset damping change range. Then, step S1207 is executed.

[0293] Specifically, the preset increase limit within this range is the maximum value of the damping coefficient that will not cause suspension vibration, and the preset decrease limit within this range is the minimum value of the damping coefficient that will not cause suspension vibration.

[0294] Specifically, the upper limit value is a positive number, and the lower limit value is a negative number.

[0295] If the difference in damping coefficients is greater than the preset increase limit, the current control damping coefficient is first added to the preset increase limit to obtain a control damping coefficient. A second control command is then generated based on the control damping coefficient, so that the suspension actuator controls the suspension based on the control damping coefficient in the second control command. Then, steps S1205-S1206 and S1208 are executed again, and so on until the difference in damping coefficients falls within the preset damping variation range, at which point step S1207 is executed.

[0296] Specifically, based on a preset limit, the control suspension actuator is controlled to gradually increase the control damping coefficient of the suspension until the target control damping coefficient is reached.

[0297] Step S1209: Based on the fact that the difference in damping coefficients is less than the preset reduction limit, according to the output cycle, a third control command is generated based on the current control damping coefficient and the preset reduction limit. The third control command is sent to the suspension actuator, and the process returns to execute step S1205 until the difference in damping coefficients falls within the preset damping change range. Then, step S1207 is executed.

[0298] If the difference in damping coefficients is less than the preset reduction limit, the current control damping coefficient is first added to the preset reduction limit to obtain a control damping coefficient. A third control command is then generated based on this control damping coefficient, so that the suspension actuator controls the suspension based on the control damping coefficient in the third control command. Then, steps S1205-S1206 and S1209 are executed again, and so on until the difference in damping coefficients falls within the preset damping variation range, at which point step S1207 is executed.

[0299] Specifically, based on a preset reduction limit, the suspension actuator is controlled to gradually reduce the control damping coefficient of the suspension until the target control damping coefficient is reached.

[0300] Specifically, the formula for calculating the control damping coefficient in the control command is as follows:

[0301]

[0302] Among them, C final C represents the limiting output damping coefficient. sat last ΔC represents the saturation control damping coefficient of the previous cycle. sat C represents the change in the target control damping coefficient compared to the output damping coefficient at the previous moment. v_uplimit Indicates a preset increase in limit value, C v_downlimit This indicates a preset reduction limit.

[0303] In summary, this embodiment provides a vehicle suspension control method, comprising: obtaining the current control damping coefficient of the suspension actuator; determining the damping coefficient difference between the target control damping coefficient and the current control damping coefficient; generating a first control command based on the damping coefficient difference, based on the target control damping coefficient falling within a preset damping variation range, and sending the first control command to the suspension actuator, wherein the upper limit of the damping variation range is a preset increase limit and the lower limit of the damping variation range is a preset decrease limit; and, based on the damping coefficient difference being greater than the preset increase limit, adjusting the current control damping coefficient according to the output cycle. A second control command is generated based on the damping coefficient and the preset increase limit. This second control command is sent to the suspension actuator, and the process returns to execute the step of obtaining the current control damping coefficient of the suspension actuator until the difference in damping coefficients falls within a preset damping variation range. Based on the fact that the difference in damping coefficients is less than a preset decrease limit, a third control command is generated according to the output cycle, based on the current control damping coefficient and the preset decrease limit. This third control command is sent to the suspension actuator, and the process returns to execute the step of obtaining the current control damping coefficient of the suspension actuator until the difference in damping coefficients falls within the preset damping variation range. In this embodiment, if the difference between the target control damping coefficient and the current control damping coefficient of the suspension actuator is small, a control command can be directly generated based on the target control damping coefficient, allowing the suspension actuator to control the suspension based on the target control damping coefficient. If the difference between the target control damping coefficient and the current control damping coefficient is large, the suspension actuator achieves stable control of the suspension by gradually increasing / decreasing the damping coefficient.

[0304] Corresponding to the vehicle suspension control method embodiment provided in this application above, this application also provides an apparatus embodiment for applying the vehicle suspension control method.

[0305] like Figure 13The diagram shown is a structural schematic of an embodiment of a vehicle suspension control device provided in this application. The device includes the following structure: a obtaining module 1301, a first determining module 1302, a second determining module 1303, a obtaining module 1304, and a generating module 1305.

[0306] The obtaining module 1301 is used to obtain first motion information, second motion information and vehicle control information. The first motion information is unrelated to the suspension, and the second motion information is related to the suspension.

[0307] The ceiling control determination module 1302 is used to determine the ceiling control damping coefficient based on the first motion information and the second motion information.

[0308] The vibration control determination module 1303 is used to determine the vibration control damping coefficient based on the first motion information, the second motion information and the vehicle control information. The vibration control damping coefficient is related to the vibration during vehicle movement.

[0309] The module 1304 is used to obtain the target control damping coefficient based on the ceiling control damping coefficient and the vibration control damping coefficient.

[0310] The generation module 1305 is used to generate control commands based on the target control damping coefficient and send them to the suspension actuator, so that the suspension actuator controls the suspension based on the control commands.

[0311] Optional, the vibration determination module includes:

[0312] The first determining unit is used to determine whether the motion of the vehicle satisfies the preset wheel bounce condition based on the first motion information.

[0313] The second determining unit is used to determine a first vibration control damping coefficient corresponding to the first motion information and the second motion information based on the fact that the motion of the vehicle meets the preset wheel bounce conditions, and according to the first correspondence between the first motion information, the second motion information and the control damping coefficient. The first motion information includes the vehicle speed and the second motion information includes the relative speed of the suspension.

[0314] Optional, the vibration determination module includes:

[0315] The third determining unit is used to determine whether the motion of the vehicle meets the preset front axle obstacle crossing condition based on the second motion information.

[0316] The fourth determining unit is used to determine whether the vehicle's motion meets the rear axle obstacle-crossing condition based on the vehicle's motion satisfying the preset front axle obstacle-crossing condition, according to the first motion information and vehicle control information.

[0317] The fifth determining unit is used to determine the second vibration control damping coefficient corresponding to the second motion information based on the fact that the motion of the vehicle meets the rear axle obstacle crossing conditions, and according to the second correspondence between the second motion information and the control damping coefficient. The second motion information includes the relative speed of the front wheel suspension and the suspension travel.

[0318] Optionally, the first motion information further includes wheel speed, and the first determining unit is specifically used for:

[0319] Obtain the wheel speed at the current detection moment and at least two historical wheel speeds at preset consecutive historical detection moments;

[0320] The average wheel speed is obtained based on the wheel speed at the current detection time and the at least two historical wheel speeds.

[0321] Determine the first difference between the wheel speed at the current detection moment and the average wheel speed;

[0322] If the first difference is greater than the first preset difference threshold, it is determined that the movement of the vehicle satisfies the preset wheel bounce condition;

[0323] If the first difference is not greater than the first preset difference threshold, it is determined that the movement of the vehicle does not meet the preset wheel bounce condition.

[0324] Optionally, the third determining unit is specifically used for:

[0325] Obtain the historical relative speed and historical travel of the front wheel suspension at preset continuous historical detection times;

[0326] The average speed of the front suspension is obtained based on the relative speed of the front suspension at the current detection time and the historical relative speed of the front suspension at preset continuous historical detection times.

[0327] The average front wheel suspension travel is obtained based on the front wheel suspension travel at the current testing time and the historical front wheel suspension travel at preset continuous historical testing times;

[0328] Determine a second difference between the relative speed of the front wheel suspension and the average speed of the front wheel suspension;

[0329] Determine a third difference between the front wheel suspension travel and the average front wheel suspension travel;

[0330] If the second difference is greater than the second preset difference threshold and the third difference is greater than the third preset difference threshold, it indicates that the motion of the wheel satisfies the preset front axle obstacle crossing condition;

[0331] If the second difference is not greater than the second preset difference threshold and / or the third difference is not greater than the third preset difference threshold, it indicates that the motion of the wheel does not meet the preset front axle obstacle crossing condition.

[0332] Optional, the fourth determining unit, specifically used for:

[0333] Based on the third correspondence between the preset vehicle speed value and the steering wheel angle, the target steering wheel angle range corresponding to the vehicle speed is determined;

[0334] Determine whether the steering wheel angle falls within the target steering wheel angle range;

[0335] If the steering wheel angle is within the target steering wheel angle range, it is determined that the vehicle's motion satisfies the rear axle obstacle clearance condition.

[0336] If the steering wheel angle is not within the target steering wheel angle range, it is determined that the vehicle's motion does not meet the rear axle obstacle clearance condition.

[0337] Optionally, the vibration determination module further includes:

[0338] The acquisition unit is used to obtain the duration of action of the second vibration control damping coefficient.

[0339] The sixth determining unit is used to determine the target time for sending the control command corresponding to the second vibration control damping coefficient to the suspension actuator based on the vehicle speed, vehicle wheelbase and the action time of the second vibration control damping coefficient, so that when the target time is reached, the control command corresponding to the second vibration control damping coefficient and the roof control damping coefficient is sent to the rear axle suspension actuator.

[0340] Optionally, obtain the module, specifically used for:

[0341] The initial control damping coefficient is calculated based on the set weight values, the ceiling control damping coefficient, and the vibration control damping coefficient.

[0342] If the initial control damping coefficient falls within the preset damping coefficient range, the initial control damping coefficient is determined to be the target control damping coefficient.

[0343] If the initial control damping coefficient is greater than the upper limit of the preset damping coefficient range, the upper limit of the preset damping coefficient range is determined to be the target control damping coefficient;

[0344] If the initial control damping coefficient is less than the lower limit of the preset damping coefficient range, the lower limit of the preset damping coefficient range is determined to be the target control damping coefficient.

[0345] Optional, a generation module, specifically used for:

[0346] Obtain the current control damping coefficient of the suspension actuator;

[0347] Determine the damping coefficient difference between the target control damping coefficient and the current control damping coefficient;

[0348] Based on the target control damping coefficient belonging to a preset damping variation range, a first control command is generated based on the damping coefficient difference, and the first control command is sent to the suspension actuator. The upper limit of the damping variation range is a preset increase limit, and the lower limit of the damping variation range is a preset decrease limit.

[0349] Based on the fact that the difference in damping coefficients is greater than the preset increase limit, according to the output cycle, a second control command is generated based on the current control damping coefficient and the preset increase limit. The second control command is sent to the suspension actuator, and the process of obtaining the current control damping coefficient of the suspension actuator is returned until the difference in damping coefficients falls within the preset damping variation range.

[0350] Based on the fact that the difference in damping coefficients is less than a preset reduction limit, a third control command is generated according to the current control damping coefficient and the preset reduction limit according to the output cycle. The third control command is sent to the suspension actuator, and the process returns to the step of obtaining the current control damping coefficient of the suspension actuator until the difference in damping coefficients falls within the preset damping variation range.

[0351] It should be noted that the functional explanations of the various components in the vehicle suspension control device provided in this embodiment are as described in the foregoing method embodiments, and will not be repeated in this embodiment.

[0352] In summary, this embodiment provides a vehicle suspension control device, comprising: an acquisition module for acquiring first motion information, second motion information, and vehicle control information, wherein the first motion information is unrelated to the suspension, and the second motion information is related to the suspension; a first determination module for determining a ceiling control damping coefficient based on the first motion information and the second motion information; a second determination module for determining a vibration control damping coefficient based on the first motion information, the second motion information, and the vehicle control information, wherein the vibration control damping coefficient is related to vibration during vehicle movement; a obtaining module for obtaining a target control damping coefficient based on the ceiling control damping coefficient and the vibration control damping coefficient; and a generation module for generating a control command based on the target control damping coefficient and sending it to a suspension actuator, so that the suspension actuator controls the suspension based on the control command. In this embodiment, the control command generated based on the target control damping coefficient obtained from the ceiling control damping coefficient and the vibration control damping coefficient combines the ceiling control damping coefficient and the vibration control damping coefficient, taking into account both vehicle acceleration and vibration conditions. Controlling the suspension movement based on this control command improves vehicle stability.

[0353] Corresponding to the vehicle suspension control method embodiment provided in this application above, this application also provides an electronic device and a readable storage medium corresponding to the vehicle suspension control method.

[0354] The electronic device includes: a memory and a processor;

[0355] The memory stores the processing program;

[0356] The processor is used to load and execute the processing program stored in the memory to implement the steps of the vehicle suspension control method as described in any of the preceding claims.

[0357] For details on the implementation of the vehicle suspension control method using this electronic device, please refer to the aforementioned vehicle suspension control method embodiment.

[0358] The readable storage medium stores a computer program that is invoked and executed by a processor to implement the steps of the vehicle suspension control method as described in any of the preceding claims.

[0359] Specifically, the computer program stored in the readable storage medium executes to implement the vehicle suspension control method, as can be found in the aforementioned vehicle suspension control method embodiments.

[0360] The various embodiments in this specification are described in a progressive manner, with each embodiment focusing on its differences from other embodiments. Similar or identical parts between embodiments can be referred to interchangeably. The apparatus provided in the embodiments is described simply because it corresponds to the method provided in the embodiments; relevant parts can be found in the method section.

[0361] The above description of the provided embodiments enables those skilled in the art to make or use this application. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of this application. Therefore, this application is not to be limited to the embodiments shown herein, but is to be accorded the widest scope consistent with the principles and novel features provided herein.

Claims

1. A vehicle suspension control method, characterized in that, include: The vehicle obtains first motion information, second motion information, and vehicle control information. The first motion information includes vehicle speed and wheel speed. The second motion information includes suspension relative speed, front wheel suspension relative speed, and front wheel suspension travel. The vehicle control information includes steering wheel angle. The ceiling control damping coefficient is determined based on the first motion information and the second motion information; Based on the first motion information, the second motion information, and the vehicle control information, wheel bounce or vehicle passing over obstacles is identified, and the corresponding vibration control damping coefficient is determined. The vibration control damping coefficient is related to the vibration during vehicle movement. The target control damping coefficient is obtained based on the ceiling control damping coefficient and the vibration control damping coefficient; A control command is generated based on the target control damping coefficient and sent to the suspension actuator so that the suspension actuator controls the suspension based on the control command.

2. The vehicle suspension control method according to claim 1, characterized in that, The step of identifying wheel bounce based on the first motion information, the second motion information, and the vehicle control information, and determining the corresponding vibration control damping coefficient, includes: Based on the first motion information, determine whether the motion of the vehicle meets the preset wheel bounce condition; Based on the fact that the vehicle's motion satisfies the preset wheel bounce conditions, and according to the first correspondence between the first motion information, the second motion information, and the control damping coefficient, the first vibration control damping coefficient corresponding to the first motion information and the second motion information is determined.

3. The vehicle suspension control method according to claim 1, characterized in that, The step of identifying the vehicle's passage over obstacles and determining the corresponding vibration control damping coefficient based on the first motion information, the second motion information, and the vehicle control information includes: Based on the second motion information, determine whether the vehicle's motion meets the preset front axle obstacle crossing condition; Based on the fact that the vehicle's motion meets the preset front axle obstacle crossing conditions, and based on the first motion information and vehicle control information, it is determined whether the vehicle's motion meets the rear axle obstacle crossing conditions. Based on the fact that the vehicle's motion satisfies the rear axle obstacle clearance condition, the second vibration control damping coefficient corresponding to the second motion information is determined according to the second correspondence between the second motion information and the control damping coefficient.

4. The vehicle suspension control method according to claim 2, characterized in that, Determining whether the vehicle's motion meets preset wheel bounce conditions based on the first motion information includes: Obtain the wheel speed at the current detection moment and at least two historical wheel speeds at preset consecutive historical detection moments; The average wheel speed is obtained based on the wheel speed at the current detection time and the at least two historical wheel speeds. Determine the first difference between the wheel speed at the current detection moment and the average wheel speed; If the first difference is greater than the first preset difference threshold, it is determined that the movement of the vehicle satisfies the preset wheel bounce condition; If the first difference is not greater than the first preset difference threshold, it is determined that the movement of the vehicle does not meet the preset wheel bounce condition.

5. The vehicle suspension control method according to claim 3, characterized in that, Determining whether the vehicle's motion meets the preset front axle obstacle crossing conditions based on the second motion information includes: Obtain the historical relative speed and historical travel of the front wheel suspension at preset continuous historical detection times; The average speed of the front suspension is obtained based on the relative speed of the front suspension at the current detection time and the historical relative speed of the front suspension at preset continuous historical detection times. The average front wheel suspension travel is obtained based on the front wheel suspension travel at the current testing time and the historical front wheel suspension travel at preset continuous historical testing times; Determine a second difference between the relative speed of the front wheel suspension and the average speed of the front wheel suspension; Determine a third difference between the front wheel suspension travel and the average front wheel suspension travel; If the second difference is greater than the second preset difference threshold and the third difference is greater than the third preset difference threshold, it indicates that the motion of the wheel meets the preset front axle obstacle crossing condition; If the second difference is not greater than the second preset difference threshold and / or the third difference is not greater than the third preset difference threshold, it indicates that the motion of the wheel does not meet the preset front axle obstacle crossing condition.

6. The vehicle suspension control method according to claim 3, characterized in that, The step of determining whether the vehicle's motion meets the rear axle obstacle clearance condition based on the first motion information and vehicle control information includes: Based on the third correspondence between the preset vehicle speed value and the steering wheel angle, the target steering wheel angle range corresponding to the vehicle speed is determined; Determine whether the steering wheel angle falls within the target steering wheel angle range; If the steering wheel angle is within the target steering wheel angle range, it is determined that the vehicle's motion satisfies the rear axle obstacle clearance condition. If the steering wheel angle is not within the target steering wheel angle range, it is determined that the vehicle's motion does not meet the rear axle obstacle clearance condition.

7. The vehicle suspension control method according to claim 3, characterized in that, The method further includes: Obtain the duration of action of the second vibration control damping coefficient; Based on the vehicle speed, the preset vehicle wheelbase, and the duration of action of the second vibration control damping coefficient, the target time for sending the control command corresponding to the second vibration control damping coefficient to the suspension actuator is determined, so that when the target time is reached, the control command corresponding to the second vibration control damping coefficient and the roof control damping coefficient is sent to the rear axle suspension actuator.

8. The vehicle suspension control method according to claim 1, characterized in that, The process of obtaining the target control damping coefficient based on the ceiling control damping coefficient and the vibration control damping coefficient includes: The initial control damping coefficient is calculated based on the set weight values, the ceiling control damping coefficient, and the vibration control damping coefficient. If the initial control damping coefficient falls within the preset damping coefficient range, the initial control damping coefficient is determined to be the target control damping coefficient. If the initial control damping coefficient is greater than the upper limit of the preset damping coefficient range, the upper limit of the preset damping coefficient range is determined to be the target control damping coefficient; If the initial control damping coefficient is less than the lower limit of the preset damping coefficient range, the lower limit of the preset damping coefficient range is determined to be the target control damping coefficient.

9. The vehicle suspension control method according to claim 1, characterized in that, Based on the target control damping coefficient, a control command is generated and sent to the suspension actuator, including: Obtain the current control damping coefficient of the suspension actuator; Determine the damping coefficient difference between the target control damping coefficient and the current control damping coefficient; Based on the target control damping coefficient belonging to a preset damping variation range, a first control command is generated based on the damping coefficient difference, and the first control command is sent to the suspension actuator. The upper limit of the damping variation range is a preset increase limit, and the lower limit of the damping variation range is a preset decrease limit. Based on the fact that the difference in damping coefficients is greater than the preset increase limit, according to the output cycle, a second control command is generated based on the current control damping coefficient and the preset increase limit. The second control command is sent to the suspension actuator, and the process of obtaining the current control damping coefficient of the suspension actuator is returned until the difference in damping coefficients falls within the preset damping variation range. Based on the fact that the difference in damping coefficients is less than a preset reduction limit, a third control command is generated according to the output cycle based on the current control damping coefficient and the preset reduction limit. The third control command is sent to the suspension actuator, and the process returns to the step of obtaining the current control damping coefficient of the suspension actuator until it is determined that the difference in damping coefficients belongs to the preset damping variation range.

10. A vehicle suspension control device, characterized in that, include: The acquisition module is used to acquire first motion information, second motion information, and vehicle control information. The first motion information includes vehicle speed and wheel speed, the second motion information includes suspension relative speed, front wheel suspension relative speed, and front wheel suspension travel, and the vehicle control information includes steering wheel angle. The ceiling control determination module is used to determine the ceiling control damping coefficient based on the first motion information and the second motion information. The vibration control determination module is used to identify wheel bounce or vehicle passing over obstacles based on the first motion information, the second motion information and the vehicle control information, and determine the corresponding vibration control damping coefficient, wherein the vibration control damping coefficient is related to the vibration during vehicle movement; The module is used to obtain the target control damping coefficient based on the ceiling control damping coefficient and the vibration control damping coefficient; The generation module is used to generate control commands based on the target control damping coefficient and send them to the suspension actuator, so that the suspension actuator controls the suspension based on the control commands.

Images