Shock absorber control method, device, equipment and readable storage medium

Abstract

A shock absorber control method, device, equipment and readable storage medium, which relates to the field of vehicle suspension vibration reduction technology, including calculating the real-time speed of the center of mass of the whole vehicle according to the real-time acceleration of the whole vehicle and the installation position of the acceleration sensor used to collect the real-time acceleration; calculating the target damping force of each shock absorber based on the real-time speed of the center of mass of the whole vehicle and the target conversion matrix, the target conversion matrix is ​​constructed based on the left and right wheelbases and the front and rear wheelbases; for each shock absorber, the target current of the shock absorber is determined by the real-time extension and contraction speed of the shock absorber and the target damping force, and the shock absorber is controlled based on the target current. Through this application, precise control of each shock absorber can be achieved, effectively improving the vehicle vibration reduction effect.

Description

Technical Field

[0001] The present application relates to the technical field of vehicle suspension vibration reduction, and in particular to a shock absorber control method, device, equipment and readable storage medium. Background Art

[0002] In the actual driving process of a vehicle, the types of roads traveled are various, and different types of roads have different levels of bumpiness. Roads with different levels of bumpiness will produce different frequencies and amplitudes of excitation on the vehicle body and wheels, causing the vehicle to produce different forms of vibration, which in turn affects the driving comfort. At present, electronically controlled shock absorbers are often installed on the air springs of the vehicle suspension to reduce vibration and improve driving comfort.

[0003] In the related art, when the shock absorber is controlled for vibration reduction, the suspension damping force of the whole vehicle is usually calculated with the sprung and unsprung parts of the whole vehicle as the target, and then the current of each controllable damping shock absorber is evenly adjusted by the suspension damping force, so as to achieve the purpose of vibration reduction. It can be seen that the traditional scheme is to control the vibration reduction through the overall body damping force, that is, the damping force allocated to each shock absorber is the same; however, when the vehicle is driving on complex road conditions, the magnitude of the excitation received by each part is often different, that is, the magnitude of the vibration generated is different. In other words, the magnitude of vibration reduction required at different positions is different, that is, the magnitude of the damping force required by the shock absorber at different positions is different. Therefore, there may be a mismatch between the uniform damping force allocated to each shock absorber in the traditional scheme and the damping force actually required by the shock absorber, so that accurate vibration reduction control cannot be performed, resulting in poor vibration reduction effect of the vehicle, which will affect the driving comfort of the vehicle. Summary of the invention

[0004] The present application provides a shock absorber control method, device, equipment and readable storage medium to achieve precise control of each shock absorber and improve the vehicle vibration reduction effect.

[0005] In a first aspect, an embodiment of the present application provides a shock absorber control method, the shock absorber control method comprising:

[0006] The real-time velocity of the center of mass of the whole vehicle is calculated according to the real-time acceleration of the whole vehicle and the installation position of the acceleration sensor used to collect the real-time acceleration;

[0007] Calculating the target damping force of each shock absorber based on the real-time speed of the center of mass of the vehicle and a target conversion matrix, wherein the target conversion matrix is ​​constructed based on the left and right wheelbases and the front and rear wheelbases;

[0008] For each shock absorber, a target current of the shock absorber is determined according to the real-time extension and contraction speed of the shock absorber and the target damping force, and vibration damping control is performed on the shock absorber based on the target current.

[0009] In combination with the first aspect, in one implementation, the real-time speed includes a real-time vertical speed, a real-time lateral speed, and a real-time longitudinal speed.

[0010] In combination with the first aspect, in one implementation, the real-time velocity of the center of mass of the whole vehicle is calculated according to the real-time acceleration of the whole vehicle and the installation position of the acceleration sensor for collecting the real-time acceleration, including:

[0011] Calculate the real-time vertical acceleration, real-time lateral acceleration and real-time longitudinal acceleration of the center of mass of the vehicle based on the transformation matrix corresponding to the installation position of the acceleration sensor and the real-time acceleration of the vehicle;

[0012] The real-time vertical velocity, the real-time lateral velocity and the real-time longitudinal velocity of the center of mass of the whole vehicle are calculated based on the real-time vertical acceleration, the real-time lateral acceleration and the real-time longitudinal acceleration.

[0013] In combination with the first aspect, in one implementation, the real-time vertical acceleration, real-time lateral acceleration and real-time longitudinal acceleration of the center of mass of the whole vehicle are calculated based on the transformation matrix corresponding to the installation position of the acceleration sensor and the real-time acceleration of the whole vehicle, including:

[0014] Substituting the transformation matrix and the real-time acceleration into the first calculation formula, the real-time vertical acceleration, real-time lateral acceleration and real-time longitudinal acceleration of the center of mass of the vehicle are obtained. The first calculation formula is:

[0015] [a heave a roll a pitch ] T =N -1 A a

[0016]

[0017] A a =[a FL a FR a RR ] T

[0018] In the formula, a heave represents the real-time vertical acceleration, a pitch represents the real-time lateral acceleration, a roll represents the real-time longitudinal acceleration, N represents the transformation matrix, y FL Indicates the relative distance between the center of mass of the vehicle and the left front acceleration sensor in the Y direction, x FL Indicates the relative distance between the center of mass of the vehicle and the left front acceleration sensor in the X direction, y FRIndicates the relative distance between the center of mass of the vehicle and the right front acceleration sensor in the Y direction, x FR Indicates the relative distance between the center of mass of the vehicle and the right front acceleration sensor in the X direction, y RR Indicates the relative distance between the center of mass of the vehicle and the right rear acceleration sensor in the Y direction, x RR Indicates the relative distance between the center of mass of the vehicle and the right rear acceleration sensor in the X direction, A a Indicates the real-time acceleration of the vehicle, a FL represents the real-time acceleration collected by the left front acceleration sensor, a FR represents the real-time acceleration collected by the right front acceleration sensor, a RR Indicates the real-time acceleration collected by the right rear acceleration sensor.

[0019] In combination with the first aspect, in one implementation, the target damping force of each shock absorber is calculated based on the real-time speed of the center of mass of the vehicle and the target conversion matrix, including:

[0020] Based on the real-time vertical velocity, real-time lateral velocity and real-time longitudinal velocity of the center of mass of the whole vehicle, the real-time vertical force, real-time lateral moment and real-time longitudinal moment of the center of mass of the whole vehicle are calculated respectively;

[0021] The target damping force of each shock absorber is calculated according to the target conversion matrix and the real-time vertical force, the real-time lateral moment and the real-time longitudinal moment.

[0022] In combination with the first aspect, in one implementation, calculating the target damping force of each shock absorber according to the target conversion matrix and the real-time vertical force, the real-time lateral moment and the real-time longitudinal moment includes:

[0023] Substituting the target conversion matrix and the real-time vertical force, real-time lateral moment and real-time longitudinal moment into a second calculation formula to obtain a target damping force of each shock absorber, the second calculation formula is:

[0024]

[0025]

[0026] In the formula, F FL Indicates the target damping force corresponding to the left front shock absorber, F FR Indicates the target damping force corresponding to the right front shock absorber, F RL Indicates the target damping force corresponding to the right front shock absorber, F RR Indicates the target damping force corresponding to the right rear shock absorber, F heave Indicates the real-time vertical force, M roll Indicates the real-time longitudinal moment, M pitch represents the real-time lateral moment, M represents the target conversion matrix, ltrackF Indicates the left and right wheelbase, l baseF Indicates the front and rear wheelbase.

[0027] In combination with the first aspect, in one implementation, determining the target current of the shock absorber by using the real-time extension and contraction speed and the target damping force of the shock absorber includes:

[0028] Determine a standard current corresponding to the real-time extension and contraction speed of the shock absorber based on a preset damping characteristic curve;

[0029] The target current of the shock absorber is calculated according to the target damping force, the standard current and its corresponding damping force.

[0030] In a second aspect, an embodiment of the present application provides a shock absorber control device, the shock absorber control device comprising:

[0031] A first calculation module, which is used to calculate the real-time speed of the center of mass of the whole vehicle according to the real-time acceleration of the whole vehicle and the installation position of the acceleration sensor used to collect the real-time acceleration;

[0032] A second calculation module, which is used to calculate the target damping force of each shock absorber based on the real-time speed of the center of mass of the whole vehicle and a target conversion matrix, wherein the target conversion matrix is ​​constructed based on the left and right wheelbases and the front and rear wheelbases;

[0033] The vibration reduction control module is used to determine the target current of each shock absorber according to the real-time extension and contraction speed and the target damping force of the shock absorber, and perform vibration reduction control on the shock absorber based on the target current.

[0034] In combination with the second aspect, in one implementation, the real-time speed includes a real-time vertical speed, a real-time lateral speed, and a real-time longitudinal speed.

[0035] In conjunction with the second aspect, in one implementation, the first calculation module is specifically configured to:

[0036] Calculate the real-time vertical acceleration, real-time lateral acceleration and real-time longitudinal acceleration of the center of mass of the vehicle based on the transformation matrix corresponding to the installation position of the acceleration sensor and the real-time acceleration of the vehicle;

[0037] The real-time vertical velocity, the real-time lateral velocity and the real-time longitudinal velocity of the center of mass of the whole vehicle are calculated based on the real-time vertical acceleration, the real-time lateral acceleration and the real-time longitudinal acceleration.

[0038] In conjunction with the second aspect, in one implementation, the first calculation module is further configured to:

[0039] Substituting the transformation matrix and the real-time acceleration into the first calculation formula, the real-time vertical acceleration, real-time lateral acceleration and real-time longitudinal acceleration of the center of mass of the vehicle are obtained. The first calculation formula is:

[0040] [a heave a roll a pitch ] T =N -1 A a

[0041]

[0042] A a =[a FL a FR a RR ] T

[0043] In the formula, a heave represents the real-time vertical acceleration, a pitch represents the real-time lateral acceleration, a roll represents the real-time longitudinal acceleration, N represents the transformation matrix, y FL Indicates the relative distance between the center of mass of the vehicle and the left front acceleration sensor in the Y direction, x FL Indicates the relative distance between the center of mass of the vehicle and the left front acceleration sensor in the X direction, y FR Indicates the relative distance between the center of mass of the vehicle and the right front acceleration sensor in the Y direction, x FR Indicates the relative distance between the center of mass of the vehicle and the right front acceleration sensor in the X direction, y RR Indicates the relative distance between the center of mass of the vehicle and the right rear acceleration sensor in the Y direction, x RR Indicates the relative distance between the center of mass of the vehicle and the right rear acceleration sensor in the X direction, A a Indicates the real-time acceleration of the vehicle, a FL represents the real-time acceleration collected by the left front acceleration sensor, a FR represents the real-time acceleration collected by the right front acceleration sensor, a RR Indicates the real-time acceleration collected by the right rear acceleration sensor.

[0044] In conjunction with the second aspect, in one implementation, the second calculation module is specifically configured to:

[0045] Based on the real-time vertical velocity, real-time lateral velocity and real-time longitudinal velocity of the center of mass of the whole vehicle, the real-time vertical force, real-time lateral moment and real-time longitudinal moment of the center of mass of the whole vehicle are calculated respectively;

[0046] The target damping force of each shock absorber is calculated according to the target conversion matrix and the real-time vertical force, the real-time lateral moment and the real-time longitudinal moment.

[0047] In conjunction with the second aspect, in one implementation, the second calculation module is further configured to:

[0048] Substituting the target conversion matrix and the real-time vertical force, real-time lateral moment and real-time longitudinal moment into a second calculation formula to obtain a target damping force of each shock absorber, the second calculation formula is:

[0049]

[0050]

[0051] In the formula, F FL Indicates the target damping force corresponding to the left front shock absorber, F FR Indicates the target damping force corresponding to the right front shock absorber, F RL Indicates the target damping force corresponding to the right front shock absorber, F RR Indicates the target damping force corresponding to the right rear shock absorber, F heave Indicates the real-time vertical force, M roll Indicates the real-time longitudinal moment, M pitch represents the real-time lateral moment, M represents the target conversion matrix, l trackF Indicates the left and right wheelbase, l baseF Indicates the front and rear wheelbase.

[0052] In conjunction with the second aspect, in one implementation, the vibration reduction control module is specifically configured to:

[0053] Determine a standard current corresponding to the real-time extension and contraction speed of the shock absorber based on a preset damping characteristic curve;

[0054] The target current of the shock absorber is calculated according to the target damping force, the standard current and its corresponding damping force.

[0055] In a third aspect, an embodiment of the present application provides a shock absorber control device, which includes a processor, a memory, and a shock absorber control program stored in the memory and executable by the processor, wherein when the shock absorber control program is executed by the processor, the steps of the shock absorber control method as described above are implemented.

[0056] In a fourth aspect, an embodiment of the present application provides a computer-readable storage medium, on which a shock absorber control program is stored, wherein when the shock absorber control program is executed by a processor, the steps of the shock absorber control method as described above are implemented.

[0057] The beneficial effects brought by the technical solution provided in the embodiments of the present application include:

[0058] The real-time speed of the center of mass of the whole vehicle is calculated by the real-time acceleration of the whole vehicle and the installation position of the acceleration sensor used to collect the real-time acceleration; then the target damping force of each shock absorber is calculated based on the real-time speed of the center of mass of the whole vehicle and the target conversion matrix; then the target current of each shock absorber is determined by the real-time extension and contraction speed of the shock absorber and the target damping force, and the corresponding shock absorber is controlled based on the target current, so that the damping force generated by each shock absorber can suppress the vibration of the corresponding position, so as to achieve precise control of each shock absorber. It can be seen that the present application improves the accuracy of the vibration control by performing separate vibration control on the four shock absorbers, thereby effectively improving the vibration reduction effect of the vehicle, thereby improving the driving comfort. BRIEF DESCRIPTION OF THE DRAWINGS

[0059] Figure 1 This is a flow chart of an embodiment of a shock absorber control method of the present application;

[0060] Figure 2 For this application Figure 1 A detailed flow chart of step S10;

[0061] Figure 3 For this application Figure 1 Detailed flow chart of step S20;

[0062] Figure 4 This is a functional module diagram of an embodiment of a shock absorber control device of the present application;

[0063] Figure 5 This is a schematic diagram of the hardware structure of the shock absorber control device involved in the embodiment of the present application. DETAILED DESCRIPTION

[0064] In order to enable those skilled in the art to better understand the solution of the present application, the technical solution in the embodiments of the present application will be clearly and completely described below in conjunction with the drawings in the embodiments of the present application. Obviously, the described embodiments are only part of the embodiments of the present application, not all of the embodiments. Based on the embodiments in the present application, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of this application.

[0065] In order to make the objectives, technical solutions and advantages of the present application clearer, the implementation methods of the present application will be further described in detail below with reference to the accompanying drawings.

[0066] In a first aspect, an embodiment of the present application provides a shock absorber control method.

[0067] In one embodiment, referring to Figure 1 , Figure 1 This is a flow chart of an embodiment of the shock absorber control method of the present application. Figure 1 As shown, the shock absorber control method includes:

[0068] Step S10: Calculate the real-time velocity of the center of mass of the vehicle according to the real-time acceleration of the vehicle and the installation position of the acceleration sensor for collecting the real-time acceleration; wherein the real-time velocity includes the real-time vertical velocity, the real-time lateral velocity and the real-time longitudinal velocity.

[0069] For example, it should be understood that the vibration reduction control by distributing a uniform damping force to each shock absorber will result in poor vibration reduction effect of the vehicle, thereby affecting the driving comfort of the vehicle. However, this embodiment realizes the individual vibration reduction control of each shock absorber by calculating the damping force of each shock absorber on the vehicle separately, so as to achieve the purpose of accurately controlling the vibration of the vehicle body, thereby improving the vibration reduction effect.

[0070] It is understandable that the vehicle vibration reduction can be achieved through the unsprung acceleration, but it will result in poor vibration reduction effect. Specifically, the unsprung acceleration value is first obtained according to the unsprung acceleration sensor, and then the relative movement speed of the vehicle body is calculated according to the vehicle body acceleration value and the unsprung acceleration value, and then the output current is controlled based on the damping force calculated by the relative movement of the vehicle body to achieve vehicle vibration reduction control; however, due to the noise of the unsprung acceleration sensor itself and the number limit, the final calculated relative movement speed of the vehicle body is not accurate, so that the calculated damping force of the shock absorber is inaccurate, and finally the control current of the shock absorber is different from the actual demand current, which in turn affects the driving experience.

[0071] Therefore, this embodiment will calculate the real-time speed of the center of mass of the whole vehicle through the real-time acceleration of the whole vehicle and the installation position of the acceleration sensor used to collect the real-time acceleration, so as to accurately calculate the target damping force of the shock absorber through the real-time speed of the center of mass of the whole vehicle, without the need to calculate the damping force through the unsprung acceleration sensor, thereby improving the accuracy of the damping force calculation. Specifically, the real-time acceleration corresponding to different positions of the whole vehicle can be obtained by any at least three acceleration sensors installed on the air suspension, and then the real-time vertical speed, real-time lateral speed and real-time longitudinal speed of the center of mass of the whole vehicle can be calculated in combination with the relative installation position between each acceleration sensor and the center of mass of the whole vehicle.

[0072] Step S20: Calculate the target damping force of each shock absorber based on the real-time speed of the center of mass of the vehicle and a target conversion matrix, wherein the target conversion matrix is ​​constructed based on the left and right wheelbases and the front and rear wheelbases.

[0073] For example, in this embodiment, the corresponding forces in different directions of the vehicle are calculated by the real-time vertical velocity, real-time lateral velocity and real-time longitudinal velocity of the center of mass of the vehicle, and then the target forces generated by the forces in different directions on each shock absorber are calculated according to the target conversion matrix. The target force is the target damping force of the shock absorber. It should be noted that the ceiling force at the center of mass of the vehicle (which includes the real-time vertical force F heave , real-time longitudinal moment M roll and real-time lateral moment M pitch ) and the target conversion matrix between the damping forces of the four shock absorbers, so as to convert the calculated real-time vertical force F heave , real-time longitudinal moment M roll and real-time lateral moment M pitch Perform matrix transformation calculations to calculate the target damping force of each shock absorber.

[0074] Step S30: for each shock absorber, a target current of the shock absorber is determined according to the real-time extension and contraction speed and the target damping force of the shock absorber, and vibration reduction control is performed on the shock absorber based on the target current.

[0075] Exemplarily, in this embodiment, the target current required to be output by each shock absorber is calculated separately. Specifically, the real-time height values ​​of the shock absorbers at corresponding positions can be obtained respectively through the four height sensors (i.e., the left front height sensor, the right front height sensor, the left rear height sensor, and the right rear height sensor) installed on the air suspension, and then the corresponding real-time extension and retraction speed (i.e., the relative speed of the vehicle body corresponding to the position of the shock absorber relative to the wheel) can be calculated through the real-time height value of each shock absorber; wherein, the real-time extension and retraction speed of each shock absorber can be calculated by the following calculation formula:

[0076]

[0077] In the formula, v rel represents the real-time extension and contraction speed of the shock absorber, h2 represents the real-time height value collected in the current sampling period, h1 represents the real-time height value collected in the previous sampling period, and Δt represents the sampling period. It should be noted that the specific value setting of the sampling period can be determined according to actual needs and is not limited here, for example, Δt = 10ms.

[0078] For each shock absorber, it will produce unique damping force characteristics under different currents and different expansion and contraction speeds. Therefore, the target current of each shock absorber can be determined by the real-time expansion and contraction speed of the shock absorber and the calculated target damping force. By performing vibration reduction control on the shock absorber according to the target current, precise vibration reduction control of the position of the shock absorber can be achieved, thereby accurately suppressing the vibration of the entire vehicle.

[0079] In this embodiment, the target damping force of each of the four shock absorbers is obtained in real time through real-time data processing of the vehicle body height sensor and the acceleration sensor. The target damping force is corresponded to the damping force characteristics of the shock absorber to obtain the output current values ​​required by the four shock absorbers respectively, so as to realize the individual control of the four shock absorbers, thereby achieving the purpose of precise control of vehicle body vibration and greatly improving driving comfort.

[0080] Further, in one embodiment, see Figure 2 As shown, the real-time velocity of the center of mass of the whole vehicle is calculated according to the real-time acceleration of the whole vehicle and the installation position of the acceleration sensor for collecting the real-time acceleration, including:

[0081] Step S101: Calculate the real-time vertical acceleration, real-time lateral acceleration and real-time longitudinal acceleration of the center of mass of the whole vehicle based on the transformation matrix corresponding to the installation position of the acceleration sensor and the real-time acceleration of the whole vehicle; wherein, substitute the transformation matrix and the real-time acceleration into a first calculation formula to obtain the real-time vertical acceleration, real-time lateral acceleration and real-time longitudinal acceleration of the center of mass of the whole vehicle, and the first calculation formula is:

[0082] [a heave a roll a pitch ] T =N -1 A a

[0083]

[0084] A a =[a FL a FR a RR ] T

[0085] In the formula, a heave represents the real-time vertical acceleration, a pitch represents the real-time lateral acceleration, a roll represents the real-time longitudinal acceleration, N represents the transformation matrix, y FL Indicates the relative distance between the center of mass of the vehicle and the left front acceleration sensor in the Y direction, x FL Indicates the relative distance between the center of mass of the vehicle and the left front acceleration sensor in the X direction, y FR Indicates the relative distance between the center of mass of the vehicle and the right front acceleration sensor in the Y direction, x FR Indicates the relative distance between the center of mass of the vehicle and the right front acceleration sensor in the X direction, y RR Indicates the relative distance between the center of mass of the vehicle and the right rear acceleration sensor in the Y direction, x RRIndicates the relative distance between the center of mass of the vehicle and the right rear acceleration sensor in the X direction, A a Indicates the real-time acceleration of the vehicle, a FL represents the real-time acceleration collected by the left front acceleration sensor, a FR represents the real-time acceleration collected by the right front acceleration sensor, a RR Indicates the real-time acceleration collected by the right rear acceleration sensor.

[0086] Step S102: Calculate the real-time vertical velocity, real-time lateral velocity and real-time longitudinal velocity of the center of mass of the vehicle based on the real-time vertical acceleration, the real-time lateral acceleration and the real-time longitudinal acceleration.

[0087] Exemplarily, in this embodiment, the transformation matrix N formed by the relative installation positions of any three acceleration sensors on the air suspension is used to perform matrix transformation calculation on the real-time acceleration collected by the three acceleration sensors to obtain the vertical acceleration, lateral acceleration and longitudinal acceleration of the center of mass of the vehicle.

[0088] Assuming that the three acceleration sensors are the left front acceleration sensor, the right front acceleration sensor, and the right rear acceleration sensor, the real-time acceleration A of the vehicle is a =[a FL a FR a RR ] T , where a FL represents the real-time acceleration collected by the left front acceleration sensor, a FR represents the real-time acceleration collected by the right front acceleration sensor, a RR represents the real-time acceleration acquired by the right rear acceleration sensor; and the transformation matrix N corresponding to the three acceleration sensors is:

[0089]

[0090] In the formula, y FL Indicates the relative distance between the center of mass of the vehicle and the left front acceleration sensor in the Y direction, x FL Indicates the relative distance between the center of mass of the vehicle and the left front acceleration sensor in the X direction, y FR Indicates the relative distance between the center of mass of the vehicle and the right front acceleration sensor in the Y direction, x FR Indicates the relative distance between the center of mass of the vehicle and the right front acceleration sensor in the X direction, y RR Indicates the relative distance between the center of mass of the vehicle and the right rear acceleration sensor in the Y direction, x RR Indicates the relative distance between the vehicle's center of mass and the right rear acceleration sensor in the X direction.

[0091] It can be understood that the acceleration of the center of mass of the vehicle can be defined as A body =[a heave a roll a pitch ] T , a heave represents the real-time vertical acceleration, a pitch represents the real-time lateral acceleration, a roll represents the real-time longitudinal acceleration, which can be expressed by [a heave a roll a pitch ] T =N -1 A a The real-time vertical acceleration, real-time lateral acceleration and real-time longitudinal acceleration of the vehicle's center of mass are calculated; then the real-time vertical acceleration, real-time lateral acceleration and real-time longitudinal acceleration of the vehicle's center of mass are integrated by the following formulas to obtain the real-time vertical velocity, real-time lateral velocity and real-time longitudinal velocity of the vehicle's center of mass:

[0092]

[0093] In the formula, v heave Indicates the real-time vertical velocity, v pitch Indicates the real-time lateral velocity, v roll Indicates the real-time longitudinal speed.

[0094] Further, in one embodiment, see Figure 3 As shown, the target damping force of each shock absorber is calculated based on the real-time speed of the center of mass of the vehicle and the target conversion matrix, including:

[0095] Step S201: Calculate the real-time vertical force, real-time lateral moment and real-time longitudinal moment of the center of mass of the whole vehicle based on the real-time vertical velocity, real-time lateral velocity and real-time longitudinal velocity of the center of mass of the whole vehicle respectively.

[0096] Step S202: Calculate the target damping force of each shock absorber according to the target conversion matrix and the real-time vertical force, real-time lateral moment and real-time longitudinal moment; wherein the target damping force of each shock absorber is obtained by substituting the target conversion matrix and the real-time vertical force, real-time lateral moment and real-time longitudinal moment into a second calculation formula, and the second calculation formula is:

[0097]

[0098]

[0099] In the formula, F FL Indicates the target damping force corresponding to the left front shock absorber, F FRIndicates the target damping force corresponding to the right front shock absorber, F RL Indicates the target damping force corresponding to the right front shock absorber, F RR Indicates the target damping force corresponding to the right rear shock absorber, F heave Indicates the real-time vertical force, M roll Indicates the real-time longitudinal moment, M pitch represents the real-time lateral moment, M represents the target conversion matrix, l trackF Indicates the left and right wheelbase, l baseF Indicates the front and rear wheelbase.

[0100] For example, in this embodiment, the real-time vertical force, real-time lateral moment and real-time longitudinal moment of the center of mass of the vehicle can be calculated respectively by the empirical calculation formula of the damping force and the real-time vertical velocity, real-time lateral velocity and real-time longitudinal velocity of the center of mass of the vehicle. Among them, the empirical calculation formula of the damping force is: F Req =C R ·C V ·v, where F Req represents the force acting on the center of mass of the vehicle, v represents the velocity of the center of mass of the vehicle, C R Represents the coefficient related to the road surface grade, C V represents the coefficient related to vehicle speed; it should be noted that C R The specific value setting of can be determined according to the actual road surface grade. V The specific value setting of can be determined according to the actual vehicle speed, and is not limited here. For example, taking the real-time vertical force as an example, its calculation formula is F heave =C R ·C V ·v heave .

[0101] The road surface grade may be determined by first calculating the real-time acceleration of each shock absorber (i.e., the relative acceleration between the vehicle body and the wheel end at the connection with the shock absorber) using the following calculation formula:

[0102]

[0103] In the formula, a rel represents the real-time acceleration of the shock absorber, v rel2 Indicates the real-time scaling speed corresponding to the current sampling period, v rel1 Indicates the real-time scaling speed corresponding to the previous sampling period;

[0104] Then for [a heave a roll a pitch ] TAfter multiplying by the matrix P formed by the arrangement positions of the four shock absorbers, the acceleration at the connection between each shock absorber and the vehicle body is obtained; wherein the matrix P is:

[0105]

[0106] In the formula, l trackF Indicates the left and right wheelbase, l baseF Indicates the front and rear wheelbase.

[0107] Then, the acceleration at the connection between each shock absorber and the vehicle body and the real-time acceleration a of the shock absorber are respectively calculated. rel By performing the difference processing, the accelerations of the four wheel ends can be obtained respectively; finally, the average acceleration of the four wheel ends is calculated. Substitute the following calculation formula to get the road surface grade:

[0108]

[0109] In the formula, R Roadindex Indicates the road surface grade, M indicates the mean acceleration The total number of samples may preferably be M=160.

[0110] It should be understood that the target conversion matrix M between the ceiling force at the center of mass of the vehicle and the damping forces of the four shock absorbers constructed based on the left and right wheelbases and the front and rear wheelbases is as follows:

[0111]

[0112] In the formula, l trackF Indicates the left and right wheelbase, l baseF Indicates the front and rear wheelbase.

[0113] Then, the real-time vertical force F is calculated according to the target conversion matrix by the following calculation formula: heave , real-time longitudinal moment M roll and real-time lateral moment M pitch Perform matrix transformation calculation to calculate the real-time vertical force F heave , real-time lateral moment M pitch And the real-time longitudinal moment M roll Common force on each shock absorber: F FL 、F FR 、F RL and F RR , and these four forces are the target damping forces corresponding to the four shock absorbers:

[0114]

[0115] In the formula, F FL Indicates the target damping force corresponding to the left front shock absorber, FFR Indicates the target damping force corresponding to the right front shock absorber, F RL Indicates the target damping force corresponding to the right front shock absorber, F RR Indicates the target damping corresponding to the right rear shock absorber.

[0116] Furthermore, in one embodiment, determining the target current of the shock absorber by the real-time extension and contraction speed and the target damping force of the shock absorber includes:

[0117] Determine a standard current corresponding to the real-time extension and contraction speed of the shock absorber based on a preset damping characteristic curve;

[0118] The target current of the shock absorber is calculated according to the target damping force, the standard current and its corresponding damping force.

[0119] For example, in this embodiment, after the target damping force of each shock absorber is obtained, the target current of each shock absorber is calculated according to the target damping force. Since the calculation method and principle used for the target current of each shock absorber are similar, for the sake of simplicity of description, the following embodiment will use the target damping force F corresponding to the left front shock absorber as an example. FL The calculation method is explained as an example.

[0120] Since the electronically controlled shock absorber itself will produce unique damping force characteristics under different currents and different extension speeds, the damping characteristic curve between the standard currents (such as 0.3A, 0.6A, 0.9A, 1.2A and 1.6A, etc.) corresponding to different extension speeds can be measured using the dynamometer. Then, based on the damping characteristic curve, determine between which two standard currents the current corresponding to the real-time extension speed of the left front shock absorber is located; then use the interpolation formula, the standard current and its corresponding damping force, and the target damping force F FL Calculate the target current I of the left front shock absorber out ; For example, the current corresponding to the real-time telescopic speed is between the standard currents I1 and I2, and the damping forces corresponding to I1 and I2 are F1 and F2 respectively, then according to the interpolation formula: Calculate the current corresponding output current I out At this time, the damping force generated by the left front shock absorber can suppress the vibration of the car body.

[0121] In summary, this embodiment calculates the vertical, lateral and longitudinal accelerations of the center of mass of the vehicle through three body accelerations, and then performs matrix transformation through the conversion matrix constructed by the left and right wheelbases and the front and rear wheelbases, and calculates the vertical, lateral and longitudinal forces of the center of mass to a single shock absorber to obtain the target damping force of each of the four shock absorbers, and then controls the output current of the four shock absorbers respectively, so as to achieve the best effect of suppressing the vibration of the vehicle body. When implementing the vibration reduction control, this embodiment not only has a fast response and a fast change in damping force, but also can perform separate vibration reduction control on the four shock absorbers to improve the accuracy of the vibration reduction control, thereby greatly improving the ride comfort.

[0122] In a second aspect, an embodiment of the present application also provides a shock absorber control device.

[0123] In one embodiment, referring to Figure 4 , Figure 4 This is a functional module diagram of an embodiment of the shock absorber control device of the present application. Figure 4 As shown, the shock absorber control device includes:

[0124] A first calculation module, which is used to calculate the real-time speed of the center of mass of the whole vehicle according to the real-time acceleration of the whole vehicle and the installation position of the acceleration sensor used to collect the real-time acceleration;

[0125] A second calculation module, which is used to calculate the target damping force of each shock absorber based on the real-time speed of the center of mass of the whole vehicle and a target conversion matrix, wherein the target conversion matrix is ​​constructed based on the left and right wheelbases and the front and rear wheelbases;

[0126] The vibration reduction control module is used to determine the target current of each shock absorber according to the real-time extension and contraction speed and the target damping force of the shock absorber, and perform vibration reduction control on the shock absorber based on the target current.

[0127] Furthermore, in one embodiment, the real-time speed includes a real-time vertical speed, a real-time lateral speed, and a real-time longitudinal speed.

[0128] Furthermore, in one embodiment, the first calculation module is specifically used for:

[0129] Calculate the real-time vertical acceleration, real-time lateral acceleration and real-time longitudinal acceleration of the center of mass of the vehicle based on the transformation matrix corresponding to the installation position of the acceleration sensor and the real-time acceleration of the vehicle;

[0130] The real-time vertical velocity, the real-time lateral velocity and the real-time longitudinal velocity of the center of mass of the whole vehicle are calculated based on the real-time vertical acceleration, the real-time lateral acceleration and the real-time longitudinal acceleration.

[0131] Furthermore, in one embodiment, the first calculation module is further configured to:

[0132] Substituting the transformation matrix and the real-time acceleration into the first calculation formula, the real-time vertical acceleration, real-time lateral acceleration and real-time longitudinal acceleration of the center of mass of the vehicle are obtained. The first calculation formula is:

[0133] [a heave a roll a pitch ] T =N -1 A a

[0134]

[0135] A a =[a FL a FR a RR ] T

[0136] In the formula, a heave represents the real-time vertical acceleration, a pitch represents the real-time lateral acceleration, a roll represents the real-time longitudinal acceleration, N represents the transformation matrix, y FL Indicates the relative distance between the center of mass of the vehicle and the left front acceleration sensor in the Y direction, x FL Indicates the relative distance between the center of mass of the vehicle and the left front acceleration sensor in the X direction, y FR Indicates the relative distance between the center of mass of the vehicle and the right front acceleration sensor in the Y direction, x FR Indicates the relative distance between the center of mass of the vehicle and the right front acceleration sensor in the X direction, y RR Indicates the relative distance between the center of mass of the vehicle and the right rear acceleration sensor in the Y direction, x RR Indicates the relative distance between the center of mass of the vehicle and the right rear acceleration sensor in the X direction, A a Indicates the real-time acceleration of the vehicle, a FL represents the real-time acceleration collected by the left front acceleration sensor, a FR represents the real-time acceleration collected by the right front acceleration sensor, a RR Indicates the real-time acceleration collected by the right rear acceleration sensor.

[0137] Furthermore, in one embodiment, the second calculation module is specifically used for:

[0138] Based on the real-time vertical velocity, real-time lateral velocity and real-time longitudinal velocity of the center of mass of the whole vehicle, the real-time vertical force, real-time lateral moment and real-time longitudinal moment of the center of mass of the whole vehicle are calculated respectively;

[0139] The target damping force of each shock absorber is calculated according to the target conversion matrix and the real-time vertical force, the real-time lateral moment and the real-time longitudinal moment.

[0140] Furthermore, in one embodiment, the second calculation module is further configured to:

[0141] Substituting the target conversion matrix and the real-time vertical force, real-time lateral moment and real-time longitudinal moment into a second calculation formula to obtain a target damping force of each shock absorber, the second calculation formula is:

[0142]

[0143]

[0144] In the formula, F FL Indicates the target damping force corresponding to the left front shock absorber, F FR Indicates the target damping force corresponding to the right front shock absorber, F RL Indicates the target damping force corresponding to the right front shock absorber, F RR Indicates the target damping force corresponding to the right rear shock absorber, F heave Indicates the real-time vertical force, M roll Indicates the real-time longitudinal moment, M pitch represents the real-time lateral moment, M represents the conversion matrix, l trackF Indicates the left and right wheelbase, l baseF Indicates the front and rear wheelbase.

[0145] Furthermore, in one embodiment, the vibration reduction control module is specifically used for:

[0146] Determine a standard current corresponding to the real-time extension and contraction speed of the shock absorber based on a preset damping characteristic curve;

[0147] The target current of the shock absorber is calculated according to the target damping force, the standard current and its corresponding damping force.

[0148] Among them, the functional implementation of each module in the above-mentioned shock absorber control device corresponds to each step in the above-mentioned shock absorber control method embodiment, and its functions and implementation processes are no longer repeated here.

[0149] In a third aspect, an embodiment of the present application provides a shock absorber control device, which may be a device with data processing function, such as a personal computer (PC), a laptop computer, or a server.

[0150] Reference Figure 5 , Figure 5Schematic diagram of the hardware structure of the shock absorber control device involved in the embodiment of the present application. In the embodiment of the present application, the shock absorber control device may include a processor, a memory, a communication interface and a communication bus.

[0151] The communication bus may be of any type and is used to interconnect the processor, the memory, and the communication interface.

[0152] The communication interface includes input / output (I / O) interface, physical interface and logical interface, etc., which are used to realize the interconnection of devices inside the shock absorber control device, and the interface used to realize the interconnection between the shock absorber control device and other devices (such as other computing devices or user devices). The physical interface can be an Ethernet interface, an optical fiber interface, an ATM interface, etc.; the user device can be a display (Display), a keyboard (Keyboard), etc.

[0153] The memory can be various types of storage media, such as random access memory (RAM), read-only memory (ROM), non-volatile RAM (NVRAM), flash memory, optical storage, hard disk, programmable ROM (PROM), erasable PROM (EPROM), electrically erasable PROM (EEPROM), etc.

[0154] The processor may be a general-purpose processor, and the general-purpose processor may call the shock absorber control program stored in the memory and execute the shock absorber control method provided in the embodiment of the present application. For example, the general-purpose processor may be a central processing unit (CPU). The method executed when the shock absorber control program is called may refer to the various embodiments of the shock absorber control method of the present application, and will not be repeated here.

[0155] Those skilled in the art will understand that Figure 5 The hardware structure shown in the figure does not constitute a limitation on the present application, and may include more or less components than shown in the figure, or combine certain components, or arrange the components differently.

[0156] In a fourth aspect, an embodiment of the present application also provides a computer-readable storage medium.

[0157] The readable storage medium of the present application stores a shock absorber control program, wherein when the shock absorber control program is executed by a processor, the steps of the shock absorber control method as described above are implemented.

[0158] Among them, the method implemented when the shock absorber control program is executed can refer to the various embodiments of the shock absorber control method of the present application, and will not be repeated here.

[0159] It should be noted that the serial numbers of the above-mentioned embodiments of the present application are only for description and do not represent the advantages or disadvantages of the embodiments.

[0160] The terms "including" and "having" and any variations thereof in the specification and claims of this application and the above-mentioned drawings are intended to cover non-exclusive inclusions. For example, a process, method, system, product or device that includes a series of steps or units is not limited to the listed steps or units, but optionally includes steps or units that are not listed, or optionally includes other steps or units inherent to these processes, methods, products or devices. The terms "first", "second" and "third" are used to distinguish different objects, etc., and do not represent a sequence, nor do they limit "first", "second" and "third" to different types.

[0161] In the description of the embodiments of the present application, "exemplary", "for example" or "for example" are used to indicate examples, illustrations or descriptions. Any embodiment or design described as "exemplary", "for example" or "for example" in the embodiments of the present application should not be interpreted as being more preferred or more advantageous than other embodiments or designs. Specifically, the use of words such as "exemplary", "for example" or "for example" is intended to present related concepts in a specific way.

[0162] In the description of the embodiments of the present application, unless otherwise specified, “ / ” means or, for example, A / B can mean A or B; the “and / or” in the text is merely a description of the association relationship of associated objects, indicating that three relationships may exist, for example, A and / or B can mean: A exists alone, A and B exist at the same time, and B exists alone. In addition, in the description of the embodiments of the present application, “multiple” refers to two or more than two.

[0163] In some processes described in the embodiments of the present application, multiple operations or steps that appear in a specific order are included, but it should be understood that these operations or steps may not be executed in the order in which they appear in the embodiments of the present application or in parallel, and the sequence number of the operation is only used to distinguish the different operations, and the sequence number itself does not represent any execution order. In addition, these processes may include more or fewer operations, and these operations or steps may be executed in sequence or in parallel, and these operations or steps may be combined.

[0164] Through the description of the above implementation methods, those skilled in the art can clearly understand that the above-mentioned embodiment methods can be implemented by means of software plus a necessary general hardware platform, and of course by hardware, but in many cases the former is a better implementation method. Based on such an understanding, the technical solution of the present application is essentially or the part that contributes to the prior art can be embodied in the form of a software product, which is stored in a storage medium (such as ROM / RAM, disk, CD) as described above, and includes a number of instructions for a terminal device to execute the methods described in each embodiment of the present application.

[0165] The above are only preferred embodiments of the present application, and are not intended to limit the patent scope of the present application. Any equivalent structure or equivalent process transformation made using the contents of the present application specification and drawings, or directly or indirectly applied in other related technical fields, are also included in the patent protection scope of the present application.

Claims

1. A shock absorber control method, characterized in that: The shock absorber control method comprises: Calculate the real-time velocity of the center of mass of the vehicle according to the real-time acceleration of the vehicle and the installation position of the acceleration sensor for collecting the real-time acceleration, wherein the real-time velocity includes the real-time vertical velocity, the real-time lateral velocity and the real-time longitudinal velocity; Calculating the target damping force of each shock absorber based on the real-time speed of the center of mass of the vehicle and a target conversion matrix, wherein the target conversion matrix is ​​constructed based on the left and right wheelbases and the front and rear wheelbases; For each shock absorber, a target current of the shock absorber is determined according to the real-time extension and contraction speed of the shock absorber and the target damping force, and vibration reduction control is performed on the shock absorber based on the target current; The method of calculating the real-time velocity of the center of mass of the vehicle according to the real-time acceleration of the vehicle and the installation position of the acceleration sensor for collecting the real-time acceleration includes: Calculate the real-time vertical acceleration, real-time lateral acceleration and real-time longitudinal acceleration of the center of mass of the vehicle based on the transformation matrix corresponding to the installation position of the acceleration sensor and the real-time acceleration of the vehicle; The real-time vertical velocity, the real-time lateral velocity and the real-time longitudinal velocity of the center of mass of the whole vehicle are calculated based on the real-time vertical acceleration, the real-time lateral acceleration and the real-time longitudinal acceleration.

2. The shock absorber control method according to claim 1, characterized in that: The method of calculating the real-time vertical acceleration, real-time lateral acceleration and real-time longitudinal acceleration of the center of mass of the vehicle based on the transformation matrix corresponding to the installation position of the acceleration sensor and the real-time acceleration of the vehicle includes: Substituting the transformation matrix and the real-time acceleration into the first calculation formula, the real-time vertical acceleration, real-time lateral acceleration and real-time longitudinal acceleration of the center of mass of the vehicle are obtained. The first calculation formula is: [a heave a roll a pitch ] T =N -1 A a A a =[a FL a FR a RR ] T In the formula, a heave represents the real-time vertical acceleration, a pitch represents the real-time lateral acceleration, a roll represents the real-time longitudinal acceleration, N represents the transformation matrix, y FL Indicates the relative distance between the center of mass of the vehicle and the left front acceleration sensor in the Y direction, x FL Indicates the relative distance between the center of mass of the vehicle and the left front acceleration sensor in the X direction, y FR Indicates the relative distance between the center of mass of the vehicle and the right front acceleration sensor in the Y direction, x FR Indicates the relative distance between the center of mass of the vehicle and the right front acceleration sensor in the X direction, y RR Indicates the relative distance between the center of mass of the vehicle and the right rear acceleration sensor in the Y direction, x RR Indicates the relative distance between the center of mass of the vehicle and the right rear acceleration sensor in the X direction, A a Indicates the real-time acceleration of the vehicle, a FL represents the real-time acceleration collected by the left front acceleration sensor, a FR represents the real-time acceleration collected by the right front acceleration sensor, a RR Indicates the real-time acceleration collected by the right rear acceleration sensor.

3. The shock absorber control method according to claim 1, characterized in that: The target damping force of each shock absorber is calculated based on the real-time speed of the center of mass of the vehicle and the target conversion matrix, including: Based on the real-time vertical velocity, real-time lateral velocity and real-time longitudinal velocity of the center of mass of the whole vehicle, the real-time vertical force, real-time lateral moment and real-time longitudinal moment of the center of mass of the whole vehicle are calculated respectively; The target damping force of each shock absorber is calculated according to the target conversion matrix and the real-time vertical force, the real-time lateral moment and the real-time longitudinal moment.

4. The shock absorber control method according to claim 3, characterized in that: The step of calculating the target damping force of each shock absorber according to the target conversion matrix and the real-time vertical force, the real-time lateral moment and the real-time longitudinal moment comprises: Substituting the target conversion matrix and the real-time vertical force, real-time lateral moment and real-time longitudinal moment into a second calculation formula to obtain a target damping force of each shock absorber, the second calculation formula is: In the formula, F FL Indicates the target damping force corresponding to the left front shock absorber, F FR Indicates the target damping force corresponding to the right front shock absorber, F RL Indicates the target damping force corresponding to the right front shock absorber, F RR Indicates the target damping force corresponding to the right rear shock absorber, F heave Indicates the real-time vertical force, M roll Indicates the real-time longitudinal moment, M pitch represents the real-time lateral moment, M represents the target conversion matrix, l trackF Indicates the left and right wheelbase, l baseF Indicates the front and rear wheelbase.

5. The shock absorber control method according to claim 1, characterized in that: Determining the target current of the shock absorber by the real-time extension and contraction speed and the target damping force of the shock absorber includes: Determine a standard current corresponding to the real-time extension and contraction speed of the shock absorber based on a preset damping characteristic curve; The target current of the shock absorber is calculated according to the target damping force, the standard current and the corresponding damping force.

6. A shock absorber control device, characterized in that: The shock absorber control device comprises: A first calculation module, which is used to calculate the real-time speed of the center of mass of the whole vehicle according to the real-time acceleration of the whole vehicle and the installation position of the acceleration sensor for collecting the real-time acceleration, wherein the real-time speed includes the real-time vertical speed, the real-time lateral speed and the real-time longitudinal speed; A second calculation module, which is used to calculate the target damping force of each shock absorber based on the real-time speed of the center of mass of the whole vehicle and a target conversion matrix, wherein the target conversion matrix is ​​constructed based on the left and right wheelbases and the front and rear wheelbases; a vibration reduction control module, which is used to determine a target current of each shock absorber according to the real-time extension and contraction speed of the shock absorber and the target damping force, and to perform vibration reduction control on the shock absorber based on the target current; Wherein, the first calculation module is specifically used for: Calculate the real-time vertical acceleration, real-time lateral acceleration and real-time longitudinal acceleration of the center of mass of the vehicle based on the transformation matrix corresponding to the installation position of the acceleration sensor and the real-time acceleration of the vehicle; The real-time vertical velocity, the real-time lateral velocity and the real-time longitudinal velocity of the center of mass of the whole vehicle are calculated based on the real-time vertical acceleration, the real-time lateral acceleration and the real-time longitudinal acceleration.

7. A shock absorber control device, characterized in that: The shock absorber control device includes a processor, a memory, and a shock absorber control program stored in the memory and executable by the processor, wherein when the shock absorber control program is executed by the processor, the steps of the shock absorber control method according to any one of claims 1 to 5 are implemented.

8. A computer-readable storage medium, characterized in that: The computer-readable storage medium stores a shock absorber control program, wherein when the shock absorber control program is executed by a processor, the steps of the shock absorber control method according to any one of claims 1 to 5 are implemented.

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