Suspension control method and device for a vehicle

Abstract

The application discloses a suspension control method and device of a vehicle. The suspension control method comprises the following steps: acquiring a driving state parameter of the vehicle and a suspension performance parameter of the vehicle which is set by a user; the driving state parameter can represent the current driving condition of the vehicle, and the suspension performance parameter is set by the user and can represent the personalized demand of the user for the suspension performance; determining a target control current of a damping adjustable shock absorber of the suspension based on the driving state parameter and the suspension performance parameter; and controlling the damping adjustable shock absorber according to the target control current to adjust the suspension performance. It can be seen that the target control current for controlling the damping adjustable shock absorber is determined based on the driving state parameter and the suspension performance parameter, so that the adjusted suspension performance can meet the personalized demand of the user for the suspension performance and improve the user experience after the suspension performance is adjusted under the control of the target control current.

Description

Technical Field

[0001] This application relates to the field of vehicle control technology, and in particular to a suspension control method and device for a vehicle. Background Technology

[0002] The suspension of a vehicle is a general term for the force transmission connection device between the vehicle frame and the wheels. Its function is to transmit the force acting between the wheels and the vehicle frame.

[0003] Meanwhile, the suspension can buffer the impact forces from road unevenness, thereby reducing vehicle vibration and ensuring a smooth ride. In related technologies, the vehicle's suspension is equipped with different modes, each exhibiting varying stiffness to achieve different ride smoothness and driving experience. Specifically, users can select a particular mode based on actual driving conditions to adjust the suspension's stiffness.

[0004] Currently, typical suspension modes include Comfort, Standard, and Sport, which cannot meet users' personalized needs for suspension stiffness. Summary of the Invention

[0005] To address the aforementioned technical problems, this application provides a vehicle suspension control method and apparatus that enables the adjusted suspension performance to meet the user's personalized needs for suspension performance and improve the user experience.

[0006] The embodiments of this application disclose the following technical solutions:

[0007] On one hand, embodiments of this application provide a vehicle suspension control method, the method comprising:

[0008] During vehicle operation, the vehicle's driving status parameters are acquired;

[0009] Obtain the suspension performance parameters of the vehicle as defined by the user;

[0010] Based on the driving state parameters and the suspension performance parameters, determine the target control current of the adjustable damper of the suspension.

[0011] The damping adjustable vibration damper is controlled according to the target control current.

[0012] On the other hand, embodiments of this application provide a vehicle suspension control device, the device including an acquisition unit, a determination unit, and a control unit:

[0013] The acquisition unit is used to acquire the driving status parameters of the vehicle during the vehicle's operation.

[0014] The acquisition unit is also used to acquire the suspension performance parameters of the vehicle that are user-defined.

[0015] The determining unit is used to determine the target control current of the adjustable damper of the suspension based on the driving state parameters and the suspension performance parameters.

[0016] The control unit is used to control the damping adjustable vibration damper according to the target control current.

[0017] As can be seen from the above technical solution, during vehicle operation, the vehicle's driving state parameters and user-defined suspension performance parameters can be acquired first. The driving state parameters represent the vehicle's current driving condition, while the user-defined suspension performance parameters represent the user's personalized needs for suspension performance. Based on these two dimensions of parameters, the target control current for the adjustable damping shock absorber is determined. Finally, the adjustable damping shock absorber is controlled according to the target control current to adjust the suspension performance. Therefore, the target control current used to control the adjustable damping shock absorber is determined based on these two dimensions of parameters. Thus, adjusting the suspension performance under the control of this target control current ensures that the adjusted suspension performance meets the user's personalized needs, improving the user experience. Attached Figure Description

[0018] To more clearly illustrate the technical solutions in the embodiments of this application or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0019] Figure 1 A schematic diagram of a vehicle suspension control system provided in an embodiment of this application;

[0020] Figure 2 A flowchart illustrating a vehicle suspension control method provided in this application embodiment;

[0021] Figure 3 A schematic diagram illustrating the positional relationship between an adjustable damper and a gyroscope provided in this application embodiment;

[0022] Figure 4 This is a schematic diagram of a suspension customization interface provided in an embodiment of this application;

[0023] Figure 5 A schematic diagram illustrating a user intent recognition method provided in an embodiment of this application;

[0024] Figure 6 This is a schematic diagram of the suspension control area division provided in an embodiment of this application;

[0025] Figure 7 A schematic diagram illustrating the mapping relationship between the required damping force and the relative motion velocity parameter of an adjustable damper provided in this application embodiment;

[0026] Figure 8 A schematic diagram illustrating a method for determining the calculated damping force of an adjustable damper based on fuzzification processing, provided in an embodiment of this application;

[0027] Figure 9 A schematic diagram illustrating the mapping relationship between user-defined suspension performance parameters and damping correction coefficients provided in this application embodiment;

[0028] Figure 10 A schematic diagram illustrating a method for determining damping correction coefficients based on fuzzification processing, provided in an embodiment of this application;

[0029] Figure 11 A schematic diagram of vehicle suspension control logic provided in an embodiment of this application;

[0030] Figure 12 This is a structural diagram of a vehicle suspension control device provided in an embodiment of this application. Detailed Implementation

[0031] To enable those skilled in the art to better understand the present application, the technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present application, and not all embodiments. Based on the embodiments in the present application, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the scope of protection of the present application.

[0032] A vehicle's suspension can cushion the impacts from uneven road surfaces, thereby reducing body vibration and ensuring a smooth ride. In related technologies, the vehicle's suspension is equipped with different modes, each exhibiting varying degrees of stiffness and softness, resulting in differences in ride smoothness and the driver's experience. Specifically, users can select a specific mode based on actual driving conditions to adjust the suspension's stiffness and softness.

[0033] Currently, typical suspension modes include Comfort, Standard, and Sport, which cannot meet users' personalized needs for suspension stiffness. In other words, the suspension modes in related technologies are limited to a single set of modes, thus failing to satisfy users' individual preferences for suspension stiffness.

[0034] Therefore, this application provides a vehicle suspension control method and device that enables the adjusted suspension performance to meet the user's personalized needs for suspension performance and improve the user experience.

[0035] The vehicle suspension control method provided in this application can be implemented using computer equipment, which can be a terminal device or a server. The server can be a standalone physical server, a server cluster or distributed system composed of multiple physical servers, or a cloud server providing cloud computing services. Terminal devices include, but are not limited to, mobile phones, computers, intelligent voice interaction devices, smart home appliances, and in-vehicle terminals. Terminal devices and servers can be directly or indirectly connected via wired or wireless communication, and this application does not impose any limitations in this regard.

[0036] The following examples illustrate this in detail:

[0037] Figure 1 This application provides a schematic diagram of a vehicle suspension control system, including adjustable damping shock absorbers (1, 2, 3, 4), acceleration sensors (5, 6, 7, 8), an IMU (Inertial Measurement Unit) (13), an ECU (Electronic Control Unit) and control software (14), an in-vehicle network (15), and an HMI (Human Machine Interface) human-machine interaction system (16). Specifically:

[0038] Acceleration sensors (5, 6, 7, 8) are located at the lower end of the outer cylinder of the damping adjustable shock absorber (1, 2, 3, 4) and are connected to the ECU and control software (14) via wires to obtain acceleration signals from the front / rear axle wheel ends of the vehicle.

[0039] The ECU and control software (14) calculate the target control current I applied to the control components (17, 18, 19, 20) of the adjustable damping shock absorbers (1, 2, 3, 4) based on the current driving status parameters of the vehicle obtained by the sensors (5, 6, 7, 8, 13), the suspension performance parameters customized by the user through the HMI human-machine interaction system (16), and the control algorithm (69). kThis allows the vehicle's suspension to have a personalized suspension style that can be customized by the user. It should be noted that the adjustable damping shock absorbers (1, 2, 3, 4) are equipped with control components (17, 18, 19, 20), which are connected to the ECU and control software (14) via wires. The ECU and control software (14) output a target control current, which is applied to the control components (17, 18, 19, 20). Furthermore, the ECU can also sample the actual control current I from the control components (17, 18, 19, 20). k .

[0040] The gyroscope IMU (13) is used to obtain the acceleration signal of the vehicle body's Z-axis motion in order to determine the vehicle body's motion state parameters. It should be noted that the IMU can be mounted on the vehicle body and connected to the ECU and control software (14) via wires. In addition, the IMU can also be integrated into the ECU. The specific settings can be configured according to the actual situation, and this application does not impose any restrictions on this. Here, Z-axis is the direction perpendicular to the ground.

[0041] Users can interact with the vehicle through the HMI (Human-Machine Interface) system (16). In response to the user's interaction through the HMI system, a user interface (39) can be displayed, allowing for customized settings of suspension performance parameters. The HMI system (16) is connected to the ECU and control software (14) via the vehicle network (15) bus, enabling interactive communication between the two.

[0042] Figure 2 A flowchart of a vehicle suspension control method provided in this application embodiment is illustrated using a terminal device as an example of the aforementioned computer device. The method includes S201-S204:

[0043] S201: Acquire the vehicle's driving status parameters during vehicle operation.

[0044] During vehicle operation, driving status parameters can be acquired, which indicate the current driving condition of the vehicle, so as to adjust the vehicle's suspension performance.

[0045] Specifically, the driving state parameters can be determined by the vehicle's ECU through various sensors (such as acceleration sensors). In one possible implementation, the driving state parameters can include vehicle body motion state parameters and the relative motion velocity parameters between the upper and lower ends of the adjustable damper. The vehicle body motion state parameters represent the direction of the vehicle's Z-axis motion. Specifically, they can be determined in the following ways:

[0046] The acceleration signal of the vehicle body moving in the Z direction is obtained by the IMU, and then the acceleration signal is bandpass filtered and numerically integrated by the ECU and control software (14) to obtain the vehicle body's Z-direction speed V. body As the aforementioned vehicle motion state parameters, the current motion state of the vehicle in the Z direction can be determined as upward or downward based on the vehicle motion state parameters.

[0047] The wheel-end acceleration signal of the vehicle is obtained by an acceleration sensor (such as acceleration sensor 5), and then the ECU and control software (14) perform bandpass filtering and numerical integration on the wheel-end acceleration signal to obtain the wheel-end Z-axis motion speed V. wheel The first angular velocity ω of the vehicle body around the X-axis is obtained through the IMU. x and the second angular velocity ω of the motion about the Y-axis y The position parameters of the adjustable damper and gyroscope are obtained, and then the vehicle body motion parameters, first angular velocity, second angular velocity, and position parameters are processed with equivalent velocity changes to obtain the Z-axis motion velocity parameter V at the connection between the adjustable damper and the vehicle body. b Finally, find V. wheel With V b The difference is used as the relative motion velocity parameter V between the upper and lower ends of the damped adjustable shock absorber. damper .

[0048] It is understood that the vehicle has four wheel ends, front and rear axles, and correspondingly four adjustable damping shock absorbers are provided. For ease of understanding, this application embodiment takes four adjustable damping shock absorbers (1, 2, 3, 4) as an example, as described below:

[0049] See Figure 3 As shown, 70 represents the X-axis and 71 represents the Y-axis; the four wheel ends of the vehicle's front and rear axles correspond to the adjustable dampers (1, 2, 3, 4), and the corresponding connection points with the vehicle body (9, 10, 11, 12); the position parameters of the adjustable dampers and gyroscopes are L1, L2, L3, and L4, representing the vertical distances from the IMU to the left wheel end, right wheel end, front axle wheel end, and rear axle wheel end, respectively; furthermore, the Z-axis velocity parameters of the connection points between the adjustable dampers at the left and right wheel ends of the front axle, the right wheel end of the front axle, the left wheel end of the rear axle, and the right wheel end of the rear axle and the vehicle body are V... bFL V bFR V bRL V bRR The equivalent velocity change is obtained as follows:

[0050]

[0051] Acceleration signals from each wheel end are acquired by acceleration sensors (5, 6, 7, 8) located at the lower end of the outer cylinder of the adjustable damper (1, 2, 3, 4). The ECU and control software (14) then perform bandpass filtering and numerical integration on the wheel end acceleration signals to obtain the Z-axis motion speed V of each wheel end. wFL V wFR V wRL V wRR .

[0052] Finally, find V. wFL With V bFL The difference, V wFR With V bFR The difference, V wRL With V bRL The difference and V wRR With V bRR The difference is used as the relative motion velocity parameter V between the upper and lower ends of the damped adjustable shock absorber corresponding to each wheel end. dFL V dFR V dRL V dRR .

[0053] S202: Obtain the suspension performance parameters of the vehicle as defined by the user.

[0054] In addition to the vehicle's driving status parameters, it is also necessary to obtain the user-defined suspension performance parameters. These suspension performance parameters are user-defined and represent the user's personalized requirements for suspension performance, thus facilitating the adjustment of the vehicle's suspension performance.

[0055] Users can customize suspension performance parameters according to their individual needs for suspension style. In one possible implementation, S202 may include the following steps:

[0056] S2021: Displays the suspension customization interface in response to user-defined actions;

[0057] S2022: Obtain the suspension performance parameters set by the user through the suspension customization interface.

[0058] Specifically, users can interact with the vehicle through the HMI human-machine interaction system (16) to perform custom operations. The HMI human-machine interaction system (16) can then respond to the user's custom operations by displaying the suspension customization interface, where users can set suspension performance parameters.

[0059] In one possible implementation, S2022 may include the following steps:

[0060] The suspension stiffness adjustment controls are displayed through the suspension customization interface; the suspension stiffness adjustment controls are determined based on preset key speed points and vehicle body motion parameters.

[0061] Obtain the suspension stiffness parameters set by the user through the suspension stiffness adjustment controls, and use them as suspension performance parameters.

[0062] The suspension stiffness adjustment control can be displayed in the suspension customization interface. This suspension stiffness adjustment control is determined based on preset key vehicle speed points and vehicle motion state parameters. Users can adjust the suspension stiffness parameters by sliding the suspension stiffness adjustment control. In other words, the suspension stiffness parameters set by the user can be obtained as the aforementioned suspension performance parameters in response to the user's sliding operation of the suspension stiffness adjustment control.

[0063] For ease of understanding, this application provides a suspension customization interface, see [link to relevant documentation]. Figure 4 39 is a suspension customization interface, which displays suspension stiffness adjustment controls. These controls are determined based on preset key speed points and vehicle motion parameters. The vehicle motion parameters (33) determine the Z-direction of the vehicle's movement as downward (34) or upward (35). Key speed points can be determined based on the vehicle's driving conditions and the user's personalized needs. It should be noted that the number of key speed points can be set according to actual conditions; this application does not impose any limitations on this. For example, in... Figure 4 The diagram shows five key speed points, V1-V5, specifically 21-1, 21-2, 21-3, 21-4, and 21-5, representing vehicle speeds increasing from low to high. Furthermore, Figure 4 The diagram also shows the front axle (22) and rear axle (23) of the vehicle. Based on this, users can flexibly adjust the suspension stiffness parameters (29, 30, 31, 32) of the front and rear axles, regardless of whether the vehicle body is moving upward or downward, thereby completing the customized setting of the suspension style to achieve settings based on individual needs.

[0064] It is understandable that the suspension stiffness parameters customized by the user through the suspension customization interface can reflect the user's intention. Therefore, this application also provides a user intention recognition method, see [link to relevant documentation]. Figure 5 Based on the values ​​of the suspension stiffness parameters set by the user at various key vehicle speed points, the user's intention (40, 41) can be fitted. That is, when the vehicle is moving upward, as the vehicle speed increases (from V1 to V5 represents the vehicle speed from low to high), the user's demand for suspension stiffness increases. Correspondingly, when the vehicle is moving downward, as the vehicle speed increases, the user's demand for suspension stiffness increases.

[0065] In addition, the suspension customization interface (39) is also equipped with a suspension customization function switch button (24) to control the opening and closing of the suspension customization function. The suspension customization interface (39) is also equipped with a mode selection button, which can include mode 1 (25), mode 2 (26), and mode 3 (27). The mode selection button provides users with a way to select suspension stiffness parameters with one click. The suspension stiffness parameters corresponding to each mode can be pre-defined and stored in the suspension system. Based on this, in actual driving, users can directly complete the setting of suspension stiffness parameters by selecting the mode button. It should be noted that the number of preset stored modes can be selected and set by the user according to the actual situation. This application does not limit this in any way. The suspension customization interface (39) is also equipped with a return button (28) to control the return from the suspension customization interface (39) to the main interface of the HMI human-machine interaction system (16). It can be understood that when the user triggers 28, the user returns to the main interface of the HMI human-machine interaction system. However, the suspension soft and hard parameters set in the suspension customization interface (39) before the return is triggered need to be saved so that when the user triggers the return and re-enters the suspension customization interface (39), the user can continue to complete the customization settings of the suspension soft and hard parameters.

[0066] S203: Determine the target control current of the adjustable damper of the suspension based on the driving state parameters and suspension performance parameters.

[0067] S204: Control the damping adjustable damper according to the target control current.

[0068] Once the driving state parameters and suspension performance parameters are obtained, the target control current of the adjustable damper can be determined based on these parameters. This allows for control of the adjustable damper according to the target control current, thereby adjusting the vehicle's suspension performance to achieve a user-defined suspension style.

[0069] When the driving state parameters include vehicle body motion state parameters and relative motion velocity parameters between the upper and lower ends of the adjustable damper, S203 may include the following steps:

[0070] S2031: Determine the target control area of ​​the suspension based on the vehicle motion state parameters and relative motion speed parameters; the current corresponding to the target control area is related to the suspension performance parameters.

[0071] S2032: Obtain the current corresponding to the target control region as the target control current.

[0072] Specifically, the target control area of ​​the suspension can be determined based on the vehicle motion state parameters and the relative motion speed parameters of the upper and lower ends of the damping adjustable shock absorber, and then the current corresponding to the target control area can be used as the target control current.

[0073] In practical applications, the region can be pre-divided based on the parameters of the vehicle's motion state and the relative motion velocity parameters of the upper and lower ends of the adjustable damper. Within different regions, the vehicle's suspension performance control characteristics will differ. (See also...) Figure 6 As shown, the sensitive and insensitive zones are first divided based on the relationship between the absolute values ​​of the relative motion velocity parameters at the upper and lower ends of the adjustable damper and a preset threshold. This preset threshold can be determined based on the characteristics of the suspension system, and the preset threshold is V. dd When the relative motion velocity parameter V damper In [-V dd +V dd When the absolute value of the relative motion velocity parameter is less than or equal to the preset threshold, the area is considered a non-sensitive area (42). Correspondingly, when the relative motion velocity parameter V... damper Exceeding [-V dd +V dd When the absolute value of the relative motion velocity parameter is greater than the preset threshold, the area is determined to be a sensitive area. Further, based on the vehicle motion state parameters and the relative motion velocity parameters of the upper and lower ends of the adjustable damper, the sensitive area is determined to be either the base current area (43,44) or the user-defined response area (45,46). Therefore, after determining the current vehicle motion state parameters and the relative motion velocity parameters of the upper and lower ends of the adjustable damper, the corresponding target control area can be determined, and the current corresponding to the target control area can be obtained as the target control current. Specifically, this can be divided into the following three cases:

[0074] (I) First Case

[0075] In one possible implementation, when the absolute value of the relative motion speed parameter is greater than a preset threshold, the area is first determined to be a sensitive area. Simultaneously, if the product of the vehicle motion state parameter and the relative motion speed parameter is greater than zero, the target control area is determined to be a user-defined response area. Accordingly, S2032 may include the following steps:

[0076] The first angular velocity of the vehicle around the X-axis and the second angular velocity around the Y-axis are obtained by a gyroscope installed in the vehicle.

[0077] Obtain the position parameters of the adjustable damper and the gyroscope;

[0078] The vehicle body motion state parameters, first angular velocity, second angular velocity, and position parameters are processed by equivalent velocity change to obtain the Z-axis motion velocity parameters at the connection between the damping adjustable shock absorber and the vehicle body.

[0079] The calculated damping force of the adjustable damper is determined based on the relative motion velocity parameters and the Z-axis motion velocity parameters.

[0080] Obtain the target damping correction coefficient corresponding to the suspension performance parameters;

[0081] The calculated damping force is corrected based on the target damping correction coefficient to obtain the target damping force of the adjustable damper.

[0082] Based on the mapping relationship between the required damping force and the relative motion velocity parameters of the adjustable damper under different current conditions, the target current corresponding to the target damping force is determined as the current corresponding to the target control area.

[0083] The target current is determined as the target control current.

[0084] It should be noted that for details regarding position parameters and equivalent velocity change processing, please refer to the aforementioned explanation, which will not be repeated here. After obtaining the Z-axis motion velocity parameters at the connection between the adjustable damper and the vehicle body through equivalent velocity change processing, the calculated damping force of the adjustable damper can be determined based on the relative motion velocity parameters and the Z-axis motion velocity parameters. This calculated damping force represents the damping force corresponding to the current driving conditions of the vehicle. Then, the calculated damping force is corrected according to the target damping correction coefficient to obtain the target damping force of the adjustable damper. Since the target damping correction coefficient corresponds to the suspension performance parameters set by the user, it can represent the user's personalized requirements. Therefore, the target damping force obtained by correcting the calculated damping force according to the target damping correction coefficient can reflect the current driving requirements of the vehicle and the user's personalized requirements compared to the calculated resistance. Furthermore, based on the mapping relationship between the required damping force of the adjustable damper and the relative motion parameters under different current conditions, the target current of the user-defined response zone can be determined as the aforementioned target control current, so as to facilitate the adjustment of the suspension stiffness performance.

[0085] To correct the calculated damping force based on the target damping correction factor and obtain the target damping force of the adjustable damper, the following formula can be used:

[0086] F kf =f k *F k

[0087] Among them, F kf For the target damping force, F k To calculate the damping force, fk is the target damping correction factor.

[0088] For ease of understanding, this application provides a schematic diagram illustrating the mapping relationship between the required damping force and the relative motion velocity parameters of an adjustable damper. (See attached diagram.) Figure 7 As shown, the horizontal axis represents the relative velocity parameter V between the upper and lower ends of the adjustable damper. damper (m / s), with the vertical axis representing the required damping force F of the adjustable damper. kf (N), this mapping relationship can be pre-calibrated based on the characteristics of the suspension system, and the mapping relationship can be as follows: Figure 7 The graph shows the relationship between 49, 50, 51, and 52, where 49 and 52 can be boundary values. For example, when the target damping force is F1 and the relative motion velocity parameter is V1, the target control current can be determined to be I. j .

[0089] Regarding the method of determining the calculated damping force of an adjustable damper based on relative motion velocity parameters and Z-axis motion velocity parameters, this application provides the following example, taking the adjustable damper corresponding to the left wheel end of the front axle of a vehicle:

[0090] In one possible implementation, the relative motion velocity parameters and the Z-axis motion velocity parameters can be fuzzified to obtain the calculated damping force. See also Figure 8 First, regarding V bFL and V dFL Obtain v by blurring bFL and v dFL Further, based on the fuzzy inference rules, v bFL and v dFL Processing yields f kFL Finally, for f kFL The calculated damping force F is obtained by performing defuzzification. kFL The following example is provided for the blurring process:

[0091] According to V dFL The parameter sizes are divided into: negative large (dNB), negative small (dNS), zero (dZE), positive small (dPS), and positive large (dPB), according to V. bFL The parameter sizes are divided into: negative large (bNB), negative small (bNS), zero (bZE), positive small (bPS), and positive large (bPB). The corresponding calculated damping forces can be determined as negative large (FNB), negative medium (FNM), negative small (FNS), zero (FZE), positive small (FPS), positive medium (FPM), and positive large (FPB) in the manner shown in Table 1.

[0092] Table 1

[0093]

[0094] It should be noted that the sign of the parameter is determined based on its direction in the Z-axis, such as V. bFL If the direction of the velocity is the positive Z-direction, then it is determined to be positive. If V bFL If the direction of the velocity is the negative direction of the Z-axis, then it is determined to be negative; the same applies to other cases.

[0095] In another possible implementation, the calculated damping force of the adjustable damper can be determined based on the relative motion velocity parameters and the Z-axis motion velocity parameters as follows:

[0096] (1) When V bFL Positive, V dFL When the value is positive, the corresponding calculated damping force can be determined using Table 2:

[0097] Table 2

[0098]

[0099]

[0100] (2) When V bFL negative, V dFL When the value is negative, the corresponding calculated damping force can be determined using Table 3:

[0101] Table 3

[0102]

[0103] It should be noted that in the blurring process, V... bFL and V dFL Divided into various velocity points V dn V bm The number of speed points can be set according to actual needs, that is, the number of n and m can be set according to actual needs, as shown in Table 1 and Table 2, where n and m are set to 5.

[0104] Furthermore, regarding the method for obtaining the target damping correction coefficient corresponding to the suspension performance parameters, the embodiments of this application provide the following method as an example:

[0105] In one possible implementation, the target damping correction coefficient can be determined based on the mapping relationship between suspension performance parameters and damping correction coefficients. See [link to relevant documentation] for details. Figure 9 The horizontal axis represents the user-defined suspension performance parameter D. zi The vertical axis represents the damping correction factor f. kThis mapping curve can be pre-calibrated based on the suspension stiffness characteristics. A larger user-defined suspension performance parameter indicates a greater demand for stiffer suspension characteristics, correspondingly resulting in a larger damping correction coefficient. For example, when the user-defined suspension performance parameter is D... zi At that time, the corresponding target damping correction coefficient f can be determined through this mapping relationship. ki Based on this, users' personalized requirements for suspension performance can be converted into a target damping correction coefficient for the calculated damping force of the adjustable damper. The calculated damping force can then be corrected according to this target damping correction coefficient to obtain the target damping force.

[0106] In another possible implementation, the vehicle's speed can be obtained, and the speed and suspension performance parameters can be fuzzified to obtain the target damping correction coefficient. For details, please refer to... Figure 10 The vehicle's speed is V. vehicle First, regarding D zi and V vehicle d is obtained by blurring. zi and v vehicle Based on the fuzzy inference rules for d zi and v vehicle Processing to obtain f kio Finally, for f kio The target damping correction coefficient f is obtained by performing deblurring. ki The following example is provided for the blurring process:

[0107] According to D zi The parameter values ​​are categorized into: Ultra-low (SL), Low (ML), Medium (ZE), High (MH), and Ultra-high (SH), based on V. vehicle The parameter values ​​are divided into: low speed (LLV), low-to-medium speed (LMV), medium speed (MMV), medium-to-high speed (MHS), and high speed (HHV). Then, according to the processing rules shown in Table 4, the corresponding suspension stiffness is determined as super soft (SSS), soft (MSS), moderate (ZES), stiff (MHS), and super stiff (SHS).

[0108] Table 4

[0109]

[0110] (ii) The second situation

[0111] In another possible implementation, when the absolute value of the relative motion speed parameter is greater than a preset threshold, the area is first determined to be a sensitive area. At the same time, if the product of the vehicle motion state parameter and the relative motion speed parameter is less than zero, then the target control area is determined to be the base current area. Accordingly, S2032 may include the following steps:

[0112] Based on the mapping relationship between the base current and the suspension performance parameters, the target base current corresponding to the user-defined suspension performance parameters is determined as the current corresponding to the base current zone.

[0113] Use the target base current as the target control current.

[0114] Specifically, when the target control region is determined to be the base current region based on the vehicle motion state parameters and the relative motion speed parameters of the upper and lower ends of the adjustable damper, the base current corresponding to the base current region can be directly used as the target control current. Specifically, the target base current corresponding to the user-defined suspension performance parameters can be determined based on the mapping relationship between the base current and the suspension performance parameters, and this target base current can be used as the target control current to facilitate the adjustment of suspension performance.

[0115] (III) The third situation

[0116] In another possible implementation, if the absolute value of the relative motion velocity parameter is less than or equal to a preset threshold, the target control area is determined to be a non-sensitive area. Within this area, S2032 may include the following steps:

[0117] The current corresponding to the previous target control region before entering the non-sensitive region is obtained as the non-sensitive region current corresponding to the non-sensitive region.

[0118] Use the current in the non-sensitive area as the target control current.

[0119] That is, the current corresponding to the target control region before entering the non-sensitive region is taken as the non-sensitive region current, and then this non-sensitive current is taken as the aforementioned target control current. For example, see Figure 6 If switching from the user-defined response area 45 to the non-sensitive area 42, the current corresponding to the user-defined response area 45 will be used as the non-sensitive current corresponding to the non-sensitive area; if switching from the base current area 43 to the non-sensitive area 42, the current corresponding to the base current area 42 will be used as the non-sensitive current corresponding to the non-sensitive area.

[0120] As can be seen from the above technical solution, during vehicle operation, the vehicle's driving state parameters and user-defined suspension performance parameters can be acquired first. The driving state parameters represent the vehicle's current driving condition, while the user-defined suspension performance parameters represent the user's personalized needs for suspension performance. Based on these two dimensions of parameters, the target control current for the adjustable damping shock absorber is determined. Finally, the adjustable damping shock absorber is controlled according to the target control current to adjust the suspension performance. Therefore, the target control current used to control the adjustable damping shock absorber is determined based on these two dimensions of parameters. Thus, adjusting the suspension performance under the control of this target control current ensures that the adjusted suspension performance meets the user's personalized needs, improving the user experience.

[0121] Corresponding to the above embodiments, this application also provides a vehicle suspension control logic, see [link to relevant documentation]. Figure 11 As shown, specifically, the ECU acquires the wheel-end acceleration signal a through the accelerometer. z-wheel (54) and then bandpass filtered by a filter (55) and a numerical integration is performed (56) to obtain the wheel end Z-axis motion speed V. wheel The ECU acquires the acceleration signal of the vehicle body in the Z-direction via the IMU. z-body (57) and then bandpass filtered (58) and numerically integrated (59) to obtain the vehicle body's Z-axis motion speed V. body and V body The Z-axis velocity parameter V at the connection between the damped adjustable shock absorber and the vehicle body is obtained by performing an equivalent velocity transformation (60). b Find V wheel With V b The difference is used as the relative motion velocity parameter V between the upper and lower ends of the damped adjustable shock absorber. damper Furthermore, when V damper The absolute value is greater than the preset threshold V dd At that time, the area was identified as a sensitive area, and further, when V damper *V body When the value is greater than zero, the area is determined to be a user-defined response area, and at this time, it is based on V. damper and V b Determine the damping force F k (65) At the same time, the vehicle speed V is determined by collecting the vehicle speed signal from the CAN bus. vehicle And according to V vehicle And the user-defined suspension stiffness parameter D ziComplete the user-defined parameter conversion (66) to obtain the corresponding target damping correction coefficient f. k (66); then, the calculated damping force is corrected according to the target damping correction coefficient to obtain the target damping force F. kf (67) Finally, the target control current I corresponding to the target damping force is determined. K (68); If V damper The absolute value is greater than the preset threshold V dd And V damper *V body If the value is less than zero, the region is determined to be the base current region. In this case, the target base current of the base current region can be directly obtained as I. base As the target control current I K (64); If V damper The absolute value is less than or equal to the preset threshold V dd If the current is found to be within a non-sensitive area, then the current corresponding to the previous target control area before entering the non-sensitive area can be directly obtained as the non-sensitive current corresponding to the non-sensitive area, i.e., the non-sensitive current is I. base or I K-1 At this point, the insensitive current is used as the target control current I. K , that is I K =I base or I K =I K-1 Finally, once the target control current corresponding to the adjustable damper is determined, the damper can be adjusted by applying the target control current to the corresponding control component, thereby controlling the vehicle's suspension performance and enabling the vehicle's suspension performance to have a user-defined suspension style.

[0122] It is understood that this basically corresponds to the method embodiment, so relevant details can be found in the description of the method embodiment.

[0123] Figure 12 This is a structural diagram of a vehicle suspension control device provided in an embodiment of this application. The device includes an acquisition unit 1201, a determination unit 1202, and a control unit 1203.

[0124] The acquisition unit 1201 is used to acquire the driving status parameters of the vehicle during the driving process.

[0125] The acquisition unit 1201 is also used to acquire the suspension performance parameters of the vehicle that are user-defined.

[0126] The determining unit 1202 is used to determine the target control current of the adjustable damper of the suspension based on the driving state parameters and the suspension performance parameters.

[0127] The control unit 1203 is used to control the damping adjustable vibration damper according to the target control current.

[0128] In one possible implementation, the driving state parameters include vehicle body motion state parameters and relative motion velocity parameters between the upper and lower ends of the adjustable damper, and the determining unit is further configured to:

[0129] The target control region of the suspension is determined based on the vehicle body motion state parameters and the relative motion speed parameters; the current corresponding to the target control region is related to the suspension performance parameters.

[0130] The current corresponding to the target control region is obtained as the target control current.

[0131] In one possible implementation, if the absolute value of the relative motion velocity parameter is greater than a preset threshold, the determining unit is further configured to:

[0132] If the product of the vehicle motion state parameter and the relative motion speed parameter is greater than zero, the target control area is determined to be a user-defined response area;

[0133] The first angular velocity of the vehicle around the X-axis and the second angular velocity around the Y-axis are obtained by a gyroscope installed in the vehicle.

[0134] Obtain the position parameters of the adjustable damper and the gyroscope;

[0135] The vehicle body motion state parameters, the first angular velocity, the second angular velocity, and the position parameters are processed by equivalent velocity change to obtain the Z-axis motion velocity parameters at the connection between the adjustable damper and the vehicle body.

[0136] The calculated damping force of the adjustable damper is determined based on the relative motion velocity parameters and the Z-axis motion velocity parameters.

[0137] Obtain the target damping correction coefficient corresponding to the suspension performance parameters;

[0138] The calculated damping force is corrected according to the target damping correction coefficient to obtain the target damping force of the adjustable damper.

[0139] Based on the mapping relationship between the required damping force of the adjustable damper and the relative motion velocity parameter under different current conditions, the target current corresponding to the target damping force is determined as the current corresponding to the target control area.

[0140] The target current is determined as the target control current.

[0141] In one possible implementation, the determining unit is further configured to:

[0142] The target damping correction coefficient is determined based on the mapping relationship between suspension performance parameters and damping correction coefficient.

[0143] Alternatively, obtain the vehicle's speed;

[0144] The vehicle speed and the suspension performance parameters are fuzzified to obtain the target damping correction coefficient.

[0145] In one possible implementation, the determining unit is further configured to:

[0146] The relative motion velocity parameters and the Z-axis motion velocity parameters are fuzzified to obtain the calculated damping force.

[0147] In one possible implementation, if the absolute value of the relative motion velocity parameter is greater than a preset threshold, the determining unit is further configured to:

[0148] If the product of the vehicle body motion state parameter and the relative motion speed parameter is less than zero, the target control region is determined to be the base current region.

[0149] Based on the mapping relationship between the base current and the suspension performance parameters, the target base current corresponding to the user-defined suspension performance parameters is determined as the current corresponding to the base current zone.

[0150] The target base current is used as the target control current.

[0151] In one possible implementation, the determining unit is further configured to:

[0152] If the absolute value of the relative motion velocity parameter is less than or equal to a preset threshold, the target control area is determined to be a non-sensitive area.

[0153] The step of obtaining the current corresponding to the target control region as the target control current includes:

[0154] The current corresponding to the previous target control region before entering the non-sensitive region is obtained as the non-sensitive region current corresponding to the non-sensitive region.

[0155] The non-sensitive area current is used as the target control current.

[0156] In one possible implementation, the acquisition unit is further configured to:

[0157] In response to the user's custom operation, the suspension customization interface is displayed;

[0158] Obtain the suspension performance parameters set by the user through the suspension customization interface.

[0159] In one possible implementation, the acquisition unit is further configured to:

[0160] The suspension stiffness adjustment controls are displayed through the suspension customization interface; the suspension stiffness adjustment controls are determined based on preset key speed points and the vehicle's body motion parameters.

[0161] The suspension stiffness parameters set by the user through the suspension stiffness adjustment control are obtained as the suspension performance parameters.

[0162] As can be seen from the above technical solution, during vehicle operation, the vehicle's driving state parameters and user-defined suspension performance parameters can be acquired first. The driving state parameters represent the vehicle's current driving condition, while the user-defined suspension performance parameters represent the user's personalized needs for suspension performance. Based on these two dimensions of parameters, the target control current for the adjustable damping shock absorber is determined. Finally, the adjustable damping shock absorber is controlled according to the target control current to adjust the suspension performance. Therefore, the target control current used to control the adjustable damping shock absorber is determined based on these two dimensions of parameters. Thus, adjusting the suspension performance under the control of this target control current ensures that the adjusted suspension performance meets the user's personalized needs, improving the user experience.

[0163] For the device embodiments, since they basically correspond to the method embodiments, the relevant parts can be referred to in the description of the method embodiments. The device embodiments described above are merely illustrative. The units described as separate components may or may not be physically separate, and the components shown as units may or may not be physical units, that is, they may be located in one place or distributed across multiple network units. Some or all of the modules can be selected to achieve the purpose of this embodiment according to actual needs. Those skilled in the art can understand and implement this without creative effort.

[0164] It should be noted that, in this document, relational terms such as "first" and "second" are used only to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitations, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes said element.

[0165] The above provides a detailed description of a vehicle suspension control method and apparatus according to embodiments of this application. Specific examples have been used to illustrate the principles and implementation methods of this application. The descriptions of the embodiments above are merely for the purpose of helping to understand the method of this application. Furthermore, those skilled in the art will recognize that variations in the specific implementation methods and application scope may occur based on the method of this application.

[0166] In summary, the content of this specification should not be construed as limiting this application. Any variations or substitutions that can be easily conceived by those skilled in the art within the scope of the technology disclosed in this application should be included within the protection scope of this application. Furthermore, based on the implementation methods provided in the above aspects, this application can be further combined to provide more implementation methods.

Claims

1. A suspension control method of a vehicle, characterized by, The method includes: During vehicle operation, the vehicle's driving state parameters are acquired; the driving state parameters include vehicle body motion state parameters and relative motion speed parameters of the upper and lower ends of the damping adjustable shock absorber. Obtain the suspension performance parameters of the vehicle as defined by the user; The target control region of the suspension is determined based on the vehicle body motion state parameters and the relative motion speed parameters; the current corresponding to the target control region is related to the suspension performance parameters. Obtain the current corresponding to the target control region as the target control current; The damping adjustable vibration damper is controlled according to the target control current.

2. The method of claim 1, wherein, If the absolute value of the relative motion speed parameter is greater than a preset threshold, determining the target control area of ​​the suspension based on the vehicle body motion state parameters and the relative motion speed parameter includes: If the product of the vehicle motion state parameter and the relative motion speed parameter is greater than zero, the target control area is determined to be a user-defined response area; The step of obtaining the current corresponding to the target control region as the target control current includes: The first angular velocity of the vehicle around the X-axis and the second angular velocity around the Y-axis are obtained by a gyroscope installed in the vehicle. Obtain the position parameters of the adjustable damper and the gyroscope; The vehicle body motion state parameters, the first angular velocity, the second angular velocity, and the position parameters are processed by equivalent velocity change to obtain the Z-axis motion velocity parameters at the connection between the adjustable damper and the vehicle body. The calculated damping force of the adjustable damper is determined based on the relative motion velocity parameters and the Z-axis motion velocity parameters. Obtain the target damping correction coefficient corresponding to the suspension performance parameters; The calculated damping force is corrected according to the target damping correction coefficient to obtain the target damping force of the adjustable damper. Based on the mapping relationship between the required damping force of the adjustable damper and the relative motion velocity parameter under different current conditions, the target current corresponding to the target damping force is determined as the current corresponding to the target control area. The target current is determined as the target control current.

3. The method of claim 2, wherein, The step of obtaining the target damping correction coefficient corresponding to the suspension performance parameters includes: The target damping correction coefficient is determined based on the mapping relationship between suspension performance parameters and damping correction coefficient. Alternatively, obtain the vehicle's speed; The vehicle speed and the suspension performance parameters are fuzzified to obtain the target damping correction coefficient.

4. The method of claim 2, wherein, The step of determining the calculated damping force of the adjustable damper based on the relative motion velocity parameters and the Z-axis motion velocity parameters includes: The relative motion velocity parameters and the Z-axis motion velocity parameters are fuzzified to obtain the calculated damping force.

5. The method of claim 1, wherein, If the absolute value of the relative motion speed parameter is greater than a preset threshold, determining the target control area of ​​the suspension based on the vehicle body motion state parameters and the relative motion speed parameter includes: If the product of the vehicle body motion state parameter and the relative motion speed parameter is less than zero, the target control region is determined to be the base current region. The step of obtaining the current corresponding to the target control region as the target control current includes: Based on the mapping relationship between the base current and the suspension performance parameters, the target base current corresponding to the user-defined suspension performance parameters is determined as the current corresponding to the base current zone. The target base current is used as the target control current.

6. The method of claim 1, wherein, Determining the target control area of ​​the suspension based on the vehicle body motion state parameters and the relative motion speed parameters includes: If the absolute value of the relative motion velocity parameter is less than or equal to a preset threshold, the target control area is determined to be a non-sensitive area. The step of obtaining the current corresponding to the target control region as the target control current includes: The current corresponding to the previous target control region before entering the non-sensitive region is obtained as the non-sensitive region current corresponding to the non-sensitive region. The non-sensitive area current is used as the target control current.

7. The method according to any one of claims 1 to 6, characterized in that, The process of obtaining the user-defined suspension performance parameters of the vehicle includes: In response to the user's custom operation, the suspension customization interface is displayed; Obtain the suspension performance parameters set by the user through the suspension customization interface.

8. The method of claim 7, wherein, The step of obtaining the suspension performance parameters set by the user through the suspension customization interface includes: The suspension stiffness adjustment controls are displayed through the suspension customization interface; the suspension stiffness adjustment controls are determined based on preset key speed points and the vehicle's body motion parameters. The suspension stiffness parameters set by the user through the suspension stiffness adjustment control are obtained as the suspension performance parameters.

9. A suspension control device of a vehicle, characterized by comprising: The device includes an acquisition unit, a determination unit, and a control unit: The acquisition unit is used to acquire the driving state parameters of the vehicle during the vehicle's operation; the driving state parameters include the vehicle body motion state parameters and the relative motion speed parameters of the upper and lower ends of the damping adjustable shock absorber. The acquisition unit is also used to acquire the suspension performance parameters of the vehicle that are user-defined. The determining unit is used to determine the target control area where the suspension is located based on the vehicle body motion state parameters and the relative motion speed parameters. The current corresponding to the target control region is related to the suspension performance parameters; Obtain the current corresponding to the target control region as the target control current; The control unit is used to control the damping adjustable vibration damper according to the target control current.

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