Vehicle crossing control method, device, equipment and storage medium

Abstract

The present invention belongs to the technical field of NVH of hybrid electric vehicles, and discloses a method, device, equipment and storage medium for controlling a vehicle when going over a bump. The present invention obtains the vibration acceleration value of the hybrid electric vehicle when the impact acceleration is greater than the acceleration when going over a bump, compares the vibration acceleration value with the vibration acceleration threshold, obtains the vibration frequency of the hybrid electric vehicle when the vibration acceleration value is greater than the vibration acceleration threshold, and controls the active suspension system and the power system in the hybrid electric vehicle when the frequency difference between the vibration frequency and the up and down bouncing mode of the powertrain is within a preset range, so as to optimize the bump impact of the hybrid electric vehicle. Compared with the prior art, the present application can effectively solve the bump impact and residual vibration problems of hybrid electric vehicles, and has a high optimization efficiency.

Description

Technical Field

[0001] The present invention relates to the field of hybrid vehicle NVH technology, and in particular to a vehicle kerb crossing control method, device, equipment and storage medium. Background Art

[0002] The impact problem when going over a bump has become one of the key issues of concern in the automotive field. The impact generated when a car goes over a bump will directly affect the driving comfort of the vehicle. Compared with traditional fuel vehicles and pure electric vehicles, hybrid vehicles have higher powertrain quality. When the car goes over a bump, the vibration displacement of the powertrain will be greater, and the impact and residual vibration problems will be more serious. At present, the focus of the problem of car going over a bump is on how to evaluate the impact of the car going over a bump, and output a corresponding evaluation report to reflect the real experience of the passengers. However, this method cannot optimize the driving experience.

[0003] The above contents are only used to assist in understanding the technical solution of the present invention and do not constitute an admission that the above contents are prior art. Summary of the invention

[0004] The main purpose of the present invention is to provide a method, device, equipment and storage medium for controlling vehicle bumping, aiming to solve the technical problem that the existing technology cannot effectively optimize the bumping impact problem during driving.

[0005] To achieve the above object, the present invention provides a method for controlling a vehicle to cross a ridge, the method comprising the following steps:

[0006] When the impact acceleration is greater than the bump acceleration, obtaining a vibration acceleration value of the hybrid vehicle, and comparing the vibration acceleration value with a vibration acceleration threshold;

[0007] When the vibration acceleration value is greater than a vibration acceleration threshold, the vibration frequency of the hybrid vehicle is obtained, and when the frequency difference between the vibration frequency and the up and down bouncing mode of the powertrain is within a preset range, the active suspension system and the power system in the hybrid vehicle are controlled to optimize the bump-crossing impact of the hybrid vehicle.

[0008] Optionally, the vehicle bump control strategy includes a shock absorber damping adjustment strategy, a powertrain rigid body modal adjustment strategy, a powertrain suspension limit adjustment strategy, and a powertrain hydraulic suspension damping adjustment strategy. When the vibration acceleration value is greater than a vibration acceleration threshold, the vibration frequency of the hybrid vehicle is obtained. When the frequency difference between the vibration frequency and the up and down bouncing mode of the powertrain is within a preset range, the active suspension system and the power system in the hybrid vehicle are controlled to optimize the bump impact of the hybrid vehicle, including:

[0009] When the comparison result is that the vibration acceleration value is greater than the vibration acceleration threshold, and when the frequency difference between the vibration frequency and the up and down bouncing mode of the powertrain is within a preset range, executing the shock absorber damping adjustment strategy;

[0010] After executing the shock absorber damping adjustment strategy, obtaining a first vibration acceleration value, and comparing the first acceleration value with the vibration acceleration threshold, and executing the powertrain rigid body modal adjustment strategy when the first acceleration value is greater than the vibration acceleration threshold;

[0011] After executing the powertrain rigid body modal adjustment strategy, obtaining a second vibration acceleration value, and comparing the second acceleration value with the vibration acceleration threshold, and executing the powertrain suspension limit adjustment strategy when the second acceleration value is greater than the vibration acceleration threshold;

[0012] After executing the powertrain suspension limit adjustment strategy, obtaining a third vibration acceleration value, and comparing the third acceleration value with the vibration acceleration threshold, and executing the powertrain hydraulic suspension damping adjustment strategy when the third acceleration value is greater than the vibration acceleration threshold;

[0013] After executing the powertrain hydraulic suspension damping adjustment strategy, a fourth vibration acceleration value is obtained, and the fourth acceleration value is compared with the vibration acceleration threshold value. When the fourth acceleration value is greater than the vibration acceleration threshold value, the steps of obtaining the second vibration acceleration value and comparing the second acceleration value with the vibration acceleration threshold value are repeated. When the second acceleration value is greater than the vibration acceleration threshold value, the step of executing the powertrain suspension limit adjustment strategy is executed.

[0014] Optionally, the vibration acceleration value is a vibration acceleration value of a seat rail, and when the comparison result is that the vibration acceleration value is greater than a vibration acceleration threshold, and when the vibration frequency and the frequency difference of the up and down bouncing mode of the powertrain are within a preset range, executing the shock absorber damping adjustment strategy includes:

[0015] Acquiring a vibration acceleration value of the seat rail, and when the vibration acceleration value of the seat rail is greater than the vibration acceleration threshold, extracting a vibration signal of the seat rail;

[0016] Performing low-pass filtering on the vibration signal of the seat rail to obtain a time-domain vibration signal of the seat rail;

[0017] When the impact acceleration is greater than the bump acceleration, a preset peak value in the time domain vibration signal is obtained, a corresponding peak value is determined according to the preset peak value, and a vibration period is obtained according to the preset peak value and the corresponding peak value;

[0018] Obtaining a vibration frequency according to the vibration period, subtracting the vibration frequency from the frequency of the up and down bouncing mode of the power assembly, and comparing the obtained difference with a preset range;

[0019] When the difference is within the preset range, the shock absorber damping adjustment strategy is executed.

[0020] Optionally, the shock absorber damping adjustment strategy includes:

[0021] Acquire the vibration acceleration value, and obtain a target control current according to the vibration acceleration value;

[0022] The power supply current of the shock absorber is adjusted to the target control current, the damping value provided by the shock absorber is increased, and the vibration transmission from the wheel center to the vehicle body is reduced.

[0023] Optionally, the powertrain rigid body modal adjustment strategy includes:

[0024] Acquire the frequency of the up-and-down synchronous bouncing mode of the suspension system, and determine the frequency difference according to the frequency of the up-and-down synchronous bouncing mode of the suspension system and the frequency of the up-and-down bouncing mode of the powertrain;

[0025] When the frequency difference is less than the separation frequency difference, a frequency adjustment value is obtained according to the frequency difference and a preset separation frequency difference, and the frequency of the powertrain up and down bouncing mode is adjusted to obtain a new powertrain up and down bouncing mode frequency, so that the frequency difference is greater than the preset separation frequency difference;

[0026] The stiffness of the main spring of the powertrain suspension is adjusted according to the new powertrain up and down bouncing modal frequency.

[0027] Optionally, the powertrain suspension limit adjustment strategy includes:

[0028] Determine the target gap between the suspension main spring and the limit block;

[0029] adjusting the gap between the suspension main spring and the limit block according to the target gap;

[0030] Determining a target stiffness of the limit block according to the vibration acceleration value;

[0031] Adjust the stiffness of the limit block according to the target stiffness of the limit block

[0032] Optionally, the powertrain hydraulic suspension damping adjustment strategy includes:

[0033] Determining the up and down bouncing modal frequency;

[0034] Determining the damping angle peak frequency of the hydraulic mount according to the up and down bouncing modal frequency;

[0035] Determining a target damping angle of the hydraulic mount;

[0036] The damping angle of the powertrain hydraulic mount is adjusted according to the target damping angle.

[0037] In addition, in order to achieve the above-mentioned purpose, the present invention also provides a vehicle crossing a ridge control device, the vehicle crossing a ridge control device comprising:

[0038] A monitoring module, used for obtaining a vibration acceleration value of the hybrid vehicle when the hybrid vehicle passes over a bump, and comparing the vibration acceleration value with a vibration acceleration threshold to obtain a vibration acceleration comparison result;

[0039] A selection module, configured to obtain the vibration frequency of the hybrid vehicle when the comparison result is that the vibration acceleration value is greater than the vibration acceleration threshold, and execute a vehicle crossing a bump control strategy when the difference between the vibration frequency and the frequency of the up and down bouncing mode of the powertrain is within a preset range;

[0040] A control module is used to optimize the bump-crossing impact of the hybrid vehicle according to the vehicle bump-crossing control strategy.

[0041] In addition, to achieve the above-mentioned purpose, the present invention also proposes a vehicle bump-crossing control device, which includes: a memory, a processor, and a vehicle bump-crossing control program stored in the memory and executable on the processor, wherein the vehicle bump-crossing control program is configured to implement the steps of the vehicle bump-crossing control method as described above.

[0042] In addition, to achieve the above-mentioned purpose, the present invention also proposes a storage medium, on which a vehicle crossing a bump control program is stored. When the vehicle crossing a bump control program is executed by a processor, the steps of the vehicle crossing a bump control method as described above are implemented.

[0043] The present invention obtains a vibration acceleration value of the hybrid vehicle when the hybrid vehicle passes over a bump, and compares the vibration acceleration value with a vibration acceleration threshold to obtain a comparison result of the vibration acceleration; when the comparison result is that the vibration acceleration value is greater than the vibration acceleration threshold, the vibration frequency of the hybrid vehicle is obtained, and when the frequency difference between the vibration frequency and the up and down bouncing mode of the powertrain is within a preset range, a vehicle passing over a bump control strategy is executed; and the bump passing impact of the hybrid vehicle is optimized according to the vehicle passing over a bump control strategy. Compared with the prior art, the present application can effectively solve the bump passing impact and residual vibration problems of the hybrid vehicle, and has a higher optimization efficiency. BRIEF DESCRIPTION OF THE DRAWINGS

[0044] Figure 1 It is a structural schematic diagram of a vehicle kerb crossing control device in a hardware operating environment involved in an embodiment of the present invention;

[0045] Figure 2 It is a flow chart of a first embodiment of a method for controlling a vehicle crossing a ridge according to the present invention;

[0046] Figure 3 A schematic flow chart of a second embodiment of a method for controlling a vehicle crossing a ridge according to the present invention;

[0047] Figure 4 A flow chart of a vehicle crossing a ridge control method according to an embodiment of the present invention;

[0048] Figure 5 A schematic diagram of extracting vibration period of an embodiment of a vehicle ridge crossing control method of the present invention;

[0049] Figure 6 A flowchart of extracting a vibration signal and a vibration frequency of a bump-crossing impact according to an embodiment of a bump-crossing control method for a vehicle of the present invention;

[0050] Figure 7 It is a schematic diagram showing the influence of the power supply current of the CDC shock absorber on the bump-crossing impact in one embodiment of the vehicle bump-crossing control method of the present invention;

[0051] Figure 8 It is a schematic diagram of the influence of the rigid body mode of the powertrain on the impact of the bump crossing in one embodiment of the vehicle bump crossing control method of the present invention;

[0052] Fig. 9 It is a schematic diagram of the influence of the powertrain suspension limit on the bump-crossing impact in one embodiment of the vehicle bump-crossing control method of the present invention;

[0053] Fig.10 A schematic diagram of the influence of the double hydraulic mounts according to an embodiment of a vehicle crossing a bump control method of the present invention;

[0054] Fig.11 A schematic diagram showing the influence of the peak frequency of the damping angle in an embodiment of a vehicle kerb crossing control method of the present invention;

[0055] Fig.12 A schematic diagram showing the influence of the damping angle of an embodiment of a vehicle kerb crossing control method of the present invention;

[0056] Fig.13 It is a structural block diagram of the first embodiment of the vehicle hill-crossing control device of the present invention.

[0057] The realization of the purpose, functional features and advantages of the present invention will be further explained in conjunction with embodiments and with reference to the accompanying drawings. DETAILED DESCRIPTION

[0058] It should be understood that the specific embodiments described herein are only used to explain the present invention, and are not used to limit the present invention.

[0059] Reference Figure 1 , Figure 1 The present invention is a schematic diagram of the structure of a vehicle hill-crossing control device in the hardware operating environment involved in an embodiment of the present invention.

[0060] like Figure 1 As shown, the vehicle crossing control device may include: a processor 1001, such as a central processing unit (CPU), a communication bus 1002, a user interface 1003, a network interface 1004, and a memory 1005. Among them, the communication bus 1002 is used to realize the connection and communication between these components. The user interface 1003 may include a display screen (Display), an input unit such as a keyboard (Keyboard), and the optional user interface 1003 may also include a standard wired interface and a wireless interface. The network interface 1004 may optionally include a standard wired interface and a wireless interface (such as a wireless fidelity (Wireless-Fidelity, Wi-Fi) interface). The memory 1005 may be a high-speed random access memory (Random Access Memory, RAM), or a stable non-volatile memory (Non-Volatile Memory, NVM), such as a disk storage. The memory 1005 may also be a storage device independent of the aforementioned processor 1001.

[0061] Those skilled in the art will understand that Figure 1 The structure shown in the figure does not constitute a limitation on the vehicle bump-crossing control device, and may include more or fewer components than shown in the figure, or a combination of certain components, or a different arrangement of components.

[0062] like Figure 1 As shown, the memory 1005 as a storage medium may include an operating system, a network communication module, a user interface module, and a vehicle bump control program.

[0063] exist Figure 1 In the vehicle bump control device shown, the network interface 1004 is mainly used for data communication with a network server; the user interface 1003 is mainly used for data interaction with a user; the processor 1001 and the memory 1005 in the vehicle bump control device of the present invention can be set in the vehicle bump control device, and the vehicle bump control device calls the vehicle bump control program stored in the memory 1005 through the processor 1001, and executes the vehicle bump control method provided in an embodiment of the present invention.

[0064] The embodiment of the present invention provides a method for controlling a vehicle crossing a hill, referring to Figure 2 , Figure 2 The figure is a flow chart of a first embodiment of a method for controlling a vehicle crossing a hill in the present invention.

[0065] In this embodiment, the vehicle crossing a hill control method comprises the following steps:

[0066] Step S10: when the impact acceleration is greater than the bump acceleration, obtaining a vibration acceleration value of the hybrid vehicle, and comparing the vibration acceleration value with a vibration acceleration threshold.

[0067] It should be noted that the executor of this embodiment is a vehicle bump control device, wherein the vehicle bump control device has functions such as data processing, data communication and program running. The vehicle bump control device can be an integrated controller, a control computer and other devices, and of course it can also be other devices with similar functions, and this embodiment does not limit this.

[0068] It is understandable that when a hybrid vehicle passes over a bump, the bump impact sensor will receive the impact acceleration generated when passing over the bump. In order to accurately identify the vehicle passing over the bump, the bump acceleration can be set. When the impact acceleration is greater than the bump acceleration, it means that the current vehicle is in the bump state. When the vehicle tire contacts the bump, the tire will generate wheel vibration. The vibration at this time will drive the vehicle's powertrain to vibrate. The wheel and powertrain vibrations are transmitted to the seat rails, transmitting the vibrations to the driver and passengers. After the vibration is generated, a series of residual vibrations will continue to exist. The vibration amplitude of the residual vibration will be smaller than the main vibration. The vibration acceleration can be used to describe the degree of vibration. When determining the vibration acceleration, the vibration acceleration can be determined according to the vibration peak. The vibration acceleration threshold is used to limit the vibration degree. It can be understood that when the vibration acceleration value of the hybrid vehicle is greater than the vibration acceleration threshold, it means that the current vibration degree has exceeded the acceptable range and the vibration needs to be intervened. The comparison result is used to indicate the magnitude relationship between the current vibration acceleration value and the vibration acceleration threshold.

[0069] In the specific implementation, the hybrid vehicle can monitor the vehicle crossing the bump, and the hybrid vehicle has a bump test diagnosis system. The hybrid vehicle is equipped with a CDC shock absorber (Continuous Damping Control), and the vibration acceleration sensor is installed at the seat rail position, the left and right front wheel center position, and the powertrain suspension active end position. The vibration acceleration sensor is connected to the vibration and noise data acquisition front end through a cable, and the vehicle CAN bus (CAN, Controller Area Network) OBD diagnostic port (On-Board Diagnostics) is connected to the vibration and noise data acquisition front end and the CDC shock absorber control host computer through a one-to-two OBD adapter cable. The vibration and noise data acquisition front end is connected to a computer to form a vibration test system. The system can adjust the CDC shock absorber control strategy while collecting the vehicle's seat rail vibration signals under different control strategies, such as vibration acceleration values. After the vibration acceleration value is obtained, the stored vibration acceleration threshold can be retrieved. The vibration acceleration threshold can be obtained by testing according to the type of vehicle during the test phase and packaged in the vehicle. The vibration acceleration value and the vibration acceleration threshold are compared. The comparison method can be difference or ratio, which is used to describe the size relationship between the vibration acceleration value and the vibration acceleration threshold, and obtain the comparison result of the vibration acceleration value and the vibration acceleration threshold.

[0070] Step S20: When the vibration acceleration value is greater than the vibration acceleration threshold, the vibration frequency of the hybrid vehicle is obtained, and when the frequency difference between the vibration frequency and the up and down bouncing mode of the powertrain is within a preset range, the active suspension system and the power system in the hybrid vehicle are controlled to optimize the bump-crossing impact of the hybrid vehicle.

[0071] It should be noted that when the comparison result is that the vibration acceleration value is greater than the vibration acceleration threshold, it means that the current vibration acceleration exceeds the vibration acceleration threshold. At this time, it is necessary to optimize the impact vibration caused by the car going over the bump to reduce the impact experience of the driver and passengers. At this time, the current vibration frequency of the hybrid vehicle can be obtained. When the difference between the vibration frequency and the frequency of the up and down bouncing mode of the powertrain is within a preset range, the car going over the bump control strategy can be executed. The preset range is set according to the measurement of the vehicle under actual working conditions. The preset ranges of different models may be different and can also be adjusted by themselves. This embodiment does not limit this.

[0072] In a specific implementation, when comparing the vibration acceleration value and the vibration acceleration threshold, a difference method or a ratio method can be used to obtain the difference or ratio between the vibration acceleration value and the vibration acceleration threshold. When the difference is a positive number or the ratio is greater than 1, it means that the current vibration acceleration value is greater than the vibration acceleration threshold. At this time, the vibration frequency of the hybrid vehicle can be obtained, and the current vibration frequency is compared with the frequency corresponding to the up and down bouncing mode of the powertrain to determine whether the absolute value of the difference between the current vibration frequency and the frequency of the up and down bouncing mode of the powertrain is within a preset range. If it is within the preset range, it means that the current vibration frequency is close to the up and down bouncing mode of the powertrain, and it is in line with the execution of the vehicle over-bump control strategy. When controlling a hybrid vehicle, the vehicle over-bump optimization strategy can be adjusted from aspects such as shock absorber damping adjustment, powertrain rigid body mode adjustment, powertrain suspension limit adjustment, and powertrain hydraulic suspension damping adjustment to achieve impact vibration optimization.

[0073] When the vibration level of a hybrid vehicle requires vehicle bump control, a target optimization type and a target optimization value can be determined based on the current vibration level of the hybrid vehicle and the optimized vibration level of the vehicle bump control, and bump impact can be optimized based on the target optimization type and the target optimization value. During the optimization process, there is at least one optimization type, and the target optimization value is in a one-to-one correspondence with the current corresponding optimization type.

[0074] This embodiment obtains a vibration acceleration value of the hybrid vehicle when the hybrid vehicle passes over a bump, and compares the vibration acceleration value with a vibration acceleration threshold to obtain a comparison result of the vibration acceleration; when the comparison result is that the vibration acceleration value is greater than the vibration acceleration threshold, the vibration frequency of the hybrid vehicle is obtained, and when the frequency difference between the vibration frequency and the up and down bouncing mode of the powertrain is within a preset range, a vehicle passing over a bump control strategy is executed; and the bump passing impact of the hybrid vehicle is optimized according to the vehicle passing over a bump control strategy. Compared with the prior art, the present application can effectively solve the bump passing impact and residual vibration problems of hybrid vehicles, and has a high optimization efficiency.

[0075] refer to Figure 3 , Figure 3 The figure is a flow chart of a second embodiment of a method for controlling a vehicle crossing a hill in the present invention.

[0076] Based on the first embodiment, the vehicle crossing a ridge control method of this embodiment includes, in step S20:

[0077] Step S201: When the vibration acceleration value is greater than the vibration acceleration threshold, and when the frequency difference between the vibration frequency and the up and down bouncing mode of the powertrain is within a preset range, the shock absorber damping adjustment strategy is executed.

[0078] It should be noted that the vehicle crossing the bump control strategy includes the shock absorber damping adjustment strategy, the powertrain rigid body modal adjustment strategy, the powertrain suspension limit adjustment strategy and the assembly hydraulic suspension damping adjustment strategy. When selecting the vehicle crossing the bump control strategy, select in order. When the previous optimization strategy is not sufficient to complete the optimization, select the next optimization strategy in order to continue the optimization. Figure 4 , Figure 4 This is a flow chart of the car crossing the bump control. When the car crossing the bump control strategy starts to be executed, the vibration acceleration value at this time is first compared with the vibration acceleration threshold. When the vibration acceleration value is greater than the vibration acceleration threshold, it is determined whether the vibration frequency is close to the up and down bouncing mode of the powertrain. When they are close, the shock absorber damping adjustment strategy is executed. After the shock absorber damping adjustment strategy is executed, the current vibration acceleration value is obtained again and compared with the vibration acceleration threshold. When the vibration acceleration value is greater than the vibration acceleration threshold, the powertrain rigid body modal adjustment strategy is executed. The current vibration acceleration value is obtained again and compared with the vibration acceleration threshold. When the vibration acceleration value is greater than the vibration acceleration threshold, the powertrain suspension limit adjustment strategy is executed. After the powertrain suspension limit strategy is executed, the current vibration acceleration value is obtained again and compared with the vibration acceleration threshold. When the vibration acceleration value is greater than the vibration acceleration threshold, the hydraulic damping adjustment strategy is executed. After the hydraulic damping adjustment strategy is executed, the current vibration acceleration value is obtained again and compared with the vibration acceleration threshold. When the vibration acceleration value is greater than the vibration acceleration threshold, the powertrain rigid body modal adjustment strategy is re-executed and the cycle is repeated until the vibration acceleration value is less than or equal to the vibration acceleration threshold.

[0079] In a specific implementation, when the vibration acceleration value is greater than the vibration acceleration threshold, the vibration frequency needs to be detected. At this time, the vibration acceleration value of the seat rail can be obtained, and when the vibration acceleration value of the seat rail is greater than the vibration acceleration threshold, the vibration signal of the seat rail is extracted; the vibration signal of the seat rail is low-pass filtered to obtain the time domain vibration signal of the seat rail; when the impact acceleration is greater than the ridge acceleration, the preset peak value in the time domain vibration signal is obtained, the corresponding peak value is determined according to the preset peak value, and the vibration period is obtained according to the preset peak value and the corresponding peak value; the vibration frequency is obtained according to the vibration period, the vibration frequency is subtracted from the frequency of the up and down bouncing mode of the powertrain, and the obtained difference is compared with the preset range; when the difference is within the preset range, the shock absorber damping adjustment strategy is executed. Reference Figure 5 Figure 6 , Figure 5 Schematic diagram for vibration period extraction, Figure 6The figure is a flow chart for extracting vibration signals and vibration frequencies when going over a bump. The time domain vibration signals of the wheel center, the active side of the powertrain suspension, and the seat rail are extracted. The filtered time domain vibration signals are filtered using a 1Hz-32Hz bandpass filter with zero phase distortion. Starting from the time when the tire contacts the road, from the second peak, a corresponding peak is taken backward (peak to peak, trough to trough). The obtained time length is the vibration period under the bump condition. The reciprocal can be used to obtain the vibration frequency of each measurement position. The wheel center vibration frequency is the up and down synchronous jumping modal frequency of the suspension system, and the suspension active end vibration frequency is the up and down bouncing modal frequency of the powertrain. If the two are close, it means that the bump impact is caused by the coupling of the up and down synchronous jumping modal frequency of the suspension system and the up and down bouncing modal frequency of the powertrain. When executing the shock absorber damping adjustment strategy, the current vibration acceleration value can be obtained, wherein the vibration acceleration value can be the vibration acceleration value of the seat rail, and the vibration acceleration value of the seat rail can be obtained according to the vibration acceleration sensor installed on the seat rail. The vibration acceleration overflow value is obtained according to the vibration acceleration value and the vibration acceleration threshold. The vibration acceleration overflow value is the vibration acceleration part that exceeds the vibration acceleration threshold. The target control current is calculated according to the vibration acceleration overflow value. The target control current refers to the part of the current shock absorber control current that needs to be adjusted. For example, if the current target adjustment current is a, and the current before adjustment is b, then after the current adjustment, the shock absorber control current is b+a. Figure 7 , Figure 7 This is a schematic diagram of the effect of the CDC shock absorber's power supply current on the bump impact. Since the purpose of the shock absorber is to reduce vibration, when the vibration acceleration is too large, the shock absorber's damping is too small. Therefore, the shock absorber's damping value can be increased by increasing the control current, thereby improving the shock absorber's vibration reduction effect and achieving the control effect.

[0080] Step S202: After executing the shock absorber damping adjustment strategy, obtain a first vibration acceleration value, and compare the first acceleration value with the vibration acceleration threshold value, and when the first acceleration value is greater than the vibration acceleration threshold value, execute the powertrain rigid body modal adjustment strategy.

[0081] It should be noted that the first vibration acceleration value refers to the vibration acceleration value after the car passes through the bump control by the shock absorber damping adjustment strategy, and the first vibration acceleration value is less than the vibration acceleration value. After the shock absorber damping adjustment strategy, the first vibration acceleration value needs to be judged. If the first vibration acceleration value is less than the vibration acceleration threshold, the car passes through the bump control, otherwise the powertrain rigid body modal adjustment strategy will be executed.

[0082] In the specific implementation, after the shock absorber damping adjustment strategy is implemented, it is necessary to compare the first vibration acceleration value after the shock absorber damping adjustment with the vibration acceleration threshold. When the first vibration acceleration is greater than the vibration acceleration threshold, the up and down synchronous bounce modal frequency of the suspension system is obtained, and the frequency difference is determined according to the up and down synchronous bounce modal frequency of the suspension system and the up and down bounce modal frequency. By adjusting the stiffness of the powertrain suspension main spring, the powertrain bounce is separated from the suspension hop. Generally, the powertrain up and down bounce mode is separated from the suspension mode by more than 1.5Hz. While meeting the requirements of modal separation and suspension vibration isolation rate, the stiffness of the suspension main spring should be larger to effectively control the vibration of the powertrain. Therefore, when adjusting, the suspension main spring stiffness is used as the target for adjustment. It is necessary to determine the new powertrain up and down bounce modal frequency according to the difference between the up and down synchronous bounce modal frequency of the suspension system and the up and down bounce modal frequency, and adjust the powertrain suspension main spring stiffness according to the new powertrain up and down bounce mode. Refer to Figure 8 , Figure 8 The diagram shows the influence of the rigid body mode of the powertrain on the impact of going over the bump. The impact effect is effectively reduced.

[0083] Step S203: After executing the powertrain rigid body modal adjustment strategy, obtain a second vibration acceleration value, and compare the second acceleration value with the vibration acceleration threshold value, and when the second acceleration value is greater than the vibration acceleration threshold value, execute the powertrain suspension limit adjustment strategy.

[0084] It should be noted that the second vibration acceleration value refers to the vibration acceleration value after the car passes through the powertrain rigid body modal adjustment strategy to control the car's crossing the bump, and the second vibration acceleration value is less than the vibration acceleration value. After the powertrain rigid body modal adjustment strategy, the second vibration acceleration value needs to be judged. If the second vibration acceleration value is less than the vibration acceleration threshold, the car's crossing the bump control is ended, otherwise the powertrain suspension limit adjustment strategy will be executed.

[0085] In a specific implementation, when adjusting the powertrain suspension limit, the powertrain displacement can be suppressed by reducing the gap between the suspension main spring and the limit block or (and) increasing the limit block stiffness. The powertrain suspension limit can be adjusted by determining the target gap between the suspension main spring and the limit block or (and) the target stiffness of the limit block; adjusting the gap between the suspension main spring and the limit block according to the target gap, or (and) adjusting the stiffness of the powertrain limit block according to the target stiffness of the limit block. Optimization effect reference Fig. 9 , Fig. 9 Schematic diagram of the effect of powertrain suspension limiter on bump-crossing impact, which effectively reduces the impact effect.

[0086] Step S204: after executing the powertrain suspension limit adjustment strategy, obtaining a third vibration acceleration value, and comparing the third acceleration value with the vibration acceleration threshold, and executing the powertrain hydraulic suspension damping adjustment strategy when the third acceleration value is greater than the vibration acceleration threshold.

[0087] It should be noted that the third vibration acceleration value refers to the vibration acceleration value after the vehicle is controlled to pass the bump by the powertrain suspension limit adjustment strategy, and the third vibration acceleration value is less than the vibration acceleration value. After the powertrain suspension limit adjustment strategy, the third vibration acceleration value needs to be judged. If the third vibration acceleration value is less than the vibration acceleration threshold, the vehicle bump control is terminated, otherwise the powertrain hydraulic suspension damping adjustment strategy will be executed.

[0088] In the specific implementation, refer to Fig.10 , Fig.11 , Fig.12 , Fig.10 The schematic diagram of the influence of the double hydraulic mount is shown in Figure 1. Fig.11 Schematic diagram of the influence of the damping angle peak frequency. Fig.12 Schematic diagram of the influence of the damping angle. When adjusting the hydraulic damping of the powertrain suspension, a dual hydraulic device can be used, or (and) by adjusting the peak frequency of the hydraulic damping angle, the peak frequency of the hydraulic damping angle is made as close as possible to the up and down bounce modal frequency of the powertrain, while increasing the peak damping angle of the hydraulic suspension. When adjusting the peak frequency of the damping angle, the up and down bounce modal frequency can be determined; the peak frequency of the hydraulic suspension damping can be determined according to the up and down bounce modal frequency; when adjusting the damping angle, the target damping angle peak of the hydraulic suspension is determined; and the powertrain suspension damping is adjusted according to the target damping angle peak.

[0089] Step S205: After executing the powertrain hydraulic suspension damping adjustment strategy, obtain a fourth vibration acceleration value, and compare the fourth acceleration value with the vibration acceleration threshold value; when the fourth acceleration value is greater than the vibration acceleration threshold value, repeat the steps of obtaining the second vibration acceleration value and comparing the second acceleration value with the vibration acceleration threshold value; when the second acceleration value is greater than the vibration acceleration threshold value, execute the step of the powertrain suspension limit adjustment strategy.

[0090] In a specific implementation, after executing the powertrain hydraulic suspension damping adjustment strategy, it is also necessary to obtain a fourth vibration acceleration value, the fourth vibration acceleration value is the vibration acceleration value after the powertrain hydraulic suspension damping adjustment strategy is executed, when the fourth acceleration value is greater than the vibration acceleration threshold, the second vibration acceleration value is obtained again, and the second acceleration value is compared with the vibration acceleration threshold, when the second acceleration value is greater than the vibration acceleration threshold, the step of executing the powertrain suspension limit adjustment strategy.

[0091] This embodiment optimizes the impact experience of a hybrid vehicle when passing over a bump through four vehicle bump control strategies, reduces the impact experience when passing over a bump, optimizes the bump impact step by step, optimizes the shock absorber damping adjustment strategy, the powertrain rigid body modal adjustment strategy, the powertrain suspension limit adjustment strategy and the assembly hydraulic suspension damping adjustment strategy one by one in this order, and performs a test after the optimization to determine whether the optimization is completed, thereby avoiding over-adjustment of a single factor that would result in a poor driving experience under other working conditions. Optimization from multiple aspects can not only ensure the optimization effect, but also not affect the vehicle's working parameters, and has a higher optimization efficiency.

[0092] In addition, an embodiment of the present invention further proposes a storage medium, on which a vehicle bump-crossing control program is stored. When the vehicle bump-crossing control program is executed by a processor, the steps of the vehicle bump-crossing control method described above are implemented.

[0093] Reference Fig.13 , Fig.13 It is a structural block diagram of the first embodiment of the vehicle hill-crossing control device of the present invention.

[0094] like Fig.13 As shown, the vehicle crossing the ridge control device provided in the embodiment of the present invention includes:

[0095] The monitoring module 10 is used to obtain a vibration acceleration value of the hybrid vehicle when the hybrid vehicle passes over a bump, and compare the vibration acceleration value with a vibration acceleration threshold to obtain a vibration acceleration comparison result;

[0096] The control module 20 is used to obtain the vibration frequency of the hybrid vehicle when the vibration acceleration value is greater than the vibration acceleration threshold, and to control the active suspension system and the power system in the hybrid vehicle when the frequency difference between the vibration frequency and the up and down bouncing mode of the powertrain is within a preset range, so as to optimize the impact of the hybrid vehicle over a bump.

[0097] This embodiment obtains a vibration acceleration value of the hybrid vehicle when the hybrid vehicle passes over a bump, and compares the vibration acceleration value with a vibration acceleration threshold to obtain a comparison result of the vibration acceleration; when the comparison result is that the vibration acceleration value is greater than the vibration acceleration threshold, the vibration frequency of the hybrid vehicle is obtained, and when the frequency difference between the vibration frequency and the up and down bouncing mode of the powertrain is within a preset range, a vehicle passing over a bump control strategy is executed; and the bump passing impact of the hybrid vehicle is optimized according to the vehicle passing over a bump control strategy. Compared with the prior art, the present application can effectively solve the bump passing impact and residual vibration problems of hybrid vehicles, and has a high optimization efficiency.

[0098] In one embodiment, the selection module 20 is further used to execute the shock absorber damping adjustment strategy when the comparison result is that the vibration acceleration value is greater than the vibration acceleration threshold, and the frequency difference between the vibration frequency and the up and down bouncing mode of the powertrain is within a preset range; after executing the shock absorber damping adjustment strategy, obtain a first vibration acceleration value, and compare the first acceleration value with the vibration acceleration threshold, and when the first acceleration value is greater than the vibration acceleration threshold, execute the powertrain rigid body modal adjustment strategy; after executing the powertrain rigid body modal adjustment strategy, obtain a second vibration acceleration value, and compare the second acceleration value with the vibration acceleration threshold, and when the second acceleration value is greater than the vibration acceleration threshold, execute the powertrain. A suspension limit adjustment strategy; after executing the powertrain suspension limit adjustment strategy, obtaining a third vibration acceleration value, and comparing the third acceleration value with the vibration acceleration threshold value, and when the third acceleration value is greater than the vibration acceleration threshold value, executing the powertrain hydraulic suspension damping adjustment strategy; after executing the powertrain hydraulic suspension damping adjustment strategy, obtaining a fourth vibration acceleration value, and comparing the fourth acceleration value with the vibration acceleration threshold value, and when the fourth acceleration value is greater than the vibration acceleration threshold value, repeatedly executing the steps of obtaining a second vibration acceleration value and comparing the second acceleration value with the vibration acceleration threshold value, and when the second acceleration value is greater than the vibration acceleration threshold value, executing the powertrain suspension limit adjustment strategy.

[0099] In one embodiment, the selection module 20 is further used to obtain the vibration acceleration value of the seat rail, and when the vibration acceleration value of the seat rail is greater than the vibration acceleration threshold, extract the vibration signal of the seat rail; perform low-pass filtering on the vibration signal of the seat rail to obtain the time domain vibration signal of the seat rail; when the impact acceleration is greater than the bump acceleration, obtain a preset peak value in the time domain vibration signal, determine a corresponding peak value based on the preset peak value, and obtain a vibration period based on the preset peak value and the corresponding peak value; obtain a vibration frequency based on the vibration period, subtract the vibration frequency from the frequency of the up and down bouncing mode of the powertrain, and compare the obtained difference with a preset range; when the difference is within the preset range, execute the shock absorber damping adjustment strategy.

[0100] In one embodiment, the selection module 20 is further used to obtain the vibration acceleration value, and obtain a target control current according to the vibration acceleration value; adjust the power supply current of the shock absorber to the target control current, increase the damping value provided by the shock absorber, and reduce the vibration transmission from the wheel center to the vehicle body.

[0101] In one embodiment, the selection module 20 is also used to obtain the frequency of the upper and lower synchronous bouncing mode of the suspension system, and determine the frequency difference according to the frequency of the upper and lower synchronous bouncing mode of the suspension system and the frequency of the upper and lower bouncing mode; when the frequency difference is less than the separation frequency difference, the frequency adjustment value is obtained according to the frequency difference and the preset separation frequency difference, and the frequency of the upper and lower bouncing mode is adjusted to obtain a new powertrain upper and lower bouncing mode frequency, so that the frequency difference is greater than the preset separation frequency difference; the powertrain suspension main spring stiffness is adjusted according to the new powertrain bounce.

[0102] In one embodiment, the selection module 20 is also used to determine a target gap between the suspension main spring and the limit block; adjust the gap between the suspension main spring and the limit block according to the target gap; determine a target stiffness of the limit block; and adjust the limit block stiffness of the suspension according to the target stiffness of the limit block.

[0103] In one embodiment, the selection module 20 is further used to determine the up and down bounce modal frequency; determine the damping angle peak frequency of the hydraulic suspension according to the up and down bounce modal frequency; determine the target damping angle peak of the hydraulic suspension; and adjust the powertrain hydraulic suspension damping according to the target damping angle peak and the damping angle peak frequency of the hydraulic suspension.

[0104] It should be understood that the above is only an example and does not constitute any limitation on the technical solution of the present invention. In specific applications, technicians in this field can make settings as needed, and the present invention does not limit this.

[0105] It should be understood that, although the various steps in the flowchart in the embodiment of the present application are displayed in sequence according to the indication of the arrows, these steps are not necessarily performed in sequence according to the order indicated by the arrows. Unless there is a clear explanation in this article, the execution of these steps does not have a strict order restriction, and it can be performed in other orders. Moreover, at least a portion of the steps in the figure may include a plurality of sub-steps or a plurality of stages, and these sub-steps or stages are not necessarily performed at the same time, but can be performed at different times, and their execution order is not necessarily performed in sequence, but can be performed in turn or alternately with other steps or at least a portion of the sub-steps or stages of other steps.

[0106] It should be noted that the workflow described above is merely illustrative and does not limit the scope of protection of the present invention. In practical applications, technicians in this field can select part or all of them according to actual needs to achieve the purpose of the present embodiment, and no limitation is made here.

[0107] In addition, it should be noted that, in this article, the terms "include", "comprises" or any other variations thereof are intended to cover non-exclusive inclusion, so that a process, method, article or system including a series of elements includes not only those elements, but also other elements not explicitly listed, or also includes elements inherent to such process, method, article or system. In the absence of further restrictions, an element defined by the sentence "comprises a ..." does not exclude the existence of other identical elements in the process, method, article or system including the element.

[0108] The serial numbers of the above embodiments of the present invention are only for description and do not represent the advantages or disadvantages of the embodiments.

[0109] 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 invention, 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 a read-only memory (ROM) / RAM, a magnetic disk, or an optical disk), and includes a number of instructions for a terminal device (which can be a mobile phone, a computer, a server, or a network device, etc.) to execute the methods described in each embodiment of the present invention.

[0110] The above are only preferred embodiments of the present invention, and are not intended to limit the patent scope of the present invention. Any equivalent structure or equivalent process transformation made using the contents of the present invention specification and drawings, or directly or indirectly applied in other related technical fields, are also included in the patent protection scope of the present invention.

Claims

1. A method for controlling a vehicle crossing a ridge, characterized in that: The vehicle crossing a ridge control method comprises: When the impact acceleration is greater than the bump acceleration, obtaining a vibration acceleration value of the hybrid vehicle, and comparing the vibration acceleration value with a vibration acceleration threshold; When the vibration acceleration value is greater than the vibration acceleration threshold, the vibration frequency of the hybrid vehicle is obtained, and when the frequency difference between the vibration frequency and the up and down bouncing mode of the powertrain is within a preset range, the active suspension system and the power system in the hybrid vehicle are controlled to optimize the impact of the hybrid vehicle on the road. The vehicle bump control strategy includes a shock absorber damping adjustment strategy, a powertrain rigid body modal adjustment strategy, a powertrain suspension limit adjustment strategy, and a powertrain hydraulic suspension damping adjustment strategy. When the vibration acceleration value is greater than the vibration acceleration threshold, the vibration frequency of the hybrid vehicle is obtained. When the frequency difference between the vibration frequency and the up and down bouncing mode of the powertrain is within a preset range, the active suspension system and the power system in the hybrid vehicle are controlled to optimize the bump impact of the hybrid vehicle, including: When the vibration acceleration value is greater than the vibration acceleration threshold value, and when the frequency difference between the vibration frequency and the up and down bouncing mode of the powertrain is within a preset range, executing the shock absorber damping adjustment strategy; After executing the shock absorber damping adjustment strategy, obtaining a first vibration acceleration value, and comparing the first vibration acceleration value with the vibration acceleration threshold, and executing the powertrain rigid body modal adjustment strategy when the first vibration acceleration value is greater than the vibration acceleration threshold; After executing the powertrain rigid body modal adjustment strategy, obtaining a second vibration acceleration value, and comparing the second vibration acceleration value with the vibration acceleration threshold, and executing the powertrain suspension limit adjustment strategy when the second vibration acceleration value is greater than the vibration acceleration threshold; After executing the powertrain suspension limit adjustment strategy, obtaining a third vibration acceleration value, and comparing the third vibration acceleration value with the vibration acceleration threshold, and executing the powertrain hydraulic suspension damping adjustment strategy when the third vibration acceleration value is greater than the vibration acceleration threshold; After executing the powertrain hydraulic suspension damping adjustment strategy, a fourth vibration acceleration value is obtained, and the fourth vibration acceleration value is compared with the vibration acceleration threshold value. When the fourth vibration acceleration value is greater than the vibration acceleration threshold value, the steps of obtaining the second vibration acceleration value and comparing the second vibration acceleration value with the vibration acceleration threshold value are repeatedly executed. When the second vibration acceleration value is greater than the vibration acceleration threshold value, the step of executing the powertrain suspension limit adjustment strategy is executed.

2. The method according to claim 1, characterized in that The vibration acceleration value is the vibration acceleration value of the seat rail, and when the vibration acceleration value is greater than the vibration acceleration threshold, and when the frequency difference between the vibration frequency and the frequency of the up and down bouncing mode of the powertrain is within a preset range, the shock absorber damping adjustment strategy is executed, including: Acquiring a vibration acceleration value of the seat rail, and when the vibration acceleration value of the seat rail is greater than the vibration acceleration threshold, extracting a vibration signal of the seat rail; Performing low-pass filtering on the vibration signal of the seat rail to obtain a time-domain vibration signal of the seat rail; When the impact acceleration is greater than the bump acceleration, a preset peak value in the time domain vibration signal is obtained, a corresponding peak value is determined according to the preset peak value, and a vibration period is obtained according to the preset peak value and the corresponding peak value; Obtaining a vibration frequency according to the vibration period, subtracting the vibration frequency from the frequency of the up and down bouncing mode of the powertrain, and comparing the obtained difference with a preset range; When the difference is within the preset range, the shock absorber damping adjustment strategy is executed.

3. The method according to claim 1, characterized in that The shock absorber damping adjustment strategy includes: Acquire the vibration acceleration value, and obtain a target control current according to the vibration acceleration value; The power supply current of the shock absorber is adjusted to the target control current, the damping value provided by the shock absorber is increased, and the vibration transmission from the wheel center to the vehicle body is reduced.

4. The method according to claim 1, characterized in that The powertrain rigid body modal adjustment strategy includes: Acquire the frequency of the up-and-down synchronous bouncing mode of the suspension system, and determine the frequency difference according to the frequency of the up-and-down synchronous bouncing mode of the suspension system and the frequency of the up-and-down bouncing mode of the powertrain; When the frequency difference is less than the separation frequency difference, a frequency adjustment value is obtained according to the frequency difference and a preset separation frequency difference, and the frequency of the powertrain up and down bouncing mode is adjusted to obtain a new powertrain up and down bouncing mode frequency, so that the frequency difference is greater than the preset separation frequency difference; The stiffness of the main spring of the powertrain suspension is adjusted according to the new powertrain up and down bouncing modal frequency.

5. The method according to claim 1, characterized in that The powertrain suspension limit adjustment strategy includes: Determine the target gap between the suspension main spring and the limit block; adjusting the gap between the suspension main spring and the limit block according to the target gap; Determining a target stiffness of the limit block according to the vibration acceleration value; The stiffness of the limit block is adjusted according to the target stiffness of the limit block.

6. The method according to claim 1, characterized in that The powertrain hydraulic suspension damping adjustment strategy includes: Determining the up and down bouncing modal frequency; Determining the damping angle peak frequency of the hydraulic mount according to the up and down bouncing modal frequency; Determining a target damping angle peak value of the hydraulic mount; The powertrain hydraulic mount damping is adjusted according to the target damping angle peak value and the damping angle peak frequency of the hydraulic mount.

7. A vehicle kerb control device, characterized in that: The vehicle crossing the ridge control device comprises: A monitoring module, used for obtaining a vibration acceleration value of the hybrid vehicle when the hybrid vehicle passes over a bump, and comparing the vibration acceleration value with a vibration acceleration threshold to obtain a vibration acceleration comparison result; a control module, configured to obtain a vibration frequency of the hybrid vehicle when the vibration acceleration value is greater than a vibration acceleration threshold, and to control an active suspension system and a power system in the hybrid vehicle when a frequency difference between the vibration frequency and a frequency of an up and down bouncing mode of a powertrain is within a preset range, so as to optimize a bump-crossing impact of the hybrid vehicle; The vehicle bump control strategy includes a shock absorber damping adjustment strategy, a powertrain rigid body modal adjustment strategy, a powertrain suspension limit adjustment strategy, and a powertrain hydraulic suspension damping adjustment strategy. When the vibration acceleration value is greater than the vibration acceleration threshold, the vibration frequency of the hybrid vehicle is obtained. When the frequency difference between the vibration frequency and the up and down bouncing mode of the powertrain is within a preset range, the active suspension system and the power system in the hybrid vehicle are controlled to optimize the bump impact of the hybrid vehicle, including: When the vibration acceleration value is greater than the vibration acceleration threshold value, and when the frequency difference between the vibration frequency and the up and down bouncing mode of the powertrain is within a preset range, executing the shock absorber damping adjustment strategy; After executing the shock absorber damping adjustment strategy, obtaining a first vibration acceleration value, and comparing the first vibration acceleration value with the vibration acceleration threshold, and executing the powertrain rigid body modal adjustment strategy when the first vibration acceleration value is greater than the vibration acceleration threshold; After executing the powertrain rigid body modal adjustment strategy, obtaining a second vibration acceleration value, and comparing the second vibration acceleration value with the vibration acceleration threshold, and executing the powertrain suspension limit adjustment strategy when the second vibration acceleration value is greater than the vibration acceleration threshold; After executing the powertrain suspension limit adjustment strategy, obtaining a third vibration acceleration value, and comparing the third vibration acceleration value with the vibration acceleration threshold, and executing the powertrain hydraulic suspension damping adjustment strategy when the third vibration acceleration value is greater than the vibration acceleration threshold; After executing the powertrain hydraulic suspension damping adjustment strategy, a fourth vibration acceleration value is obtained, and the fourth vibration acceleration value is compared with the vibration acceleration threshold value. When the fourth vibration acceleration value is greater than the vibration acceleration threshold value, the steps of obtaining the second vibration acceleration value and comparing the second vibration acceleration value with the vibration acceleration threshold value are repeatedly executed. When the second vibration acceleration value is greater than the vibration acceleration threshold value, the step of executing the powertrain suspension limit adjustment strategy is executed.

8. A vehicle crossing a ridge control device, characterized in that: The device comprises: a memory, a processor, and a vehicle bump control program stored in the memory and executable on the processor, wherein the vehicle bump control program is configured to implement the steps of the vehicle bump control method according to any one of claims 1 to 6.

9. A storage medium, characterized in that: The storage medium stores a vehicle bump-crossing control program, and when the vehicle bump-crossing control program is executed by the processor, the steps of the vehicle bump-crossing control method according to any one of claims 1 to 6 are implemented.

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