Vehicle body roll sway control method, controller, vehicle, and storage medium
By pre-establishing the correspondence between the road excitation frequency and the damper current, and adjusting the damper current according to the excitation frequency of the road surface, the problem of complex control algorithms for adjustable dampers in existing technologies is solved, achieving a simplified algorithm and good vehicle body sway control effect.
Patent Information
- Authority / Receiving Office
- CN · China
- Patent Type
- Patents(China)
- Current Assignee / Owner
- BYD CO LTD
- Filing Date
- 2022-08-30
- Publication Date
- 2026-07-14
AI Technical Summary
Existing technologies for damping-adjustable shock absorber control algorithms used in suspension control systems are complex, waste computing power, and are difficult to effectively reduce vehicle body roll.
By establishing a pre-defined target correspondence between the road excitation frequency and the damper current, the damper current is adjusted according to the excitation frequency of the road surface to adjust the damping. Taking into account the vehicle body vibration, suspension vibration and road excitation frequency characteristics, the vehicle body sway control and good vibration isolation performance are achieved.
The algorithm was simplified, saving computing power, and achieving effective control of vehicle body sway and good vibration isolation performance, thus improving ride comfort.
Smart Images
Figure CN117656748B_ABST
Abstract
Description
Technical Field
[0001] This disclosure relates to the field of vehicle technology, specifically to a vehicle body roll sway control method, controller, vehicle, and storage medium. Background Technology
[0002] In related technologies, ceiling control algorithms, floor control algorithms, and acceleration damping control algorithms are generally used to control the damping of adjustable shock absorbers in the suspension control system, in order to reduce body roll caused by uneven road surfaces and improve ride comfort. These control algorithms are computationally complex and waste computing power. Summary of the Invention
[0003] To overcome the problems existing in related technologies, this disclosure provides a vehicle body roll sway control method, controller, vehicle, and storage medium.
[0004] To achieve the above objectives, this disclosure provides a method for controlling vehicle body roll sway, the method comprising:
[0005] Obtain the excitation frequency of the road surface on which the vehicle is traveling;
[0006] Determine the target preset frequency band corresponding to the excitation frequency, and the target preset correspondence relationship corresponding to the target preset frequency band, wherein the target preset correspondence relationship is the correspondence relationship between the excitation frequency of the road surface and the current of the shock absorber, and different target preset frequency bands correspond to different target preset correspondence relationships;
[0007] Based on the preset correspondence between the excitation frequency and the target, the current of the vibration damper is adjusted to adjust the damping of the vibration damper.
[0008] Optionally, obtaining the excitation frequency of the vehicle's driving surface includes: obtaining the excitation frequency of the vehicle's driving surface when the vehicle is in a non-steering driving state.
[0009] Optionally, determining the target preset frequency band corresponding to the excitation frequency, and the target preset correspondence relationship corresponding to the target preset frequency band includes:
[0010] When the target preset frequency band corresponding to the excitation frequency is determined to be the first preset frequency band, the target preset correspondence relationship corresponding to the first preset frequency band is determined to be the first preset correspondence relationship. The first preset correspondence relationship indicates that as the excitation frequency of the road surface increases, the current of the damper decreases nonlinearly.
[0011] Optionally, the first preset frequency band includes frequencies greater than or equal to 1 Hz and less than or equal to 5 Hz.
[0012] Optionally, determining the target preset frequency band corresponding to the excitation frequency, and the target preset correspondence relationship corresponding to the target preset frequency band includes:
[0013] When the target preset frequency band corresponding to the excitation frequency is determined to be the second preset frequency band, the target preset correspondence relationship corresponding to the second preset frequency band is determined to be the second preset correspondence relationship. The second preset correspondence relationship indicates that as the excitation frequency of the road surface increases, the current of the damper decreases linearly.
[0014] Optionally, the excitation frequency corresponding to the second preset frequency band is greater than the excitation frequency of the first preset frequency band;
[0015] When the increase in excitation frequency is the same, the decrease in current of the damper characterized by the second preset correspondence is less than the decrease in current of the damper characterized by the first preset correspondence.
[0016] Optionally, the second preset frequency band includes frequencies greater than 5Hz and less than or equal to 18Hz.
[0017] Optionally, determining the target preset frequency band corresponding to the excitation frequency, and the target preset correspondence relationship corresponding to the target preset frequency band includes:
[0018] When the target preset frequency band corresponding to the excitation frequency is determined to be the third preset frequency band, the target preset correspondence relationship corresponding to the third preset frequency band is determined to be the third preset correspondence relationship. The third preset correspondence relationship indicates that the current of the vibration damper remains unchanged as the excitation frequency of the road surface increases.
[0019] Optionally, the excitation frequency corresponding to the third preset frequency band is greater than the excitation frequency corresponding to the second preset frequency band.
[0020] Optionally, the third preset frequency band includes frequencies greater than 18Hz.
[0021] Optionally, obtaining the excitation frequency of the road surface on which the vehicle travels includes obtaining the excitation frequency of the road surface on which the front axle wheels and rear axle wheels travel.
[0022] Determining the target preset frequency band corresponding to the excitation frequency, and the target preset correspondence relationship with the target preset frequency band, includes: determining the target preset frequency band corresponding to the excitation frequency;
[0023] The target preset correspondence relationship corresponding to the target preset frequency band is determined as the pre-preset correspondence relationship. The pre-preset correspondence relationship characterizes the correspondence between the excitation frequency of the front axle wheel traveling on the road surface and the current of the front axle shock absorber.
[0024] The target preset correspondence relationship corresponding to the target preset frequency band is determined as the subsequent preset correspondence relationship. The subsequent preset correspondence relationship characterizes the correspondence between the excitation frequency of the road surface where the rear axle wheels are traveling and the current of the rear axle shock absorber.
[0025] The pre-preset correspondence is different from the post-preset correspondence.
[0026] This disclosure also provides a controller, the controller comprising:
[0027] A memory on which computer programs are stored;
[0028] A processor is used to execute the computer program in the memory to implement the steps of the above-described vehicle body roll sway control method.
[0029] This disclosure also provides a vehicle, including: a controller, an acceleration sensor connected to the controller, and a shock absorber;
[0030] The controller is used to execute the steps of the above-described vehicle body roll sway control method;
[0031] The acceleration sensor is configured corresponding to the wheel to acquire the vertical acceleration of the wheel and send it to the controller so that the controller can acquire the excitation frequency of the road surface on which the vehicle is traveling based on the vertical acceleration.
[0032] The shock absorber is installed corresponding to the wheel.
[0033] This disclosure also provides a computer-readable storage medium having a computer program stored thereon, which, when executed by a processor, implements the steps of the above-described vehicle body roll sway control method.
[0034] The above technical solution pre-establishes target preset frequency bands and corresponding target preset relationships, with different target preset frequency bands corresponding to different target preset relationships. It considers the vehicle body vibration frequency characteristics, suspension vibration frequency characteristics, and road excitation frequency characteristics to achieve vehicle body sway control and good vibration isolation performance. During actual vehicle operation, based on the target preset frequency band where the road excitation frequency is located, different target preset relationships are used to adjust the damper current for different target preset frequency bands, thereby adjusting the damper's damping and achieving vehicle body sway control and good vibration isolation performance. The technical solution provided in this disclosure only uses a target preset relationship characterizing the road excitation frequency and the damper current to adjust the damper current according to the road excitation frequency, achieving vehicle body sway control and good vibration isolation performance. The algorithm is simple and saves computational power.
[0035] Other features and advantages of this disclosure will be described in detail in the following detailed description section. Attached Figure Description
[0036] The accompanying drawings are provided to further illustrate the present disclosure and form part of the specification. They are used together with the following detailed description to explain the present disclosure, but do not constitute a limitation thereof. In the drawings:
[0037] Figure 1 This is a graph illustrating the relationship between the current of a vibration damper and the excitation frequency of the road surface, according to an exemplary embodiment of this disclosure.
[0038] Figure 2 This is a flowchart illustrating a vehicle body roll sway control method according to an exemplary embodiment of the present disclosure.
[0039] Figure 3 This is a schematic diagram illustrating an application scenario of a vehicle body roll sway control method applied to a vehicle, according to an exemplary embodiment of this disclosure.
[0040] Figure 4 This is a block diagram illustrating a controller according to an exemplary embodiment of the present disclosure.
[0041] Figure 5 This is a block diagram of a vehicle according to an exemplary embodiment of the present disclosure. Detailed Implementation
[0042] The specific embodiments of this disclosure will be described in detail below with reference to the accompanying drawings. It should be understood that the specific embodiments described herein are for illustration and explanation only and are not intended to limit this disclosure.
[0043] It should be noted that all actions involving the acquisition of signals, information, or data in this disclosure are carried out in compliance with the relevant data protection laws and policies of the country where the location is situated, and with authorization from the owner of the relevant device.
[0044] The applicant's research found that different road excitation frequencies correspond to different shock absorber currents. The applicant's research on vehicle body vibration frequency characteristics, suspension vibration frequency characteristics, road excitation frequency characteristics, and the relationship between road excitation frequency and vehicle shock absorber current revealed the following:
[0045] The frequency at which the road surface excitation current of the shock absorber significantly affects vehicle body sway and unsprung vibration is generally in the range of 1Hz to 50Hz. To ensure vehicle comfort, the natural frequency of vehicle body movement is generally between 1Hz and 2Hz, and the natural frequency of suspension movement is between 10Hz and 15Hz.
[0046] When the road surface excitation frequency is low, such as 1Hz to 5Hz, frequent low-frequency excitation can easily cause vehicle body resonance, leading to increasingly larger body roll and sway. This body roll and sway will not converge, resulting in a decline in ride comfort. For lower road surface excitation frequencies, such as 1Hz to 5Hz, the shock absorber needs to have higher damping (i.e., higher current input) to quickly suppress vehicle body resonance, reduce body roll, and improve ride comfort. When the road surface excitation frequency is low, such as 1Hz to 5Hz, the shock absorber current changes non-linearly with the road surface excitation frequency, such as exponentially (expressed as y = a(e^(-1 / 2))). bx (where x represents the road surface excitation frequency and y represents the shock absorber current), which can quickly dampen vehicle body sway. Road surfaces with lower excitation frequencies, such as 1Hz to 5Hz, are mainly small potholes or damaged cement roads, with vehicle speeds of approximately 10km / h to 30km / h.
[0047] When the road surface excitation frequency is high, such as 5Hz to 18Hz, the road surface excitation to the suspension is at a mid-to-high frequency, while the vehicle body's natural frequency is below 5Hz. Since the road surface excitation frequency and the vehicle body's natural frequency do not coincide, vehicle body resonance will not occur. However, the suspension's natural frequency is between 10Hz and 15Hz, requiring greater damping (greater current) to attenuate vibrations and suppress suspension resonance. Considering that the shock absorber's operating speed is relatively high at road surface excitation frequencies of 5Hz to 18Hz, reaching up to 1.5m / s or even higher, if a large current input is given to the shock absorber under this condition, the damper's damping will become very large, leading to a greater impact of unsprung mass on the vehicle body. The vehicle body's movement may actually result in greater body roll due to inappropriate damping force. Therefore, relatively small damping control is required in this condition. By considering both the need to reduce vehicle body sway and suppress unsprung vibration, the current in the vibrator is made to decrease linearly with increasing road surface excitation frequency. This achieves the goal of suppressing vehicle body sway while attenuating unsprung vibration, that is, maximizing the attenuation of unsprung vibration while ensuring vehicle body stability. Road surfaces with higher excitation frequencies, such as 5Hz to 18Hz, are mainly manhole covers and speed bumps, with vehicle speeds around 30km / h.
[0048] When the road surface excitation frequency is high, such as greater than 18Hz (which can be between 18Hz and 50Hz, or a value between 18Hz and greater than 50Hz), the amplitude of the vibration acceleration input from the road surface is relatively small. This vibration, when transmitted to the vehicle body, will not cause significant body sway. Conversely, increasing the damping value of the shock absorber will actually introduce more vibration, significantly impacting ride comfort. Therefore, it is unnecessary to increase the current of the adjustable damper to increase its damping force. When the road surface excitation frequency is high, such as greater than 18Hz, keeping the current value of the adjustable damper close to a small non-zero constant or zero will minimize the vibration transmitted from the road surface to the vehicle body.
[0049] The above graph showing the relationship between the current of the vibration damper and the excitation frequency of the road surface can be seen as follows: Figure 1 As shown. It should be noted that... Figure 1 This diagram merely illustrates the relationship between the shock absorber current and the road surface excitation frequency. For different shock absorbers and vehicles, the relationship between the shock absorber current and the road surface excitation frequency will vary slightly, but generally follows a three-stage current control method: the road surface excitation frequency is divided into three frequency bands; the correspondence between the road surface excitation frequency and the shock absorber current differs for each band. Specifically, for the first frequency band, the shock absorber current decreases non-linearly as the road surface excitation frequency increases; for the second frequency band, the shock absorber current decreases linearly as the road surface excitation frequency increases; and for the third frequency band, the shock absorber current remains constant and equal to a small non-zero constant or zero as the road surface excitation frequency increases. It should be noted that the applicant's division of the road surface excitation frequency bands into 1Hz to 5Hz, 5Hz to 18Hz, and above 18Hz was based on the applicant's experience and experimental results. The frequency band division of the road surface excitation frequency can be similar to but not identical to the above values.
[0050] Based on the above-mentioned inventive concept, the present disclosure provides a method for controlling vehicle body roll sway. Figure 2 This is a flowchart illustrating a vehicle body roll sway control method according to an exemplary embodiment of this disclosure. Figure 2 As shown, the method includes:
[0051] Step S10: Obtain the excitation frequency of the road surface on which the vehicle is traveling.
[0052] The excitation frequency of the road surface can be obtained, but is not limited to, through an acceleration sensor installed on the wheel or a height sensor installed on the wheel. By using an acceleration sensor installed on the wheel to obtain the vertical acceleration of the wheel, and performing spectral analysis on the obtained vertical acceleration, the peak frequency, which is the road surface excitation frequency, can be obtained. Similarly, by using a height sensor installed on the wheel to obtain the height signal, and differentiating the obtained height signal, the vertical acceleration can be obtained. Performing spectral analysis on the obtained vertical acceleration can then yield the peak frequency, which is the road surface excitation frequency.
[0053] Step S20: Determine the target preset frequency band corresponding to the excitation frequency, and the target preset correspondence relationship with the target preset frequency band.
[0054] The target preset correspondence is the relationship between the road surface excitation frequency and the shock absorber current. Different target preset frequency bands correspond to different target preset correspondences. The shock absorber is a damping adjustable shock absorber; the damping of the shock absorber can be adjusted by adjusting the current, i.e., it is an electro-variable shock absorber. The target preset frequency bands and their corresponding target preset correspondences are all pre-established. During pre-establishment, with the vehicle not in a turning state, the correspondence between the road surface excitation frequency and the shock absorber current (target preset correspondence) is established for the target preset frequency bands. Different target preset frequency bands correspond to different target preset correspondences, taking into account the vehicle body vibration frequency characteristics, suspension vibration frequency characteristics, and road surface excitation frequency characteristics, in order to achieve vehicle body sway control and good vibration isolation performance.
[0055] Step S30: Adjust the current of the vibration damper according to the preset correspondence between the excitation frequency and the target, so as to adjust the damping of the vibration damper.
[0056] The above technical solution pre-establishes target preset frequency bands and corresponding target preset relationships, with different target preset frequency bands corresponding to different target preset relationships. It considers the vehicle body vibration frequency characteristics, suspension vibration frequency characteristics, and road excitation frequency characteristics to achieve vehicle body sway control and good vibration isolation performance. During actual vehicle operation, based on the target preset frequency band where the road excitation frequency is located, different target preset relationships are used to adjust the damper current for different target preset frequency bands, thereby adjusting the damper's damping and achieving vehicle body sway control and good vibration isolation performance. The technical solution provided in this disclosure only uses a target preset relationship characterizing the road excitation frequency and the damper current to adjust the damper current according to the road excitation frequency, achieving vehicle body sway control and good vibration isolation performance. The algorithm is simple and saves computational power.
[0057] Optionally, step S10 includes:
[0058] When the vehicle is in a non-steering driving state, the excitation frequency of the road surface on which the vehicle is driving is obtained.
[0059] The determination of whether a vehicle is in a non-steering driving state can be made by one or more of the following: steering wheel angle, steering wheel angular velocity, and vehicle lateral acceleration. For example, using vehicle lateral acceleration as a criterion, if the lateral acceleration is less than or equal to a preset threshold, the vehicle is determined to be in a non-steering driving state, meaning it is essentially traveling in a straight line. The preset threshold can be flexibly set based on experience and accuracy; for example, a preset threshold of 0.2 m / s² is not limited here.
[0060] Optionally, step S20 includes:
[0061] When the target preset frequency band corresponding to the excitation frequency is determined to be the first preset frequency band, the target preset correspondence relationship corresponding to the first preset frequency band is determined to be the first preset correspondence relationship. The first preset correspondence relationship indicates that as the excitation frequency of the road surface increases, the current of the damper decreases nonlinearly.
[0062] Optionally, the nonlinear reduction can be an exponential reduction.
[0063] Optionally, the first preset frequency band includes frequencies greater than or equal to 1 Hz and less than or equal to 5 Hz.
[0064] Through the above technical solution, when the road surface excitation frequency is relatively low, such as 1Hz to 5Hz, the current of the shock absorber changes non-linearly with the road surface excitation frequency, such as an exponential change (the expression can be y = a(e^(-1 / 2))). bx (where x represents the road excitation frequency, y represents the current of the shock absorber, and a and b are constants), which can quickly attenuate vehicle body sway.
[0065] Optionally, step S20 includes:
[0066] When the target preset frequency band corresponding to the excitation frequency is determined to be the second preset frequency band, the target preset correspondence relationship corresponding to the second preset frequency band is determined to be the second preset correspondence relationship. The second preset correspondence relationship indicates that as the excitation frequency of the road surface increases, the current of the damper decreases linearly.
[0067] Optionally, the excitation frequency corresponding to the second preset frequency band is greater than the excitation frequency of the first preset frequency band;
[0068] When the increase in excitation frequency is the same, the decrease in current of the damper characterized by the second preset correspondence is less than the decrease in current of the damper characterized by the first preset correspondence.
[0069] Optionally, the second preset frequency band includes frequencies greater than 5Hz and less than or equal to 18Hz. The expression is y = a1x + b1, where x represents the road excitation frequency and y represents the current of the damper, and a1 and b1 are constants.
[0070] By using the above technical solution, when the road surface excitation frequency is relatively high, such as 5Hz to 18Hz, the current of the vibrator decreases linearly with the increase of the road surface excitation frequency. This can achieve the purpose of suppressing vehicle body swaying and attenuating unsprung vibration, that is, attenuating unsprung vibration to the greatest extent while ensuring vehicle body stability.
[0071] Optionally, step S20 includes:
[0072] When the target preset frequency band corresponding to the excitation frequency is determined to be the third preset frequency band, the target preset correspondence relationship corresponding to the third preset frequency band is determined to be the third preset correspondence relationship. The third preset correspondence relationship indicates that the current of the vibration damper remains unchanged as the excitation frequency of the road surface increases.
[0073] Optionally, the excitation frequency corresponding to the third preset frequency band is greater than the excitation frequency corresponding to the second preset frequency band.
[0074] Optionally, the third preset frequency band includes frequencies greater than 18Hz.
[0075] Through the above technical solution, when the road excitation frequency is very high, such as greater than 18Hz, the current value of the adjustable damper is kept close to a small non-zero constant or 0, which can minimize the vibration transmitted from the road surface to the vehicle body. Figure 3 As shown, in one specific embodiment, an acceleration sensor or height sensor can be installed on the left wheel of the vehicle to obtain the excitation frequency of the road surface traveled by the left wheel of the vehicle (denoted as the left road surface excitation frequency); an acceleration sensor or height sensor can be installed on the right wheel of the vehicle to obtain the excitation frequency of the road surface traveled by the right wheel of the vehicle (denoted as the right road surface excitation frequency); a shock absorber (denoted as the left front shock absorber) is installed on the front suspension of the vehicle near the left front wheel, a shock absorber (denoted as the left rear shock absorber) is installed on the rear suspension of the vehicle near the left rear wheel, a shock absorber (denoted as the right front shock absorber) is installed on the front suspension of the vehicle near the right front wheel, and a shock absorber (denoted as the right rear shock absorber) is installed on the rear suspension of the vehicle near the right rear wheel.
[0076] When controlling vehicle body roll and sway, a similar system can be established for the left and right front shock absorbers. Figure 1 The relationship between the road surface excitation frequency and the damper current is denoted as the first relationship (this first relationship is a three-stage current control method); a similar relationship is established for the left and right rear dampers. Figure 1 The relationship between the road surface excitation frequency and the shock absorber current is denoted as the second relationship (this second relationship presents a three-stage current control method). When the vehicle is in motion, based on the real-time obtained left road surface excitation frequency and the first relationship, the current of the left front shock absorber can be obtained in real-time; based on the real-time obtained left road surface excitation frequency and the second relationship, the current of the left rear shock absorber can be obtained in real-time; based on the real-time obtained right road surface excitation frequency and the first relationship, the current of the right front shock absorber can be obtained in real-time; based on the real-time obtained right road surface excitation frequency and the second relationship, the current of the right rear shock absorber can be obtained in real-time.
[0077] In another specific embodiment, a shock absorber can be installed on the vehicle suspension near each wheel. For each shock absorber, a pre-established correspondence between the excitation frequency of the road surface traveled by the wheel near the shock absorber and the shock absorber current is established. To obtain the excitation frequency of the road surface traveled by the wheel near the shock absorber, an acceleration sensor or height sensor can be installed near the wheel near the shock absorber to obtain the excitation frequency of the road surface traveled by the wheel near the shock absorber.
[0078] Based on the above implementation, optionally, step S10 includes: acquiring the excitation frequency of the road surface where the front axle wheels and rear axle wheels travel. Step S20 includes: determining a target preset frequency band corresponding to the excitation frequency; determining a target preset correspondence relationship corresponding to the target preset frequency band as a pre-preset correspondence relationship, wherein the pre-preset correspondence relationship characterizes the correspondence relationship between the excitation frequency of the road surface where the front axle wheels travel and the current of the front axle damper; determining a target preset correspondence relationship corresponding to the target preset frequency band as a post-preset correspondence relationship, wherein the post-preset correspondence relationship characterizes the correspondence relationship between the excitation frequency of the road surface where the rear axle wheels travel and the current of the rear axle damper; the pre-preset correspondence relationship and the post-preset correspondence relationship are different. Step S30 includes: adjusting the current of the front axle damper according to the excitation frequency and the pre-preset correspondence relationship; adjusting the current of the rear axle damper according to the excitation frequency and the post-preset correspondence relationship.
[0079] Within the same target preset segment, due to the different loads on the front and rear axles, the corresponding pre-preset correspondences are also different. For example, for road surface excitation in the first preset frequency band, the pre-preset correspondence y = a(e bx The correspondence between a and b in ) and the pre-defined relationship y = a(e bx a and b in ) are different.
[0080] Based on the above technical concept, this disclosure also provides a controller. Figure 4 This is a block diagram illustrating a controller according to an exemplary embodiment of the present disclosure. Figure 4 As shown, the controller 400 includes:
[0081] Memory 401, on which computer programs are stored;
[0082] The processor 402 is used to execute the computer program in the memory to implement the steps of the above-described vehicle body roll sway control method.
[0083] In an exemplary embodiment, the controller 400 may be implemented by one or more application-specific integrated circuits (ASICs), digital signal processors (DSPs), digital signal processing devices (DSPDs), programmable logic devices (PLDs), field-programmable gate arrays (FPGAs), microcontrollers, microprocessors, or other electronic components to perform the above-described vehicle body roll sway control method.
[0084] In another exemplary embodiment, a computer-readable storage medium including program instructions is also provided, which, when executed by a processor, implement the steps of the vehicle body roll sway control method described above. For example, the computer-readable storage medium may be the memory 401 including the program instructions described above, which may be executed by the processor 402 of the controller 400 to complete the vehicle body roll sway control method described above.
[0085] Based on the above technical concept, this disclosure also provides a vehicle body roll sway control system. Figure 5 This is a block diagram illustrating a vehicle body roll sway control system according to an exemplary embodiment of this disclosure. Figure 5 As shown, the vehicle body roll sway control system includes: a controller 400, an acceleration sensor 501 electrically connected to the controller 400, and a shock absorber 502.
[0086] The controller 400 is used in the steps of the above-described vehicle body roll sway control method.
[0087] The acceleration sensor 501 is configured corresponding to the wheels of the vehicle and can be installed on the wheels of the vehicle to obtain the vertical acceleration of the wheels and send it to the controller 400 so that the controller 400 can obtain the excitation frequency of the road surface on which the vehicle is traveling based on the vertical acceleration.
[0088] The shock absorber 502 is configured to correspond to the wheel.
[0089] In another exemplary embodiment, a computer program product is also provided, the computer program product comprising a computer program executable by a programmable device, the computer program having a code portion for performing the above-described vehicle body roll sway control method when executed by the programmable device.
[0090] The preferred embodiments of this disclosure have been described in detail above with reference to the accompanying drawings. However, this disclosure is not limited to the specific details of the above embodiments. Within the scope of the technical concept of this disclosure, various simple modifications can be made to the technical solutions of this disclosure, and these simple modifications all fall within the protection scope of this disclosure.
[0091] It should also be noted that the various specific technical features described in the above specific embodiments can be combined in any suitable manner without contradiction. In order to avoid unnecessary repetition, this disclosure will not describe the various possible combinations separately.
[0092] Furthermore, various different embodiments of this disclosure can be combined in any way, as long as they do not violate the spirit of this disclosure, they should also be regarded as the content disclosed in this disclosure.
Claims
1. A method for controlling vehicle body roll and sway, characterized in that, The method includes: Obtain the excitation frequency of the road surface on which the vehicle is traveling; Determine the target preset frequency band corresponding to the excitation frequency, and the target preset correspondence relationship corresponding to the target preset frequency band, wherein the target preset correspondence relationship is the correspondence relationship between the excitation frequency of the road surface and the current of the shock absorber, and different target preset frequency bands correspond to different target preset correspondence relationships; According to the preset correspondence between the excitation frequency and the target, the current of the vibration damper is adjusted to adjust the damping of the vibration damper; Wherein, the target preset frequency band corresponding to the excitation frequency is a first preset frequency band, or a second preset frequency band, or a third preset frequency band, the excitation frequency corresponding to the second preset frequency band is greater than the excitation frequency of the first preset frequency band, and the excitation frequency corresponding to the third preset frequency band is greater than the excitation frequency corresponding to the second preset frequency band. The target preset correspondence relationship with the target preset frequency band includes: When the target preset frequency band is determined to be the first preset frequency band, a target preset correspondence relationship corresponding to the first preset frequency band is determined as the first preset correspondence relationship. The first preset correspondence relationship indicates that as the excitation frequency of the road surface increases, the current of the vibration damper decreases nonlinearly; or, When the target preset frequency band is determined to be the second preset frequency band, a target preset correspondence relationship corresponding to the second preset frequency band is determined as the second preset correspondence relationship. The second preset correspondence relationship indicates that as the excitation frequency of the road surface increases, the current of the vibration damper decreases linearly; or When the target preset frequency band is determined to be the third preset frequency band, the target preset correspondence relationship corresponding to the third preset frequency band is determined to be the third preset correspondence relationship. The third preset correspondence relationship indicates that the current of the vibration damper remains unchanged as the excitation frequency of the road surface increases.
2. The vehicle body roll sway control method according to claim 1, characterized in that, The acquisition of the excitation frequency of the vehicle's driving surface includes: acquiring the excitation frequency of the vehicle's driving surface when the vehicle is in a non-steering driving state.
3. The vehicle body roll sway control method according to claim 1, characterized in that, The first preset frequency band includes frequencies greater than or equal to 1Hz and less than or equal to 5Hz.
4. The vehicle body roll sway control method according to claim 1, characterized in that, When the increase in excitation frequency is the same, the decrease in current of the damper characterized by the second preset correspondence is less than the decrease in current of the damper characterized by the first preset correspondence.
5. The vehicle body roll sway control method according to claim 1, characterized in that, The second preset frequency band includes frequencies greater than 5Hz and less than or equal to 18Hz.
6. The vehicle body roll sway control method according to claim 1, characterized in that, The third preset frequency band includes frequencies greater than 18Hz.
7. The vehicle body roll sway control method according to any one of claims 1-6, characterized in that, Acquiring the excitation frequency of the road surface on which the vehicle is traveling includes: acquiring the excitation frequency of the road surface on which the front axle wheels and rear axle wheels are traveling. Determining the target preset frequency band corresponding to the excitation frequency, and the target preset correspondence relationship corresponding to the target preset frequency band, includes: Determine the target preset frequency band corresponding to the excitation frequency; The target preset correspondence relationship corresponding to the target preset frequency band is determined as the pre-preset correspondence relationship. The pre-preset correspondence relationship characterizes the correspondence between the excitation frequency of the front axle wheel traveling on the road surface and the current of the front axle shock absorber. The target preset correspondence relationship corresponding to the target preset frequency band is determined as the subsequent preset correspondence relationship. The subsequent preset correspondence relationship characterizes the correspondence between the excitation frequency of the road surface where the rear axle wheels are traveling and the current of the rear axle shock absorber. The pre-preset correspondence is different from the post-preset correspondence.
8. A controller, characterized in that, The controller includes: A memory on which computer programs are stored; A processor for executing the computer program in the memory to implement the steps of the method according to any one of claims 1-7.
9. A vehicle, characterized in that, include: Controller, acceleration sensor connected to the controller, and vibration damper; The controller is used to perform the steps of the method according to any one of claims 1-7; The acceleration sensor is configured corresponding to the wheel to acquire the vertical acceleration of the wheel and send it to the controller so that the controller can acquire the excitation frequency of the road surface on which the vehicle is traveling based on the vertical acceleration. The shock absorber is installed corresponding to the wheel.
10. A computer-readable storage medium having a computer program stored thereon, characterized in that, When executed by a processor, the program implements the steps of the method described in any one of claims 1-7.