Active suspension control method, system and vehicle

Abstract

The present invention discloses a control method, system and vehicle of an active suspension. The control method of the active suspension comprises: obtaining driving state data of the vehicle; determining the driving condition of the vehicle according to the driving state data; and controlling the shock absorber of the active suspension according to the stiffness requirement corresponding to the driving condition of the vehicle. The control method of the active suspension of the present invention adjusts the stiffness of the active suspension according to the driving condition of the vehicle, so that the vehicle is always kept in the best driving state, ensuring the stability of the driver's operation.

Description

Technical Field

[0001] The present invention relates to the technical field of vehicle control, and in particular to a control method for an active suspension, an active suspension control system and a vehicle. Background Art

[0002] The traditional passive suspension, whose coil spring stiffness, hydraulic shock absorber damping value and corresponding bushing stiffness are fixed, cannot well meet the vehicle's stability requirements under different working conditions. Summary of the invention

[0003] The present invention aims to solve at least one of the technical problems in the related art to a certain extent. To this end, the purpose of the present invention is to provide a control method, system and vehicle for an active suspension, so as to adjust the active suspension according to the driving conditions of the vehicle and ensure the smooth driving of the vehicle under different conditions.

[0004] To achieve the above-mentioned objectives, an embodiment of the first aspect of the present invention proposes a control method for an active suspension, which includes: acquiring driving status data of a vehicle; determining a vehicle driving condition based on the driving status data; and controlling the shock absorber of the active suspension based on a stiffness requirement corresponding to the vehicle driving condition.

[0005] In addition, the control method of the active suspension according to the embodiment of the present invention may also have the following additional technical features:

[0006] According to one embodiment of the present invention, the step of controlling the shock absorber of the active suspension according to the stiffness requirement corresponding to the vehicle driving condition includes: obtaining a corresponding stiffness range according to the vehicle driving condition; taking the median of the stiffness range as the corresponding stiffness requirement, and controlling the shock absorber according to the stiffness requirement.

[0007] According to one embodiment of the present invention, the step of determining the vehicle driving condition based on the driving status data includes: obtaining the rate of change of the accelerator pedal's depression stroke based on the accelerator pedal opening; if the rate of change of the accelerator pedal's depression stroke is greater than a first preset value, and the lateral acceleration is greater than a first preset acceleration threshold, then determining that the vehicle driving condition is a starting acceleration condition, wherein the driving status data includes the accelerator pedal opening and the lateral acceleration.

[0008] According to one embodiment of the present invention, determining the vehicle driving condition based on the driving status data includes: obtaining the rate of change of the brake pedal's depression stroke based on the brake pedal opening; if the rate of change of the brake pedal's depression stroke is greater than a second preset value, and the lateral acceleration is greater than a second preset acceleration threshold, then determining that the vehicle driving condition is a braking deceleration condition, wherein the driving status data includes the brake pedal opening and the lateral acceleration.

[0009] According to one embodiment of the present invention, determining the vehicle driving condition based on the driving status data includes: calculating the vehicle body height difference on both sides of the vehicle based on the vehicle body heights on both sides of the vehicle; if the steering wheel angle is greater than a first preset angle threshold, the vehicle body height difference is greater than the first preset height difference threshold, and the lateral acceleration is greater than a third preset acceleration threshold, then determining that the vehicle driving condition is a turning and lane changing condition, wherein the driving status data includes the steering wheel angle, the lateral acceleration and the vehicle body heights on both sides of the vehicle.

[0010] According to one embodiment of the present invention, determining the vehicle driving condition based on the driving status data includes: if the vehicle speed is greater than a first preset speed threshold, the lateral acceleration is less than a fourth preset acceleration threshold, the lateral acceleration is less than a fifth preset acceleration threshold, the longitudinal acceleration is less than a sixth preset acceleration threshold, and the road information is an expressway, then determining that the vehicle driving condition is a high-speed driving condition, wherein the driving status data includes vehicle speed, lateral acceleration, lateral acceleration, longitudinal acceleration and road information, and the expressway includes expressways, elevated roads and national highways.

[0011] According to one embodiment of the present invention, determining the vehicle driving condition based on the driving status data includes: calculating the vehicle body height difference on both sides of the vehicle based on the vehicle body heights on both sides of the vehicle; if the longitudinal acceleration is greater than a seventh preset acceleration threshold, the vehicle body height difference is greater than a second preset height difference threshold, and the road surface roughness is greater than a first preset road surface roughness threshold, then determining that the vehicle driving condition is a severe road condition, wherein the driving status data includes road surface roughness, longitudinal acceleration and vehicle body heights on both sides of the vehicle.

[0012] According to one embodiment of the present invention, determining the vehicle driving condition based on the driving status data includes: if the road surface roughness is less than a second preset road surface roughness threshold, the lateral acceleration is less than an eighth preset acceleration threshold, the lateral acceleration is less than a ninth preset acceleration threshold, the longitudinal acceleration is less than a tenth preset acceleration threshold, and the road information is a conventional road, then determining that the vehicle driving condition is a conventional road condition; wherein the driving status data includes the road surface roughness, the lateral acceleration, the lateral acceleration, the longitudinal acceleration and the road information, and the conventional roads include urban roads and county roads.

[0013] According to one embodiment of the present invention, the method further includes: obtaining an operating mode of the vehicle, wherein the operating mode includes a manual mode and an adaptive mode; when the operating mode is the adaptive mode, executing the step of determining the vehicle driving condition according to the driving status data; when the operating mode is the manual mode, obtaining a driving operation mode of the vehicle; when the driving operation mode is the comfort mode, controlling the shock absorber of the active suspension according to the stiffness requirement corresponding to the comfort mode; when the driving operation mode is the sport mode, controlling the shock absorber of the active suspension according to the stiffness requirement corresponding to the comfort mode.

[0014] To achieve the above-mentioned purpose, a second aspect of the present invention proposes a control system for an active suspension, comprising: an active suspension and a controller, wherein the active suspension comprises a shock absorber, and the controller comprises a memory, a processor and a computer program stored in the memory, and when the computer program is executed by the processor, the above-mentioned active suspension control method is implemented.

[0015] In addition, the control system of the active suspension according to the embodiment of the present invention may also have the following additional technical features:

[0016] According to one embodiment of the present invention, the shock absorber includes a linear motor and an elastic device, the linear motor and the elastic device are arranged in parallel, one end of the linear motor and one end of the elastic device are installed on the vehicle body, and the other end of the linear motor and the other end of the elastic device are installed on the suspension swing arm.

[0017] To achieve the above object, a third embodiment of the present invention provides a vehicle, comprising: the control system of the active suspension

[0018] The active suspension control method, system and vehicle of the embodiments of the present invention adjust the stiffness of the active suspension according to the vehicle driving conditions, so that the vehicle always maintains the optimal driving state, ensures the stability of the driver's operation, improves the comfort of the passengers, and enhances the driver's driving experience. BRIEF DESCRIPTION OF THE DRAWINGS

[0019] Figure 1 is a flow chart of a control method for an active suspension according to an embodiment of the present invention;

[0020] Figure 2 is a schematic diagram of a flow chart of controlling a shock absorber of an active suspension according to a stiffness requirement corresponding to a vehicle driving condition according to an embodiment of the present invention;

[0021] Figure 3 is a schematic structural diagram of a control system of an active suspension according to an embodiment of the present invention;

[0022] Figure 4 is a schematic diagram of the structure of a controller according to an embodiment of the present invention;

[0023] Figure 5 is a schematic structural diagram of a shock absorber according to an embodiment of the present invention;

[0024] Figure 6 is a schematic structural diagram of a linear motor according to an embodiment of the present invention;

[0025] Figure 7 is a schematic structural diagram of a linear motor according to another embodiment of the present invention;

[0026] Figure 8 is a structural schematic diagram of a linear motor according to another embodiment of the present invention;

[0027] Fig. 9 is a schematic structural diagram of a vehicle according to an embodiment of the present invention;

[0028] Fig.10 It is a schematic structural diagram of a vehicle according to another embodiment of the present invention. DETAILED DESCRIPTION

[0029] Embodiments of the present invention are described in detail below, examples of which are shown in the accompanying drawings, wherein the same or similar reference numerals throughout represent the same or similar elements or elements having the same or similar functions. The embodiments described below with reference to the accompanying drawings are exemplary and are intended to be used to explain the present invention, and should not be construed as limiting the present invention.

[0030] The following describes an active suspension control method, system and vehicle according to embodiments of the present invention with reference to the accompanying drawings.

[0031] Figure 1 It is a flowchart of a control method of an active suspension according to an embodiment of the present invention.

[0032] S1, obtaining the driving status data of the vehicle.

[0033] Among them, the driving status data may include vehicle status data during vehicle driving, road status data on the driving route, etc. Specifically, the vehicle status data can be collected in real time through corresponding sensors, and the road status data can be obtained through the navigation system and the vehicle-mounted camera.

[0034] S2, determining the vehicle driving condition according to the driving status data.

[0035] Specifically, the vehicle's signal processing and controller can be used to process the driving status data in real time to determine the vehicle's driving conditions.

[0036] S3, controlling the shock absorber of the active suspension according to the stiffness requirement corresponding to the vehicle driving condition.

[0037] The control method of the active suspension of the embodiment of the present invention adjusts the stiffness of the active suspension according to the vehicle driving conditions, so that the vehicle can maintain an optimal driving state under different conditions, ensuring the stability of the driver's operation.

[0038] In some embodiments of the present invention, Figure 2 As shown, the steps of controlling the shock absorber of the active suspension according to the stiffness requirement corresponding to the vehicle driving condition include:

[0039] S31, obtaining a corresponding stiffness range according to the vehicle driving condition.

[0040] S32: Taking the median value of the stiffness range as the corresponding stiffness requirement, and controlling the shock absorber according to the stiffness requirement.

[0041] It should be noted that the stiffness requirements corresponding to different vehicle driving conditions can be calibrated into the optimal range through experiments.

[0042] As an example, after the shock absorber is controlled according to the vehicle driving condition, the driving state data is continuously acquired. When it is determined to exit the current vehicle driving condition according to the driving state data acquired in real time, the control of the shock absorber is released.

[0043] In this embodiment, by taking the median value of the stiffness range as the corresponding stiffness requirement, it is possible to avoid the problem of discomfort to the driver and passengers that may occur when the maximum value or the minimum value in the stiffness range is taken as the corresponding stiffness requirement.

[0044] In some embodiments of the present invention, the step of determining the vehicle driving condition according to the driving state data includes:

[0045] The accelerator pedal depression stroke change rate is obtained according to the accelerator pedal opening; if the accelerator pedal depression stroke change rate is greater than a first preset value, and the lateral acceleration is greater than a first preset acceleration threshold, it is determined that the vehicle driving condition is a starting acceleration condition, wherein the driving status data includes the accelerator pedal opening and the lateral acceleration.

[0046] As an example, if the rate of change of the accelerator pedal's depression stroke is not greater than a first preset value, or the lateral acceleration is not greater than a first preset acceleration threshold, it is determined that the vehicle driving condition is not a starting acceleration condition.

[0047] In this embodiment, by acquiring the brake pedal opening and lateral acceleration in real time, it is possible to determine whether the vehicle driving condition is a starting acceleration condition. When the vehicle is in a starting acceleration condition, the vehicle promptly adjusts the active suspension according to the condition.

[0048] In some embodiments of the present invention, determining the vehicle driving condition according to the driving state data includes:

[0049] The brake pedal depression stroke change rate is obtained according to the brake pedal opening; if the brake pedal depression stroke change rate is greater than a second preset value, and the lateral acceleration is greater than a second preset acceleration threshold, the vehicle driving condition is determined to be a braking deceleration condition, wherein the driving status data includes the brake pedal opening and the lateral acceleration.

[0050] As an example, if the rate of change of the depression stroke of the brake pedal is not greater than a second preset value, or the lateral acceleration is not greater than a second preset acceleration threshold, it is determined that the vehicle driving condition is not a braking deceleration condition.

[0051] In this embodiment, by acquiring the brake pedal opening and lateral acceleration in real time, it is possible to determine whether the vehicle driving condition is a braking and deceleration condition. When the vehicle is in a braking and deceleration condition, the vehicle promptly adjusts the active suspension according to the condition.

[0052] In some embodiments of the present invention, determining the vehicle driving condition according to the driving state data includes:

[0053] The body height difference on both sides of the vehicle is calculated based on the body height on both sides of the vehicle; if the steering wheel angle is greater than a first preset angle threshold, the body height difference is greater than the first preset height difference threshold, and the lateral acceleration is greater than a third preset acceleration threshold, then the vehicle driving condition is determined to be a turning and lane changing condition, wherein the driving status data includes the steering wheel angle, the lateral acceleration and the body height on both sides of the vehicle.

[0054] As an example, if the steering wheel angle is not greater than a first preset angle threshold, the vehicle body height difference is not greater than a first preset height difference threshold, and the lateral acceleration is not greater than a third preset acceleration threshold, it is determined that the vehicle driving condition is not a turning and lane changing condition.

[0055] In this embodiment, by acquiring the steering wheel angle, lateral acceleration, and body height on both sides of the vehicle in real time, it is possible to determine whether the vehicle's driving condition is a turning and lane changing condition. When the vehicle is in a turning and lane changing condition, the vehicle promptly adjusts the active suspension based on the condition.

[0056] In some embodiments of the present invention, determining the vehicle driving condition according to the driving state data includes:

[0057] If the vehicle speed is greater than a first preset speed threshold, the lateral acceleration is less than a fourth preset acceleration threshold, the lateral acceleration is less than a fifth preset acceleration threshold, the longitudinal acceleration is less than a sixth preset acceleration threshold, and the road information is an expressway, then the vehicle driving condition is determined to be a high-speed driving condition, wherein the driving status data includes vehicle speed, lateral acceleration, lateral acceleration, longitudinal acceleration and road information, and expressways include highways, elevated roads and national highways.

[0058] As an example, if the vehicle speed is not greater than the first preset speed threshold, the lateral acceleration is not less than the fourth preset acceleration threshold, the lateral acceleration is not less than the fifth preset acceleration threshold, the longitudinal acceleration is not less than the sixth preset acceleration threshold, and the road information is not a freeway, then it is determined that the vehicle driving condition is not a high-speed driving condition.

[0059] In this embodiment, by acquiring the vehicle speed, lateral acceleration, lateral acceleration, longitudinal acceleration, and road information in real time, it is possible to determine whether the vehicle driving condition is a high-speed driving condition. When the vehicle is in a high-speed driving condition, the vehicle adjusts the active suspension in a timely manner based on the condition.

[0060] In some embodiments of the present invention, determining the vehicle driving condition according to the driving state data includes:

[0061] The vehicle body height difference on both sides of the vehicle is calculated based on the vehicle body height on both sides of the vehicle; if the longitudinal acceleration is greater than a seventh preset acceleration threshold, the vehicle body height difference is greater than a second preset height difference threshold, and the road surface roughness is greater than a first preset road surface roughness threshold, then the vehicle driving condition is determined to be a severe road condition, wherein the driving status data includes road surface roughness, longitudinal acceleration and vehicle body height on both sides of the vehicle.

[0062] As an example, if the longitudinal acceleration is not greater than the seventh preset acceleration threshold, the vehicle height difference is not greater than the second preset height difference threshold, and the road surface roughness is not greater than the first preset road surface roughness threshold, it is determined that the vehicle driving condition is not a severe road condition.

[0063] In this embodiment, by acquiring the road surface roughness, longitudinal acceleration, and body height on both sides of the vehicle in real time, it is possible to determine whether the vehicle driving condition is a severe road condition. When the vehicle is in a severe road condition, the vehicle will adjust the active suspension in time according to the condition.

[0064] In some embodiments of the present invention, determining the vehicle driving condition according to the driving state data includes:

[0065] If the road surface roughness is less than the second preset road surface roughness threshold, the lateral acceleration is less than the eighth preset acceleration threshold, the lateral acceleration is less than the ninth preset acceleration threshold, the longitudinal acceleration is less than the tenth preset acceleration threshold, and the road information is a conventional road, then the vehicle driving condition is determined to be a conventional road condition; wherein the driving status data includes road surface roughness, lateral acceleration, lateral acceleration, longitudinal acceleration and road information, and conventional roads include urban roads and county roads.

[0066] As an example, if the road surface roughness is not less than the second preset road surface roughness threshold, the lateral acceleration is not less than the eighth preset acceleration threshold, the lateral acceleration is not less than the ninth preset acceleration threshold, the longitudinal acceleration is not less than the tenth preset acceleration threshold, and the road information is not a regular road and satisfies one of the following conditions, it is determined that the vehicle driving condition is not a regular road condition.

[0067] In this embodiment, by acquiring road surface roughness, lateral acceleration, lateral acceleration, longitudinal acceleration, and road information in real time, it is possible to determine whether the vehicle driving condition is a normal road condition. When the vehicle is in a normal road condition, the vehicle will adjust the active suspension in a timely manner based on the condition.

[0068] In some embodiments of the present invention, the control method of the active suspension further includes:

[0069] S21, obtaining an operating mode of the vehicle, wherein the operating mode includes a manual mode and an adaptive mode.

[0070] S22, when the operating mode is the adaptive mode, executing the step of determining the vehicle driving condition according to the driving status data.

[0071] S23, when the operation mode is manual mode, obtain the driving operation mode of the vehicle; when the driving operation mode is comfort mode, control the shock absorber of the active suspension according to the stiffness requirement corresponding to the comfort mode; when the driving operation mode is sport mode, control the shock absorber of the active suspension according to the stiffness requirement corresponding to the comfort mode.

[0072] In this embodiment, the driver can actively set the vehicle to comfort mode or sport mode according to his or her driving habits and understanding of familiar road conditions, which can make the vehicle control more intelligent and free, thereby improving the vehicle's driving performance and driving experience.

[0073] It should be noted that the structure and working principle of the active suspension of the embodiment of the present invention are described in the following specific implementation of the control system of the active suspension.

[0074] Corresponding to the above embodiment, the present invention further proposes a control system for an active suspension.

[0075] Figure 3It is a schematic structural diagram of a control system of an active suspension according to an embodiment of the present invention.

[0076] like Figure 3 As shown, the control system 20 of the active suspension includes: an active suspension 300 and a controller 400, and the active suspension includes a shock absorber 3000. The controller 400 includes: a memory 401, a processor 402 and a computer program stored in the memory 401. When the computer program is executed by the processor, the above-mentioned control method of the active suspension is implemented.

[0077] As an example, Figure 4 As shown, the memory 401 and the processor 402 in the controller 400 are connected, such as through a bus 403. Optionally, the controller 400 may also include a transceiver 404. When the computer program is executed by the processor 402, the above-mentioned active suspension control method is implemented. It should be noted that in actual applications, the transceiver 404 is not limited to one, and the structure of the controller 400 does not constitute a limitation on the embodiments of the present invention.

[0078] Processor 402 may be a CPU (Central Processing Unit), a general purpose processor, a DSP (Digital Signal Processor), an ASIC (Application Specific Integrated Circuit), an FPGA (Field Programmable Gate Array) or other programmable logic devices, transistor logic devices, hardware components or any combination thereof. It may implement or execute various exemplary logic blocks, modules and circuits described in conjunction with the disclosure of the present invention. Processor 402 may also be a combination that implements computing functions, such as a combination of one or more microprocessors, a combination of a DSP and a microprocessor, etc.

[0079] The bus 403 may include a path to transmit information between the above components. The bus 403 may be a PCI (Peripheral Component Interconnect) bus or an EISA (Extended Industry Standard Architecture) bus. The bus 403 may be divided into an address bus, a data bus, a control bus, etc. For ease of representation, Figure 4 Only one thick line is used in the diagram, but this does not mean that there is only one bus or only one type of bus.

[0080] The memory 401 is used to store a computer program corresponding to the control method of the active suspension of the above embodiment of the present invention, and the computer program is controlled and executed by the processor 402. The processor 402 is used to execute the computer program stored in the memory 401 to implement the contents shown in the above method embodiment.

[0081] The controller 400 includes but is not limited to: a mobile terminal such as a PDA (personal digital assistant), a PAD (tablet computer), etc. Figure 4 The controller 400 shown is only an example and should not bring any limitation to the functions and scope of use of the embodiments of the present invention.

[0082] The active suspension control system 20 of the embodiment of the present invention can keep the vehicle in the best driving state at all times, ensure the stability of the driver's operation, improve the comfort of the passengers, and enhance the driving experience of the driver.

[0083] In some embodiments of the present invention, the shock absorber 3000 includes a linear motor 3001 and an elastic device 3002, the linear motor 3001 and the elastic device 3002 are arranged in parallel, one end of the linear motor 3001 and one end of the elastic device 3002 are installed on the vehicle body 100, and the other end of the linear motor 3001 and the other end of the elastic device 3002 are installed on the suspension swing arm 200.

[0084] As an example, the elastic device 3002 may be a coil spring.

[0085] In this embodiment, the parallel combination of the linear motor 3001 and the elastic device 3002 means that in the event of failure of the linear motor 3001, the elastic device 3002 still provides suspension stiffness to support the vehicle 10 to travel smoothly.

[0086] In some embodiments of the present invention, Figure 5 As shown, the linear motor 3001 includes a stator mechanism 30011 and a mover mechanism 30012, one end of the stator mechanism 30011 is mounted on the vehicle body 100, one end of the mover mechanism 30012 is inserted into the stator mechanism 30011, and the other end of the mover mechanism 30012 is mounted on the suspension swing arm 200. After the stator mechanism 30011 is input with current parameters, the mover mechanism 30012 can perform linear reciprocating motion along the stator mechanism 30011.

[0087] The linear motor 3001 has the advantages of fast response speed (up to 3ms), precise control, small displacement error (error can reach 0.01μm level), etc. The use of the linear motor 3001 in the vehicle 10 can provide sufficient suspension stiffness while providing optimal damping force, thereby achieving a damping effect of attenuating vibration. By using the linear motor 3001 as a suspension stiffness adjustment actuator, there is no need for intermediate energy transmission and storage medium. For new energy vehicles, the suspension stiffness can be directly controlled by electric energy, thereby achieving rapid adjustment of the vehicle body 100.

[0088] In some embodiments of the present invention, Figure 5 As shown, the stator mechanism 30011 includes a shell 300111 and at least two stators 300112, at least two stators 300112 are arranged in the shell 300111, and wiring ports are led out on the outer wall of the shell 300111 to input current parameters, and one end of the shell 300111 is fixed on the vehicle body 100; the mover mechanism 30012 includes a mover 300121, one end of the mover 300121 extends into the shell 300111 and is inserted between at least two stators 300112, and the other end of the mover 300121 extends out of the shell 300111 and is connected to the suspension swing arm 200 or the steering knuckle, and the mover 300121 can perform linear reciprocating motion along at least two stators 300112.

[0089] It should be noted that a certain gap is left between the stator 300112 and the mover 300121 .

[0090] In this embodiment, the linear motor 3001 of this structure can realize linear and continuous adjustment of suspension stiffness, which can meet the requirements of different vehicle models and drivers for vehicle suspension stiffness.

[0091] In some embodiments of the present invention, Figure 6 As shown, the stator 300112 includes a stator core 3001121 and a plurality of stator coils 3001122; the mover 300121 includes a mover rod 3001211 and a plurality of permanent magnets 3001212, and the plurality of permanent magnets 3001212 are evenly arranged side by side on the mover rod 3001211; wherein, among the plurality of permanent magnets 3001212, the magnetic poles of adjacent permanent magnets 3001212 are arranged oppositely, and the plurality of stator coils 3001122 form a changing magnetic field through the input current parameters, thereby controlling the displacement distance and direction of the mover 300121.

[0092] Specifically, by controlling the direction of the current input to the stator coil 3001122, a predetermined magnetic field direction can be generated, thereby controlling the movement direction of the mover rod 3001211; by controlling the magnitude of the current input to the stator coil 3001122, a predetermined magnetic field strength can be generated, thereby controlling the magnitude of the force on the permanent magnet 3001212 on the mover rod 3001211 and controlling the movement distance of the mover rod 3001211.

[0093] For example, a first displacement sensor is installed at the end of the mover 300121 to provide the displacement Δx of the mover 300121 to the current output control unit, thereby controlling the vehicle to output a predetermined current. The linear relationship between the mover thrust F and the mover displacement Δx is F=K T ×Δx, the stiffness of the elastic device is K s The stiffness of the suspension wheel center is

[0094] As an example, Figure 7 As shown, when the mover rod 3001211 needs to move to the left, the current parameters of the input multiple stator coils 3001122 can be controlled to generate a changing magnetic field around the mover rod 3001211. According to the principle that opposite poles attract and like poles repel, the mover rod 3001211 is pushed to move in a predetermined straight line direction, that is, to the left.

[0095] As another example, Figure 8 As shown, when the mover rod 3001211 needs to move to the right, the current parameters of the input multiple stator coils 3001122 can also be controlled to push the mover rod 3001211 to move to the right.

[0096] Corresponding to the above embodiment, the present invention also provides a vehicle.

[0097] Fig. 9 It is a schematic structural diagram of a vehicle according to an embodiment of the present invention.

[0098] like Fig. 9 As shown, the vehicle 10 includes: the active suspension control system 20 mentioned above.

[0099] As a feasible implementation method, Fig.10 As shown, the vehicle 10 also includes:

[0100] The speed sensor 501 is used to obtain the movement speed of the vehicle; the high-definition navigation system 502 is used to locate the road on which the vehicle is traveling and determine the road information; the road obstacle recognition system 503 is used to scan and obtain the unevenness of the road surface; the laser displacement signal sensor 504 is used to cooperate with the road obstacle recognition system 503 to provide the controller 400 with the uneven road conditions, obstacle information, and pedestrian information, calculate the displacement difference, predict the driving time according to the vehicle speed, and assist the active suspension to prepare in advance and make a pre-judgment program; the angle sensor 505 is used to obtain the angle change of the steering wheel; the wheel height sensor 506 is used to obtain the vehicle body height on both sides of the vehicle; the X / Y / Z three-direction acceleration signal sensor 507 is used to analyze the lateral, lateral, and longitudinal acceleration of the vehicle's driving state; the second displacement sensor 508 is used to obtain the opening of the accelerator pedal; the third displacement sensor 509 is used to obtain the opening of the brake pedal; the energy supply unit 510 is used to provide current to the active suspension 300; the energy storage unit 511 is used to store electrical energy; and the signal processor 512 is used to process each signal.

[0101] Next, the adjustment process of the active suspension 300 when the vehicle is traveling is described:

[0102] The signal processor 512 analyzes, filters, and calculates corresponding signal values ​​and provides them to the controller 400 .

[0103] The controller 400 determines the vehicle driving condition based on the signal value and calculates the suspension stiffness requirement.

[0104] The controller 400 controls the motor to output a corresponding current.

[0105] The controller 400 adjusts the magnitude and direction of the current according to the signal value of the first sensor.

[0106] According to the input current, the thrust or pull of the linear motor 3001 is adjusted to adjust the stiffness of the active suspension 300 .

[0107] The controller 400 preferentially determines whether the vehicle 10 has a manual mode input, and if so, adjusts the stiffness of the active suspension 300 according to the manual mode.

[0108] It should be understood that the logic and / or steps represented in the flowchart or otherwise described herein, for example, can be considered as an ordered list of executable instructions for implementing logical functions, and can be embodied in any computer-readable medium for use by an instruction execution system, device or apparatus (such as a computer-based system, a system including a processor, or other system that can fetch instructions from an instruction execution system, device or apparatus and execute instructions), or in combination with these instruction execution systems, devices or apparatuses. For the purposes of this specification, a "computer-readable medium" can be any device that can contain, store, communicate, propagate or transmit a program for use by an instruction execution system, device or apparatus, or in combination with these instruction execution systems, devices or apparatuses. More specific examples of computer-readable media (a non-exhaustive list) include the following: an electrical connection with one or more wires (electronic devices), a portable computer disk box (magnetic device), a random access memory (RAM), a read-only memory (ROM), an erasable and programmable read-only memory (EPROM or flash memory), a fiber optic device, and a portable compact disk read-only memory (CDROM). In addition, the computer-readable medium may even be paper or other suitable medium on which the program is printed, since the program may be obtained electronically, for example, by optically scanning the paper or other medium and then editing, interpreting or processing in other suitable ways if necessary, and then stored in a computer memory.

[0109] At the same time, the various parts of the present invention can be implemented by hardware, software, firmware or a combination thereof. In the above-mentioned embodiment, a plurality of steps or methods can be implemented by software or firmware stored in a memory and executed by a suitable instruction execution system. For example, if implemented by hardware, as in another embodiment, it can be implemented by any one of the following technologies known in the art or their combination: a discrete logic circuit having a logic gate circuit for implementing a logic function for a data signal, a dedicated integrated circuit having a suitable combination of logic gate circuits, a programmable gate array (PGA), a field programmable gate array (FPGA), etc.

[0110] In the description of this specification, the description with reference to the terms "one embodiment", "some embodiments", "examples", "specific examples", or "some examples" means that the specific features, structures, materials or characteristics described in conjunction with the embodiment or example are included in at least one embodiment or example of the present invention. In this specification, the schematic representation of the above terms does not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials or characteristics described may be combined in any one or more embodiments or examples in a suitable manner.

[0111] In addition, the terms "first" and "second" are used for descriptive purposes only and should not be understood as indicating or implying relative importance or implicitly indicating the number of the indicated technical features. Therefore, the features defined as "first" and "second" may explicitly or implicitly include at least one of the features. In the description of the present invention, the meaning of "plurality" is at least two, such as two, three, etc., unless otherwise clearly and specifically defined.

[0112] Although the embodiments of the present invention have been shown and described above, it is to be understood that the above embodiments are exemplary and are not to be construed as limitations of the present invention. A person skilled in the art may change, modify, replace and vary the above embodiments within the scope of the present invention.

Claims

1. A control method for an active suspension, characterized in that: The active suspension includes a shock absorber, the shock absorber includes a linear motor, one end of the linear motor is mounted on the vehicle body, and the other end of the linear motor is mounted on the suspension swing arm; the method includes: Obtain the vehicle's driving status data; Determining a vehicle driving condition according to the driving status data; Controlling the linear motor according to the stiffness requirement corresponding to the vehicle driving condition; The step of controlling the linear motor according to the stiffness requirement corresponding to the vehicle driving condition comprises: Obtaining a corresponding stiffness range according to the vehicle driving condition; taking the median value of the stiffness range as the corresponding stiffness requirement, and controlling the linear motor according to the stiffness requirement; The driving conditions include: starting acceleration conditions, braking deceleration conditions, turning and lane changing conditions, adverse road conditions and normal road conditions; Determining the vehicle driving condition according to the driving state data includes: Calculating a height difference of a vehicle body on both sides of the vehicle according to the vehicle body heights on both sides of the vehicle; If the steering wheel angle is greater than a first preset angle threshold, the vehicle height difference is greater than a first preset height difference threshold, and the lateral acceleration is greater than a third preset acceleration threshold, then the vehicle driving condition is determined to be the turning lane change condition, wherein the driving state data includes the steering wheel angle, the lateral acceleration and the vehicle heights on both sides of the vehicle; Determining the vehicle driving condition according to the driving state data includes: Calculating a height difference of a vehicle body on both sides of the vehicle according to the vehicle body heights on both sides of the vehicle; If the longitudinal acceleration is greater than the seventh preset acceleration threshold, the vehicle body height difference is greater than the second preset height difference threshold, and the road surface roughness is greater than the first preset road surface roughness threshold, then the vehicle driving condition is determined to be the severe road condition, wherein the driving status data includes road surface roughness, longitudinal acceleration and vehicle body height on both sides of the vehicle.

2. The control method of active suspension according to claim 1, characterized in that: The step of determining the vehicle driving condition according to the driving state data comprises: The change rate of the accelerator pedal's depression stroke is obtained according to the accelerator pedal opening; If the rate of change of the accelerator pedal's depression stroke is greater than a first preset value, and the lateral acceleration is greater than a first preset acceleration threshold, the vehicle driving condition is determined to be the starting acceleration condition, wherein the driving status data includes the accelerator pedal opening and the lateral acceleration.

3. The control method of active suspension according to claim 1, characterized in that: Determining the vehicle driving condition according to the driving state data includes: The change rate of the brake pedal's depression stroke is obtained according to the brake pedal opening; If the rate of change of the brake pedal depression stroke is greater than a second preset value, and the lateral acceleration is greater than a second preset acceleration threshold, the vehicle driving condition is determined to be the braking deceleration condition, wherein the driving status data includes the brake pedal opening and the lateral acceleration.

4. The control method of active suspension according to claim 1, characterized in that: Determining the vehicle driving condition according to the driving state data includes: If the vehicle speed is greater than a first preset speed threshold, the lateral acceleration is less than a fourth preset acceleration threshold, the lateral acceleration is less than a fifth preset acceleration threshold, the longitudinal acceleration is less than a sixth preset acceleration threshold, and the road information is an expressway, then the vehicle driving condition is determined to be the high-speed driving condition, wherein the driving status data includes vehicle speed, lateral acceleration, lateral acceleration, longitudinal acceleration and road information, and the expressway includes expressways, elevated roads and national highways.

5. The control method of active suspension according to claim 1, characterized in that: Determining the vehicle driving condition according to the driving state data includes: If the road surface roughness is less than a second preset road surface roughness threshold, the lateral acceleration is less than an eighth preset acceleration threshold, the lateral acceleration is less than a ninth preset acceleration threshold, the longitudinal acceleration is less than a tenth preset acceleration threshold, and the road information is a conventional road, then the vehicle driving condition is determined to be the conventional road condition; wherein the driving status data includes the road surface roughness, the lateral acceleration, the lateral acceleration, the longitudinal acceleration and the road information, and the conventional roads include urban roads and county roads.

6. The control method of active suspension according to claim 1, characterized in that: The method further comprises: Acquire an operating mode of the vehicle, wherein the operating mode includes a manual mode and an adaptive mode; When the operating mode is the adaptive mode, performing the step of determining the vehicle driving condition according to the driving state data; When the operating mode is the manual mode, the driving operation mode of the vehicle is obtained; when the driving operation mode is the comfort mode, the linear motor is controlled according to the stiffness requirement corresponding to the comfort mode; when the driving operation mode is the sports mode, the linear motor is controlled according to the stiffness requirement corresponding to the comfort mode.

7. A control system for an active suspension, characterized in that: include: An active suspension and a controller, wherein the active suspension includes a shock absorber, and the shock absorber includes a linear motor, one end of the linear motor is mounted on the vehicle body, and the other end of the linear motor is mounted on the suspension swing arm; The controller includes a memory, a processor, and a computer program stored in the memory. When the computer program is executed by the processor, the control method of the active suspension according to any one of claims 1 to 6 is implemented.

8. The active suspension control system according to claim 7, characterized in that: The shock absorber also includes an elastic device. The linear motor and the elastic device are arranged in parallel. One end of the elastic device is mounted on the vehicle body, and the other end of the elastic device is mounted on the suspension swing arm.

9. A vehicle, characterized in that: include: The active suspension control system according to claim 7 or 8.

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