A pre-intervention system for a semi-active suspension and method of application

Abstract

The application discloses a pre-intervention system of a semi-active suspension and an application method, belongs to the technical field of automobile damping control, and comprises a pre-intervention function module, an ECU central control module and an ECU suspension control module; the pre-intervention function module comprises a radar sensor, an infrared sensor and a monitoring camera, is used for monitoring road surface information in real time, and inputs the road surface information to the ECU central control module before the vehicle is transitioned from a plane road surface to a non-plane road surface; the ECU central control module is connected with the pre-intervention function module, receives and processes information of the pre-intervention function module, controls an output signal of the ECU suspension control module, and among information processed by the ECU central control module, information of the pre-intervention function module is prior to other information needing to control the output signal of the ECU suspension control module; the ECU suspension control module is connected with the ECU central control module, comprises a CDC shock absorber and a suspension, is used for outputting a control current to the CDC shock absorber according to a control strategy to adjust damping force, and realizes hardness adjustment of the suspension.

Description

Technical Field

[0001] This invention belongs to the field of automotive shock absorption control technology, specifically a pre-intervention system and application method for a semi-active suspension. Background Technology

[0002] Currently, semi-active suspension is more commonly used than fully active suspension in vehicle models. While both semi-active and fully active suspensions offer superior suspension comfort, semi-active suspension is less expensive. Therefore, it is more widely adopted. Taking the CDC (Diverterless Damping Control) shock absorber in a semi-active suspension as an example, the ECU (Electronic Control Unit) analyzes electrical signals from sensors such as vehicle acceleration, wheel acceleration, and lateral acceleration, and sends these signals to the CDC shock absorber to control the valve opening, thus adjusting the suspension stiffness. The drawback of this method is that the ECU only begins to adapt to the road surface and reacts when the vehicle enters a specific road condition. It cannot adjust the suspension stiffness before entering that condition, resulting in a stiffer suspension when the vehicle encounters uneven surfaces, leading to uneven driving conditions. Summary of the Invention

[0003] To address the above problems, this invention provides a semi-active suspension pre-intervention system and application method, including a pre-intervention function module, an ECU central control module, and an ECU suspension control module. The pre-intervention function module includes a radar sensor, an infrared sensor, and a monitoring camera, used to monitor road surface information in real time and input road surface information to the ECU central control module before the vehicle transitions from a flat road surface to a non-flat road surface. The ECU central control module is connected to the pre-intervention function module, receives and processes the information from the pre-intervention function module, and controls the output signal of the ECU suspension control module. Among the information processed by the ECU central control module, the information from the pre-intervention function module takes priority over other information that needs to control the output of the ECU suspension control module. The information in the signal; the ECU suspension control module is connected to the ECU central control module, including the CDC shock absorber and the suspension, and is used to output control current to the CDC shock absorber to adjust the damping force according to the control strategy, so as to realize the adjustment of the suspension stiffness; after the pre-intervention function module identifies the road information, it sends the signal to the ECU, and the ECU receives and processes the electrical signal of the pre-intervention function module, and sends the control valve adjustment signal to the CDC shock absorber to realize the early adjustment of the suspension stiffness, which can reduce the impact and non-plane feeling when the vehicle transitions from a smooth road surface to a non-flat road surface, and improve the driving comfort. This invention realizes a low-cost transition from semi-active suspension to fully active suspension and expands the technical field of semi-active suspension.

[0004] The technical solution of the present invention is as follows: a semi-active suspension pre-intervention system, comprising: a pre-intervention function module, an ECU central control module, and an ECU suspension control module;

[0005] The pre-intervention function module includes radar sensors, infrared sensors, and monitoring cameras, which are used to monitor road information in real time and input road information to the ECU central control module before the vehicle transitions from a flat road surface to a non-flat road surface.

[0006] The ECU central control module is connected to the pre-intervention function module, receives and processes the information from the pre-intervention function module, and controls the output signal of the ECU suspension control module. Among the information processed by the ECU central control module, the information from the pre-intervention function module takes priority over other information that needs to control the output signal of the ECU suspension control module.

[0007] The ECU suspension control module is connected to the ECU central control module and includes the CDC shock absorber and suspension. It is used to output control current to the CDC shock absorber according to the control strategy to adjust the damping force and realize the adjustment of the suspension stiffness.

[0008] Furthermore, the monitoring camera is located in the center below the vehicle's air intake grille and is connected to the ECU central control module. It is in the first identification sequence in the pre-intervention function module and is used to take pictures to identify whether there are changes in road conditions in front of the vehicle. It also transmits information about uneven road conditions to the ECU central control module to complete the first identification and analysis of the monitoring camera information.

[0009] Furthermore, there are three radar sensors, located on the left, center, and right sides below the vehicle's air intake grille, respectively, and connected to the ECU central control module. The radar sensors are in the second identification sequence in the pre-intervention function module, used to penetrate and identify suspected obstacles, which can compensate for the limited field of view in the first identification sequence. At the same time, they are used to further transmit information about uneven road conditions to the ECU central control module, complete the second identification analysis of the radar sensor information, and correct the information in the first identification sequence.

[0010] Furthermore, there are two infrared sensors, located on the left and right sides below the vehicle's air intake grille, respectively. They are connected to the ECU central control module and can further distinguish the road surface shape by measuring the surface temperature of the road surface. In the pre-intervention function module, they are in the third identification sequence to identify suspected solid road surfaces with temperature differences. They can also make up for the insufficient identification of the first and second identification sequences in dark environments. At the same time, they are used to further transmit information on uneven road conditions to the ECU central control module to complete the third identification analysis of the infrared sensor information and correct the second identification sequence information.

[0011] Furthermore, the infrared sensor is a pyroelectric infrared sensor.

[0012] Furthermore, the radar sensor is an ultrasonic radar.

[0013] Furthermore, the surveillance camera is a forward-facing monocular camera.

[0014] A method for applying a pre-intervention system of a semi-active suspension includes the following steps:

[0015] S1 pre-intervention system assesses vehicle driving conditions:

[0016] If a vehicle enters a level road condition from a non-level road condition, then step S201 is executed;

[0017] When a vehicle enters a non-flat road condition from a flat road condition, step S301 is executed;

[0018] The S201 pre-intervention function module identifies road condition information directly in front of the vehicle and inputs the information to the ECU central control module for analysis.

[0019] When the S202 ECU central control module receives the identification information, it analyzes, integrates and calculates it to determine the non-planar road conditions ahead and outputs the information to the ECU suspension control module.

[0020] After the S203 ECU suspension control module receives the non-planar road condition information after analysis and integration from the ECU central control module, it inputs corresponding commands to the CDC shock absorber to control the opening of the control valve of the CDC shock absorber and adjust the damping of the CDC shock absorber to adapt to the non-planar road condition that will be encountered ahead.

[0021] S204 When a vehicle enters a non-flat road condition from a flat road condition, step S301 is executed;

[0022] S301 disconnects all information input from the pre-intervention function module from the ECU central control module, and instead receives vehicle status data in real time, performs analysis and calculation, and inputs it to the ECU suspension control module to control the opening of the CDC shock absorber control valve;

[0023] S302 When the vehicle re-enters a level road condition from a non-level road condition, step S201 is executed.

[0024] S4 repeats the above process in a cycle, alternating between cycles, until the vehicle stops.

[0025] Furthermore, in step S201, the pre-intervention function module identifies road condition information directly in front of the vehicle by having a monitoring camera identify the road condition image directly in front of the vehicle and input the image information to the ECU central control module for first identification and analysis; the distance information identified by the radar sensor for non-planar road conditions ahead is input to the ECU central control module for second identification and analysis; and the temperature difference information identified by the infrared sensor for non-planar road conditions ahead is input to the ECU central control module for third identification and analysis.

[0026] Furthermore, in step S301, the vehicle state data includes vehicle body acceleration, wheel acceleration, and lateral acceleration.

[0027] The beneficial effects of this invention are as follows:

[0028] This invention identifies road surface information through a pre-intervention function module and sends the signal to the ECU. The ECU receives and processes the electrical signal from the pre-intervention function module and sends a control valve adjustment signal to the CDC shock absorber, thereby achieving early adjustment of the suspension stiffness. This reduces the impact and non-plane feeling when the vehicle transitions from a smooth road surface to a non-flat road surface, improving ride comfort. This invention achieves a low-cost transition from semi-active suspension to fully active suspension, expanding the technical field of semi-active suspension. Attached Figure Description

[0029] Figure 1 This is a schematic diagram of the system of the present invention.

[0030] Figure 2 This is a flowchart of the method of the present invention. Detailed Implementation

[0031] It should be noted that in the description of this invention, the terms "center", "upper", "lower", "left", "right", "vertical", "horizontal", "inner", "outer", "clockwise", "counterclockwise", etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are only for the convenience of describing this invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation.

[0032] In this invention, unless otherwise explicitly specified and limited, the terms "set," "install," "connect," and "link," etc., should be interpreted broadly. For example, "fixed" can mean a fixed connection, a detachable connection, or an integral part; a connection can be a mechanical connection or an electrical connection; a link can be a direct connection or an indirect connection through an intermediate medium, and can refer to the internal communication of two components or the interaction between two components. Those skilled in the art can understand the specific meaning of the above terms in this invention according to the specific circumstances.

[0033] The CDC shock absorber is a built-in device in the car. A pre-intervention system of a semi-active suspension is connected to the CDC shock absorber by electrical signals and controls the CDC shock absorber as needed.

[0034] A semi-active suspension pre-intervention system includes a pre-intervention function module, an ECU central control module (CCM), and an ECU suspension control module (SCM).

[0035] The pre-intervention function module includes radar sensors, infrared sensors, and monitoring cameras, which are used to monitor road information in real time and input road information to the ECU central control module before the vehicle transitions from a flat road surface to a non-flat road surface.

[0036] The monitoring camera is located in the center below the vehicle's air intake grille and is connected to the ECU central control module (CCM). It is in the first identification sequence in the pre-intervention function module and is used to take pictures to identify whether there are changes in road conditions in front of the vehicle. It also transmits information about uneven road conditions to the ECU central control module (CCM) to complete the first identification and analysis of the monitoring camera information.

[0037] Surveillance cameras can be implemented using forward-looking monocular cameras.

[0038] There are three radar sensors, located on the left, center and right sides below the vehicle's air intake grille, respectively, and connected to the ECU central control module (CCM). There are three common types of vehicle radar: lidar, millimeter-wave radar and ultrasonic radar. The pre-intervention system designed in this invention requires short-range identification, and all three types of radar meet the requirements. Ultrasonic radar is more suitable for short-range measurement.

[0039] This invention selects ultrasonic radar based on the principle of ensuring functionality while minimizing application costs.

[0040] The radar sensor is in the second identification sequence in the pre-intervention function module. It is used to penetrate and identify the obstruction of suspected obstacles (such as haystacks, foam, etc., which do not have a significant non-planar impact on the vehicle but have a physical appearance). It can make up for the limited field of view under the first identification sequence. At the same time, it is used to further transmit information about uneven road conditions to the ECU central control module (CCM) to complete the second identification and analysis of radar sensor information and correct the information of the first identification sequence.

[0041] Radar sensors can be implemented using ultrasonic radar.

[0042] There are two infrared sensors, located on the left and right sides below the vehicle's air intake grille, respectively. They are connected to the ECU central control module (CCM) and can further distinguish the road surface shape by measuring the surface temperature of the road surface. In the pre-intervention function module, they are the third identification sequence and are used to identify suspected solid road surfaces with temperature differences (such as water surfaces, mud pits, etc., which may appear as road surfaces but will cause obvious non-planar conditions to the vehicle). They can also make up for the insufficient identification of the first and second identification sequences in dark environments. At the same time, they are used to further transmit information on uneven road conditions to the ECU central control module (CCM) to complete the third identification analysis of the infrared sensor information and correct the information of the second identification sequence.

[0043] Infrared sensors can be implemented using pyroelectric infrared sensors (high sensitivity).

[0044] The ECU Central Control Module (CCM) is connected to the pre-intervention function module, receives and processes information from the pre-intervention function module, and controls the output signals of the ECU Suspension Control Module (SCM). Among the information processed by the ECU Central Control Module (CCM), information from the pre-intervention function module takes precedence over other information that needs to control the output signals of the ECU Suspension Control Module (SCM).

[0045] The ECU suspension control module (SCM) is connected to the ECU central control module (CCM) and is used to output control current to the CDC damper according to the control strategy to adjust the damping force and realize the adjustment of the suspension stiffness.

[0046] This invention employs a combination of a surveillance camera and two sensors to jointly identify road surface information, aiming to avoid relying on a single sensor for perception and distance measurement, and minimizing the risk of errors and low accuracy in identification information. Using multiple sensors to identify information from various scenes in multiple ways allows for mutual supplementation and improvement of the identification information, thereby enhancing identification accuracy.

[0047] A method for applying a pre-intervention system of a semi-active suspension includes the following steps:

[0048] S1: Pre-intervention system information analysis and integration. When a vehicle transitions from a non-planar road condition to a planar road condition, the monitoring camera continuously identifies images of the road conditions directly in front of the vehicle. When a non-planar road condition appears within 5 meters in front of the vehicle, the image information is input to the ECU central control module (CCM) for first identification and analysis. The distance information identified by the radar sensor regarding the non-planar road condition is also input to the ECU central control module (CCM) for second identification and analysis. The temperature difference information identified by the infrared sensor regarding the non-planar road condition is also input to the ECU central control module (CCM) for third identification and analysis. Upon receiving these three types of identification information, the ECU central control module (CCM) analyzes, integrates, and calculates the information to determine the non-planar road condition and outputs it to the ECU suspension control module (SCM).

[0049] S2: After receiving the non-plane road condition information after analysis and integration from the ECU central control module (CCM), the ECU suspension control module (SCM) inputs corresponding commands to the CDC shock absorber, controls the opening of the control valve of the CDC shock absorber, and adjusts the damping of the CDC shock absorber to adapt to the non-plane road condition that will be encountered ahead.

[0050] S3: When the vehicle transitions from a level road condition to a non-level road condition, the ECU Central Control Module (CCM) disconnects all information inputs from the pre-intervention function module (disconnecting the first, second, and third identification and analysis information inputs). It then switches to receiving and analyzing electrical signals from sensors such as vehicle acceleration, wheel acceleration, and lateral acceleration in real time, and inputting this data to the ECU Suspension Control Module (SCM) to control the opening of the CDC shock absorber control valve (i.e., switching to the vehicle's original semi-active suspension adjustment mechanism). When the vehicle transitions from a non-level road condition to a level road condition again, the ECU Central Control Module (CCM) resumes receiving all information inputs from the pre-intervention function module.

[0051] S4: Repeat the above process in a loop, alternating between the two, until the vehicle stops.

[0052] The pre-intervention function module consists of radar sensors, infrared sensors, and monitoring cameras. It is used to monitor road surface information in real time and input the road surface information to the CU central control module (CCM) before the vehicle transitions from a flat road surface to a non-flat road surface.

[0053] The surveillance camera can be implemented using a forward-facing monocular camera. There is one camera, located in the center below the vehicle's grille. It is connected to the ECU central control module (CCM). In the pre-intervention function module, it is the first recognition sequence, used to take pictures to identify whether there are changes in road conditions ahead of the vehicle, and to transmit information about uneven road conditions to the ECU central control module (CCM) to complete the first recognition and analysis of the surveillance camera information.

[0054] The radar sensors can be implemented using ultrasonic radar. There are three in total, located on the left, center, and right sides below the vehicle's air intake grille. They are connected to the ECU central control module (CCM). Commonly used automotive radars include lidar, millimeter-wave radar, and ultrasonic radar. The pre-intervention system designed in this invention requires short-range identification, and all three types of radar meet this requirement, with ultrasonic radar being more suitable for short-range measurement. This invention selects ultrasonic radar based on the principle of ensuring functionality while minimizing application costs. The radar sensors are in the second identification sequence within the pre-intervention function module, used to penetrate and identify suspected obstacles (e.g., haystacks, foam, etc., objects that do not significantly affect the vehicle's planar appearance but have a physical appearance). This compensates for the limited field of view in the first identification sequence and further transmits information about uneven road conditions to the ECU central control module (CCM) to complete the second identification analysis of the radar sensor information and correct the information in the first identification sequence.

[0055] The infrared sensors can be implemented using pyroelectric infrared sensors (high sensitivity). There are two in total, located on the left and right sides below the vehicle's grille. They are connected to the ECU central control module (CCM). They can further distinguish road surface shapes by measuring the surface temperature of the road surface. In the pre-intervention function module, they are used in the third identification sequence to identify suspected solid road surfaces with temperature differences (e.g., water surfaces, mud pits, etc., which may appear as road surfaces but would cause significant non-planar effects on the vehicle). They also compensate for the insufficient identification of the first and second identification sequences in dark environments. Furthermore, they are used to further transmit information about uneven road conditions to the ECU central control module (CCM) to complete the third identification analysis of the infrared sensor information and correct the information in the second identification sequence.

[0056] The ECU Central Control Module (CCM) is connected to the pre-intervention function module, receives and processes information from the pre-intervention function module, and controls the output signals of the ECU Suspension Control Module (SCM). Among the information processed by the ECU Central Control Module (CCM), the information from the pre-intervention function module takes precedence over other information that needs to control the output signals of the ECU Suspension Control Module (SCM).

[0057] This invention employs a combination of a surveillance camera and two sensors to jointly identify road surface information, aiming to avoid relying on a single sensor for perception and distance measurement, and minimizing the risk of errors and low accuracy in identification information. Using multiple sensors to identify information from various scenes in multiple ways allows for mutual supplementation and improvement of the identification information, thereby enhancing identification accuracy.

[0058] Pre-intervention system information analysis and integration. When a vehicle transitions from a non-planar road condition to a planar road condition, the monitoring camera continuously identifies images of the road conditions directly in front of the vehicle. When a non-planar road condition appears within 5 meters in front of the vehicle, the image information is input to the ECU central control module (CCM) for first identification and analysis. Distance information from the non-planar road condition identified by the radar sensor is also input to the ECU central control module (CCM) for second identification and analysis. Temperature difference information from the non-planar road condition identified by the infrared sensor is also input to the ECU central control module (CCM) for third identification and analysis. Upon receiving these three types of identification information, the ECU central control module (CCM) analyzes, integrates, and calculates the information to determine the non-planar road condition and outputs it to the ECU suspension control module (SCM).

[0059] After receiving the non-plane road condition information analyzed and integrated by the ECU central control module (CCM), the ECU suspension control module (SCM) inputs corresponding commands to the CDC shock absorber, controls the opening of the control valve of the CDC shock absorber, and adjusts the damping of the CDC shock absorber to adapt to the non-plane road condition that will be encountered ahead.

[0060] When a vehicle transitions from a level road surface to a non-level road surface, the ECU central control module (CCM) disconnects all information inputs from the pre-intervention function module (disconnecting the first, second, and third identification and analysis information inputs). It then switches to receiving and analyzing electrical signals from sensors such as vehicle acceleration, wheel acceleration, and lateral acceleration in real time, and inputs these signals to the ECU suspension control module (SCM) to control the opening of the CDC shock absorber control valve (i.e., switching back to the vehicle's original semi-active suspension adjustment mechanism). When the vehicle transitions from a non-level road surface to a level road surface again, the ECU central control module (CCM) resumes receiving all information inputs from the pre-intervention function module.

[0061] The above description is merely a specific embodiment of the present invention, but the scope of protection of the present invention is not limited thereto. Any modifications, equivalent substitutions, and improvements made by those skilled in the art within the scope of the technology disclosed in the present invention, and within the spirit and principles of the present invention, should be included within the scope of protection of the present invention. Furthermore, all content not described in detail in this specification is prior art known to those skilled in the art.

[0062] It should be noted that, in this document, relational terms such as "first" and "second" are used only to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such process, method, article, or apparatus.

Claims

1. A pre-intervention system for a semi-active suspension, characterized in that Comprise: Pre-intervention function module, ECU central control module and ECU suspension control module; Pre-intervention function module includes radar sensor, infrared sensor and monitoring camera, for real-time monitoring of road information and inputting road information to ECU central control module before vehicle transition from flat road to non-flat road; ECU central control module is connected with pre-intervention function module, receives and processes information of pre-intervention function module, controls output signal of ECU suspension control module, and information of pre-intervention function module is prior to other information needing to control output signal of ECU suspension control module in information processed by ECU central control module; ECU suspension control module is connected with ECU central control module, comprising CDC shock absorber and suspension, for outputting control current to CDC shock absorber to adjust damping force according to control strategy, so as to realize hardness adjustment of suspension; Monitoring camera is located at the middle position below the air intake grille of vehicle, connected with ECU central control module, in the first identification order in pre-intervention function module, for photographing and identifying whether there is road condition change in front of vehicle, and transmitting information of non-flat road to ECU central control module to complete first identification analysis of monitoring camera information; There are three radar sensors, respectively located at left, middle and right positions below the air intake grille of vehicle, connected with ECU central control module, radar sensor is in the second identification order in pre-intervention function module, for penetrating identification of suspected barrier object, which can make up the problem of limited visual range in the first identification order, and further transmit information of non-flat road to ECU central control module to complete second identification analysis of radar sensor information and correct first identification order information; There are two infrared sensors, respectively located at left and right positions below the air intake grille of vehicle, connected with ECU central control module, which can further distinguish road shape by measuring surface temperature of road, in the third identification order in pre-intervention function module, for judging suspected solid road with temperature difference, and can also make up the problem of insufficient identification of first and second identification orders in dark environment, and further transmit information of non-flat road to ECU central control module to complete third identification analysis of infrared sensor information and correct second identification order information.

2. A pre-intervention system for a semi-active suspension according to claim 1, characterized in that Monitoring camera is a front-view monocular camera.

3. A pre-actuation system for a semi-active suspension according to claim 2, wherein Radar sensor is ultrasonic radar.

4. A pre-actuation system for a semi-active suspension according to claim 3, wherein Infrared sensor is pyroelectric infrared sensor.

5. A method of applying a pre- intervention system to a semi-active suspension, characterized in that Comprise the following steps: S1, judging vehicle driving condition according to the pre-intervention system of semi-active suspension of claim 1: If vehicle enters flat road from non-flat road, step S201 is executed; When vehicle enters non-flat road from flat road, step S301 is executed; S201, pre-intervention function module identifies road condition information in front of vehicle and inputs information to ECU central control module for analysis; S202, after ECU central control module receives identification information, analyzes, integrates and calculates, judges non-flat road condition information in front and outputs to ECU suspension control module; S203 After the ECU suspension control module receives the non-planar road information analyzed and integrated by the ECU central control module, it inputs corresponding instructions to the CDC shock absorber to control the opening of the CDC shock absorber control valve and adjust the damping of the CDC shock absorber to adapt to the non-planar road ahead; S204 When the vehicle enters the non-planar road from the planar road, step S301 is performed; S301 All information inputs of the pre-intervention function module are disconnected by the ECU central control module, and real-time vehicle state data is received and analyzed for input to the ECU suspension control module to control the opening of the CDC shock absorber control valve; S302 When the vehicle enters the planar road from the non-planar road again, step S201 is performed; S4 The above process is repeated alternately until the vehicle stops.

6. A method of applying a pre-actuation system to a semi-active suspension as defined in claim 5, wherein, In step S201, the pre-intervention function module identifies the road condition information in front of the vehicle, specifically the monitoring camera identifies the road image in front of the vehicle, and inputs the image information to the ECU central control module for first identification analysis; the distance information identified by the radar sensor for the front non-planar road is input to the ECU central control module for second identification analysis; the temperature difference information identified by the infrared sensor for the front non-planar road is input to the ECU central control module for third identification analysis.

7. A method of applying a pre-actuation system to a semi-active suspension as defined in claim 6, wherein, In step S301, the vehicle state data includes vehicle body acceleration, wheel acceleration and lateral acceleration.

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