Control method and control system of vehicle suspension system, and vehicle

Abstract

The embodiments of the present invention provide a control method, control system, and vehicle for a vehicle suspension system, belonging to the field of suspension control. The control method comprises: first adjusting the damping parameters of at least one of the multiple axes of the suspension system based on road surface information ahead of the vehicle and the vehicle's operating parameters; second adjusting the stiffness parameters of at least one of the multiple axes of the suspension system based on the road surface information and the operating parameters; and third adjusting the control force parameters of at least one of the multiple axes of the suspension system based on the vehicle's road surface excitation information, operating state parameters, and a weight matrix corresponding to the operating parameters. This control method can be applied to the suspension dynamics matching scheme of multi-axle vehicles, enabling the active suspension to ensure rapid system response while providing the vehicle with better smoothness and handling stability, as well as a more comprehensive smoothness optimization effect, thereby broadening the applicability of the active suspension and increasing the vehicle's service life.

Description

Technical Field

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

[0002] In order to ensure that vehicles, especially multi-axle vehicles, achieve the optimal smoothness matching solution before active control and maintain the smoothness of multi-axle vehicles under special working conditions, a lot of exploration has been done in the existing technology.

[0003] During the development of the present invention, the inventors discovered that existing active suspension control methods, which rely solely on active suspension and damping adjustments, are limited in their applicability to multi-axle vehicles, their ability to meet higher ride comfort requirements, and their inability to accommodate a wide range of operating conditions. Therefore, a suspension control method is urgently needed to address these issues. Summary of the Invention

[0004] The purpose of the present invention is to provide a control method, a control system and a vehicle for a vehicle suspension system. The control method can be applied to the suspension dynamics matching scheme of a multi-axle vehicle, so that the active suspension can ensure rapid system response while giving the vehicle better smoothness and handling stability and a more comprehensive smoothness optimization effect, thereby broadening the applicability of the active suspension and increasing the service life of the vehicle.

[0005] In order to achieve the above-mentioned objectives, an embodiment of the present invention provides a control method for a suspension system of a vehicle, the control method comprising: performing a first adjustment on the damping parameters of at least one of the multiple axes of the suspension system based on road surface information ahead of the vehicle and the operating parameters of the vehicle; and / or performing a second adjustment on the stiffness parameters of at least one of the multiple axes of the suspension system based on the road surface information and the operating parameters; and performing a third adjustment on the control force parameters of at least one of the multiple axes of the suspension system based on the road surface excitation information, operating state parameters and a weight matrix corresponding to the operating parameters of the vehicle.

[0006] Optionally, the road surface information includes a pulse road surface and a random road surface, the operating condition parameters include the wading depth, tire pressure and wheel angle of the vehicle, and the first adjustment of the damping parameters of at least one of the multiple axes of the suspension system includes: when the wading depth is greater than a depth threshold, or when the road surface information is the random road surface and the tire pressure is greater than a tire pressure threshold or the wheel angle is greater than an angle threshold, adjusting the damping parameters of the multiple axes to make the damping of each of the multiple axes equal; when the wading depth is less than or equal to the depth threshold, the road surface information is the pulse road surface, and the tire pressure is greater than a tire pressure threshold or the wheel angle is greater than an angle threshold In the case of the wading depth being less than or equal to the depth threshold, the road surface information being the random road surface, the tire pressure being less than or equal to the tire pressure threshold, and the wheel angle being less than or equal to the angle threshold, the damping parameters of the multiple shafts are adjusted so that the damping ratio of each shaft is equal, wherein the damping ratio of each shaft is related to the damping, stiffness, and sprung mass of the shaft; or in the case of the wading depth being less than or equal to the depth threshold, the road surface information being the pulse road surface, the tire pressure being less than or equal to the tire pressure threshold, and the wheel angle being less than or equal to the angle threshold, the damping parameters of the multiple shafts are adjusted so that the damping of the middle shaft of the multiple shafts is the maximum.

[0007] Optionally, when the suspension system includes three shafts, the damping ratio of each shaft is expressed as follows:

[0008]

[0009]

[0010] Wherein, ζ1 is the damping ratio of the front axle among the three axles, ζ2 is the damping ratio of the intermediate axle among the three axles, and ζ3 is the damping ratio of the rear axle among the three axles; m1 is the sprung mass of the front axle, m2 is the sprung mass of the intermediate axle, and m3 is the sprung mass of the rear axle; C m1 is the output parameter of the shock absorber of the front axle, F m1 is the average value of the restoring resistance and compression resistance of the shock absorber of the front axle, v m1 F m1 The speed corresponding to the moment, D1 is the design parameter of the shock absorber of the front axle; C m2 is the output parameter of the intermediate shaft shock absorber, F m2 is the average value of the restoring resistance and compression resistance of the shock absorber of the intermediate shaft, v m2 F m2 The speed corresponding to the moment, D2 is the design parameter of the shock absorber of the intermediate shaft; C m3is the output parameter of the rear axle shock absorber, F m3 is the average value of the restoring resistance and compression resistance of the shock absorber of the rear axle, v m3 F m3 The speed corresponding to the moment, D3 is the design parameter of the shock absorber of the rear axle; k1 and k2 are the stiffness of the two wheels corresponding to the front axle, k3 and k4 are the stiffness of the two wheels corresponding to the intermediate shaft, k5 and k6 are the stiffness of the two wheels corresponding to the rear axle.

[0011] Optionally, when the driving speed of the vehicle is less than or equal to a speed threshold, the second adjustment is performed simultaneously with the first adjustment, wherein the stiffness parameters include stiffness and frequency deviation, and the second adjustment of the stiffness parameters of at least one of the multiple axes of the suspension system includes: when the wading depth is greater than the depth threshold, or when the road surface information is the random road surface, or when the road surface information is the pulse road surface, the tire pressure is less than or equal to the tire pressure threshold, and the wheel angle is less than or equal to the angle threshold, adjusting the stiffness parameters of the multiple axes to the maximum stiffness of the middle axis of the multiple axes.

[0012] Optionally, when the driving speed of the vehicle is greater than the speed threshold, the second adjustment is performed after the first adjustment, wherein the first adjustment further includes adjusting the damping parameter multiple times, and the second adjustment of the stiffness parameter of at least one of the multiple shafts of the suspension system includes: when the road surface information and operating condition parameters of the vehicle corresponding to each adjustment in the multiple adjustments meet a first set condition, adjusting the stiffness parameters of the multiple shafts to a maximum stiffness of the middle shaft of the multiple shafts, wherein the first set condition is: the road surface information is the random road surface and the tire pressure is greater than the tire pressure threshold, the wading depth is less than or equal to the depth threshold, and the tire pressure is greater than the tire pressure threshold or the wheel angle is greater than the angle threshold; When the road surface information and operating condition parameters of the vehicle corresponding to each adjustment in the multiple adjustments meet the second setting condition, the stiffness parameters of the multiple shafts are adjusted to the equal frequency deviation of each axis in the multiple shafts, wherein the second setting condition is: the road surface information is the pulse road surface, the wading depth is greater than the depth threshold, or the tire pressure is less than or equal to the tire pressure threshold and the wheel angle is less than or equal to the angle threshold; or when the road surface information and operating condition parameters of the vehicle corresponding to any adjustment in the multiple adjustments meet the first setting condition and the road surface information and operating condition parameters of the vehicle corresponding to another adjustment in the multiple adjustments meet the second setting condition, the stiffness parameters of the multiple shafts are not adjusted.

[0013] Optionally, in the case where the suspension system includes three shafts, the offset frequency of each shaft in the plurality of shafts is equal to the following formula:

[0014]

[0015] k1=k2 k3=k4 k5=k6,

[0016] Among them, m1 is the sprung mass of the front axle among the three axles, m2 is the sprung mass of the middle axle among the three axles, and m3 is the sprung mass of the rear axle among the three axles; k1 and k2 are the stiffnesses of the two wheels corresponding to the front axle, k3 and k4 are the stiffnesses of the two wheels corresponding to the middle axle, and k5 and k6 are the stiffnesses of the two wheels corresponding to the rear axle.

[0017] Optionally, the road surface information is identified as the pulse road surface or the random road surface by a camera installed on the vehicle, wherein the acquisition angle of the camera is fixed or variable. When the acquisition angle is variable, the acquisition angle is related to the driving speed of the vehicle.

[0018] Optionally, the third adjustment of the control force parameters of at least one of the multiple axes of the suspension system includes: determining a first relationship between the output matrix of the suspension system and the control force matrix of the suspension system based on the road surface excitation matrix corresponding to the road surface excitation information and the operating state matrix corresponding to the operating state parameters, wherein the output matrix includes the vehicle's body acceleration, pitch angular acceleration, suspension motion stroke and wheel vertical displacement, and the operating state matrix includes the vehicle's center of mass vertical displacement, vertical velocity, pitch angle, pitch angular velocity, wheel vertical displacement and wheel vertical velocity values; determining a second relationship between the comprehensive score of the suspension system and the control force matrix based on the first relationship, the evaluation parameter score corresponding to the output matrix and the weight matrix corresponding to the vehicle's operating condition parameters; based on the second relationship, determining the control force matrix that maximizes the comprehensive score as the target control force matrix of the suspension system; and adjusting the control force parameters of at least one of the multiple axes of the suspension system based on the target control force matrix.

[0019] Optionally, the first relationship is expressed as follows:

[0020] Y=PX+QZ r +RU,

[0021] Where Y is the output matrix of the suspension system, U is the control force matrix of the suspension system, X is the state matrix of the vehicle, and Z r is the road surface excitation matrix, P is the first coefficient matrix of the operating state matrix X, Q is the road surface excitation matrix Z r The second coefficient matrix of R is the third coefficient matrix of the control force matrix U; and / or the second relationship is expressed as follows:

[0022]

[0023] Among them, N w is the comprehensive score of the suspension system, N i S is the evaluation parameter score corresponding to the output matrix Y, j,i is the weight matrix corresponding to the operating parameters of the vehicle; wherein, when the suspension system includes three axes, j=1, 2, 3, and n=14.

[0024] On the other hand, the present invention provides a control system for a suspension system of a vehicle, the control system comprising: a first adjusting device for performing a first adjustment on the damping parameters of at least one of the multiple axes of the suspension system based on road surface information ahead of the vehicle and operating parameters of the vehicle; a second adjusting device for performing a second adjustment on the stiffness parameters of at least one of the multiple axes of the suspension system based on the road surface information and the operating parameters; and a third adjusting device for performing a third adjustment on the control force parameters of at least one of the multiple axes of the suspension system based on road surface excitation information of the vehicle, operating state parameters and a weight matrix corresponding to the operating parameters.

[0025] On the other hand, the present invention provides an electronic device comprising: at least one processor; and a memory connected to the at least one processor; wherein the memory stores instructions that can be executed by the at least one processor, and the at least one processor implements the above-mentioned method for controlling the suspension system of the vehicle by executing the instructions stored in the memory.

[0026] In another aspect, the present invention provides a machine-readable storage medium having instructions stored thereon. When the instructions are executed by a processor, the processor is configured to execute the control method for the suspension system of a vehicle as described above.

[0027] In another aspect, the present invention provides a vehicle comprising a control system according to the suspension system described above.

[0028] Through the above technical solution, the present invention provides a control method, control system, and vehicle for a vehicle suspension system. This control method can be applied to the active suspension system of a multi-axle vehicle, ensuring that the multi-axle vehicle achieves the optimal ride comfort matching solution before active control, resolving the hysteresis problem of active suspension control, improving vehicle comfort, maintaining ride comfort under special operating conditions, broadening the applicability of active suspension, and increasing vehicle service life. Specific beneficial effects include:

[0029] This invention improves ride comfort by optimizing three methods: stiffness, damping, and force control. Damping adjustment provides a quick response, reduces roll and shake during sharp turns and at high speeds, reduces wear on the suspension and body, and extends the vehicle's service life. Stiffness adjustment addresses tire contact patch, simultaneously impacting vehicle ride comfort and handling stability. Force control optimizes all ride comfort evaluation parameters simultaneously or prioritizes a specific evaluation parameter. Therefore, compared to existing technologies, this invention combines all three adjustment methods, enabling the active suspension to ensure quick system response while also providing improved ride comfort, handling stability, and comprehensive ride comfort optimization.

[0030] In addition, the control method of the present invention first pre-adjusts the stiffness parameters and damping parameters of the vehicle's suspension system, and then performs secondary adjustment on the control force parameters of the vehicle's suspension system. This adjustment method can achieve a smoother state more quickly and improve the comfort of the vehicle more quickly.

[0031] Other features and advantages of the embodiments of the present invention will be described in detail in the subsequent detailed description. BRIEF DESCRIPTION OF THE DRAWINGS

[0032] The accompanying drawings are used to provide a further understanding of the embodiments of the present invention and constitute a part of the specification. Together with the following detailed description, they are used to explain the embodiments of the present invention, but do not constitute a limitation of the embodiments of the present invention. In the accompanying drawings:

[0033] Figure 1 1 is a schematic diagram of the basic structure of an active suspension system for a multi-axle vehicle provided according to an embodiment of the present application;

[0034] Figure 2 is a flow chart of a method for controlling a suspension system according to an embodiment of the present application;

[0035] Figure 3 is a schematic diagram of a road condition collection solution provided according to an embodiment of the present application;

[0036] Figure 4 is a schematic diagram of a road condition collection solution provided according to another embodiment of the present application;

[0037] Figure 5 This is a schematic diagram of a 9-DOF vehicle dynamics model provided according to an embodiment of the present application;

[0038] Figure 6 1 is a flow chart of a control method for a suspension system under different working conditions according to an embodiment of the present application;

[0039] Figure 7 Schematic diagram of a control system of a suspension system provided according to an embodiment of the present application. DETAILED DESCRIPTION

[0040] The following describes the specific implementation of the embodiment of the present invention in detail with reference to the accompanying drawings. It should be understood that the specific implementation described herein is only used to illustrate and explain the embodiment of the present invention and is not used to limit the embodiment of the present invention.

[0041] The present invention first provides a control method for a vehicle suspension system. The control method can be applied to an active suspension system of a vehicle, for example, an active suspension system of a multi-axle vehicle (e.g., a three-axle bus). The basic structural principle diagram of the active suspension system is shown in FIG. Figure 1 As shown, the system mainly includes an information acquisition module 1, a dynamics calculation module 2, a control module 3, and a suspension structure 4. The information acquisition module 1 is primarily used to acquire vehicle information; the dynamics calculation module 2 is used to output the corresponding control force (e.g., the control force when the weight of the ride comfort evaluation index is minimized) based on vehicle state information; the control module 3 is used to adjust the weight of the ride comfort index and the suspension structure 4 based on the road conditions ahead of the vehicle; the suspension structure 4 has adjustable stiffness, damping, and output force, which are achieved by adjusting the variable stiffness air spring 45, the magnetorheological damper 46, and the force controller 44, respectively. This allows the vehicle's ride comfort to be adjusted under different conditions by controlling the corresponding components.

[0042] Specifically, if Figure 2 As shown, the control method may include step S110 and / or step S120 and step S130. Step S110 and / or step S120 is to pre-adjust the suspension system of the vehicle, and step S130 is to perform secondary adjustment on the suspension system of the vehicle.

[0043] Step S110 , performing a first adjustment on the damping parameters of at least one of the multiple axes of the suspension system according to road surface information ahead of the vehicle and operating parameters of the vehicle.

[0044] Among them, the road surface information may include pulse road surface and random road surface, and random road surface and pulse road surface are conventional working conditions for vehicle testing. It can be understood that random road surface is the road surface for daily driving, which is usually relatively smooth; while pulse road surface is a road surface with small obstacles (such as speed bumps, washboard roads, potholes, etc.), which is relatively poor in smoothness. In the present invention, the road surface information can be identified as a pulse road surface or a random road surface by the camera 11 in the information acquisition module 1. The specific identification method can, for example, use the camera 11 installed on the vehicle to identify the height of the obstacle in front of the driving road surface, and determine that the road surface is a pulse road surface when the height is greater than the set height threshold. In addition, the road surface type can also be identified by image recognition, machine vision, etc.

[0045] In one embodiment, the operating parameters may include the vehicle's wading depth H, tire pressure P, and wheel angle. The water level information can be obtained by the water level sensor 13 in the information acquisition module 1, thereby obtaining the wading depth of the vehicle, and the vehicle speed v, steering wheel angle, etc. can be called from the vehicle ECU. The information acquisition module 1 then transmits the acquired road surface information, vehicle status information, and water level information to the dynamic calculation module 2 and the control module 3. The control module 3 uses the road surface information, vehicle status information, and water level information to determine the output suspension structure 4 and control the variable stiffness air spring 45 and the magnetorheological damper 46 for pre-adjustment. The magnetorheological damper 46 can utilize electromagnetic reactions to respond to road conditions and driving environments in real time based on input information from sensors that monitor vehicle body and wheel motion. This shows that the present invention, through the combination of the information acquisition module and the control module, is not only applicable to commonly used road surfaces for vehicles, but is also suitable for adjusting vehicle smoothness under special water-crossing conditions. Compared with the prior art, the present invention can ensure vehicle smoothness under more road conditions, allowing the vehicle to provide passengers with comfort at all times regardless of road conditions.

[0046] Specifically, performing a first adjustment on the damping parameter of at least one axis among the multiple axes of the suspension system may include step S111 , step S112 , or step S113 .

[0047] In step S111, if the wading depth is greater than a depth threshold, or if the road surface information indicates a random road surface and the tire pressure is greater than a tire pressure threshold, or the wheel angle is greater than a wheel angle threshold, the damping parameters of the multiple axles are adjusted to equalize the damping of each axle. In one embodiment, if the suspension system includes three axles, the damping of each axle is adjusted to equalize C1 to C6.

[0048] Step S112, when the wading depth is less than or equal to the depth threshold, the road surface information is a pulse road surface, and the tire pressure is greater than the tire pressure threshold or the wheel angle is greater than the angle threshold, or when the wading depth is less than or equal to the depth threshold, the road surface information is a random road surface, the tire pressure is less than or equal to the tire pressure threshold, and the wheel angle is less than or equal to the angle threshold, adjust the damping parameters of multiple axes to make the damping ratio of each axis equal.

[0049] The damping ratio of each axle is related to the damping, stiffness, and sprung mass of the axle. In one embodiment, when the suspension system includes three axles, the damping ratio of each axle is expressed as follows:

[0050]

[0051]

[0052] Among them, ζ1 is the damping ratio of the front axle among the three axles, ζ2 is the damping ratio of the middle axle among the three axles, and ζ3 is the damping ratio of the rear axle among the three axles; m1 is the sprung mass of the front axle (also known as the equivalent sprung mass), m2 is the sprung mass of the middle axle, and m3 is the sprung mass of the rear axle.

[0053] C m1 is the output parameter of the front axle shock absorber, F m1 is the average value of the restoring resistance and compression resistance of the shock absorber on the front axle, v m1 F m1 The speed corresponding to the moment, D1 is the design parameter of the front axle shock absorber, which is related to the lever ratio and the angle between the center line of the front axle shock absorber and the plumb line; C m2 is the output parameter of the intermediate shaft shock absorber, F m2 is the average value of the restoring resistance and compression resistance of the shock absorber of the intermediate shaft, v m2 F m2 The speed corresponding to the moment, D2 is the design parameter of the intermediate shaft shock absorber, which is related to the lever ratio and the angle between the center line of the intermediate shaft shock absorber and the plumb line; C m3 is the output parameter of the rear axle shock absorber, F m3 is the average value of the restoring resistance and compression resistance of the rear axle shock absorber, v m3 F m3 The speed corresponding to the moment, D3 is the design parameter of the rear axle shock absorber, which is related to the lever ratio and the angle between the center line of the rear axle shock absorber and the plumb line.

[0054] k1~k6 are the variable stiffnesses of the variable stiffness air springs 45 corresponding to the six wheels 47 in the suspension mechanism 4, wherein k1 and k2 are the stiffnesses of the two wheels corresponding to the front axle, k3 and k4 are the stiffnesses of the two wheels corresponding to the middle axle, and k5 and k6 are the stiffnesses of the two wheels corresponding to the rear axle.

[0055] In step S113, if the wading depth is less than or equal to a depth threshold, the road surface information indicates a pulsed road surface, the tire pressure is less than or equal to a tire pressure threshold, and the wheel angle is less than or equal to a wheel angle threshold, the damping parameters of the multiple axles are adjusted so that the damping of the middle axle among the multiple axles is maximized. In one embodiment, if the suspension system includes three axles, the damping C3 and C4 of the middle axle are adjusted to maximum.

[0056] In addition, the acquisition angle of the camera 11 can be set to be fixed or variable. Figure 3 As shown, in an embodiment where the camera 11 has a fixed acquisition angle, the camera 11 can be mounted on the bottom of the vehicle. This arrangement can expand the camera's measurable range and make the entire active suspension system more responsive. However, this also results in a loss of angle adjustability, which reduces the scope of application.

[0057] like Figure 4As shown, in another embodiment where the camera 11 has a variable acquisition angle, the camera 11 can be a controllable camera, which can be mounted on the roof of the vehicle. This controllable camera can also be replaced with a laser radar, millimeter-wave radar, or ultrasonic radar, which is more conducive to road recognition in rainy and snowy weather. Furthermore, if the present invention is applied to an unmanned vehicle, since it already has a corresponding radar, it can directly obtain recognition data from the unmanned driving system.

[0058] Furthermore, the controllable camera's acquisition angle can be correlated with the vehicle's speed. In other words, the controllable camera's recognition distance, and thus its acquisition angle, can be adjusted based on vehicle speed. At higher vehicle speeds, the angle α between the controllable camera and the horizontal plane decreases, increasing the preview distance and thus allowing sufficient response time for the suspension system. Conversely, at lower vehicle speeds, the angle α can be increased, thereby improving the controllable camera's recognition accuracy. The specific control method can be integrated into control module 3.

[0059] like Figure 1 As shown, the information acquisition module 1 may also include a vehicle ECU 12. When the vehicle is in the starting state, the control module 3 can obtain vehicle information through the vehicle ECU 12 and adjust the angle of the controllable camera based on the vehicle speed v in the vehicle information. Specifically, the value of the angle α of the controllable camera 11 can be calculated by the following formula:

[0060]

[0061] Wherein, x is the maximum distance at which the controllable camera 11 can clearly and accurately capture the road conditions, y is the maximum camera range of the controllable camera 11 (i.e., the camera limit value), and t k , t c are the response times of the variable stiffness air spring 45 and the magnetorheological damper 46, which can usually be 10s and 1s, respectively. con It is the time for the controllable camera 11 and the control module 3 to transmit signals.

[0062] Step S120 : performing a second adjustment on the stiffness parameter of at least one of the multiple shafts of the suspension system according to the road surface information and the operating condition parameters.

[0063] Stiffness parameters include the stiffness and offset frequency of each axle. The offset frequency is an important parameter for evaluating the ride comfort of the vehicle, and refers to the maximum frequency that the suspension system can withstand during driving.

[0064] In one embodiment, the control method of the present invention is divided into two modes: high-speed mode and precise mode, depending on the vehicle's speed and the speed threshold v0. That is, when the vehicle speed v≤v0, the control module 3 executes the precise mode, and vice versa. In the precise mode, the second adjustment is performed simultaneously with the first adjustment. In the high-speed mode, the second adjustment is performed after the first adjustment. The present invention proposes two control methods, high-speed mode and precise mode, based on different vehicle speeds. Compared with the prior art, this method not only increases the applicability within different speed ranges, but also improves the accuracy of optimizing vehicle smoothness within different speed ranges, reduces unnecessary shaking, the number of suspension and body wear, and extends the service life of the vehicle.

[0065] Among them, the high-speed mode is suitable for situations where the system needs to respond quickly when the vehicle is traveling at high speed. Since the response time of the variable stiffness air spring 45 is slower than that of the magnetorheological shock absorber 46, the high-speed mode pre-completion adjusts the damping matching mode of each axis with a faster response, and then completes the adjustment of the damping matching mode of each axis with a slower response according to the changes in road conditions. The precise mode is suitable for situations where the vehicle is traveling at medium and low speeds. Since the system has sufficient time to adjust the matching mode of the stiffness and damping of each axis, the suspension stiffness and damping are adjusted according to the changes in road conditions. The two control modes of the present invention can not only ensure that the smoothness adjustment of the vehicle is sufficiently rapid when traveling at high speeds, but also take into account the pre-adjustment of the smoothness at medium and low speeds. Compared with the existing technology, the control method of the present invention has stronger adaptability in terms of smoothness optimization, avoiding the discomfort to passengers caused by the slow response of the active suspension.

[0066] Specifically, the speed threshold v0 can be expressed as:

[0067]

[0068] Wherein, y is the maximum camera range of the controllable camera 11, L H is the height of the controllable camera 11 from the road surface, L is the horizontal distance between the controllable camera 11 and the front wheel of the vehicle, t k is the response time of the variable stiffness air spring 45, which can usually be taken as 10s, t con is the signal transmission time between the controllable camera 11 and the control module 3.

[0069] In an embodiment of the precise mode, that is, when the vehicle's speed is less than or equal to the speed threshold, the second adjustment is performed simultaneously with the first adjustment. When the precise mode is executed, the second adjustment of the stiffness parameters of at least one of the multiple axes of the suspension system may include step S121 or step S122.

[0070] Step S121, when the wading depth is greater than the depth threshold, or when the road surface information is a random road surface, or when the road surface information is a pulse road surface, the tire pressure is less than or equal to the tire pressure threshold, and the wheel angle is less than or equal to the angle threshold, the stiffness parameters of the multiple axes are adjusted so that the offset frequency of each axis of the multiple axes is equal.

[0071] Specifically, when executing Precision Mode, control module 3 first determines whether the vehicle's wading depth H reaches a threshold depth H0 based on the water level information obtained by water level sensor 13. H0 represents the height at which the road surface water may enter the vehicle cabin. If H>H0, the suspension system must ensure smoothness while also ensuring suspension travel as the primary evaluation parameter, and limit its value. Because suspension travel is minimized when the suspension offsets are the same and the damping on each axle is equal, control module 3 adjusts the suspension stiffness to ensure equal offsets on each axle and equal damping to C1-C6.

[0072] If H≤H0, it means that the wading depth H does not reach the depth threshold H0. At this time, it can be determined that the vehicle is not in the wading state. Then it is necessary to judge the tire pressure P and wheel angle in sequence. Is it less than the threshold? If it is not, it means the tire pressure P is too high or the vehicle is turning. In this case, the dynamic wheel load should be considered in the ride comfort evaluation parameters. Excessive load, such as excessive tire pressure and tire size, reduces the tire's contact patch and creates the risk of a blowout. Furthermore, insufficient grip during steering can lead to a risk of skidding. Because wheel dynamic load is minimized when the suspension's offset frequency is equal on random road surfaces, the appropriate stiffness and damping scheme is implemented after determining the road surface type.

[0073] If the vehicle is neither wading nor turning, or the tire pressure is too high, the vehicle acceleration is the key evaluation metric. Since vehicle acceleration is minimized when the suspension's deflection frequency is equal on any road surface, the program determines the road surface condition and executes the appropriate action.

[0074] Therefore, when the wading depth is greater than the depth threshold, or when the road surface information is a random road surface, or when the road surface information is a pulsed road surface, the tire pressure is less than or equal to the tire pressure threshold, and the wheel angle is less than or equal to the angle threshold, the stiffness parameters of the multiple axes are adjusted so that the offset frequency of each of the multiple axes is equal.

[0075] In the case where the suspension system includes three axes, the offset frequency of each of the multiple axes is equal to the following formula:

[0076]

[0077] k1=k2 k3=k4 k5=k6,

[0078] Among them, m1 is the sprung mass of the front axle among the three axles, m2 is the sprung mass of the middle axle among the three axles, and m3 is the sprung mass of the rear axle among the three axles; k1 to k6 are the variable stiffnesses of the variable stiffness air springs 45 corresponding to the six wheels 47 in the suspension mechanism 4, among which k1 and k2 are the stiffnesses of the two wheels corresponding to the front axle, k3 and k4 are the stiffnesses of the two wheels corresponding to the middle axle, and k5 and k6 are the stiffnesses of the two wheels corresponding to the rear axle.

[0079] Step S122, when the wading depth is less than or equal to the depth threshold, the road surface information is a pulse road surface, and the tire pressure is greater than the tire pressure threshold or the wheel angle is greater than the angle threshold, the stiffness parameters of the multiple shafts are adjusted so that the stiffness of the middle shaft of the multiple shafts is the maximum.

[0080] Specifically, as described above, when executing Precision Mode, if H ≤ H0, the wading depth H does not reach the depth threshold H0. In this case, the vehicle is deemed not to be wading, and the vehicle body acceleration is a key evaluation metric. Because the center axle stiffness is greater on pulsating surfaces and the damping ratios of all axles are equal, the dynamic load on the wheels is minimized. Therefore, when the wading depth is less than or equal to the depth threshold, the road surface information indicates a pulsating surface, and the tire pressure is greater than the tire pressure threshold or the wheel angle is greater than the wheel angle threshold, the stiffness parameters of the multiple axles are adjusted to maximize the stiffness of the center axle, and the damping parameters of the multiple axles are adjusted to maximize the damping of the center axle.

[0081] In the high-speed mode embodiment, i.e., when the vehicle's speed is greater than a speed threshold, the second adjustment is performed after the first adjustment. In other words, the program flow executed by the control module follows similar logic to the precise mode described above, but only the damping-related adjustments are performed first under different road conditions.

[0082] In this case, the first adjustment can also include adjusting the damping parameter multiple times. For example, the damping parameter may be adjusted ten times before determining whether to adjust the stiffness parameter. Because the damping adjustment is ten times faster than the stiffness adjustment, the control system needs to compare the status of the current control determination cycle with the status of the previous ten control determination cycles. If the status is the same, the stiffness parameter can be adjusted. If not, the stiffness response time cannot be met, and the stiffness parameter adjustment is not performed.

[0083] Additionally, when executing high-speed mode, performing a second adjustment on the stiffness parameters of at least one of the multiple axes of the suspension system may include step S123, step S124, or step S125. Thus, the present invention, through the combination of the information acquisition module and the control module, is applicable not only to common road surfaces but also to adjusting vehicle ride comfort under conditions such as excessive tire pressure, cornering, and even special water-wading conditions. Compared to existing technologies, the present invention ensures ride comfort in a wider range of road conditions, ensuring that the vehicle provides constant passenger comfort regardless of road conditions.

[0084] Step S123 , when the road surface information and the working condition parameters of the vehicle corresponding to each of the multiple adjustments meet the first set condition, the stiffness parameters of the multiple shafts are adjusted so that the stiffness of the middle shaft of the multiple shafts is the maximum.

[0085] The first set condition is: the road surface information is random road surface, the wading depth is less than or equal to the depth threshold, and the tire pressure is greater than the tire pressure threshold or the wheel angle is greater than the angle threshold. If the wading depth H does not reach the threshold, the tire pressure P and wheel angle are judged in sequence. Is it greater than the corresponding threshold P0 and If the answer is yes, it means the tire pressure P is too high or the vehicle is turning. In this case, the dynamic wheel load should be considered as a key factor in the ride comfort evaluation. Excessive load, resulting from excessive tire pressure and tire size, reduces the tire's contact patch and creates the risk of a blowout. Furthermore, insufficient grip during steering can lead to a risk of drifting. Therefore, on random roads, when tire pressure is too high or the vehicle is turning, the suspension stiffness should be adjusted to maximize the center axle stiffness. All other adjustments involve adjusting the suspension stiffness to equalize the offset frequencies of all axles.

[0086] In the embodiment described above where the multiple adjustments are ten, if the road surface information and operating parameters corresponding to the first ten adjustments meet the first set condition, the suspension stiffness is adjusted to maximize the intermediate shaft stiffness. As can be seen, excessive tire loads reduce the tire contact patch and reduce the tire's ground adhesion. Excessive tire pressure exacerbates this tendency, leading to increased tire bounce and the risk of the tire lifting off the ground. Furthermore, turning at this point can increase the risk of the vehicle slipping, drifting, or other loss of control. Therefore, the present invention addresses this phenomenon by employing a control method that minimizes tire loads, improving ride comfort while reducing the risk of vehicle loss of control and enhancing vehicle handling stability.

[0087] In step S124, if the road surface information and operating parameters corresponding to each of the multiple adjustments meet the second set condition, the stiffness parameters of the multiple axles are adjusted to achieve equal offset frequencies for each of the multiple axles. The second set condition is: the road surface information is a pulsed road surface, the wading depth is greater than a depth threshold, or the tire pressure is less than or equal to a tire pressure threshold and the wheel angle is less than or equal to a wheel angle threshold. Therefore, the second set condition is all operating conditions except the first set condition. In other words, the road surface information and operating parameters corresponding to each of the multiple adjustments meet either the first set condition or the second set condition.

[0088] In the embodiment where the multiple adjustments are ten times, if the road surface information and operating parameters of the vehicle corresponding to the first ten adjustments all meet the second setting condition, the suspension stiffness needs to be adjusted until the offset frequencies of the various axes are equal.

[0089] Step S125: When the road surface information and operating condition parameters of the vehicle corresponding to any one of the multiple adjustments meet the first set condition and the road surface information and operating condition parameters of the vehicle corresponding to another one of the multiple adjustments meet the second set condition, the stiffness parameters of the multiple shafts are not adjusted.

[0090] In the embodiment where the multiple adjustments are ten times, if the road surface information and operating parameters of the vehicle corresponding to the first ten adjustments do not fully meet the first setting condition or the second setting condition, it is determined that the stiffness response time cannot be met and no stiffness adjustment is performed.

[0091] Step S130 , performing a third adjustment on the control force parameters of at least one of the multiple axes of the suspension system according to the road surface excitation information, the operating state parameters, and the weight matrix corresponding to the working condition parameters of the vehicle.

[0092] Among them, the third adjustment is after the second adjustment. That is, steps S110 and S120 are pre-adjustments of the vehicle's suspension system, while step S130 is a secondary adjustment of the vehicle's suspension system. At the same time, step S130 needs to be implemented based on the dynamic calculation module 2, while steps S110 and S120 do not need to be implemented based on the dynamic calculation module 2. Therefore, the control method provided by the present invention can use electronic control to achieve pre-adjustment of the suspension mechanism before the dynamic calculation module intervenes. Compared with one of the solutions in the prior art, this adjustment method can achieve a smoother state more quickly and improve the comfort of the vehicle more quickly. Compared with another solution in the prior art, which also uses the pre-adjustment method, the present invention completes the adjustment without calculation by the dynamic module, so it has a faster response speed, solves the problem of response lag caused by complex dynamic calculations, and allows passengers to enter a comfortable state more quickly.

[0093] Specifically, the suspension structure 4 transmits the road excitation information received by the wheel 47 to the vehicle ECU 12, and transmits the vehicle status information to the calculation module 2. The calculation module 2 outputs a force control signal to the control module 3. At this time, the control module 3 controls the force controller 44 to adjust the control force on the front axle 41, the intermediate shaft 42 and the rear axle 43 respectively, thereby achieving the purpose of secondary adjustment of the active suspension system.

[0094] The third adjustment of the control force parameter of at least one of the multiple axes of the suspension system may include steps S131 - S134 .

[0095] Step S131 : determining a first relationship between an output matrix of the suspension system and a control force matrix of the suspension system according to a road surface excitation matrix corresponding to the road surface excitation information and an operating state matrix corresponding to the operating state parameters.

[0096] Specifically, the dynamics calculation module 2 can be used according to Figure 5 The dynamics calculation module 2 is based on a 9-degree-of-freedom vehicle model, where the 9 degrees of freedom include the vertical displacement Z, the pitch angle θ, and the roll angle of the vehicle body. and the vertical displacement Z of the six wheels wi , where i = 1, 2, 3, 4, 5, 6. The center of mass of the three-axle vehicle body is located between the front axle 41 and the intermediate axle 42. The body coordinate system and the vehicle coordinate system have the same direction. The force controller 44 is simplified to control force units U1 to U6. The six wheels 47 are each equipped with a mass of m wfl 、m wfr 、m wml 、m wnr 、m wrl and m wrr Instead of a rigid body, six rigid bodies with a stiffness of k are added. w1 ~k w5 To replace the tire vertical stiffness, the road excitation is Z r1 ~Z r6 .

[0097] According to Newton's second law, the kinematic equations for the vehicle body's pitch, roll, and vertical motion of the center of mass are:

[0098]

[0099] Where a, b, and c are the distances from the front axle 41, the intermediate axle 42, and the rear axle 43 to the center of mass of the vehicle body, respectively. l is the wheelbase. The force matrix F can be used to represent the force on the vehicle body and wheels, namely:

[0100] F=[F b1 F b2F b3 F b4 F b5 F b6 ] T

[0101] The vehicle body force matrix F is calculated by the following formula:

[0102]

[0103] Among them, K and C are the suspension stiffness matrix and suspension damping matrix respectively, Z b and Z w are the body displacement matrix and the tire displacement matrix respectively, U is the active control force matrix, and each matrix is ​​expressed as follows:

[0104]

[0105] Z w =[Z w1 Z w2 Z w3 Z w4 Z w5 Z w6 ] T

[0106] Z b =[Z b1 Z b2 Z b3 Z b4 Z b5 Z b6 ] T

[0107] U=[U1 U2 U3 U4 U5 U6] T

[0108] The vertical kinematic equation of the wheel is:

[0109]

[0110] Among them, K w is the wheel stiffness matrix, Z r is the road excitation matrix (the road excitation matrix is ​​fed back through the suspension structure 4 and then transmitted to the vehicle ECU 12 and then to the power calculation module 2), which are respectively expressed as:

[0111]

[0112] Z r =[Z r1 Z r2 Z r3 Z r4 Zr5 Z r6 ] T

[0113] Based on the vehicle's ride comfort index, the vehicle body acceleration, pitch acceleration, suspension travel, and wheel vertical displacement are selected as the output matrix Y. That is, the output matrix Y can include the vehicle's body acceleration, pitch acceleration, suspension travel, and wheel vertical displacement. The vehicle's driving state is acquired by the vehicle ECU 12 of the information acquisition module 1 and then input into the vehicle state matrix X of this dynamics calculation module 2. The vehicle state matrix X includes the vertical displacement of the center of mass, vertical velocity, pitch angle, pitch velocity, wheel vertical displacement, and wheel vertical velocity values. Therefore, the output matrix Y and the vehicle state matrix X can be expressed as follows:

[0114]

[0115]

[0116] Combining the vehicle body kinematic equations and the wheel vertical kinematic equations, we can obtain:

[0117]

[0118] Where: A, B, and D are respectively the vehicle state matrix X and the road excitation matrix Z r , the coefficient matrix of the active control force matrix U. Combined with the suspension motion travel S i and tire deformation W i They are:

[0119] S i =Z i -Z ri (i=1,2,3,4,5,6)

[0120] W i =Z wi -Z ri (i=1,2,3,4,5,6)

[0121] Therefore, the first relationship between the output matrix Y of the suspension system and the control force matrix U of the suspension system can be expressed as follows:

[0122] Y=PX+QZ r +RU,

[0123] Among them, X is the state matrix of the vehicle, Z r is the road surface excitation matrix, P is the first coefficient matrix of the operating state matrix X, Q is the road surface excitation matrix Z r The second coefficient matrix of , R is the third coefficient matrix of the control force matrix U.

[0124] The dynamics calculation module provided by the present invention uses a 9-degree-of-freedom model to match the suspension matching strategy of a multi-axle vehicle (such as a three-axle bus). This provides a method for pre-adjusting the stiffness and damping of the active suspension system of a multi-axle vehicle, addressing the lack of a pre-adjustment method for the active suspension of multi-axle vehicles and providing an optimization method for multi-axle vehicles that can quickly improve ride comfort.

[0125] Step S132: Determine a second relationship between the comprehensive score of the suspension system and the control force matrix based on the first relationship, the evaluation parameter score corresponding to the output matrix, and the weight matrix corresponding to the vehicle's operating parameters. The second relationship can be expressed as follows:

[0126]

[0127] Among them, N w N is the comprehensive score of the suspension system. i S is the evaluation parameter score corresponding to the output matrix Y, j,i is the weight matrix corresponding to the vehicle's operating parameters;

[0128] In the case where the suspension system includes three shafts, j=1, 2, 3, and n=14.

[0129] Due to different road conditions and road surface conditions, the evaluation indicators of smoothness will be different, so S 1,i 、S 2,i and S 3,i The three sets of weight matrices are expressed as:

[0130]

[0131]

[0132]

[0133] Among them, when the wading height is less than or equal to the depth threshold, the tire pressure is less than or equal to the tire pressure threshold, and the wheel angle is less than or equal to the angle threshold, the weight matrix S j.i is the first weight matrix S 1,i When the wading height is less than or equal to the depth threshold, and the tire pressure is greater than the tire pressure threshold or the wheel angle is greater than the angle threshold, the weight matrix S j.i is the second weight matrix S 2,i ; When the wading height is greater than the depth threshold, the weight matrix S j.i is the third weight matrix S 3,i .

[0134] As can be seen, the present invention provides a set of weight matrices for the dynamics calculation module, adapting the ride evaluation method to different road conditions, thereby optimizing specific ride parameters. Therefore, compared to existing technologies, the present invention offers a more flexible optimization approach, balancing various ride indicators while focusing on optimizing a single value. This allows for comprehensive improvements in vehicle ride comfort under varying road conditions, ensuring passenger safety while also enhancing comfort in challenging road conditions.

[0135] Step S133 : According to the second relationship, the control force matrix that maximizes the comprehensive score is determined as the target control force matrix of the suspension system.

[0136] That is, the control module 3 can adjust the active force control matrix U so that N w Reach the maximum value, thereby achieving the purpose of re-adjusting the smoothness of the vehicle.

[0137] Step S134 : adjusting the control force parameters of at least one of the multiple axes of the suspension system according to the target control force matrix.

[0138] Specifically, when the vehicle speed v≤v0, the control module 3 executes the precise mode; otherwise, it executes the high-speed mode. When executing the precise mode, the control first determines whether the vehicle wading depth H reaches the depth threshold H0 by the water level sensor 13, where H0 represents the height at which the road water level may enter the vehicle compartment. At this time, in order to ensure smoothness, the system must ensure that the suspension movement stroke is the main evaluation parameter and limit its value. Since the suspension movement stroke is minimum when the suspension offset frequency is the same and the damping of each axis is equal, the control module 3 adjusts the suspension stiffness to the equal offset frequency of each axis and the damping to C1~C6. Then set the weight matrix of the output matrix to S 3,i .

[0139] Then, according to the comprehensive score N w The size of the active force control matrix U is adjusted, and finally the number of cycles is counted and executed n=n+1, and then the judgment of whether the vehicle is started is returned. If the wading height H does not reach the threshold, the tire pressure P and the wheel angle are judged in turn. Is it less than the threshold? If it is judged as no, it means that the tire pressure P is too large, or the vehicle is in a turning state. At this time, in the smoothness evaluation parameters, the dynamic load of the wheel needs to be considered. Because when the load is too large, the tire pressure is too high and the tire is too large, the tire's contact area will be reduced, and there will be a risk of tire blowout; and when the grip is too small during steering, there will be a risk of tailspin. Since the suspension has equal offset frequency and equal damping of each axle on random road surfaces, or the intermediate shaft stiffness is large and the damping ratio of each axle is equal on pulse road surfaces, the dynamic load of the wheel is the smallest. Therefore, after determining the road type, the corresponding stiffness and damping scheme is executed. Then set the weight matrix of the output matrix to S 2,iThe same as above, the active power control matrix U is adjusted and finally the judgment of whether the vehicle is started is returned.

[0140] If the vehicle is neither in a wading state nor in a turning state or the tire pressure is too high, the vehicle body acceleration is the key evaluation index. That is, the wading depth H, tire pressure P and wheel angle Since the vehicle body acceleration is minimum when the suspension frequency deviation is equal and the damping ratio of each axis is equal on random road surfaces or when the frequency deviation is equal and the damping ratio of the intermediate axis is large on pulse road surfaces, the program flow determines the road surface state and performs the corresponding operation, and sets the weight matrix of the output matrix to S 1,i Repeat the above steps again.

[0141] If high-speed mode is determined, the program flow follows a similar logic to precise mode, but only damping-related adjustments are performed under different road conditions. Furthermore, under random road conditions, when tire pressure is too high or the vehicle is in a steering position, the parameter Sn is assigned a value of 1; under all other conditions, it is assigned a value of 0. This is to determine whether stiffness adjustment is necessary after multiple damping adjustments in high-speed mode. Damping adjustment is 10 times faster than stiffness adjustment, and only when Sn = 1 does the suspension stiffness need to be adjusted to the maximum intermediate axle stiffness; all other operations adjust the suspension stiffness to equalize the offset frequency across all axles. Therefore, the control system compares the states of the current cycle with those of the previous 10 cycles. If the states are identical, stiffness adjustment is possible, and the stiffness adjustment method is selected based on the Sn value. If they are different, stiffness response time cannot be met, and stiffness adjustment is not performed. Subsequently, the same operations as in precise mode are performed, adjusting the active force control matrix U to optimize vehicle ride comfort.

[0142] In summary, the overall flow chart of the control method of the control module 3 is as follows: Figure 6 As shown. The control module 3 first calls the vehicle speed v, steering wheel angle The vehicle information including tire pressure P is then adjusted according to the vehicle speed v. The entire control method is divided into two modes: high-speed mode and precision mode. The high-speed mode is suitable for situations where the system needs to respond quickly when the vehicle is traveling at high speed. Since the response time of the variable stiffness air spring 45 is slower than that of the magnetorheological damper 46, the high-speed mode pre-adjusts the damping matching mode of each axis with a faster response, and then adjusts the damping matching mode of each axis with a slower response according to the changing road conditions. Finally, the road condition matching weight matrix S is used. j,i , thereby achieving the purpose of adjusting the control force. The precise mode is suitable for vehicles traveling at medium and low speeds. Since the system has sufficient time to adjust the matching method of each axis stiffness and damping, it adjusts the suspension stiffness and damping according to the changes in road conditions. The weight matrix S is also matched according to the road conditions. j,i Adjust the force control matrix U.

[0143] Therefore, the present invention enhances ride comfort by employing three optimization methods: stiffness, damping, and force control. Damping adjustment provides a quick response, reduces roll and shake during sharp turns and at high speeds, reduces wear on the suspension and body, and extends vehicle life. Stiffness adjustment addresses tire contact patch, simultaneously impacting vehicle ride comfort and handling stability. Force control optimizes all ride comfort evaluation parameters simultaneously or prioritizes a specific evaluation parameter. Compared to existing technologies, the present invention utilizes all three adjustment methods, enabling the active suspension to ensure quick system response while also providing improved ride comfort, handling stability, and comprehensive ride comfort optimization.

[0144] On the other hand, the present invention also provides a control system 200 for a vehicle suspension system, such as Figure 7 As shown, the control system may include:

[0145] A first adjusting device 210 is configured to perform a first adjustment on a damping parameter of at least one of the multiple axes of the suspension system based on road surface information ahead of the vehicle and operating parameters of the vehicle; and / or

[0146] A second adjusting device 220 is configured to perform a second adjustment on a stiffness parameter of at least one of the plurality of shafts of the suspension system according to road surface information and operating condition parameters; and

[0147] The third adjustment device 230 is used to perform a third adjustment on the control force parameters of at least one of the multiple axes of the suspension system according to the vehicle's road excitation information, operating state parameters, and a weight matrix corresponding to the operating condition parameters.

[0148] In another aspect, the present invention further provides a vehicle, which may include the control system of the suspension system described above.

[0149] Regarding the control system of the vehicle suspension system and the beneficial effects of the vehicle provided by the present invention, reference may be made to the above description of the control method of the vehicle suspension system, which will not be repeated here.

[0150] On the other hand, an embodiment of the present invention provides an electronic device, comprising: at least one processor; and a memory connected to the at least one processor; wherein the memory stores instructions that can be executed by the at least one processor, and the at least one processor implements the above-mentioned method for controlling the suspension system of the vehicle by executing the instructions stored in the memory.

[0151] The memory may include non-permanent memory in a computer-readable medium, random access memory (RAM) and / or non-volatile memory, such as read-only memory (ROM) or flash RAM, and the memory includes at least one memory chip.

[0152] An embodiment of the present invention provides a processor, which is used to run a program, wherein the program executes the control method of the suspension system of the vehicle when running.

[0153] On the other hand, an embodiment of the present invention provides a machine-readable storage medium having a program stored thereon, which implements the control method of the suspension system of the vehicle when executed by a processor.

[0154] Those skilled in the art will appreciate that the embodiments of the present application can be provided as methods, systems, or computer program products. Therefore, the present application can adopt the form of a complete hardware embodiment, a complete software embodiment, or an embodiment in combination with software and hardware. Moreover, the present application can adopt the form of a computer program product implemented on one or more computer-usable storage media (including but not limited to magnetic disk storage, CD-ROM, optical storage, etc.) that contain computer-usable program code.

[0155] The present application is described with reference to the flowcharts and / or block diagrams of the methods, devices (systems), and computer program products according to the embodiments of the present application. It should be understood that each process and / or box in the flowchart and / or block diagram, as well as the combination of the processes and / or boxes in the flowchart and / or block diagram, can be implemented by computer program instructions. These computer program instructions can be provided to a processor of a general-purpose computer, a special-purpose computer, an embedded processor, or other programmable data processing device to produce a machine, so that the instructions executed by the processor of the computer or other programmable data processing device generate instructions for implementing the processes in the flowchart and / or block diagram. Figure 1 a process or multiple processes and / or boxes Figure 1 A device that provides the functions specified in a block or multiple blocks.

[0156] These computer program instructions may also be stored in a computer readable memory that can direct a computer or other programmable data processing device to work in a specific manner, so that the instructions stored in the computer readable memory produce an article of manufacture comprising an instruction device, which implements the process Figure 1 a process or multiple processes and / or boxes Figure 1 The function specified in one or more boxes.

[0157] These computer program instructions can also be loaded onto a computer or other programmable data processing device so that a series of operational steps are executed on the computer or other programmable device to produce a computer-implemented process, thereby providing the instructions executed on the computer or other programmable device for implementing the process. Figure 1 a process or multiple processes and / or boxes Figure 1 The steps for the function specified in one or more boxes.

[0158] In a typical configuration, a computing device includes one or more processors (CPUs), input / output interfaces, network interfaces, and memory.

[0159] The memory may include non-permanent memory in a computer-readable medium, random access memory (RAM) and / or non-volatile memory in the form of read-only memory (ROM) or flash RAM. The memory is an example of a computer-readable medium.

[0160] Computer-readable media includes permanent and non-permanent, removable and non-removable media that can be implemented by any method or technology to store information. The information can be computer-readable instructions, data structures, program modules or other data. Examples of computer storage media include, but are not limited to, phase change memory (PRAM), static random access memory (SRAM), dynamic random access memory (DRAM), other types of random access memory (RAM), read-only memory (ROM), electrically erasable programmable read-only memory (EEPROM), flash memory or other memory technology, compact disc read-only memory (CD-ROM), digital versatile disc (DVD) or other optical storage, magnetic cassettes, magnetic disk storage or other magnetic storage devices or any other non-transmission media that can be used to store information that can be accessed by a computing device. As defined herein, computer-readable media does not include transitory computer-readable media (transitory media), such as modulated data signals and carrier waves.

[0161] It should also be noted that the terms "comprises," "includes," or any other variations thereof are intended to encompass non-exclusive inclusion, such that a process, method, commodity, or apparatus that includes a series of elements includes not only those elements but also other elements not explicitly listed, or includes elements inherent to such process, method, commodity, or apparatus. In the absence of further limitations, an element defined by the phrase "comprises a ..." does not exclude the presence of other identical elements in the process, method, commodity, or apparatus that includes the element.

[0162] The above are merely embodiments of the present application and are not intended to limit the present application. For those skilled in the art, the present application may have various changes and variations. Any modifications, equivalent replacements, improvements, etc. made within the spirit and principles of the present application should all be included within the scope of the claims of the present application.

Claims

1. A method for controlling a suspension system of a vehicle, characterized in that: The control method includes: Performing a first adjustment on a damping parameter of at least one of the plurality of shafts of the suspension system based on road surface information ahead of the vehicle and operating parameters of the vehicle; and / or performing a second adjustment on a stiffness parameter of at least one of the plurality of shafts of the suspension system according to the road surface information and the operating condition parameter; and performing a third adjustment on a control force parameter of at least one of the multiple axes of the suspension system according to the road surface excitation information of the vehicle, the operating state parameter, and a weight matrix corresponding to the operating condition parameter; The performing a third adjustment on the control force parameter of at least one of the multiple shafts of the suspension system includes: determining a first relationship between an output matrix of the suspension system and a control force matrix of the suspension system based on a road surface excitation matrix corresponding to the road surface excitation information and an operating state matrix corresponding to the operating state parameters, wherein the output matrix includes body acceleration, pitch angular acceleration, suspension travel, and wheel vertical displacement of the vehicle, and the operating state matrix includes vertical displacement of the center of mass, vertical velocity, pitch angle, pitch angular velocity, wheel vertical displacement, and wheel vertical velocity values ​​of the vehicle; determining a second relationship between the comprehensive score of the suspension system and the control force matrix based on the first relationship, the evaluation parameter score corresponding to the output matrix, and the weight matrix corresponding to the operating condition parameter of the vehicle; According to the second relationship, determining a control force matrix that maximizes the comprehensive score as a target control force matrix of the suspension system; and A control force parameter of at least one axis among the multiple axes of the suspension system is adjusted according to the target control force matrix.

2. The control method according to claim 1, characterized in that: The road surface information includes pulse road surface and random road surface, the operating condition parameters include wading depth, tire pressure, and wheel angle of the vehicle, and the first adjustment of the damping parameter of at least one of the multiple axes of the suspension system includes: When the wading depth is greater than a depth threshold, adjusting the damping parameters of the plurality of axes so that the damping of each axis in the plurality of axes is equal; When the road surface information is the random road surface and the tire pressure is greater than a tire pressure threshold, adjusting the damping parameters of the multiple axes so that the damping of each axis of the multiple axes is equal; When the road surface information is the random road surface and the wheel angle is greater than a turning angle threshold, adjusting the damping parameters of the multiple axes so that the damping of each axis of the multiple axes is equal; When the wading depth is less than or equal to the depth threshold, the road surface information is the pulse road surface, and the tire pressure is greater than the tire pressure threshold, adjusting the damping parameters of the multiple axles so that the damping ratios of the axles are equal, wherein the damping ratio of each axle is related to the damping, stiffness, and sprung mass of the axle; When the wading depth is less than or equal to the depth threshold, the road surface information is the pulse road surface, and the wheel angle is greater than the angle threshold, adjusting the damping parameters of the multiple axes so that the damping ratios of the axes are equal; When the wading depth is less than or equal to the depth threshold, the road surface information is the random road surface, the tire pressure is less than or equal to the tire pressure threshold, and the wheel angle is less than or equal to the angle threshold, adjusting the damping parameters of the multiple axes so that the damping ratios of the axes are equal; or When the wading depth is less than or equal to the depth threshold, the road surface information is the pulse road surface, the tire pressure is less than or equal to the tire pressure threshold, and the wheel angle is less than or equal to the angle threshold, the damping parameters of the multiple shafts are adjusted so that the damping of the middle shaft of the multiple shafts is the maximum.

3. The control method according to claim 2, characterized in that: In the case where the suspension system includes three axles, the damping ratio of each axle is expressed as follows: in, ζ 1 is the damping ratio of the front axle among the three axles, ζ 2 is the damping ratio of the middle shaft among the three shafts, ζ 3 is the damping ratio of the rear axle among the three axles; m 1 is the sprung mass of the front axle, m 2 is the sprung mass of the intermediate shaft, m 3 is the sprung mass of the rear axle; C m1 is the output parameter of the shock absorber of the front axle, F m1 is the average value of the restoring resistance and the compression resistance of the shock absorber of the front axle, v m1 for F m1 The speed corresponding to the moment, D 1 is the design parameter of the shock absorber of the front axle; C m2 is the output parameter of the shock absorber of the intermediate shaft, F m2 is the average value of the restoring resistance and compression resistance of the shock absorber of the intermediate shaft, v m2 for F m2 The speed corresponding to the moment, D 2 is the design parameter of the shock absorber of the intermediate shaft; C m3 is the output parameter of the shock absorber of the rear axle, F m3 is the average value of the restoring resistance and the compression resistance of the shock absorber of the rear axle, v m3 for F m3 The speed corresponding to the moment, D 3 is the design parameter of the shock absorber of the rear axle; k 1. k 2 are the stiffness of the two wheels corresponding to the front axle, k 3. k 4 are the stiffness of the two wheels corresponding to the intermediate shaft, k 5. k 6 are the stiffnesses of the two wheels corresponding to the rear axle.

4. The control method according to claim 2, characterized in that: When the vehicle's travel speed is less than or equal to a speed threshold, the second adjustment is performed simultaneously with the first adjustment, wherein the stiffness parameters include stiffness and offset frequency. The second adjustment of the stiffness parameter of at least one of the plurality of shafts of the suspension system comprises: When the wading depth is greater than the depth threshold, or when the road surface information is the random road surface, adjusting the stiffness parameters of the plurality of axes so that the offset frequencies of each of the plurality of axes are equal; When the road surface information is the pulse road surface, the tire pressure is less than or equal to the tire pressure threshold, and the wheel angle is less than or equal to the angle threshold, adjusting the stiffness parameters of the plurality of shafts so that the offset frequencies of each of the plurality of shafts are equal; When the wading depth is less than or equal to the depth threshold, the road surface information is the pulse road surface, and the tire pressure is greater than the tire pressure threshold, adjusting the stiffness parameters of the multiple shafts so that the stiffness of the middle shaft of the multiple shafts is the maximum; or When the wading depth is less than or equal to the depth threshold, the road surface information is the pulse road surface, and the wheel angle is greater than the angle threshold, the stiffness parameters of the multiple shafts are adjusted so that the stiffness of the middle shaft of the multiple shafts is the maximum.

5. The control method according to claim 2, characterized in that: When the vehicle's travel speed is greater than a speed threshold, the second adjustment is performed after the first adjustment, wherein the first adjustment further comprises adjusting the damping parameter multiple times, and the second adjustment of the stiffness parameter of at least one of the multiple shafts of the suspension system comprises: When the road surface information and the operating condition parameters of the vehicle corresponding to each adjustment in the multiple adjustments meet a first set condition, the stiffness parameters of the multiple shafts are adjusted so that the stiffness of the middle shaft of the multiple shafts is the maximum, wherein the first set condition includes: The road surface information is the random road surface, the wading depth is less than or equal to the depth threshold, and the tire pressure is greater than the tire pressure threshold; or The road surface information is the random road surface, the wading depth is less than or equal to the depth threshold, and the wheel angle is greater than the angle threshold; When the road surface information and the operating condition parameters of the vehicle corresponding to each adjustment in the multiple adjustments meet a second set condition, the stiffness parameters of the multiple shafts are adjusted so that the offset frequencies of each of the multiple shafts are equal, wherein the second set condition includes: The road surface information is the pulse road surface; The wading depth is greater than the depth threshold; or The tire pressure is less than or equal to the tire pressure threshold and the wheel angle is less than or equal to the angle threshold; or When the road surface information and operating condition parameters of the vehicle corresponding to any one of the multiple adjustments meet the first setting condition and the road surface information and operating condition parameters of the vehicle corresponding to another one of the multiple adjustments meet the second setting condition, the stiffness parameters of the multiple shafts are not adjusted.

6. The control method according to claim 4 or 5, characterized in that: In the case where the suspension system includes three shafts, the offset frequency of each of the plurality of shafts is equal to the following formula: in, m 1 is the sprung mass of the front axle among the three axles, m 2 is the sprung mass of the intermediate shaft among the three shafts, m 3 is the sprung mass of the rear axle among the three axles; k 1. k 2 are the stiffness of the two wheels corresponding to the front axle, k 3. k 4 are the stiffness of the two wheels corresponding to the intermediate shaft, k 5. k 6 are the stiffnesses of the two wheels corresponding to the rear axle.

7. The control method according to any one of claims 2 to 5, characterized in that: Identifying the road surface information as the pulse road surface or the random road surface by a camera installed on the vehicle, The acquisition angle of the camera is fixed or variable. When the acquisition angle is variable, the acquisition angle is related to the driving speed of the vehicle.

8. The control method according to claim 1, characterized in that: The first relationship is expressed as follows: Y=PX+QZr+RU, Where Y is the output matrix of the suspension system, U is the control force matrix of the suspension system, X is the state matrix of the vehicle, and Z r is the road surface excitation matrix, P is the first coefficient matrix of the operating state matrix X, Q is the road surface excitation matrix Z r The second coefficient matrix of R is the third coefficient matrix of the control force matrix U; and / or The second relationship is expressed as follows: in, N w is the overall score of the suspension system, N i Score the evaluation parameters corresponding to the output matrix Y, S j,i is the weight matrix corresponding to the operating parameters of the vehicle; Wherein, in the case where the suspension system includes three axles, j =1, 2, 3, n =14.

9. A control system for a vehicle suspension system, characterized in that: The control system includes: a first adjusting device for performing a first adjustment on a damping parameter of at least one of the plurality of shafts of the suspension system based on road surface information ahead of the vehicle and operating parameters of the vehicle; and / or a second adjusting device for performing a second adjustment on a stiffness parameter of at least one of the plurality of shafts of the suspension system based on the road surface information and the operating condition parameter; and a third adjustment device for performing a third adjustment on a control force parameter of at least one of the plurality of axes of the suspension system based on the road surface excitation information of the vehicle, the operating state parameter, and a weight matrix corresponding to the operating condition parameter; Wherein, the third regulating device is further used for: determining a first relationship between an output matrix of the suspension system and a control force matrix of the suspension system based on a road surface excitation matrix corresponding to the road surface excitation information and an operating state matrix corresponding to the operating state parameters, wherein the output matrix includes body acceleration, pitch angular acceleration, suspension travel, and wheel vertical displacement of the vehicle, and the operating state matrix includes vertical displacement of the center of mass, vertical velocity, pitch angle, pitch angular velocity, wheel vertical displacement, and wheel vertical velocity values ​​of the vehicle; determining a second relationship between the comprehensive score of the suspension system and the control force matrix based on the first relationship, the evaluation parameter score corresponding to the output matrix, and the weight matrix corresponding to the operating condition parameter of the vehicle; According to the second relationship, determining a control force matrix that maximizes the comprehensive score as a target control force matrix of the suspension system; and A control force parameter of at least one axis among the multiple axes of the suspension system is adjusted according to the target control force matrix.

10. An electronic device, characterized in that: The electronic device includes: at least one processor; a memory connected to the at least one processor; wherein the memory stores instructions that can be executed by the at least one processor, and the at least one processor implements the control method of the suspension system of the vehicle according to any one of claims 1 to 8 by executing the instructions stored in the memory.

11. A machine-readable storage medium having instructions stored thereon, characterized in that: When the instruction is executed by a processor, the processor is configured to execute the control method of the suspension system of a vehicle according to any one of claims 1 to 8.

12. A vehicle, characterized in that: The vehicle includes a control system for a suspension system according to claim 9.

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