A method, apparatus, vehicle, and storage medium for adjusting vehicle suspension stiffness.

Abstract

This application provides a method, apparatus, vehicle, and storage medium for adjusting vehicle suspension stiffness. The method includes: acquiring the operating mode of the vehicle powertrain and rotational parameters of power components, including an engine and a motor, with the operating mode representing the operating state of the engine and motor; determining a target suspension stiffness based on the operating mode and rotational parameters; and adjusting the vehicle suspension stiffness to the target stiffness. This method can intelligently and flexibly adjust the vehicle suspension stiffness according to the operating mode of the vehicle powertrain, achieving precise control of the vehicle suspension, resulting in better vibration damping and ensuring vehicle comfort and safety.

Description

Technical Field

[0001] This application relates to the field of vehicles, and more specifically, to a method, apparatus, vehicle, and storage medium for adjusting the stiffness of vehicle suspension. Background Technology

[0002] During vehicle operation, to prevent significant vibrations caused by the vibration of power components, the vehicle's suspension system can be activated to isolate vibrations and ensure smooth vehicle movement. Vehicle suspension systems can be categorized into two types: active suspension systems and semi-active suspension systems.

[0003] Existing semi-active suspension systems typically employ passive vibration isolation methods and do not consider the impact of the powertrain's operating mode. This results in less than ideal vibration isolation performance for semi-active suspension systems, reducing the user's driving comfort.

[0004] In summary, in semi-active suspension systems, how to intelligently adjust the suspension stiffness according to different vehicle operating modes has become an urgent problem to be solved. Summary of the Invention

[0005] This application provides a method, apparatus, vehicle, and storage medium for adjusting the stiffness of vehicle suspension. The method can intelligently and flexibly adjust the stiffness of vehicle suspension according to the working mode of the vehicle power system, achieve precise control of vehicle suspension, enable the suspension to achieve better vibration reduction effect, and ensure the comfort and safety of the vehicle.

[0006] In a first aspect, a method for adjusting the stiffness of a vehicle suspension is provided. The method includes: acquiring the operating mode of a vehicle power system and rotational parameters of a power component, the power component including an engine and a motor, the operating mode being used to represent the operating state of the engine and the motor; determining a target suspension stiffness of the vehicle suspension based on the operating mode and the rotational parameters; and adjusting the stiffness of the vehicle suspension to the target suspension stiffness.

[0007] In the above technical solution, the operating mode of the vehicle's powertrain is closely related to the operating state of the vehicle's engine and motor. During vehicle operation, the suspension primarily relies on the suspension mounts to mitigate the vibrations generated by the engine and motor rotation, thus achieving a vibration isolation effect. The process of determining the target suspension stiffness based on the operating mode and rotation parameters ensures that the target suspension stiffness matches the current operating mode, resulting in a more ideal shock absorption effect. Simultaneously, it also ensures that the suspension stiffness can be intelligently adjusted when the operating mode changes, guaranteeing the comfort of the driver and passengers.

[0008] In conjunction with the first aspect, in some possible implementations, the suspension includes a torsional suspension, and determining the target suspension stiffness of the vehicle suspension based on the operating mode and the rotational parameters includes: determining a stiffness grade of the torsional suspension based on the operating mode, the stiffness grade representing the magnitude of the torsional suspension stiffness; determining the excitation frequency of the engine and the excitation frequency of the electric motor based on the rotational parameters; and determining the target suspension stiffness based on the stiffness grade of the torsional suspension, the excitation frequency of the engine, and the excitation frequency of the electric motor.

[0009] In the above technical solution, the suspension includes a torsional suspension. In vehicles containing an electric motor, due to the large torque and instantaneous impact characteristics of the motor during operation, the torsional suspension needs to output a large stiffness. Therefore, it is first necessary to determine the stiffness level of the torsional suspension based on the vehicle's operating mode, and then determine the engine's excitation frequency and the motor's excitation frequency based on the rotational parameters. Since the natural frequency and excitation frequency of the suspension system must meet certain conditions to prevent resonance, in order to ensure a good vibration isolation effect, this application can determine the target suspension stiffness based on the stiffness level of the torsional suspension, the engine's excitation frequency, and the motor's excitation frequency.

[0010] In conjunction with the first aspect and the above-described implementations, in some possible implementations, the rotational parameter includes at least one of the engine speed, the number of cylinders in the engine, the motor speed, and the number of pole pairs in the rotating magnetic field of the motor. Determining the excitation frequency of the engine and the excitation frequency of the motor based on the rotational parameter includes: determining the excitation frequency of the motor based on the motor speed and the number of pole pairs in the rotating magnetic field of the motor; and determining the excitation frequency of the engine based on the engine speed and the number of cylinders in the engine.

[0011] The above technical solution proposes a specific process for calculating the excitation frequency of the engine and the excitation frequency of the motor. The excitation frequency of the engine can be determined based on the engine speed and the number of cylinders of the engine, and the excitation frequency of the motor can be determined by the motor speed and the number of pole pairs of the rotating magnetic field of the motor.

[0012] In conjunction with the first aspect and the above-described implementations, in some possible implementations, the mount further includes a left mount and a right mount. Determining the target mount stiffness based on the stiffness rating of the torsional mount, the excitation frequency of the engine, and the excitation frequency of the electric motor includes: determining at least one set of mount stiffness based on the stiffness rating of the torsional mount and the torsional mount stiffness among multiple sets of mount stiffnesses; each of the at least one set of mount stiffnesses further includes a left mount stiffness and a right mount stiffness; and determining the at least one set of mount stiffness based on the torsional mount stiffness, the left mount stiffness, and the right mount stiffness among the at least one set of mount stiffnesses. The system comprises at least one decoupling rate and at least one natural frequency; determining at least one first natural frequency from the at least one natural frequency, wherein the ratio of the excitation frequency of the motor to any first natural frequency is greater than a preset value and the ratio of the excitation frequency of the engine to any first natural frequency is greater than the preset value; determining at least one set of first suspension stiffness and at least one first decoupling rate corresponding to the at least one set of first suspension stiffness from the at least one set of first suspension stiffness based on the at least one first natural frequency; and determining the target suspension stiffness based on the at least one first decoupling rate and the at least one first natural frequency.

[0013] It should be understood that, in addition to the torsional mount, this application also includes a left mount and a right mount, and multiple sets of mount stiffnesses are pre-stored in the vehicle. Therefore, the multiple sets of mount stiffnesses can be pre-screened according to the stiffness level of the torsional mount to obtain at least one set of mount stiffnesses that meets the torsional mount stiffness level. Each set of mount stiffnesses includes a torsional mount stiffness, a left mount stiffness, and a right mount stiffness. Furthermore, in order to ensure that the mounts meet the requirements of decoupling and non-resonance (frequency avoidance), at least one decoupling rate and at least one natural frequency need to be calculated based on at least one set of mount stiffnesses.

[0014] Furthermore, based on the correspondence between natural frequency and excitation frequency, at least one set of suspension stiffnesses that do not satisfy the correspondence can be filtered out to obtain at least one set of first suspension stiffnesses that ultimately meet the decoupling and frequency avoidance requirements. The target suspension stiffness is obtained through at least one first decoupling rate and the at least one first natural frequency corresponding to the at least one set of first suspension stiffnesses. This ensures that the determined target suspension stiffness satisfies both the torsional suspension requirements and the decoupling and frequency avoidance requirements.

[0015] In combination with the first aspect and the above implementation methods, in some possible implementation methods, determining the target suspension stiffness based on the at least one first decoupling rate and the at least one first natural frequency includes: obtaining the decoupling rate weight and natural frequency weight corresponding to the operating mode; determining the target decoupling frequency avoidance parameter based on the at least one first decoupling rate, the decoupling rate weight, the at least one first natural frequency and the natural frequency weight; and determining the target suspension stiffness based on the target decoupling frequency avoidance parameter.

[0016] It should be understood that the specific requirements for suspension decoupling and frequency avoidance differ under different operating modes. Therefore, this application can meet the decoupling and frequency avoidance requirements of different operating modes by adjusting the decoupling rate weight and the natural frequency weight, and measure the impact of decoupling and frequency avoidance on suspension operation by calculating the decoupling and frequency avoidance parameters. In the process of calculating the decoupling and frequency avoidance parameters, the target decoupling and frequency avoidance parameters for the current operating mode are first determined by using the natural frequency weight and decoupling rate weight corresponding to the current power system's operating mode, and then combining at least one first decoupling rate and at least one natural frequency, thereby obtaining the target suspension stiffness.

[0017] In conjunction with the first aspect and the above implementation methods, in some possible implementation methods, determining the target decoupling frequency avoidance parameter based on at least one first decoupling rate, the decoupling rate weight, the at least one first natural frequency, and the natural frequency weight includes: determining the product of each first decoupling rate and the decoupling rate weight, and the product of each first natural frequency and the natural frequency weight; determining at least one decoupling frequency avoidance parameter based on the summation of the product of each first decoupling rate and the decoupling rate weight and the product of each first natural frequency and the natural frequency weight; determining the decoupling frequency avoidance parameter with the largest value among the at least one decoupling frequency avoidance parameters as the target decoupling frequency avoidance parameter; and determining the target stiffness based on the target decoupling frequency avoidance parameter includes: determining the target suspension stiffness corresponding to the target decoupling frequency avoidance parameter from the at least one set of first suspension stiffnesses.

[0018] The above technical solution proposes a specific process for determining the target decoupling frequency avoidance parameter. Specifically, it involves calculating the product of each first natural frequency and the product of each first decoupling rate and its weight to obtain at least one decoupling frequency avoidance parameter. The decoupling frequency avoidance parameter with the largest value is then selected as the target decoupling frequency avoidance parameter. This process ensures that the target decoupling frequency avoidance parameter is the optimal one for the current operating mode. Furthermore, using the target decoupling frequency avoidance parameter, the corresponding target suspension stiffness is determined from at least one set of first suspension stiffnesses. This process ensures maximum matching between the suspension and the current operating mode, optimizing the vibration isolation effect of the suspension.

[0019] In combination with the first aspect and the above-described implementation methods, in some possible implementation methods, obtaining the operating mode of the vehicle power system and the rotation parameters of the power components includes: obtaining the operating mode through the vehicle's hybrid power controller; and obtaining the rotation parameters through the vehicle's motor controller and engine controller.

[0020] In the above technical solution, all controllers in the vehicle communicate with each other to facilitate data transmission within the vehicle. The operating mode of the powertrain is mainly controlled by the hybrid power controller; therefore, this application can obtain the operating mode through the hybrid power controller. Similarly, the motor speed and the number of pole pairs of the motor's rotating magnetic field can be obtained through the motor controller, and the engine speed and the number of cylinders can be obtained through the engine controller.

[0021] In summary, the operating mode of a vehicle's powertrain is closely related to the operating state of the vehicle's engine and electric motor. During vehicle operation, the suspension primarily relies on the suspension mounts to mitigate vibrations generated by the engine and electric motor, thus achieving vibration isolation. The process described above, which determines the target suspension stiffness based on the operating mode and rotation parameters, ensures that the target suspension stiffness matches the current operating mode, resulting in a more ideal shock absorption effect. Simultaneously, it also ensures that the suspension stiffness can be intelligently adjusted when the operating mode changes, guaranteeing the comfort of the passengers.

[0022] Suspension systems include torsional mounts. In vehicles containing electric motors, the high torque and instantaneous impact of the motors during operation necessitate high stiffness output from the torsional mounts. Therefore, the stiffness level of the torsional mounts must first be determined based on the vehicle's operating mode. Furthermore, the engine's excitation frequency and the motor's excitation frequency must be determined based on rotational parameters. Since certain conditions must be met between the natural frequency and excitation frequency of the suspension system to prevent resonance, this application determines the target suspension stiffness based on the torsional mount stiffness level, the engine's excitation frequency, and the motor's excitation frequency to ensure good vibration isolation.

[0023] Specifically, a process for calculating the excitation frequency of the engine and the excitation frequency of the motor is proposed. The excitation frequency of the engine can be determined based on the engine speed and the number of cylinders of the engine, while the excitation frequency of the motor can be determined by the motor speed and the number of pole pairs of the rotating magnetic field of the motor.

[0024] It should be understood that, in addition to the torsional mount, this application also includes a left mount and a right mount, and multiple sets of mount stiffnesses are pre-stored in the vehicle. Therefore, the multiple sets of mount stiffnesses can be pre-screened according to the stiffness level of the torsional mount to obtain at least one set of mount stiffnesses that meets the torsional mount stiffness level. Each set of mount stiffnesses includes a torsional mount stiffness, a left mount stiffness, and a right mount stiffness. Furthermore, in order to ensure that the mounts meet the requirements of decoupling and non-resonance (frequency avoidance), at least one decoupling rate and at least one natural frequency need to be calculated based on at least one set of mount stiffnesses.

[0025] Furthermore, based on the correspondence between natural frequency and excitation frequency, at least one set of suspension stiffnesses that do not satisfy the correspondence can be filtered out to obtain at least one set of first suspension stiffnesses that ultimately meet the decoupling and frequency avoidance requirements. The target suspension stiffness is obtained through at least one first decoupling rate and the at least one first natural frequency corresponding to the at least one set of first suspension stiffnesses. This ensures that the determined target suspension stiffness satisfies both the torsional suspension requirements and the decoupling and frequency avoidance requirements.

[0026] It should be understood that the specific requirements for suspension decoupling and frequency avoidance differ under different operating modes. Therefore, this application can meet the decoupling and frequency avoidance requirements of different operating modes by adjusting the decoupling rate weight and the natural frequency weight, and measure the impact of decoupling and frequency avoidance on suspension operation by calculating the decoupling and frequency avoidance parameters. In the process of calculating the decoupling and frequency avoidance parameters, the target decoupling and frequency avoidance parameters for the current operating mode are first determined by using the natural frequency weight and decoupling rate weight corresponding to the current power system's operating mode, and then combining at least one first decoupling rate and at least one natural frequency, thereby obtaining the target suspension stiffness.

[0027] Specifically, a process for determining the target decoupling frequency avoidance parameter is proposed. This involves calculating the product of each first natural frequency and the product of each first decoupling rate and its weight to obtain at least one decoupling frequency avoidance parameter. The parameter with the largest value is then selected as the target decoupling frequency avoidance parameter. This process ensures that the target decoupling frequency avoidance parameter is the optimal one for the current operating mode. Furthermore, using the target decoupling frequency avoidance parameter, the corresponding target suspension stiffness is determined from at least one set of first suspension stiffnesses. This process guarantees the maximum matching degree between the suspension and the current operating mode, optimizing the vibration isolation effect of the suspension.

[0028] Finally, all controllers in the vehicle communicate with each other to facilitate data transmission within the vehicle. The operating mode of the powertrain is primarily controlled by the hybrid power controller; therefore, this application can obtain the operating mode through the hybrid power controller. Similarly, the motor speed and the number of pole pairs of the motor's rotating magnetic field can be obtained through the motor controller, and the engine speed and the number of cylinders can be obtained through the engine controller.

[0029] Secondly, a device for adjusting the stiffness of a vehicle suspension is provided. The device includes: an acquisition module for acquiring the operating mode of a vehicle power system and rotational parameters of a power component, the power component including an engine and a motor, the operating mode being used to indicate the operating state of the engine and the motor; a determination module for determining a target suspension stiffness of the vehicle suspension based on the operating mode and the rotational parameters; and an adjustment module for adjusting the stiffness of the vehicle suspension to the target suspension stiffness.

[0030] In conjunction with the second aspect, in some possible implementations, the mount includes a torsional mount, and the determining module is specifically used to: determine the stiffness level of the torsional mount according to the operating mode, the stiffness level being used to represent the magnitude of the stiffness of the torsional mount; determine the excitation frequency of the engine and the excitation frequency of the motor according to the rotation parameters; and determine the target mount stiffness according to the stiffness level of the torsional mount, the excitation frequency of the engine, and the excitation frequency of the motor.

[0031] In combination with the second aspect and the above implementation methods, in some possible implementation methods, the rotational parameter includes at least one of the engine speed, the number of cylinders of the engine, the motor speed, and the number of pole pairs of the rotating magnetic field of the motor. The determining module is further configured to determine the excitation frequency of the motor based on the motor speed and the number of pole pairs of the rotating magnetic field of the motor; and to determine the excitation frequency of the engine based on the engine speed and the number of cylinders of the engine.

[0032] In conjunction with the second aspect and the above implementation methods, in some possible implementations, the suspension also includes a left suspension and a right suspension. The determining module is further configured to: determine at least one set of suspension stiffness based on the stiffness level of the torsional suspension and the torsional suspension stiffness among multiple sets of suspension stiffness, each of the at least one set of suspension stiffness further including a left suspension stiffness and a right suspension stiffness; and determine at least one decoupling rate and at least one natural frequency corresponding to the at least one set of suspension stiffness based on the torsional suspension stiffness, left suspension stiffness, and right suspension stiffness among the at least one set of suspension stiffness. The method involves determining at least one first natural frequency from the at least one natural frequency, wherein the ratio of the excitation frequency of the motor to any first natural frequency is greater than a preset value and the ratio of the excitation frequency of the engine to any first natural frequency is greater than the preset value; determining at least one set of first suspension stiffness and at least one first decoupling rate corresponding to the at least one set of first suspension stiffness from the at least one set of suspension stiffness based on the at least one first natural frequency; and determining the target suspension stiffness based on the at least one first decoupling rate and the at least one first natural frequency.

[0033] In conjunction with the second aspect and the above implementation methods, in some possible implementation methods, the determining module is further configured to: obtain the decoupling rate weight and the natural frequency weight corresponding to the working mode; determine the target decoupling frequency avoidance parameter based on the at least one first decoupling rate, the decoupling rate weight, the at least one first natural frequency and the natural frequency weight; and determine the target suspension stiffness based on the target decoupling frequency avoidance parameter.

[0034] In conjunction with the second aspect and the above implementation methods, in some possible implementation methods, the determining module is further configured to: determine the product of each first decoupling rate and the decoupling rate weight, and the product of each first natural frequency and the natural frequency weight; determine at least one decoupling frequency avoidance parameter based on the summation result of the product of each first decoupling rate and the decoupling rate weight and the product of each first natural frequency and the natural frequency weight; determine the decoupling frequency avoidance parameter with the largest value among the at least one decoupling frequency avoidance parameters as the target decoupling frequency avoidance parameter; and determine the target suspension stiffness corresponding to the target decoupling frequency avoidance parameter from the at least one set of first suspension stiffnesses.

[0035] In combination with the second aspect and the above implementation methods, in some possible implementation methods, the acquisition module is specifically used to: acquire the operating mode through the hybrid power controller of the vehicle; and acquire the rotation parameters through the motor controller and engine controller of the vehicle.

[0036] Thirdly, a vehicle is provided, including a memory and a processor. The memory is used to store executable program code, and the processor is used to call and run the executable program code from the memory, causing the vehicle to perform the methods described in the first aspect or any possible implementation thereof.

[0037] Fourthly, a computer program product is provided, comprising: computer program code, which, when run on a computer, causes the computer to perform the methods described in the first aspect or any possible implementation thereof.

[0038] Fifthly, a computer-readable storage medium is provided that stores computer program code, which, when executed on a computer, causes the computer to perform the methods described in the first aspect or any possible implementation thereof. Attached Figure Description

[0039] Figure 1 This is a schematic diagram illustrating different operating modes of a power system provided in an embodiment of this application;

[0040] Figure 2 This is a schematic diagram illustrating a scenario in which a suspension system operates, as provided in an embodiment of this application.

[0041] Figure 3 This is a schematic flowchart illustrating a method for adjusting vehicle suspension stiffness provided in an embodiment of this application;

[0042] Figure 4 This is a schematic diagram of a device for adjusting the stiffness of vehicle suspension provided in an embodiment of this application;

[0043] Figure 5 This is a schematic diagram of the structure of a vehicle provided in an embodiment of this application. Detailed Implementation

[0044] The technical solutions in this application will be clearly and thoroughly described below with reference to the accompanying drawings. In the description of the embodiments of this application, unless otherwise stated, " / " means "or," for example, A / B can mean A or B. "And / or" in the text is merely a description of the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: A existing alone, A and B existing simultaneously, and B existing alone. Furthermore, in the description of the embodiments of this application, "multiple" refers to two or more than two.

[0045] Hereinafter, the terms "first" and "second" are used for descriptive purposes only and should not be construed as implying or suggesting relative importance or implicitly indicating the number of indicated technical features. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature.

[0046] Figure 1 This is a schematic diagram illustrating different operating modes of a power system provided in an embodiment of this application.

[0047] For example, such as Figure 1 As shown, the vehicle 100 in this embodiment mainly refers to a hybrid vehicle (referred to as a "hybrid vehicle"). The vehicle 100 primarily relies on the powertrain 101 to provide power during its operation. In addition to the powertrain 101, the vehicle 100 also includes a transmission system, steering system, braking system, and suspension system. The transmission system primarily provides the necessary traction for the vehicle 100 under various driving conditions. The steering system is used to maintain or change the driving direction of the vehicle 100. The braking system is used to decelerate and stop the vehicle 100 during operation, or to maintain a stable speed for the vehicle 100 while descending a slope. The suspension system supports the powertrain, reduces the impact of powertrain vibration on the entire vehicle, and achieves vibration isolation.

[0048] In the power system 101, the power components include a generator motor (GM, or simply generator), a traction motor (TM, also known as the main drive motor), and an engine. The GM converts mechanical energy into electrical energy, storing it in the vehicle 100's battery, and can also use this electrical energy to assist the engine's operation. The TM converts electrical energy into mechanical energy, driving the drive shaft. The engine can rotate using fuel, driving the drive shaft, and can also power the GM to generate electricity.

[0049] Depending on the operating states of GM, TM, and the engine, the powertrain 101 of vehicle 100 also corresponds to different operating modes. For example... Figure 1 As shown in (a)-(e), the different operating modes are: idle charging mode, parallel drive mode, pure electric drive mode, series drive mode and energy recovery mode.

[0050] like Figure 1 As shown in (a), when the power system 101 is in the idle charging mode, the engine is idling at a speed of approximately 600-1500 revolutions per minute (rpm), thereby driving the GM generator to charge the battery.

[0051] like Figure 1 As shown in (b), when the power system 101 is in parallel drive mode, the GM assists the engine to rotate, and the engine and TM simultaneously drive the drive shaft to rotate.

[0052] like Figure 1 As shown in (c), when the power system 101 is in pure electric drive mode, neither the engine nor the GM is working, and only the TM drives the drive shaft to rotate.

[0053] like Figure 1 As shown in (d), when the power system 101 is in series drive mode, the engine drives GM to generate electricity to charge the battery. The electrical energy generated during the battery discharge process can provide energy for TM, further driving the drive shaft to rotate.

[0054] like Figure 1 As shown in (e), when the power system 101 is in the energy recovery mode, the vehicle 100 is in a braking state, and TM can receive the heat energy generated by the vehicle 100 during braking and convert it into mechanical energy for storage.

[0055] It should be understood that the vibration of the engine, GM, and TM varies depending on the operating mode of the vehicle's powertrain. Therefore, in this embodiment, the suspension system can intelligently adjust its stiffness according to different powertrain operating modes.

[0056] After introducing the working modes of the vehicle's power system, the following section will introduce the working scenarios of the vehicle's suspension system.

[0057] Figure 2 This is a schematic diagram of a suspension system working as provided in an embodiment of this application.

[0058] For example, such as Figure 2As shown, in the vehicle 100, the suspension system 201 can be divided into a data acquisition module 2011, a processing module 2012, and an execution module 2013 according to their specific functions and roles.

[0059] The data acquisition module 2011 can also be understood as a communication module, which is used to communicate with other electronic control units (ECUs, or electronic controllers) in the vehicle 100 to obtain data sent by other ECUs, or to send data from the suspension system 201 to other ECUs.

[0060] For example, in this embodiment of the application, in order to determine the target suspension stiffness, the data acquisition module 2011 can acquire the operating mode of the powertrain sent by the hybrid system vehicle controller (HCU, hereinafter referred to as "hybrid controller"). The operating mode of the powertrain can be as follows: Figure 1 Any one of the five working modes shown.

[0061] The data acquisition module 2011 can also acquire the rotational speed of the GM sent by the Generator Motor Control Unit (GMCU).

[0062] The data acquisition module 2011 can also acquire the rotational speed of the TM sent by the main drive motor controller (Traction Motor Control Unit, TMCU).

[0063] In addition, the data acquisition module 2011 can also acquire the engine speed from the engine control module (ECM) or the engine control unit (ECU).

[0064] After the data acquisition module 2011 acquires the information from the different ECUs, it can send all the data to the processing module 2012 for unified calculation and processing, and obtain the calculation result (target suspension stiffness).

[0065] The data acquisition module 2011 and the processing module 2012 together form the controller of the suspension system 201 (hereinafter referred to as the "suspension controller").

[0066] Furthermore, the processing module 2012 can control the execution module 2013 to operate at the target suspension stiffness according to the target suspension stiffness. Here, the execution module 2013 can be understood as the suspension.

[0067] After introducing the working scenarios of the suspension system and the power system, the following is a detailed description of a method for adjusting the stiffness of vehicle suspension provided in the embodiments of this application.

[0068] Figure 3 This is a schematic flowchart illustrating a method for adjusting vehicle suspension stiffness according to an embodiment of this application. It should be understood that this method can be applied to, for example... Figure 1 He Ru Figure 2 The vehicle 100 shown can be applied to any ECU in the vehicle 100. In this embodiment of the application, the ECU is used as a suspension controller as an example to describe in detail a method for adjusting the stiffness of the vehicle suspension.

[0069] For example, such as Figure 3 As shown, the method 300 includes:

[0070] 301. Obtain the operating mode and rotation parameters of the vehicle's power system, which includes the engine and motor. The operating mode is used to indicate the operating status of the engine and motor.

[0071] It should be understood that, in the embodiments of this application, the hybrid vehicle is primarily driven by the power components—the engine and the electric motor—during operation. The power system can operate in different modes depending on the working state of the engine and the electric motor, specifically including idle charging mode, parallel drive mode, pure electric drive mode, series drive mode, and energy recovery mode.

[0072] Optional motors include TM and GM models.

[0073] Depend on Figure 1 As the introduction states, the operating states of the engine and electric motor differ depending on the operating mode. For example, in pure electric drive mode, only the main drive motor is engaged, while the engine and generator are not. In other words, in pure electric drive mode, the main drive motor is on, while the engine and generator are off. As another example, in idle charging mode, the engine and generator are on, while the main drive motor is off.

[0074] Due to the differences in the operating states of the engine and motor under different working modes, the vibration of the engine and motor also varies. In order to adapt to and mitigate the vibrations generated by the engine and motor under different working modes and achieve a better vibration isolation effect, it is necessary to appropriately adjust the suspension stiffness of the vehicle's suspension.

[0075] In one possible implementation, when adjusting the suspension stiffness of the vehicle, it is necessary to first know the current operating mode of the vehicle and the rotation status of the engine and motor.

[0076] Step 301 is specifically made by Figure 2 This is accomplished by the data acquisition module 2011 in the suspension controller shown.

[0077] Obtain the current operating mode of the power system and the rotational parameters of the power components. Specifically, this includes:

[0078] The operating mode is obtained through the hybrid power controller in the vehicle;

[0079] Rotational parameters are obtained through the vehicle's motor controller and engine controller.

[0080] Optionally, the rotational parameters include at least one of the following: engine speed, number of engine cylinders, motor speed, and number of pole pairs of the motor's rotating magnetic field.

[0081] Optionally, the motor controller includes two components: GMCU and TMCU.

[0082] It should be understood that the ECUs in a vehicle are interconnected and can transmit data within the vehicle.

[0083] Optionally, the ECU communication connection methods include Controller Area Network (CAN) bus connection, Local Interconnect Network (LIN) bus connection, FlexRay bus connection, Media Oriented Systems Transport (MOST) bus connection, and Ethernet connection. Each connection method corresponds to a communication method, namely CAN bus communication, LIN bus communication, FlexRay bus communication, MOST bus communication, and Ethernet communication. This application embodiment does not limit this.

[0084] For example, using CAN communication, the mounting controller can send a request to the HCU to obtain the operating mode in the form of a first CAN signal. In response to the request, the HCU sends the current operating mode of the powertrain to the mounting controller in the form of a second CAN signal.

[0085] Similarly, the mounting controller can send requests for obtaining speed and basic attributes to the GMCU, the TMCU, and the ECM in the same manner as described above. The basic attributes of the motor can be the number of pole pairs of the motor's rotating magnetic field, and the basic attributes of the engine can be the number of cylinders in the engine.

[0086] In response to the corresponding request, the GMCU sends the GM's rotational speed and the number of pole pairs of the motor's rotating magnetic field to the mount controller. The TMCU, in response to the corresponding request, sends the TM's rotational speed and the number of pole pairs of the motor's rotating magnetic field to the mount controller. The ECM, in response to the corresponding request, sends the engine's rotational speed and the number of engine cylinders to the mount controller.

[0087] In the above technical solution, all controllers in the vehicle communicate with each other and can transmit data. The operating mode of the powertrain is mainly controlled by the hybrid power controller; therefore, this application can obtain the operating mode through the hybrid power controller. Similarly, the motor speed and the number of pole pairs of the motor's rotating magnetic field can be obtained through the motor controller, and the engine speed and the number of cylinders can be obtained through the engine controller.

[0088] This application embodiment can also set the adjustment cycle for the vehicle suspension stiffness, for example, adjusting it once every 10 minutes. This application embodiment does not limit this.

[0089] 302. Determine the target suspension stiffness of the vehicle suspension based on the working mode and rotation parameters.

[0090] Step 302 is mainly composed of, for example Figure 2 This is accomplished by the processing module 2012 in the suspension controller shown.

[0091] For example, such as Figure 2 As shown, after acquiring the operating mode and rotation parameters, the data acquisition module 2011 can further transmit them to the processing module 2012 via CAN signals. The processing module 2012 then performs further analysis and processing to obtain the target suspension stiffness of the vehicle's suspension.

[0092] Optionally, the vehicle's suspension includes torsional suspension, left suspension, and right suspension. Accordingly, the target suspension stiffness of the vehicle's suspension includes the target suspension stiffness of the torsional suspension, the target suspension stiffness of the left suspension, and the target suspension stiffness of the right suspension.

[0093] It should be understood that hybrid vehicles include a main drive motor in addition to a traditional engine. The main drive motor is characterized by high torque and large instantaneous impact during operation. Therefore, when the main drive motor in the powertrain system is operating, it is necessary to prioritize ensuring the torsional rigidity of the suspension mounts.

[0094] In one possible implementation, determining the target suspension stiffness of the vehicle suspension based on the operating mode and rotation parameters includes:

[0095] Based on the operating mode, the stiffness grade of the torsional suspension is determined. The stiffness grade is used to indicate the magnitude of the stiffness of the torsional suspension.

[0096] Based on the rotation parameters, determine the excitation frequency of the engine and the excitation frequency of the motor;

[0097] The target suspension stiffness is determined based on the stiffness rating of the torsional mount, the excitation frequency of the engine, and the excitation frequency of the electric motor.

[0098] Specifically, in this application embodiment, the stiffness level of the torsional suspension corresponding to each working mode can be set according to different working modes, and stored in such a way as... Figure 2 In the processing module 2012 shown, the stiffness rating of the torsional mount can represent the size of the torsional mount. For example, when the stiffness rating of the torsional mount is high, the corresponding stiffness is 500 N / mm, and when the stiffness rating of the torsional mount is low, the corresponding stiffness is 100 N / mm.

[0099] Table 1 is an illustrative table showing the correspondence between the stiffness level and operating mode of a torsional suspension provided in an embodiment of this application.

[0100] Operating modes of the power system Stiffness rating of torsional suspension Idle charging Stiffness level is not limited Serial drive high stiffness Parallel drive high stiffness Energy recovery Maintain the original stiffness level pure electric drive high stiffness

[0101] For example, as shown in Table 1, combined with Figure 2 When the power system operates in energy recovery mode, the corresponding torsional rigidity level of the torsional suspension is maintained at the original level, which can be understood as remaining consistent with the torsional rigidity level after the last adjustment. In energy recovery mode, besides the torsional rigidity level remaining unchanged, this embodiment can either maintain the same target suspension stiffness as after the last adjustment, or redetermine the target stiffness level in energy recovery mode based on the torsional rigidity level; this embodiment does not limit this approach.

[0102] Based on the stiffness level of the torsional suspension corresponding to each stored operating mode, the processing module 2012 can determine the stiffness level of the torsional suspension for the current operating mode after receiving the operating mode of the power system sent by the data acquisition module 2011.

[0103] It should be understood that during operation, the suspension system's vibration in space has six degrees of freedom (six modes or sixth-order modes): three reciprocating motions along mutually perpendicular axes passing through the center of gravity, and three rotational motions about these three axes. These six modes are denoted as: X, Y, Z, R... x R y R z To achieve better vibration reduction or isolation effects, after ensuring that the torsional stiffness of the suspension system meets a certain level, the entire suspension system also needs to meet good decoupling and frequency avoidance strategies.

[0104] In this context, decoupling of the suspension system refers to decoupling the motion of the six modes, meaning that the motion of one mode will not affect the motion of other modes, nor will it be interfered with by other modes. Frequency avoidance of the suspension system means that the natural frequencies of each mode must not resonate with the excitation frequencies of the engine and motor.

[0105] Therefore, in order to meet the requirements of decoupling and frequency avoidance, the excitation frequency of the engine and the excitation frequency of the motor need to be calculated based on the rotation parameters in this embodiment.

[0106] In the above technical solution, the suspension includes a torsional suspension. In vehicles containing an electric motor, due to the large torque and instantaneous impact characteristics of the motor during operation, the torsional suspension needs to output a large stiffness. Therefore, it is first necessary to determine the stiffness level of the torsional suspension based on the vehicle's operating mode, and then determine the engine's excitation frequency and the motor's excitation frequency based on the rotational parameters. Since the natural frequency and excitation frequency of the suspension system must meet certain conditions to prevent resonance, in order to ensure a good vibration isolation effect, this application can determine the target suspension stiffness based on the stiffness level of the torsional suspension, the engine's excitation frequency, and the motor's excitation frequency.

[0107] In one possible implementation, the rotational parameters include at least one of engine speed, number of engine cylinders, motor speed, and number of pole pairs of the motor's rotating magnetic field. The process of determining the engine's excitation frequency and the motor's excitation frequency specifically includes:

[0108] The excitation frequency of the motor is determined based on the motor speed and the number of pole pairs of the motor's rotating magnetic field.

[0109] The engine excitation frequency is determined based on the engine speed and the number of cylinders.

[0110] For example, in the embodiments of this application, the excitation frequency of the motor and the excitation frequency of the engine can be calculated using formulas (1)-(2).

[0111] f = n / 60 * m / 2 Formula (1)

[0112] n = 60f / p Formula (2)

[0113] In formula (1):

[0114] f: Engine excitation frequency, unit: Hertz (Hz);

[0115] m: Number of cylinders in the engine;

[0116] n: Engine speed, unit: revolutions per minute (rpm);

[0117] In formula (2):

[0118] n: GM speed / TM speed, unit: rpm;

[0119] f: Excitation frequency of GM or TM, unit: Hz;

[0120] p: The number of pole pairs of the rotating magnetic field of a GM motor or a TM motor.

[0121] Furthermore, in this embodiment, the target suspension stiffness can be determined based on the stiffness level of the torsional suspension, the excitation frequency of the engine, and the excitation frequency of the motor.

[0122] The above technical solution proposes a specific process for calculating the excitation frequency of the engine and the excitation frequency of the motor. The excitation frequency of the engine can be determined based on the engine speed and the number of cylinders of the engine, and the excitation frequency of the motor can be determined by the motor speed and the number of pole pairs of the rotating magnetic field of the motor.

[0123] It should be understood that the embodiments of this application pertain to a semi-active suspension system, and the suspension stiffness of a semi-active suspension system can typically be preset. Therefore, in the embodiments of this application, multiple sets of suspension stiffness that meet the decoupling requirements can be preset and stored. Furthermore, when calculating the target suspension stiffness, a selection can be made from the preset multiple sets of suspension stiffness.

[0124] Each set of suspension stiffness includes torsional suspension stiffness, left suspension stiffness, and right suspension stiffness.

[0125] Table 2 is an illustrative table of multiple preset suspension stiffnesses provided in the embodiments of this application.

[0126]

[0127]

[0128] For example, as shown in Table 2, there are four preset suspension stiffness groups: Group A, Group B, Group C, and Group D. Among them, the torsional suspension stiffness level of Group A is low stiffness, while the torsional suspension stiffness level of Groups B, C, and D is high stiffness.

[0129] It should be understood that regardless of whether it is a torsional mount, a left mount, or a right mount, it has mount stiffness in each of the three principal axis directions (X, Y, Z). However, the mount stiffness in the three principal axis directions satisfies certain conditions, such as the mount stiffness in the three principal axis directions being proportional. Therefore, for convenience, in this embodiment, only the mount stiffness of one principal axis is preset, so that the mount stiffness of the other two principal axes of each mount can be inferred based on the relationship satisfied by the mount stiffness in the three principal axis directions. Of course, the mount stiffness in each principal axis direction of each mount can also be set directly, and this embodiment does not limit this.

[0130] In one possible implementation, determining the target mount stiffness based on the stiffness rating of the torsional mount, the engine excitation frequency, and the motor excitation frequency includes:

[0131] Based on the stiffness grade of the torsional suspension and the torsional suspension stiffness in multiple sets of suspension stiffness, at least one set of suspension stiffness is determined, and each set of suspension stiffness in the at least one set of suspension stiffness also includes the left suspension stiffness and the right suspension stiffness.

[0132] Based on the torsional suspension stiffness, left suspension stiffness, and right suspension stiffness in at least one set of suspension stiffness, determine at least one decoupling rate and at least one natural frequency corresponding to at least one set of suspension stiffness;

[0133] At least one first natural frequency is determined from at least one natural frequency, wherein the ratio of the excitation frequency of the motor to any first natural frequency is greater than a preset value and the ratio of the excitation frequency of the engine to any first natural frequency is greater than a preset value.

[0134] Based on at least one first natural frequency, at least one set of first suspension stiffness and at least one first decoupling rate corresponding to at least one set of first suspension stiffness are determined from at least one set of suspension stiffness;

[0135] The target suspension stiffness is determined based on at least one first decoupling rate and at least one first natural frequency.

[0136] For example, referring to Tables 1 and 2, assuming the power system operates in a series drive mode, Table 1 shows that the torsional stiffness level of the torsional mount corresponding to the series drive mode is high stiffness. Further, from the torsional stiffness of the multiple mount stiffness groups in Table 2, it can be seen that the torsional stiffness of group A does not meet the torsional stiffness level requirement of the current operating mode, while the torsional stiffness of groups BD meets the torsional stiffness level requirement of the current operating mode. Therefore, in this embodiment, group BD can be determined as at least one mount stiffness group, and each mount stiffness group includes torsional stiffness, left mount stiffness, and right mount stiffness.

[0137] Furthermore, in embodiments of this application, the decoupling rate and natural frequency of at least one set of suspension stiffness can be calculated based on the torsional suspension stiffness, left suspension stiffness and right suspension stiffness in at least one set of suspension stiffness, as well as the inherent parameters of the vehicle, to obtain at least one decoupling rate and at least one natural frequency.

[0138] For example, at least one inherent frequency can be calculated using formulas (3)-(5) in embodiments of this application.

[0139]

[0140] Considering the effects of external forces and damping, equation (3) is the complete vibration differential equation of the suspension system. In equation (3):

[0141] [M]: Mass matrix of the suspension system;

[0142] [C]: Damping matrix of the suspension system;

[0143] [K]: Stiffness matrix of the suspension system;

[0144] {F}: External force vector;

[0145] q: The i-th generalized displacement vector;

[0146] The i-th generalized acceleration vector;

[0147] The i-th generalized velocity vector.

[0148] Furthermore, in the analysis of the inherent characteristics of the powertrain, the suspension system can be simplified as an undamped free vibration system. Therefore, its differential equation for undamped free vibration can be obtained:

[0149]

[0150] From formula (4), the mode shape equation of the suspension system can be obtained as follows:

[0151] KX-ω 2 MX=0 Formula (5)

[0152] In formula (5):

[0153] ω 2 : Eigenvalues ​​of matrix A (natural frequencies of each mode of the system);

[0154] X: The corresponding eigenvector (principal mode).

[0155] Through the above calculations, the natural frequency of each suspension stiffness in at least one set of suspension stiffnesses can be obtained.

[0156] It should be understood that the decoupling rate of a suspension system can be calculated by taking the energy in each direction (each degree of freedom or each mode) as a percentage of the total energy. The energy in each direction can be considered as the decoupling rate in that direction. Ideally, the decoupling rate in each direction is 100%, i.e., a completely decoupled state.

[0157] For example, when calculating at least one decoupling rate by energy, the following formulas (6)-(7) can be used:

[0158] When the suspension system vibrates in the j-th mode, the energy distribution matrix can be defined as:

[0159]

[0160] In formula (6):

[0161] φ(k,j) and φ(l,j) are the k-th and l-th elements of the j-th mode shape, respectively.

[0162] M(k,l): The element in the k-th row and l-th column of the mass matrix M of the suspension system;

[0163] ω j : The j-th natural frequency. k,l,j=1,2,3,4,5,6.

[0164] Therefore, when the suspension system vibrates in the j-th mode, the percentage of energy allocated by the k-th generalized coordinate to the total energy of the suspension system can be expressed by formula (7):

[0165]

[0166] In formula (7):

[0167] EP jk The contribution of the vibration of the k-th generalized coordinate in the j-th mode to the total kinetic energy is 100%. If its value is 100%, then when the suspension system vibrates in the j-th mode, all the energy is concentrated on the k-th generalized coordinate, that is, the j-th mode vibration is completely decoupled.

[0168] After calculating at least one decoupling rate and at least one natural frequency, the frequency avoidance requirements for the suspension system stipulate that the natural frequency of the suspension system should be simultaneously lower than [the specified value]. The excitation frequency of the engine and the excitation frequency of the motor are times that of the engine.

[0169] Therefore, based on the correspondence between the natural frequency of the suspension system, the excitation frequency of the engine, and the excitation frequency of the motor, natural frequencies that do not satisfy the above relationship can be screened out from at least one natural frequency in at least one set of suspension stiffness to obtain at least one first natural frequency that finally satisfies the conditions.

[0170] Further, based on at least one first natural frequency, at least one set of first suspension stiffness and at least one first decoupling rate corresponding to the first set of first suspension stiffness are determined.

[0171] In other words, the stiffness level of the torsional suspension in at least one set of first suspension stiffness meets the requirements of the current working mode, and the stiffness of the torsional suspension, the stiffness of the left suspension, and the stiffness of the right suspension meet the decoupling and frequency avoidance requirements.

[0172] Furthermore, the target suspension stiffness can be determined based on at least one first decoupling rate and at least one first natural frequency.

[0173] It should be understood that, in addition to the torsional mount, this application also includes a left mount and a right mount, and multiple sets of mount stiffnesses are pre-stored in the vehicle. Therefore, the multiple sets of mount stiffnesses can be pre-screened according to the stiffness level of the torsional mount to obtain at least one set of mount stiffnesses that meets the torsional mount stiffness level. Each set of mount stiffnesses includes a torsional mount stiffness, a left mount stiffness, and a right mount stiffness. Furthermore, in order to ensure that the mounts meet the requirements of decoupling and non-resonance (frequency avoidance), at least one decoupling rate and at least one natural frequency need to be calculated based on at least one set of mount stiffnesses.

[0174] Furthermore, based on the correspondence between natural frequency and excitation frequency, at least one set of suspension stiffnesses that do not satisfy the correspondence can be filtered out to obtain at least one set of first suspension stiffnesses that ultimately meet the decoupling and frequency avoidance requirements. The target suspension stiffness is obtained through at least one first decoupling rate and the at least one first natural frequency corresponding to the at least one set of first suspension stiffnesses. This ensures that the determined target suspension stiffness satisfies both the torsional suspension requirements and the decoupling and frequency avoidance requirements.

[0175] It should be understood that the importance of decoupling and frequency avoidance requirements varies under different operating modes. Therefore, in this embodiment, the decoupling rate weight and natural frequency weight can be pre-set for each mode, thereby obtaining the corresponding decoupling rate weight and natural frequency weight in the corresponding operating mode to determine the target suspension stiffness. The decoupling rate weight and natural frequency weight can also be adjusted and modified according to actual needs and application scenarios.

[0176] In one possible implementation, determining the target suspension stiffness based on at least one first decoupling rate and at least one first natural frequency includes:

[0177] Obtain the decoupling rate weight and intrinsic frequency weight corresponding to the working mode;

[0178] The target decoupling frequency avoidance parameters are determined based on at least one first decoupling rate, a decoupling rate weight, at least one first natural frequency, and a natural frequency weight.

[0179] The target suspension stiffness is determined based on the target decoupling frequency avoidance parameters.

[0180] Specifically, the target decoupling frequency avoidance parameters are determined based on at least one first decoupling rate, a decoupling rate weight, at least one first natural frequency, and a natural frequency weight, including:

[0181] Determine the product of each first decoupling rate and its weight, and the product of each first natural frequency and its weight.

[0182] Based on the summation of the product of each first decoupling rate and the decoupling rate weight and the product of each first natural frequency and the natural frequency weight, at least one decoupling frequency avoidance parameter is determined.

[0183] The decoupling frequency avoidance parameter with the largest value among at least one decoupling frequency avoidance parameter is determined as the target decoupling frequency avoidance parameter;

[0184] Furthermore, based on the target decoupling frequency avoidance parameters, the target stiffness is determined, including:

[0185] From at least one set of first suspension stiffnesses, determine the target suspension stiffness corresponding to the target decoupling frequency avoidance parameter.

[0186] For example, referring to Tables 1 and 2, assuming the power system operates in a series drive mode, Table 1 shows that the torsional stiffness level of the torsional mount corresponding to the series drive mode is high stiffness. Further, from the torsional stiffness of the multiple mount stiffness groups in Table 2, it can be seen that the torsional stiffness of group A does not meet the torsional stiffness level requirement for the current operating mode, while the torsional stiffness of groups BD meets the torsional stiffness level requirement for the current operating mode. Therefore, in this embodiment, group BD can be determined as at least one mount stiffness group.

[0187] Then, in this embodiment of the application, the torsional suspension stiffness, left suspension stiffness, and right suspension stiffness of the three groups of suspension stiffness (B, C, and D), as well as the basic parameters, can be substituted into the above formulas (3)-(7) to obtain: The decoupling rates corresponding to the suspension stiffness of group B are B1, B2, B3, B4, B5, and B6; the natural frequencies are b1, b2, b3, b4, b5, and b6, respectively. The decoupling rates corresponding to the suspension stiffness of group C are C1, C2, C3, C4, C5, and C6; the natural frequencies are c1, c2, c3, c4, c5, and c6, respectively. The decoupling rates corresponding to the suspension stiffness of group D are D1, D2, D3, D4, D5, and D6; the natural frequencies are d1, d2, d3, d4, d5, and d6, respectively.

[0188] Among them, B1, B2, B3, B4, B5, B6, C1, C2, C3, C4, C5, C6, D1, D2, D3, D4, D5, and D6 constitute at least one decoupling rate. b1, b2, b3, b4, b5, b6, c1, c2, c3, c4, c5, c6, d1, d2, d3, d4, d5, and d6 constitute at least one natural frequency.

[0189] Based on the excitation frequencies of the motor and engine, as well as the natural frequencies of each of the above groups, the natural frequency of group D does not meet the frequency avoidance condition. Therefore, group D is excluded. b1, b2, b3, b4, b5, b6, c1, c2, c3, c4, c5, and c6 are at least one first natural frequency. Thus, groups B and C are at least one set of first suspension stiffness to be selected, and B1, B2, B3, B4, B5, B6, C1, C2, C3, C4, C5, and C6 correspond to at least one first decoupling rate.

[0190] Furthermore, the suspension controller obtains the decoupling rate weight as x and the natural frequency weight as y for the series drive mode, where x + y = 1. Therefore, at least one set of decoupling frequency avoidance parameters includes decoupling frequency avoidance parameters of suspension stiffness in group B and decoupling frequency avoidance parameters of suspension stiffness in group C.

[0191] Among them, the decoupling frequency avoidance parameter P of the suspension stiffness in group B

[0192] =(B1+B2+B3+B4+B5+B6)*x+(b1+b2+b3+b4+b5+b6)*y

[0193] Similarly, the decoupling frequency avoidance parameter Q of the suspension stiffness in group C.

[0194] =(C1+C2+C3+C4+C5+C6)*x+(c1+c2+c3+c4+c5+c6)*y

[0195] After calculating at least one decoupling frequency avoidance parameter, embodiments of this application can select the largest value from P and Q as the target decoupling frequency avoidance parameter, and determine the target suspension stiffness corresponding to the target frequency avoidance parameter.

[0196] For example, if P is greater than Q, then in this embodiment of the application, P is used as the target decoupling frequency avoidance parameter, and the suspension stiffness combination corresponding to P is further determined to be group B. Then the suspension stiffness of group B is the target suspension stiffness.

[0197] It should be understood that the specific requirements for suspension decoupling and frequency avoidance differ under different operating modes. Therefore, this application can meet the decoupling and frequency avoidance requirements of different operating modes by adjusting the decoupling rate weight and the natural frequency weight, and measure the impact of decoupling and frequency avoidance on suspension operation by calculating the decoupling and frequency avoidance parameters. In the process of calculating the decoupling and frequency avoidance parameters, the target decoupling and frequency avoidance parameters for the current operating mode are first determined by using the natural frequency weight and decoupling rate weight corresponding to the current power system's operating mode, and then combining at least one first decoupling rate and at least one natural frequency, thereby obtaining the target suspension stiffness.

[0198] The above technical solution proposes a specific process for determining the target decoupling frequency avoidance parameter. Specifically, it involves calculating the product of each first natural frequency and the product of each first decoupling rate and its weight to obtain at least one decoupling frequency avoidance parameter. The decoupling frequency avoidance parameter with the largest value is then selected as the target decoupling frequency avoidance parameter. This process ensures that the target decoupling frequency avoidance parameter is the optimal one for the current operating mode. Furthermore, using the target decoupling frequency avoidance parameter, the corresponding target suspension stiffness is determined from at least one set of first suspension stiffnesses. This process ensures maximum matching between the suspension and the current operating mode, optimizing the vibration isolation effect of the suspension.

[0199] 303, adjust the vehicle's suspension stiffness to the target suspension stiffness.

[0200] This step is by Figure 2 The processing module 2012 and the execution module 2013 work together to complete this task.

[0201] For example, the suspension is mainly controlled by the suspension controller to operate according to the target suspension stiffness. That is, the suspension controller controls the torsional suspension to operate at its corresponding target suspension stiffness, the left suspension to operate at its corresponding target suspension stiffness, and the right suspension to operate at its corresponding target suspension stiffness.

[0202] In summary, the operating mode of a vehicle's powertrain is closely related to the operating state of the vehicle's engine and electric motor. During vehicle operation, the suspension primarily relies on the suspension mounts to mitigate vibrations generated by the engine and electric motor, thus achieving vibration isolation. The process described above, which determines the target suspension stiffness based on the operating mode and rotation parameters, ensures that the target suspension stiffness matches the current operating mode, resulting in a more ideal shock absorption effect. Simultaneously, it also ensures that the suspension stiffness can be intelligently adjusted when the operating mode changes, guaranteeing the comfort of the passengers.

[0203] Suspension systems include torsional mounts. In vehicles containing electric motors, the high torque and instantaneous impact of the motors during operation necessitate high stiffness output from the torsional mounts. Therefore, the stiffness level of the torsional mounts must first be determined based on the vehicle's operating mode. Furthermore, the engine's excitation frequency and the motor's excitation frequency must be determined based on rotational parameters. Since certain conditions must be met between the natural frequency and excitation frequency of the suspension system to prevent resonance, this application determines the target suspension stiffness based on the torsional mount stiffness level, the engine's excitation frequency, and the motor's excitation frequency to ensure good vibration isolation.

[0204] Specifically, a process for calculating the excitation frequency of the engine and the excitation frequency of the motor is proposed. The excitation frequency of the engine can be determined based on the engine speed and the number of cylinders of the engine, while the excitation frequency of the motor can be determined by the motor speed and the number of pole pairs of the rotating magnetic field of the motor.

[0205] It should be understood that, in addition to the torsional mount, this application also includes a left mount and a right mount, and multiple sets of mount stiffnesses are pre-stored in the vehicle. Therefore, the multiple sets of mount stiffnesses can be pre-screened according to the stiffness level of the torsional mount to obtain at least one set of mount stiffnesses that meets the torsional mount stiffness level. Each set of mount stiffnesses includes a torsional mount stiffness, a left mount stiffness, and a right mount stiffness. Furthermore, in order to ensure that the mounts meet the requirements of decoupling and non-resonance (frequency avoidance), at least one decoupling rate and at least one natural frequency need to be calculated based on at least one set of mount stiffnesses.

[0206] Furthermore, based on the correspondence between natural frequency and excitation frequency, at least one set of suspension stiffnesses that do not satisfy the correspondence can be filtered out to obtain at least one set of first suspension stiffnesses that ultimately meet the decoupling and frequency avoidance requirements. The target suspension stiffness is obtained through at least one first decoupling rate and the at least one first natural frequency corresponding to the at least one set of first suspension stiffnesses. This ensures that the determined target suspension stiffness satisfies both the torsional suspension requirements and the decoupling and frequency avoidance requirements.

[0207] It should be understood that the specific requirements for suspension decoupling and frequency avoidance differ under different operating modes. Therefore, this application can meet the decoupling and frequency avoidance requirements of different operating modes by adjusting the decoupling rate weight and the natural frequency weight, and measure the impact of decoupling and frequency avoidance on suspension operation by calculating the decoupling and frequency avoidance parameters. In the process of calculating the decoupling and frequency avoidance parameters, the target decoupling and frequency avoidance parameters for the current operating mode are first determined by using the natural frequency weight and decoupling rate weight corresponding to the current power system's operating mode, and then combining at least one first decoupling rate and at least one natural frequency, thereby obtaining the target suspension stiffness.

[0208] Specifically, a process for determining the target decoupling frequency avoidance parameter is proposed. This involves calculating the product of each first natural frequency and the product of each first decoupling rate and its weight to obtain at least one decoupling frequency avoidance parameter. The parameter with the largest value is then selected as the target decoupling frequency avoidance parameter. This process ensures that the target decoupling frequency avoidance parameter is the optimal one for the current operating mode. Furthermore, using the target decoupling frequency avoidance parameter, the corresponding target suspension stiffness is determined from at least one set of first suspension stiffnesses. This process guarantees the maximum matching degree between the suspension and the current operating mode, optimizing the vibration isolation effect of the suspension.

[0209] Finally, all controllers in the vehicle communicate with each other to facilitate data transmission within the vehicle. The operating mode of the powertrain is primarily controlled by the hybrid power controller; therefore, this application can obtain the operating mode through the hybrid power controller. Similarly, the motor speed and the number of pole pairs of the motor's rotating magnetic field can be obtained through the motor controller, and the engine speed and the number of cylinders can be obtained through the engine controller.

[0210] Figure 4 This is a schematic diagram of a device for adjusting the stiffness of vehicle suspension provided in an embodiment of this application.

[0211] For example, such as Figure 4 As shown, the device 400 includes:

[0212] The acquisition module 401 is used to acquire the operating mode of the vehicle power system and the rotation parameters of the power components, including the engine and the motor. The operating mode is used to indicate the operating state of the engine and the motor.

[0213] The determining module 402 is used to determine the target suspension stiffness of the vehicle suspension based on the working mode and the rotation parameters;

[0214] The adjustment module 403 is used to adjust the stiffness of the vehicle suspension to the target suspension stiffness.

[0215] In one possible implementation, the mount includes a torsional mount, and the determining module 402 is specifically used to: determine the stiffness level of the torsional mount according to the operating mode, the stiffness level being used to represent the magnitude of the stiffness of the torsional mount; determine the excitation frequency of the engine and the excitation frequency of the motor according to the rotation parameters; and determine the target mount stiffness according to the stiffness level of the torsional mount, the excitation frequency of the engine, and the excitation frequency of the motor.

[0216] In one possible implementation, the rotational parameters include at least one of the engine speed, the number of cylinders in the engine, the motor speed, and the number of pole pairs in the rotating magnetic field of the motor. The determining module 402 is further configured to determine the excitation frequency of the motor based on the motor speed and the number of pole pairs in the rotating magnetic field of the motor; and to determine the excitation frequency of the engine based on the engine speed and the number of cylinders in the engine.

[0217] In one possible implementation, the suspension further includes a left suspension and a right suspension. The determining module 402 is further configured to: determine at least one set of suspension stiffness based on the stiffness level of the torsional suspension and the torsional suspension stiffness among multiple sets of suspension stiffness, each of the at least one set of suspension stiffness further including a left suspension stiffness and a right suspension stiffness; determine at least one decoupling rate and at least one natural frequency corresponding to the at least one set of suspension stiffness based on the torsional suspension stiffness, left suspension stiffness, and right suspension stiffness among the at least one set of suspension stiffness; determine at least one first natural frequency from the at least one natural frequency, wherein the ratio of the excitation frequency of the motor to any first natural frequency is greater than a preset value and the ratio of the excitation frequency of the engine to any first natural frequency is greater than the preset value; determine at least one set of first suspension stiffness and at least one first decoupling rate corresponding to the at least one set of first suspension stiffness from the at least one set of suspension stiffness based on the at least one first natural frequency; and determine the target suspension stiffness based on the at least one first decoupling rate and the at least one first natural frequency.

[0218] In one possible implementation, the determining module 402 is further configured to: obtain the decoupling rate weight and the natural frequency weight corresponding to the working mode; determine the target decoupling frequency avoidance parameter based on the at least one first decoupling rate, the decoupling rate weight, the at least one first natural frequency and the natural frequency weight; and determine the target suspension stiffness based on the target decoupling frequency avoidance parameter.

[0219] In one possible implementation, the determining module 402 is further configured to: determine the product of each first decoupling rate and the decoupling rate weight, and the product of each first natural frequency and the natural frequency weight; determine at least one decoupling frequency avoidance parameter based on the summation of the products of each first decoupling rate and the decoupling rate weight and the products of each first natural frequency and the natural frequency weight; determine the decoupling frequency avoidance parameter with the largest value among the at least one decoupling frequency avoidance parameter as the target decoupling frequency avoidance parameter; and determine the target suspension stiffness corresponding to the target decoupling frequency avoidance parameter from the at least one set of first suspension stiffnesses.

[0220] In one possible implementation, the acquisition module 401 is specifically used to: acquire the operating mode through the vehicle's hybrid power controller; and acquire the rotation parameters through the vehicle's motor controller and engine controller.

[0221] Figure 5 This is a schematic diagram of the structure of a vehicle provided in an embodiment of this application.

[0222] For example, such as Figure 5 As shown, the vehicle 100 includes a memory 501 and a processor 502. The memory 501 stores executable program code 5011, and the processor 502 is used to call and execute the executable program code 5011 to perform a method for adjusting the vehicle suspension stiffness.

[0223] This embodiment can divide the vehicle into functional modules according to the above method example. For example, each function can be assigned to a separate module, or two or more functions can be integrated into one processing module. The integrated module can be implemented in hardware. It should be noted that the module division in this embodiment is illustrative and only represents one logical functional division. In actual implementation, there may be other division methods.

[0224] When each functional module is divided according to its corresponding function, the vehicle may include: an acquisition module, a determination module, an adjustment module, etc. It should be noted that all relevant content of each step involved in the above method embodiments can be referenced from the functional description of the corresponding functional module, and will not be repeated here.

[0225] The vehicle provided in this embodiment is used to perform the above-described method for adjusting vehicle suspension stiffness, and thus can achieve the same effect as the above-described implementation method.

[0226] When using integrated units, the vehicle may include a processing module and a storage module. The processing module is used to control and manage the vehicle's actions. The storage module supports the vehicle in executing program code and data.

[0227] The processing module may be a processor or a controller, which can implement or execute various exemplary logic blocks, modules, and circuits as disclosed in this application. The processor may also be a combination of computing functions, such as a combination of one or more microprocessors, a combination of digital signal processing (DSP) and microprocessors, etc., and the storage module may be a memory.

[0228] This embodiment also provides a computer-readable storage medium storing computer program code. When the computer program code is run on a computer, the computer executes the above-described method steps to implement a method for adjusting vehicle suspension stiffness as described in the above embodiment.

[0229] This embodiment also provides a computer program product that, when run on a computer, causes the computer to perform the aforementioned steps to implement a method for adjusting vehicle suspension stiffness as described in the above embodiment.

[0230] In addition, the vehicle provided in the embodiments of this application may include a connected processor and a memory; wherein the memory is used to store instructions, and when the vehicle is running, the processor may call and execute the instructions to make the vehicle perform a method for adjusting the vehicle suspension stiffness in the above embodiments.

[0231] In this embodiment, the vehicle, computer-readable storage medium, and computer program product are all used to execute the corresponding methods provided above. Therefore, the beneficial effects they can achieve can be referred to the beneficial effects in the corresponding methods provided above, and will not be repeated here.

[0232] Through the above description of the embodiments, those skilled in the art will understand that, for the sake of convenience and brevity, only the division of the above functional modules is used as an example. In actual applications, the above functions can be assigned to different functional modules as needed, that is, the internal structure of the device can be divided into different functional modules to complete all or part of the functions described above.

[0233] In the embodiments provided in this application, it should be understood that the disclosed apparatus and methods can be implemented in other ways. For example, the apparatus embodiments described above are merely illustrative; for instance, the division of modules or units is only a logical functional division, and in actual implementation, there may be other division methods. For example, multiple units or components may be combined or integrated into another device, or some features may be ignored or not executed. Furthermore, the coupling or direct coupling or communication connection shown or discussed may be through some interfaces; the indirect coupling or communication connection between devices or units may be electrical, mechanical, or other forms.

[0234] The above description is merely a specific embodiment of this application, but the scope of protection of this application is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the scope of the technology disclosed in this application should be included within the scope of protection of this application. Therefore, the scope of protection of this application should be determined by the scope of the claims.

Claims

1. A method of adjusting the stiffness of a vehicle suspension, said method being applied to a semi-active suspension system, characterized in that, The method comprises: acquiring a working mode of a vehicle power system and a rotating parameter of a power component, the power component comprising an engine and a motor, the working mode being used to represent a working state of the engine and the motor; determining a stiffness grade of a torsional suspension according to the working mode, the stiffness grade being used to represent a stiffness of the torsional suspension, the suspension further comprising a left suspension and a right suspension; determining an excitation frequency of the engine and an excitation frequency of the motor according to the rotating parameter; determining at least one group of suspension stiffnesses according to the stiffness grade of the torsional suspension and a torsional suspension stiffness in a plurality of groups of suspension stiffnesses, each of the at least one group of suspension stiffnesses further comprising a left suspension stiffness and a right suspension stiffness; determining at least one decoupling rate and at least one natural frequency corresponding to the at least one group of suspension stiffnesses according to the torsional suspension stiffness, the left suspension stiffness and the right suspension stiffness in the at least one group of suspension stiffnesses; determining at least one first natural frequency from the at least one natural frequency, a ratio of the excitation frequency of the motor to any first natural frequency being greater than a preset value and a ratio of the excitation frequency of the engine to the any first natural frequency being greater than the preset value; determining at least one first group of suspension stiffnesses and at least one first decoupling rate corresponding to the at least one first group of suspension stiffnesses from the at least one first natural frequency; determining a target suspension stiffness according to the at least one first decoupling rate and the at least one first natural frequency; adjusting the stiffness of the vehicle suspension to the target suspension stiffness.

2. The method of claim 1, wherein, The rotating parameter comprises at least one of the engine speed, the cylinder number of the engine, the motor speed and the pole pair number of the motor rotating magnetic field, and the determining of the excitation frequency of the engine and the excitation frequency of the motor according to the rotating parameter comprises: determining the excitation frequency of the motor according to the motor speed and the pole pair number of the motor rotating magnetic field; determining the excitation frequency of the engine according to the engine speed and the cylinder number of the engine.

3. The method of claim 1, wherein, The determining of the target suspension stiffness according to the at least one first decoupling rate and the at least one first natural frequency comprises: acquiring a decoupling rate weight and a natural frequency weight corresponding to the working mode; determining a target decoupling and frequency avoidance parameter according to the at least one first decoupling rate, the decoupling rate weight, the at least one first natural frequency and the natural frequency weight; determining the target suspension stiffness according to the target decoupling and frequency avoidance parameter.

4. The method of claim 3, wherein, The determining of the target decoupling and frequency avoidance parameter according to the at least one first decoupling rate, the decoupling rate weight, the at least one first natural frequency and the natural frequency weight comprises: determining a product of each first decoupling rate and the decoupling rate weight and a product of each first natural frequency and the natural frequency weight; determining at least one decoupling and frequency avoidance parameter according to a summation result of the product of each first decoupling rate and the decoupling rate weight and the product of each first natural frequency and the natural frequency weight; determining at least one decoupling frequency parameter corresponding to the target decoupling frequency parameter from the at least one group of first suspension stiffnesses. And, according to the target decoupling frequency parameter, determining the target suspension stiffness comprises: determining the target suspension stiffness corresponding to the target decoupling frequency parameter from the at least one group of first suspension stiffnesses.

5. The method of claim 1, wherein, The obtaining the working mode of the vehicle power system and the rotation parameter of the power component comprises: obtaining the working mode through the hybrid power controller of the vehicle; obtaining the rotation parameter through the motor controller and the engine controller of the vehicle.

6. A device for adjusting the stiffness of a vehicle suspension, said device being applied to a semi-active suspension system, characterized in that, The device comprises: an obtaining module, configured to obtain the working mode of the vehicle power system and the rotation parameter of the power component, the power component comprising an engine and a motor, the working mode being used to represent the working state of the engine and the motor; a determining module, configured to determine the stiffness grade of the anti-torsion suspension according to the working mode, the stiffness grade being used to represent the stiffness of the anti-torsion suspension, the suspension further comprising a left suspension and a right suspension; determine the excitation frequency of the engine and the excitation frequency of the motor according to the rotation parameter; determine at least one group of suspension stiffnesses according to the stiffness grade of the anti-torsion suspension and the anti-torsion suspension stiffness in a plurality of groups of suspension stiffnesses, each group of suspension stiffnesses in the at least one group of suspension stiffnesses further comprising a left suspension stiffness and a right suspension stiffness; determine at least one decoupling rate and at least one natural frequency corresponding to the at least one group of suspension stiffnesses according to the anti-torsion suspension stiffness, the left suspension stiffness and the right suspension stiffness in the at least one group of suspension stiffnesses; determine at least one first natural frequency from the at least one natural frequency, the ratio of the excitation frequency of the motor to any first natural frequency being greater than a preset value and the ratio of the excitation frequency of the engine to the any first natural frequency being greater than the preset value; determine at least one group of first suspension stiffnesses and at least one first decoupling rate corresponding to the at least one group of first suspension stiffnesses according to the at least one first natural frequency from the at least one group of suspension stiffnesses; determine the target suspension stiffness according to the at least one first decoupling rate and the at least one first natural frequency. An adjusting module, configured to adjust the stiffness of the vehicle suspension to the target suspension stiffness.

7. A vehicle characterized by comprising: The vehicle comprises: a memory, configured to store executable program codes; a processor, configured to call and run the executable program codes from the memory, so that the vehicle executes the method in any one of claims 1 to 5.

8. A computer-readable storage medium, characterized in that, The computer readable storage medium stores a computer program, when the computer program is executed, the method in any one of claims 1 to 5 is realized. The computer readable storage medium stores a computer program, when the computer program is executed, the method in any one of claims 1 to 5 is realized.

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