A Pre-aiming Electromagnetic Active Suspension Control System

Abstract

This invention discloses a pre-aiming electromagnetic active suspension control system, comprising a real-time vehicle information acquisition unit, a pre-aiming information index analysis unit, a pre-aiming electromagnetic active suspension control mode selection unit, a pre-aiming electromagnetic active suspension control mode execution unit, and a pre-aiming electromagnetic active suspension control performance evaluation unit. The real-time vehicle information acquisition unit is used to acquire various parameters of the vehicle during driving; the pre-aiming information index analysis unit is used to calculate the comprehensive pre-aiming information index Q; the pre-aiming electromagnetic active suspension control mode selection unit is used to determine the control mode of the pre-aiming electromagnetic active suspension based on the comprehensive pre-aiming information index Q; the pre-aiming electromagnetic active suspension control mode execution unit is used to execute the control commands from the pre-aiming electromagnetic active suspension control mode selection unit; and the pre-aiming electromagnetic active suspension control performance evaluation unit is used to evaluate the control performance of the electromagnetic active suspension.

Description

Technical Field

[0001] This invention relates to a pre-aiming electromagnetic active suspension control system. Background Technology

[0002] During vehicle operation, road bumps or obstacles around the vehicle can affect its smoothness and maneuverability, impacting passenger comfort. A pre-aiming electromagnetic active suspension system, through sensing technology and pre-aiming control algorithms, can predict road changes in advance and make pre-adjustments, thus proactively addressing road irregularities and obstacles and reducing the likelihood of these problems. However, current research primarily focuses on the real-time road surface and surrounding obstacles, neglecting the road surface and obstacles in front of the vehicle. Therefore, to address these issues, this invention proposes a pre-aiming electromagnetic active suspension control system. Summary of the Invention

[0003] The purpose of this invention is to provide a pre-aiming electromagnetic active suspension control system to solve the problems encountered in the background art.

[0004] To achieve the above objectives, the present invention provides the following technical solution: a pre-aiming electromagnetic active suspension control system, comprising: a vehicle information real-time acquisition unit, a pre-aiming information index analysis unit, a pre-aiming electromagnetic active suspension control mode selection unit, a pre-aiming electromagnetic active suspension control mode execution unit, and a pre-aiming electromagnetic active suspension control performance evaluation unit.

[0005] The vehicle information real-time acquisition unit is used to collect various parameters of the vehicle during its driving process in real time, including: the maximum width of the vehicle, b. max The height difference Δh of the vehicle's center of gravity during a 50m journey, with the vehicle as the center of a 100m circle. 2 Number of pedestrians n p The relative distance s between the vehicle and the nearest vehicle in front. c The time T taken for a vehicle to travel 1000m in traffic congestion a The time T0 taken for a vehicle to travel 1000m when the road is clear, the number N0 of objects that the camera can clearly identify out of 50 objects, and the number n of cameras installed. c The area S0 that the driver can see when looking straight ahead, and the area S that the driver's gaze sweeps across when moving their head. a ;

[0006] The pre-aiming information index analysis unit is used to calculate the comprehensive pre-aiming information index Q, including:

[0007] S1. Establish the output damping force model of the pre-aiming electromagnetic active suspension, and the output damping force F of the pre-aiming electromagnetic active suspension. d satisfy:

[0008]

[0009] Where ξ represents the dynamic viscosity of the magnetorheological fluid, L represents the length of the magnetorheological damper plate, S represents the effective area of ​​the piston, B represents the width of the magnetorheological damper plate, H represents the distance between the magnetorheological damper plates, and τ represents the distance between the magnetorheological damper plates. y This represents the shear yield strength of the magnetorheological fluid;

[0010] S2. Calculate the sub-indicators affecting the overall index Q of pre-aiming information according to the following formulas, including:

[0011] S2.1 Calculate the road preview information sub-index Q1 according to the following formula:

[0012]

[0013] Where α1, α2, and α3 represent weighting coefficients;

[0014] q 11 This represents the road width coefficient, the value of which depends on the width b of the road the vehicle is currently traveling on. road =2(b) max +b safe ), where b max b represents the maximum width of the vehicle. safe This indicates the safe margin width required for vehicles to pass and overtake each other. When 0 road When q < 3.5m 11 =0.6, when 3.5≤b road When q < 4m 11 =0.8, when b road When ≥4m, q 11 =1.1;

[0015] q 12 This represents the road gradient coefficient, the value of which depends on the road gradient. Where Δh represents the height difference of the vehicle's center of gravity during a 50m journey, and when 0.1% < γ < 2%, q 12 =0.5, when 2%≤γ<6%, ​​q 12 =0.9, other cases, q 12 =1.0;

[0016] q 13 q represents the traffic sign coefficient, which is used when a speed limit sign is present ahead of the vehicle. 13 =0.4, when there is a prohibitory sign in front of the vehicle, q 13 ​=0.7, other cases, q 13 =1.2;

[0017] q 14 q represents the traffic light coefficient, which is the value when the nearest traffic light to a vehicle is red. 14 =0.2, when the nearest traffic light to the vehicle is yellow, q 14 =0.3, when the nearest traffic light to the vehicle is green, q 14 =0.4;

[0018] q15 represents the lane number coefficient. When the lane in front of the vehicle is a one-way two-lane road, q15 = 0.2; when the lane in front of the vehicle is a one-way three-lane road, q15 = 0.3; and in other cases, q15 = 0.6.

[0019] S2.2 Calculate the driving environment sub-index Q2 according to the following formula:

[0020]

[0021] Where α4, α5, and α6 represent weighting coefficients;

[0022] q 21 This represents the size coefficient of the vehicle ahead. When the nearest vehicle ahead is a motorcycle, q represents the size coefficient. 21 =0.1, when the nearest vehicle in front is a sedan, q 21 =0.3, when the nearest vehicle in front is an SUV, q 21 =0.5, otherwise, q 21 =0.7;

[0023] q 22 This represents the pedestrian count coefficient around a vehicle, and its value depends on the pedestrian density around the vehicle. Where, n p This indicates a circle 100m centered on the vehicle. 2 The number of pedestrians within the area, when 0 ≤ η < 0.05, q 22 =0.2, when 0.05≤η<0.2, q 22 =0.4, when η≥0.2, q 22 =0.6;

[0024] q 23 This represents the relative distance coefficient, the value of which depends on the relative distance s between the vehicle and the nearest vehicle in front. c When 0 c When ≤10m, q 23 =0.3, when 10 c When ≤30m, q 23 =0.8, when s​​c When ≥30m, q 23 =1.1;

[0025] q 24 This represents the traffic congestion coefficient, the value of which depends on the road congestion rate. Among them, T a Let q represent the time it takes for a vehicle to travel 1000m when the road is congested, and T0 represent the time it takes for the vehicle to travel 1000m when the road is clear. When 0 ≤ β < 30%, q 24 =0.1, when 30% ≤ β < 60%, q 24 =0.6, when 60%≤β<100%, q 24 =2.0;

[0026] q 25 This represents the obstacle type coefficient; when the obstacle in front of the vehicle is another vehicle, q... 25 =0.5, when the obstacle in front of the vehicle is a pedestrian, q 25 =0.9, other cases, q 25 =1.3;

[0027] S2.3 Calculate the camera recognition status sub-index Q3 according to the following formula:

[0028]

[0029] Where α7 and α8 represent weighting coefficients;

[0030] q 31 This represents the minimum intensity coefficient of the camera, and its value depends on the camera's object recognition rate in dark conditions. Where N0 represents the number of objects that the camera can clearly identify out of 50 objects, and q is the number of objects that can be clearly identified out of 50 objects when 0 ≤ σ < 50%. 31 =0.2, when 50% ≤ σ < 80%, q 31 =0.7, when 80% < σ ≤ 100%, q 31 =1.5;

[0031] q 32 q represents the weather difference coefficient; when the external environment of the vehicle is sunny, q 32 =1.7, when the external environment of the vehicle is foggy, q 32 =0.2, other cases, q 32 =0.9;

[0032] q 33 q represents the illuminance coefficient, which is used when the light intensity is between 8:00 and 11:00. 33 =0.6, when it is between 11:00 and 16:00, q 33=2.0, otherwise, q 33 =1.1;

[0033] q 34 This represents the coefficient for the number of cameras installed. When the number of cameras installed is n... c Satisfying 4≤n c When ≤8,

[0034] q 34 =1.2, other cases, q 34 =0.8;

[0035] q 34 This represents the camera installation location coefficient. When the camera is a surround-view camera, q 34 =1.5, otherwise, q 34 =1.0;

[0036] S2.4 Calculate the driver's pre-aiming information sub-index Q4 according to the following formula:

[0037]

[0038] Among them, α9, α 10 Indicates the weighting coefficient;

[0039] q 41 This represents the driver's gaze shift coefficient, the value of which depends on the driver's gaze shift rate. Where S0 represents the maximum area that the driver can see when looking straight ahead, S a q represents the area swept by the driver's gaze during head movements. When 0 < ρ < 35%, q 41 =0.3, when 35%≤ρ<70%, q 41 =0.6, when 70%≤ρ<100%, q 41 =0.9;

[0040] q 42 This represents the driver's visual state coefficient; when the driver is nearsighted, q 42 =0.4, when the driver is farsighted, q 42 =1.2, when the driver has normal eyesight, q 42 =1.0;

[0041] q 43 This represents the driver's hazard perception level coefficient, whose value depends on the driver's reaction time t when encountering obstacles such as pedestrians or vehicles in front of the vehicle, and is calculated when 0 ≤ t < 2s. 43 =1.6, when 2≤t<4s, q 43 =1.1, when t≥4s, q 43= 0.7;

[0042] q 44 represents the driving proficiency coefficient of the driver. When there are obstacles such as pedestrians and vehicles in front of the vehicle and the driver can take correct countermeasures in time to avoid accidents, q 44 = 1.4. When there are obstacles such as pedestrians and vehicles in front of the vehicle and the driver makes an unconscious incorrect operation resulting in an accident, q 44 = 0.1;

[0043] S3. Calculate the preview information comprehensive index Q according to the following formula:

[0044]

[0045] where ω1, ω2, ω3, ω4 are the weighted values for calculating single indicators;

[0046] The preview-type electromagnetic active suspension control mode selection unit is used to determine the control mode of the preview-type electromagnetic active suspension according to the preview information comprehensive index Q;

[0047] The preview-type electromagnetic active suspension control mode execution unit is used to execute the control instructions of the preview-type electromagnetic active suspension control mode selection unit;

[0048] The preview-type electromagnetic active suspension control effectiveness evaluation unit is used to evaluate the control effectiveness of the electromagnetic active suspension, including an electromagnetic active suspension control effectiveness factor calculation unit and an electromagnetic active suspension control effectiveness determination unit.

[0049] The preview-type electromagnetic active suspension control mode selection unit includes a primary control mode, a secondary control mode, and a tertiary control mode. The control mode of the electromagnetic active suspension is determined by introducing a primary control mode decision threshold δ1, a secondary control mode decision threshold δ2, and a tertiary control mode decision threshold δ3, where 0 < δ1 < δ2 < δ3 < 1.

[0050] When the preview information comprehensive index Q satisfies δ1 < Q ≤ δ2, the preview-type electromagnetic active suspension control mode execution unit executes the primary control mode, and the preview-type electromagnetic active suspension outputs a damping force F d1 Satisfies:

[0051]

[0052] where ξ1 represents the dynamic viscosity of the magnetorheological fluid in the primary control mode, L represents the length of the magnetorheological damper plate, S represents the effective area of the piston, B represents the width of the magnetorheological damper plate, H represents the distance between the magnetorheological damper plates, τ y1Represents the shear yield strength of the magnetorheological fluid in the primary control mode.

[0053] When the preview information comprehensive index Q satisfies δ2 < Q ≤ δ3, the preview-type electromagnetic active suspension control mode execution unit executes the secondary control mode, and the preview-type electromagnetic active suspension outputs a damping force F d2 Satisfies:

[0054]

[0055] Where, ξ2 represents the dynamic viscosity of the magnetorheological fluid in the secondary control mode, L represents the length of the magnetorheological damper electrode plate, S represents the effective area of the piston, B represents the width of the magnetorheological damper electrode plate, H represents the distance between the magnetorheological damper electrode plates, τ y2 Represents the shear yield strength of the magnetorheological fluid in the secondary control mode.

[0056] When the preview information comprehensive index Q satisfies δ3 < Q < 1, the preview-type electromagnetic active suspension control mode execution unit executes the tertiary control mode, and the preview-type electromagnetic active suspension outputs a damping force F d3 Satisfies:

[0057]

[0058] Where, ξ3 represents the dynamic viscosity of the magnetorheological fluid in the tertiary control mode, L represents the length of the magnetorheological damper electrode plate, S represents the effective area of the piston, B represents the width of the magnetorheological damper electrode plate, H represents the distance between the magnetorheological damper electrode plates, Ty3 represents the shear yield strength of the magnetorheological fluid in the tertiary control mode.

[0059] When the preview information comprehensive index Q satisfies 0 < Q ≤ δ1, the preview-type electromagnetic active suspension control mode execution unit does not work.

[0060] The electromagnetic active suspension control efficiency evaluation factor calculation unit is used to calculate the evaluation factor SAT of the electromagnetic active suspension control efficiency, and the evaluation factor SAT of the electromagnetic active suspension control efficiency satisfies:

[0061]

[0062] Where, a t Represents the sprung mass acceleration when the vehicle uses the described preview-based electromagnetic active suspension control system, a0 represents the sprung mass acceleration when the vehicle does not use the described preview-based electromagnetic active suspension control system, x t Represents the suspension dynamic stroke when the vehicle uses the described preview-based electromagnetic active suspension control system, x0 represents the suspension dynamic stroke when the vehicle does not use the described preview-based electromagnetic active suspension control system.

[0063] The electromagnetic active suspension control efficiency determination unit is used to determine the control efficiency of the preview-based electromagnetic active suspension. The control efficiency of the preview-based electromagnetic active suspension is judged by introducing the first judgment threshold Z1 and the first judgment threshold Z2, where 0 < Z1 < Z2 < 1;

[0064] When 0 < SAT ≤ Z1, the control efficiency of the preview-based electromagnetic active suspension is poor;

[0065] When Z1 < SAT ≤ Z2, the control efficiency of the preview-based electromagnetic active suspension is average;

[0066] When Z2 < SAT < 1, the control efficiency of the preview-based electromagnetic active suspension is good.

[0067] Compared with the prior art, the beneficial effects of the present invention are as follows:

[0068] 1. A preview-based electromagnetic active suspension control system, comprising: a vehicle information real-time acquisition unit, a preview information index analysis unit, a preview-based electromagnetic active suspension control mode selection unit, a preview-based electromagnetic active suspension control mode execution unit, and a preview-based electromagnetic active suspension control efficiency evaluation unit;

[0069] 2. The preview-based electromagnetic active suspension control mode selection unit of the present invention includes a primary control mode, a secondary control mode, and a tertiary control mode. The control mode of the electromagnetic active suspension is determined by introducing the primary control mode decision threshold δ1, the secondary control mode decision threshold δ2, and the tertiary control mode decision threshold δ3, where 0 < δ1 < δ2 < δ3 < 1;

[0070] 3. The preview-based electromagnetic active suspension control mode execution unit of the present invention is used to execute the control instructions of the preview-based electromagnetic active suspension control mode selection unit; when the comprehensive preview information index Q satisfies δ1 < Q ≤ δ2, the preview-based electromagnetic active suspension control mode execution unit executes the primary control mode. When the comprehensive preview information index Q satisfies δ2 < Q ≤ δ3, the preview-based electromagnetic active suspension control mode execution unit executes the secondary control mode. When the comprehensive preview information index Q satisfies δ3 < Q < 1, the preview-based electromagnetic active suspension control mode execution unit executes the tertiary control mode. When the comprehensive preview information index Q satisfies 0 < Q ≤ δ1, the preview-based electromagnetic active suspension control mode execution unit does not work. BRIEF DESCRIPTION OF THE DRAWINGS

[0071] The present invention will be further described below with reference to the accompanying drawings:

[0072] Figure 1 It is a framework diagram of a preview-based electromagnetic active suspension control system proposed by the present invention. SPECIFIC EMBODIMENTS

[0073] The present invention will be further described in detail below with reference to the accompanying drawings and specific embodiments.

[0074] like Figure 1 As shown, the present invention is a pre-aiming electromagnetic active suspension control system, comprising: a vehicle information real-time acquisition unit, a pre-aiming information index analysis unit, a pre-aiming electromagnetic active suspension control mode selection unit, a pre-aiming electromagnetic active suspension control mode execution unit, and a pre-aiming electromagnetic active suspension control performance evaluation unit.

[0075] The vehicle information real-time acquisition unit is used to collect various parameters of the vehicle during its driving process in real time, including: the maximum width of the vehicle, b. max The height difference Δh of the vehicle's center of gravity during a 50m journey, with the vehicle as the center of a 100m circle. 2 Number of pedestrians n p The relative distance s between the vehicle and the nearest vehicle in front. c The time T taken for a vehicle to travel 1000m in traffic congestion a The time T0 taken for a vehicle to travel 1000m when the road is clear, the number N0 of objects that the camera can clearly identify out of 50 objects, and the number n of cameras installed. c The area S0 that the driver can see when looking straight ahead, and the area S that the driver's gaze sweeps across when moving their head. a ;

[0076] The pre-aiming information index analysis unit is used to calculate the comprehensive pre-aiming information index Q, including:

[0077] S1. Establish the output damping force model of the pre-aiming electromagnetic active suspension, and the output damping force F of the pre-aiming electromagnetic active suspension. d satisfy:

[0078]

[0079] Where ξ represents the dynamic viscosity of the magnetorheological fluid, L represents the length of the magnetorheological damper plate, S represents the effective area of ​​the piston, B represents the width of the magnetorheological damper plate, H represents the distance between the magnetorheological damper plates, and τ represents the distance between the magnetorheological damper plates. y This represents the shear yield strength of the magnetorheological fluid;

[0080] S2. Calculate the sub-indicators affecting the overall index Q of pre-aiming information according to the following formulas, including:

[0081] S2.1 Calculate the road preview information sub-index Q1 according to the following formula:

[0082]

[0083] Where α1, α2, and α3 represent weighting coefficients;

[0084] q 11 This represents the road width coefficient, the value of which depends on the width b of the road the vehicle is currently traveling on. road =2(b) max +b safe ), where b max b represents the maximum width of the vehicle. safe This indicates the safe margin width required for vehicles to pass and overtake each other. When 0 road When q < 3.5m 11 =0.6, when 3.5≤b road When q < 4m 11 =0.8, when b road When ≥4m, q 11 =1.1;

[0085] q 12 This represents the road gradient coefficient, the value of which depends on the road gradient. Where Δh represents the height difference of the vehicle's center of gravity during a 50m journey, and when 0.1% < γ < 2%, q 12 =0.5, when 2%≤γ<6%, ​​q 12 =0.9, other cases, q 12 =1.0;

[0086] q 13 q represents the traffic sign coefficient, which is used when a speed limit sign is present ahead of the vehicle. 13 =0.4, when there is a prohibitory sign in front of the vehicle, q 13 =0.7, other cases, q 13 =1.2;

[0087] q 14 q represents the traffic light coefficient, which is the value when the nearest traffic light to a vehicle is red. 14 =0.2, when the nearest traffic light to the vehicle is yellow, q 14 =0.3, when the nearest traffic light to the vehicle is green, q 14 =0.4;

[0088] q15 represents the lane number coefficient. When the lane in front of the vehicle is a one-way two-lane road, q15 = 0.2; when the lane in front of the vehicle is a one-way three-lane road, q15 = 0.3; and in other cases, q15 = 0.6.

[0089] S2.2 Calculate the driving environment sub-index Q2 according to the following formula:

[0090] ​

[0091] Where α4, α5, and α6 represent weighting coefficients;

[0092] q 21 This represents the size coefficient of the vehicle ahead. When the nearest vehicle ahead is a motorcycle, q represents the size coefficient. 21 =0.1, when the nearest vehicle in front is a sedan, q 21 =0.3, when the nearest vehicle in front is an SUV, q 21 =0.5, otherwise, q 21 =0.7;

[0093] q 22 This represents the pedestrian count coefficient around a vehicle, and its value depends on the pedestrian density around the vehicle. Where, n p This indicates a circle 100m centered on the vehicle. 2 The number of pedestrians within the area, when 0 ≤ η < 0.05, q 22 =0.2, when 0.05≤η<0.2, q 22 =0.4, when η≥0.2, q 22 =0.6;

[0094] q 23 This represents the relative distance coefficient, the value of which depends on the relative distance s between the vehicle and the nearest vehicle in front. c When 0 c When ≤10m, q 23 =0.3, when 10 c When ≤30m, q 23 =0.8, when s c When ≥30m, q 23 =1.1;

[0095] q 24 This represents the traffic congestion coefficient, the value of which depends on the road congestion rate. Among them, T a Let q represent the time it takes for a vehicle to travel 1000m when the road is congested, and T0 represent the time it takes for the vehicle to travel 1000m when the road is clear. When 0 ≤ β < 30%, q 24 =0.1, when 30% ≤ β < 60%, q 24 =0.6, when 60%≤β<100%, q 24 =2.0;

[0096] q 25 This represents the obstacle type coefficient; when the obstacle in front of the vehicle is another vehicle, q... 25 =0.5, when the obstacle in front of the vehicle is a pedestrian, q 25 =0.9, other cases, q​​25 =1.3;

[0097] S2.3 Calculate the camera recognition status sub-index Q3 according to the following formula:

[0098]

[0099] Where α7 and α8 represent weighting coefficients;

[0100] q 31 This represents the minimum intensity coefficient of the camera, and its value depends on the camera's object recognition rate in dark conditions. Where N0 represents the number of objects that the camera can clearly identify out of 50 objects, and q is the number of objects that can be clearly identified out of 50 objects when 0 ≤ σ < 50%. 31 =0.2, when 50% ≤ σ < 80%, q 31 =0.7, when 80% < σ ≤ 100%, q 31 =1.5;

[0101] q 32 q represents the weather difference coefficient; when the external environment of the vehicle is sunny, q 32 =1.7, when the external environment of the vehicle is foggy, q 32 =0.2, other cases, q 32 =0.9;

[0102] q 33 q represents the illuminance coefficient, which is used when the light intensity is between 8:00 and 11:00. 33 =0.6, when it is between 11:00 and 16:00, q 33 =2.0, otherwise, q 33 =1.1;

[0103] q 34 This represents the coefficient for the number of cameras installed. When the number of cameras installed is n... c Satisfying 4≤n c When ≤8, q 34 =1.2, other cases, q 34 =0.8;

[0104] q 34 This represents the camera installation location coefficient. When the camera is a surround-view camera, q 34 =1.5, otherwise, q 34 =1.0;

[0105] S2.4 Calculate the driver's pre-aiming information sub-index Q4 according to the following formula:

[0106]

[0107] Among them, α9, α10 Indicates the weighting coefficient;

[0108] q 41 This represents the driver's gaze shift coefficient, the value of which depends on the driver's gaze shift rate. Where S0 represents the maximum area that the driver can see when looking straight ahead, S a q represents the area swept by the driver's gaze during head movements. When 0 < ρ < 35%, q 41 =0.3, when 35%≤ρ<70%, q 41 =0.6, when 70%≤ρ<100%, q 41 =0.9;

[0109] q 42 This represents the driver's visual state coefficient; when the driver is nearsighted, q 42 =0.4, when the driver is farsighted, q 42 =1.2, when the driver has normal eyesight, q 42 =1.0;

[0110] q 43 This represents the driver's hazard perception level coefficient, whose value depends on the driver's reaction time t when encountering obstacles such as pedestrians or vehicles in front of the vehicle, and is calculated when 0 ≤ t < 2s. 43 =1.6, when 2≤t<4s, q 43 =1.1, when t≥4s, q 43 =0.7;

[0111] q 44 q represents the driver's driving proficiency coefficient. When encountering obstacles such as pedestrians or vehicles in front of the vehicle, the driver can take timely and correct measures to avoid accidents. 44 =1.4, when there are obstacles such as pedestrians or vehicles in front of the vehicle, and the driver makes an unintentional mistake that causes an accident, q 44 =0.1;

[0112] S3. Calculate the comprehensive index Q of the pre-aiming information according to the following formula:

[0113]

[0114] Among them, ω1, ω2, ω3, and ω4 are the weighted values ​​for individual indicators;

[0115] The pre-aiming electromagnetic active suspension control mode selection unit is used to determine the control mode of the pre-aiming electromagnetic active suspension based on the comprehensive index Q of the pre-aiming information.

[0116] The preview-type electromagnetic active suspension control mode execution unit is used to execute the control instructions of the preview-type electromagnetic active suspension control mode selection unit;

[0117] The preview-type electromagnetic active suspension control effectiveness evaluation unit is used to evaluate the control effectiveness of the electromagnetic active suspension, including an electromagnetic active suspension control effectiveness evaluation factor calculation unit and an electromagnetic active suspension control effectiveness determination unit.

[0118] The preview-type electromagnetic active suspension control mode selection unit includes a primary control mode, a secondary control mode, and a tertiary control mode. By introducing a primary control mode decision threshold δ1, a secondary control mode decision threshold δ2, and a tertiary control mode decision threshold δ3, the control mode of the electromagnetic active suspension is determined, where 0 < δ1 < δ2 < δ3 < 1.

[0119] When the preview information comprehensive index Q satisfies δ1 < Q ≤ δ2, the preview-type electromagnetic active suspension control mode execution unit executes the primary control mode, and the preview-type electromagnetic active suspension outputs a damping force F d1 Satisfying:

[0120]

[0121] where ξ1 represents the dynamic viscosity of the magnetorheological fluid in the primary control mode, L represents the length of the magnetorheological damper electrode plate, S represents the effective area of the piston, B represents the width of the magnetorheological damper electrode plate, H represents the distance between the magnetorheological damper electrode plates, and τ y1 represents the shear yield strength of the magnetorheological fluid in the primary control mode.

[0122] When the preview information comprehensive index Q satisfies δ2 < Q ≤ δ3, the preview-type electromagnetic active suspension control mode execution unit executes the secondary control mode, and the preview-type electromagnetic active suspension outputs a damping force F d2 Satisfying:

[0123]

[0124] where ξ2 represents the dynamic viscosity of the magnetorheological fluid in the secondary control mode, L represents the length of the magnetorheological damper electrode plate, S represents the effective area of the piston, B represents the width of the magnetorheological damper electrode plate, H represents the distance between the magnetorheological damper electrode plates, and τ y2 represents the shear yield strength of the magnetorheological fluid in the secondary control mode.

[0125] When the preview information comprehensive index Q satisfies δ3 < Q < 1, the preview-type electromagnetic active suspension control mode execution unit executes the tertiary control mode, and the preview-type electromagnetic active suspension outputs a damping force F d3 Satisfying:

[0126]

[0127] Among them, ξ3 represents the dynamic viscosity of the magnetorheological fluid under the three-level control mode, L represents the length of the plates of the magnetorheological shock absorber, S represents the effective area of the piston, B represents the width of the plates of the magnetorheological shock absorber, H represents the distance between the plates of the magnetorheological shock absorber, and Ty3 represents the shear yield strength of the magnetorheological fluid under the three-level control mode.

[0128] When the comprehensive index Q of the preview information satisfies 0 < Q ≤ δ1, the preview-type electromagnetic active suspension control mode execution unit does not work.

[0129] The electromagnetic active suspension control efficiency evaluation factor calculation unit is used to calculate the evaluation factor SAT of the electromagnetic active suspension control efficiency, and the evaluation factor SAT of the electromagnetic active suspension control efficiency satisfies:

[0130]

[0131] Among them, a t represents the sprung mass acceleration when the vehicle uses the described preview-based electromagnetic active suspension control system, a0 represents the sprung mass acceleration when the vehicle does not use the described preview-based electromagnetic active suspension control system, x t represents the suspension dynamic stroke when the vehicle uses the described preview-based electromagnetic active suspension control system, and x0 represents the suspension dynamic stroke when the vehicle does not use the described preview-based electromagnetic active suspension control system.

[0132] The electromagnetic active suspension control efficiency determination unit is used to determine the control efficiency of the preview-type electromagnetic active suspension. By introducing the first judgment threshold Z1 and the first judgment threshold Z2, the control efficiency of the preview-type electromagnetic active suspension is judged, where 0 < Z1 < Z2 < 1;

[0133] When 0 < SAT ≤ Z1, the control efficiency of the preview-type electromagnetic active suspension is poor;

[0134] When Z1 < SAT ≤ Z2, the control efficiency of the preview-type electromagnetic active suspension is average;

[0135] When Z2

Claims

1. A pre-aiming electromagnetic active suspension control system, characterized in that, Includes the following: The system includes a real-time vehicle information acquisition unit, a pre-aiming information index analysis unit, a pre-aiming electromagnetic active suspension control mode selection unit, a pre-aiming electromagnetic active suspension control mode execution unit, and a pre-aiming electromagnetic active suspension control performance evaluation unit. The real-time vehicle information acquisition unit is used to collect various parameters of the vehicle during its operation, including: the maximum width of the vehicle. The difference in center of gravity height of the vehicle during a 50m journey With the vehicle as the center Number of pedestrians inside The relative distance between the vehicle and the nearest vehicle in front. The time it takes for a vehicle to travel 1000m in traffic congestion The time it takes for a vehicle to travel 1000m when the road is clear. The camera can clearly identify the number of objects among 50 objects. Number of cameras installed The largest area that a driver can see when looking straight ahead. The area that the driver's line of sight sweeps when the head moves. ; The pre-aiming information index analysis unit is used to calculate the comprehensive pre-aiming information index. ,include: S1. Establish a model for the output damping force of the pre-aiming electromagnetic active suspension. satisfy: in, This represents the dynamic viscosity of the magnetorheological fluid. This indicates the length of the pole plate of the magnetorheological damper. Indicates the effective area of ​​the piston. This indicates the width of the magnetorheological damper's electrode plate. This indicates the distance between the plates of a magnetorheological damper. This represents the shear yield strength of the magnetorheological fluid; S2. Calculate the comprehensive index affecting pre-aiming information according to the following formula. The various sub-indicators include: S2.1 Calculate the road preview information sub-indicators according to the following formula. : in, Indicates the weighting coefficient; This represents the road width coefficient, the value of which depends on the width of the road the vehicle is currently traveling on. ,in, Indicates the maximum width of the vehicle. This indicates the safe margin width required for vehicles to pass and overtake each other. hour, ,when hour, ,when hour, ; This represents the road gradient coefficient, the value of which depends on the road gradient. ,in, This indicates the difference in the vehicle's center of gravity height during a 50m journey. hour, ,when hour, Other situations ; This indicates the traffic sign coefficient, which is used when a speed limit sign is present ahead of the vehicle. When there is a prohibition sign in front of the vehicle, Other situations ; This indicates the traffic light coefficient; when the nearest traffic light to the vehicle is red... When the nearest traffic light to the vehicle is yellow, When the nearest traffic light to the vehicle is green, ; This represents the lane quantity coefficient, which is used when the lane in front of the vehicle is a two-lane road in one direction. When the lane in front of the vehicle is a three-lane road in one direction, Other situations ; S2.2 Calculate the driving environment sub-indicators according to the following formula. : in, Indicates the weighting coefficient; This indicates the size coefficient of the vehicle ahead. When the nearest vehicle ahead is a motorcycle... When the nearest vehicle in front is a sedan, When the nearest vehicle in front is an SUV, Other situations ; This represents the pedestrian count coefficient around a vehicle, and its value depends on the pedestrian density around the vehicle. ,in, Indicates a circle centered on the vehicle. The number of pedestrians inside, when hour, ,when hour, ,when hour, ; This represents the relative distance coefficient, the value of which depends on the relative distance between the vehicle and the nearest vehicle in front. ,when hour, ,when hour, ,when hour, ; This represents the traffic congestion coefficient, the value of which depends on the road congestion rate. ,in, This indicates the time it takes for a vehicle to travel 1000 meters in traffic congestion. This indicates the time it takes for a vehicle to travel 1000 meters when the road is clear. hour, ,when hour, ,when hour, ; This represents the obstacle type coefficient; when the obstacle in front of the vehicle is another vehicle, When the obstacle in front of the vehicle is a pedestrian, Other situations ; S2.3 Calculate the camera recognition status sub-index according to the following formula. : in, Indicates the weighting coefficient; This represents the minimum intensity coefficient of the camera, and its value depends on the camera's object recognition rate in dark conditions. ,in This indicates that the camera can clearly identify the number of objects out of 50. hour, ,when hour, ,when hour, ; This represents the weather difference coefficient, which is used when the external environment of the vehicle is sunny. When the external environment of the vehicle is foggy, Other situations ; This represents the illuminance coefficient, which is used when the time is between 8:00 and 11:

00. When it is between 11:00 and 16:00, Other situations ; This represents a coefficient indicating the number of cameras installed. satisfy hour, Other situations ; This indicates the camera installation location coefficient; when the camera is a surround-view camera... Other situations ; S2.4 Calculate the driver's advance aiming information sub-index according to the following formula. : in, Indicates the weighting coefficient; This represents the driver's gaze shift coefficient, the value of which depends on the driver's gaze shift rate. ,in, This indicates the largest area that a driver can see when looking straight ahead. This indicates the area swept by the driver's gaze during head movements. hour, ,when hour, ,when hour, ; This represents the driver's visual state coefficient; when the driver is nearsighted... When the driver is farsighted, When the driver has normal eyes, ; This represents the driver's hazard perception level coefficient, whose value depends on the driver's reaction time to brake when encountering obstacles such as pedestrians or vehicles in front of the vehicle. ,when hour, ,when hour, ,when hour, ; This represents the driver's driving proficiency level. It indicates how well the driver can take appropriate action to avoid accidents when encountering obstacles such as pedestrians or other vehicles in front of the vehicle. When there are pedestrians, vehicles, or other obstacles in front of the vehicle, and the driver makes an unintentional mistake that leads to an accident, ; S3. Calculate the comprehensive index of pre-aiming information according to the following formula. : in, Calculate the weighted value for each individual indicator; The pre-aiming electromagnetic active suspension control mode selection unit is used to select indicators based on pre-aiming information. To determine the control mode of the anti-aiming electromagnetic active suspension; The pre-aiming electromagnetic active suspension control mode execution unit is used to execute the control commands of the pre-aiming electromagnetic active suspension control mode selection unit. The pre-aiming electromagnetic active suspension control performance evaluation unit is used to evaluate the control performance of the electromagnetic active suspension, and includes an electromagnetic active suspension control performance evaluation factor calculation unit and an electromagnetic active suspension control performance determination unit.

2. The electromagnetic active suspension control system based on pre-aiming as described in claim 1, characterized in that, The pre-aiming electromagnetic active suspension control mode selection unit includes a first-level control mode, a second-level control mode, and a third-level control mode. A decision threshold for the first-level control mode is introduced. Secondary control mode decision threshold Three-level control mode decision threshold To determine the control mode of the electromagnetic active suspension, among which, .

3. The electromagnetic active suspension control system based on pre-aiming as described in claim 1, characterized in that, When the comprehensive index of pre-aiming information satisfy At that time, the pre-aiming electromagnetic active suspension control mode execution unit executes the first-level control mode, and the pre-aiming electromagnetic active suspension outputs damping force. satisfy: in, This indicates the dynamic viscosity of the magnetorheological fluid under primary control mode. This indicates the length of the pole plate of the magnetorheological damper. Indicates the effective area of ​​the piston. This indicates the width of the magnetorheological damper's electrode plate. This indicates the distance between the plates of a magnetorheological damper. This represents the shear yield strength of the magnetorheological fluid under the first-level control mode.

4. The electromagnetic active suspension control system based on pre-aiming as described in claim 1, characterized in that, When the comprehensive index of pre-aiming information satisfy At that time, the pre-aiming electromagnetic active suspension control mode execution unit executes the secondary control mode, and the pre-aiming electromagnetic active suspension outputs damping force. satisfy: in, This indicates the dynamic viscosity of the magnetorheological fluid under the secondary control mode. This indicates the length of the pole plate of the magnetorheological damper. Indicates the effective area of ​​the piston. This indicates the width of the magnetorheological damper's electrode plate. This indicates the distance between the plates of a magnetorheological damper. This represents the shear yield strength of the magnetorheological fluid under the two-stage control mode.

5. The electromagnetic active suspension control system based on pre-aiming as described in claim 1, characterized in that, When the comprehensive index of pre-aiming information satisfy At that time, the pre-aiming electromagnetic active suspension control mode execution unit executes the third-level control mode, and the pre-aiming electromagnetic active suspension outputs damping force. satisfy: in, This indicates the dynamic viscosity of the magnetorheological fluid under three-level control mode. This indicates the length of the pole plate of the magnetorheological damper. Indicates the effective area of ​​the piston. This indicates the width of the magnetorheological damper's electrode plate. This indicates the distance between the plates of a magnetorheological damper. This represents the shear yield strength of the magnetorheological fluid under three-level control mode.

6. The electromagnetic active suspension control system based on pre-aiming as described in claim 1, characterized in that, When the comprehensive index of pre-aiming information satisfy At that time, the pre-aiming electromagnetic active suspension control mode execution unit does not work.

7. The electromagnetic active suspension control system based on pre-aiming as described in claim 1, characterized in that, The electromagnetic active suspension control performance evaluation factor calculation unit is used to calculate the evaluation factors of electromagnetic active suspension control performance. Evaluation factors of electromagnetic active suspension control effectiveness satisfy: in, This indicates the sprung mass acceleration of the vehicle when using the aforementioned anti-aiming electromagnetic active suspension control system. This indicates the sprung mass acceleration of the vehicle when it is not using the aforementioned anti-targeting electromagnetic active suspension control system. This refers to the suspension travel when the vehicle uses the aforementioned anti-aiming electromagnetic active suspension control system. This indicates the suspension travel when the vehicle is not using the aforementioned pre-aiming electromagnetic active suspension control system.

8. The electromagnetic active suspension control system based on pre-aiming as described in claim 1, characterized in that, The electromagnetic active suspension control performance determination unit is used to determine the control performance of the pre-aiming electromagnetic active suspension by introducing a first judgment threshold. First judgment threshold To determine the control effectiveness of the anti-aiming electromagnetic active suspension, among which ; when At that time, the control efficiency of the pre-aiming electromagnetic active suspension was poor; when At that time, the control efficiency of the pre-aiming electromagnetic active suspension is generally average; when At that time, the anti-aiming electromagnetic active suspension showed good control performance.

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