Semi-active suspension control method, system and vehicle

Abstract

The present invention discloses a semi-active suspension control method, system, and vehicle. The semi-active suspension control method includes: obtaining the current vehicle body attitude angle and current state information corresponding to the first shock absorber; determining a first anti-roll damping force, a first anti-pitch damping force, and a first anti-bump damping force of the first shock absorber based on the current state information and the current vehicle body attitude angle; determining a first target damping force of the first shock absorber based on the first anti-roll damping force, the first anti-pitch damping force, and the first anti-bump damping force, and adjusting the damping force of the first shock absorber to the first target damping force; determining a first delay duration based on the wheelbase between the first and second axles and the current state information; determining a second target damping force of the second shock absorber based on the first target damping force, and adjusting the damping force of the second shock absorber to the second target damping force at a second moment. The present invention can improve the stability and ride comfort of the vehicle during driving.

Description

Technical Field

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

[0002] Semi-active suspension is a controllable suspension system that uses sensors to sense road conditions and vehicle body posture, adjusts damping parameters, and thus improves the smoothness and stability of the vehicle's ride.

[0003] More and more mid-to-high-end passenger cars are beginning to be equipped with semi-active suspension, which achieves the goal of balancing passenger car comfort and handling stability by adjusting the damping force of the shock absorber in real time.

[0004] However, the existing semi-active suspension control methods lack mature control schemes, resulting in poor vehicle comfort and stability during driving. Summary of the Invention

[0005] The present invention provides a semi-active suspension control method, system and vehicle, which can improve the stability and riding comfort of the vehicle during driving.

[0006] According to one aspect of the present invention, a semi-active suspension control method is provided, wherein the semi-active suspension includes at least one first shock absorber and at least one second shock absorber, wherein the first shock absorber is a shock absorber connected to one axle of a vehicle, and the second shock absorber is a shock absorber connected to two axles of the vehicle;

[0007] The semi-active suspension control method comprises:

[0008] Obtaining a current body posture angle of the vehicle and current state information corresponding to the first shock absorber; wherein the current state information includes at least one of a current vehicle speed, a current steering wheel angle, a current steering wheel angular velocity, a current accelerator pedal opening, a current brake master cylinder pressure, a current body vertical acceleration, and a current wheel vertical acceleration;

[0009] determining a first anti-roll damping force, a first anti-pitch damping force, and a first anti-bump damping force of the first shock absorber according to the current state information and the current vehicle body posture angle;

[0010] determining a first target damping force of the first shock absorber according to the first anti-roll damping force, the first anti-pitch damping force, and the first anti-bump damping force, and adjusting the damping force of the first shock absorber to the first target damping force;

[0011] determining a first delay duration according to the wheelbase between the first axle and the second axle and the current state information;

[0012] A second target damping force of the second shock absorber is determined based on the first target damping force, and the damping force of the second shock absorber is adjusted to the second target damping force at a second moment, wherein the second moment is a moment of a first delay time after the first moment, and the first moment is a moment when the damping force of the first shock absorber is adjusted to the first target damping force.

[0013] Optionally, determining the second target damping force of the second shock absorber according to the first target damping force specifically includes:

[0014] acquiring a delayed attitude angle of the vehicle and delayed state information corresponding to the second shock absorber, wherein the delayed attitude angle is a body attitude angle of the vehicle at a second moment, and the delayed state information includes at least one of a vehicle speed, a steering wheel angle, a steering wheel angle velocity, an accelerator pedal opening, a brake master cylinder pressure, a body vertical acceleration, and a wheel vertical acceleration of the vehicle at the second moment;

[0015] determining a second anti-roll damping force, a second anti-pitch damping force, and a second anti-bump damping force of the second shock absorber according to the delayed attitude angle and the delayed state information;

[0016] A second target damping force of the second shock absorber is determined according to the first target damping force, the second anti-roll damping force, the second anti-pitch damping force, and the second anti-bump damping force.

[0017] Optionally, the semi-active suspension further comprises at least one third shock absorber, wherein the third shock absorber is a shock absorber connected to three axes of the vehicle;

[0018] The semi-active suspension control method further includes:

[0019] determining a second delay duration according to the wheelbase between the one axle and the three axles and the current state information;

[0020] At a third moment, the damping force of the third shock absorber is adjusted to the second target damping force, wherein the third moment is a moment of a second delay time after the first moment.

[0021] Optionally, the current state information includes current vehicle speed, current steering wheel angle, and current steering wheel angle rate;

[0022] The current vehicle body posture angle includes the current vehicle body roll angle;

[0023] Determining the first anti-roll damping force of the first shock absorber according to the current state information and the current vehicle body posture angle specifically includes:

[0024] determining a first pre-damping force according to the current vehicle speed, the current steering wheel angle, and the current steering wheel angle rate in the current state information;

[0025] determining a first correction damping force according to a current vehicle body roll angle and a target roll angle in the current vehicle body posture angle;

[0026] The first anti-roll damping force is determined according to the first pre-damping force and the first correction damping force.

[0027] Optionally, the current state information also includes the current accelerator pedal opening and the current brake master cylinder pressure;

[0028] The current vehicle body posture angle also includes the current vehicle body pitch angle;

[0029] The determining of the first anti-pitch damping force of the first shock absorber according to the current state information and the current vehicle body posture angle specifically includes:

[0030] determining a second pre-damping force according to a current accelerator pedal opening and a current brake master cylinder pressure in the current state information;

[0031] determining a second modified damping force according to a current vehicle body pitch angle and a target pitch angle in the current vehicle body posture angle;

[0032] The first anti-pitch damping force is determined according to the second pre-damping force and the second corrected damping force.

[0033] Optionally, the current state information further includes the current vehicle body vertical acceleration and the current wheel vertical acceleration;

[0034] Determining the first anti-bumping damping force of the first shock absorber according to the current state information and the current vehicle body posture angle specifically includes:

[0035] The first anti-bump damping force is determined according to the current vehicle body vertical acceleration and the current wheel vertical acceleration in the current state information and a skyhook algorithm.

[0036] Optionally, determining the first target damping force of the first shock absorber according to the first anti-roll damping force, the first anti-pitch damping force, and the first anti-bump damping force specifically includes:

[0037] The first target damping force is determined based on the product of the first anti-roll damping force and a first weight coefficient, the product of the first anti-pitch damping force and a second weight coefficient, and the product of the first anti-bump damping force and a third weight coefficient, wherein the first weight coefficient is greater than the second weight coefficient, the second weight coefficient is greater than the third weight coefficient, and the sum of the first weight coefficient, the first weight coefficient and the first weight coefficient is 1.

[0038] Optionally, determining the second target damping force of the second shock absorber according to the first target damping force, the second anti-roll damping force, the second anti-pitch damping force, and the second anti-bump damping force specifically includes:

[0039] The second target damping force is determined based on the product of the second anti-roll damping force and the fourth weight coefficient, the product of the second anti-pitch damping force and the fifth weight coefficient, the product of the second anti-bump damping force and the sixth weight coefficient, and the product of the first target damping force and the seventh weight coefficient, wherein the fourth weight coefficient is greater than the fifth weight coefficient, the fifth weight coefficient is greater than the sixth weight coefficient, the sixth weight coefficient is greater than the seventh weight coefficient, and the sum of the fourth weight coefficient, the fifth weight coefficient, the sixth weight coefficient and the seventh weight coefficient is 1.

[0040] According to another aspect of the present invention, a semi-active suspension control system is provided. The semi-active suspension control system is used to implement the steps of the semi-active suspension control method provided in any embodiment of the present invention.

[0041] According to another aspect of the present invention, a vehicle is provided. The vehicle includes the semi-active suspension control system provided by any embodiment of the present invention.

[0042] This embodiment provides a semi-active suspension control method, comprising: first obtaining a current vehicle posture angle and current state information corresponding to a first shock absorber connected to an axle of the vehicle; then determining a first anti-roll damping force, a first anti-pitch damping force, and a first anti-bump damping force for the first shock absorber based on the current vehicle posture angle and the current state information; then determining a first target damping force for the first shock absorber based on the first anti-roll damping force, the first anti-pitch damping force, and the first anti-bump damping force; and adjusting the damping force of the first shock absorber to the first target damping force. The first target damping force is determined based on damping forces in multiple dimensions, thereby improving the accuracy of determining the damping force of the first shock absorber and ensuring vehicle stability during driving. The second target damping force of the second shock absorber connected to the second axle is determined based on the first target damping force. Furthermore, the timing for adjusting the damping force of the second shock absorber is determined based on the current state information and the wheelbase between the first and second axles. This improves the precision of the damping force adjustment time of the second shock absorber, alleviates the problem of delay in adjusting the damping force of the second shock absorber, and improves the stability and ride comfort of the vehicle during driving. In summary, the semi-active suspension control method provided in this embodiment can improve the stability and ride comfort of the vehicle during driving.

[0043] It should be understood that the content described in this section is not intended to identify the key or important features of the embodiments of the present invention, nor is it intended to limit the scope of the present invention. Other features of the present invention will become readily understood through the following description. BRIEF DESCRIPTION OF THE DRAWINGS

[0044] In order to more clearly illustrate the technical solutions in the embodiments of the present invention, the following briefly introduces the drawings required for use in the description of the embodiments. Obviously, the drawings described below are only some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without creative work.

[0045] Figure 1 4 is a flow chart of a semi-active suspension control method provided according to an embodiment of the present invention. DETAILED DESCRIPTION

[0046] In order to enable those skilled in the art to better understand the solutions of the present invention, the technical solutions in the embodiments of the present invention will be clearly and completely described below in conjunction with the drawings in the embodiments of the present invention. Obviously, the embodiments described are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without making creative efforts should fall within the scope of protection of the present invention.

[0047] It should be noted that the terms "first", "second", etc. in the description and claims of the present invention and the above-mentioned drawings are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that the numbers used in this way can be interchanged where appropriate, so that the embodiments of the present invention described herein can be implemented in an order other than those illustrated or described herein. In addition, the terms "including" and "having" and any variations thereof are intended to cover non-exclusive inclusions. For example, a process, method, system, product or device that includes a series of steps or units is not necessarily limited to those steps or units clearly listed, but may include other steps or units that are not clearly listed or inherent to these processes, methods, products or devices.

[0048] This embodiment provides a semi-active suspension that can be installed in a vehicle. The semi-active suspension includes at least one first shock absorber and at least one second shock absorber, wherein the first shock absorber is connected to one axle of the vehicle, and the second shock absorber is connected to two axles of the vehicle. Typically, the semi-active suspension includes two first shock absorbers and two second shock absorbers. One first shock absorber is provided on the left front side of the vehicle, one first shock absorber is provided on the right front side, and one second shock absorber is provided on the left rear side and one second shock absorber is provided on the right rear side.

[0049] Figure 1 is a flow chart of a semi-active suspension control method according to an embodiment of the present invention, with reference to Figure 1 The semi-active suspension control method provided in this embodiment includes the following steps:

[0050] S110. Obtain the current body posture angle of the vehicle and the current state information corresponding to the first shock absorber; wherein the current state information includes at least one of the current vehicle speed, the current steering wheel angle, the current steering wheel angular velocity, the current accelerator pedal opening, the current brake master cylinder pressure, the current body vertical acceleration and the current wheel vertical acceleration.

[0051] Specifically, the vehicle includes a CAN bus, body vertical acceleration sensors corresponding to each shock absorber, wheel vertical acceleration sensors, and multiple height sensors. The current body attitude angle may include the current body pitch angle and / or the current body roll angle. The current state information may include all of the current vehicle speed, current steering wheel angle, current steering wheel angular velocity, current accelerator pedal opening, current brake master cylinder pressure, current body vertical acceleration, and current wheel vertical acceleration.

[0052] The vehicle's current speed, current steering wheel angle, current steering wheel angle velocity, current accelerator pedal opening, and current brake master cylinder pressure can be obtained via the vehicle's CAN bus. The current vehicle vertical acceleration is obtained via the vehicle body vertical acceleration sensor corresponding to the first shock absorber, and the current wheel vertical acceleration is obtained via the wheel vertical acceleration sensor corresponding to the first shock absorber.

[0053] The current vehicle speed, current steering wheel angle, current steering wheel angular velocity, current accelerator pedal opening, and current brake master cylinder pressure corresponding to the first shock absorbers at different positions may be the same, but the current vehicle body vertical acceleration and current wheel vertical acceleration corresponding to the first shock absorbers at different positions may be different. Therefore, it is necessary to determine the first target damping force of each first shock absorber based on the current state information corresponding to each first shock absorber.

[0054] The method for determining the current vehicle body roll angle can be to obtain the difference between the height value collected by the height sensor on the left front of the vehicle body and the height value collected by the height sensor on the right front of the vehicle body, and determine the current vehicle body roll angle based on the difference and the distance between the height sensor on the left front of the vehicle body and the height sensor on the right front of the vehicle body.

[0055] The method for determining the current vehicle pitch angle can be to obtain the difference between the height value collected by the height sensor on the left front of the vehicle body and the height value collected by the height sensor on the left rear of the vehicle body, and determine the current vehicle pitch angle based on the difference and the distance between the height sensor on the left front of the vehicle body and the height sensor on the left rear of the vehicle body.

[0056] S120 : Determine a first anti-roll damping force, a first anti-pitch damping force, and a first anti-bump damping force of the first shock absorber according to the current state information and the current vehicle body posture angle.

[0057] Specifically, the first anti-roll damping force can suppress vehicle roll and improve severe vehicle roll problems, while the first anti-pitch damping force can suppress vehicle pitch and improve severe vehicle pitch problems. The first anti-bump damping force can improve severe vehicle bump problems. The first anti-pitch damping force of the first shock absorber can be determined based on current state information and a current vehicle body pitch angle, the first anti-roll damping force of the first shock absorber can be determined based on current state information and a current vehicle body roll angle, and the first anti-bump damping force of the first shock absorber can be determined based on current state information.

[0058] S130 : Determine a first target damping force of the first shock absorber according to the first anti-roll damping force, the first anti-pitch damping force, and the first anti-bump damping force, and adjust the damping force of the first shock absorber to the first target damping force.

[0059] Specifically, the first target damping force determined by combining the first anti-roll damping force, the first anti-pitch damping force, and the first anti-bump damping force can improve vehicle roll, pitch, and bump resistance, thereby enhancing vehicle safety and comfort during driving. After determining the first target damping force, the current of the first shock absorber is adjusted based on the first target damping force, so that the damping force output by the first shock absorber is the first target damping force.

[0060] S140: Determine a first delay duration according to the wheelbase between the first axle and the second axle and current state information.

[0061] Specifically, when the vehicle is traveling, for the same target location, the first shock absorber passes the target location before the second shock absorber. The first delay duration refers to the time required for the second shock absorber to reach the target location after the first shock absorber reaches the target location. The first delay duration can be determined based on the current vehicle speed, current steering wheel angle, current steering wheel angular velocity, etc. in the current state information, as well as the wheelbase between the first and second axles. For example, if the current vehicle speed is 10m / s, the current steering wheel angle is 0°, the current steering wheel angular velocity is 0, and the wheelbase between the first and second axles is 5m, then the first delay duration can be 0.5s.

[0062] S150. Determine a second target damping force of the second shock absorber based on the first target damping force, and adjust the damping force of the second shock absorber to the second target damping force at a second moment, wherein the second moment is a moment of a first delay period after the first moment, and the first moment is a moment when the damping force of the first shock absorber is adjusted to the first target damping force.

[0063] Specifically, if the damping force of the second shock absorber is controlled only according to the status information corresponding to the second shock absorber, the damping force may not be adjusted in time. For example, when the vehicle encounters a pothole, the various sensors in the vehicle send the collected data to the controller, and the controller adjusts the damping force of the second shock absorber according to the collected data. By the time the second shock absorber has adjusted the damping force to cope with the pothole, the car has already moved away from the pothole, resulting in a delay in the damping force adjustment, thereby failing to ensure the stability and comfort of the vehicle during driving.

[0064] Because the first shock absorber passes the target location before the second, determining the second target damping force based on the first target damping force of the first shock absorber is equivalent to predicting the road surface information that the second shock absorber will pass through and estimating the time it will reach the target location. At the second moment, the damping force of the second shock absorber is directly adjusted to the second target damping force. This avoids the delay caused by the second shock absorber adjusting its damping force based on the current road surface information, thereby improving the vehicle's ride stability and comfort during driving.

[0065] The second target damping force may be equal to the first target damping force, or may be determined based on the first target damping force and the vehicle speed, steering wheel angle, steering wheel angular velocity, and vehicle body attitude angle at the second moment.

[0066] The second target damping force of the second shock absorber on the left rear side of the vehicle can be determined based on the first target damping force of the first shock absorber on the left front side of the vehicle, and the second target damping force of the second shock absorber on the right rear side of the vehicle can be determined based on the first target damping force of the first shock absorber on the right front side of the vehicle.

[0067] The interval between the second moment and the first moment is the first delay duration. For example, when the first moment is 1:03:00 and the first delay duration is 1 minute, the second moment is 1:01:03:01.

[0068] This embodiment provides a semi-active suspension control method, comprising: first obtaining a current vehicle posture angle and current state information corresponding to a first shock absorber connected to an axle of the vehicle; then determining a first anti-roll damping force, a first anti-pitch damping force, and a first anti-bump damping force for the first shock absorber based on the current vehicle posture angle and the current state information; then determining a first target damping force for the first shock absorber based on the first anti-roll damping force, the first anti-pitch damping force, and the first anti-bump damping force; and adjusting the damping force of the first shock absorber to the first target damping force. The first target damping force is determined based on damping forces in multiple dimensions, thereby improving the accuracy of determining the damping force of the first shock absorber and ensuring vehicle stability during driving. The second target damping force of the second shock absorber connected to the second axle is determined based on the first target damping force. Furthermore, the timing for adjusting the damping force of the second shock absorber is determined based on the current state information and the wheelbase between the first and second axles. This improves the precision of the damping force adjustment time of the second shock absorber, alleviates the problem of delay in adjusting the damping force of the second shock absorber, and improves the stability and ride comfort of the vehicle during driving. In summary, the semi-active suspension control method provided in this embodiment can improve the stability and ride comfort of the vehicle during driving.

[0069] Optionally, determining the second target damping force of the second shock absorber based on the first target damping force specifically includes: obtaining the delayed attitude angle of the vehicle and the delayed state information corresponding to the second shock absorber, wherein the delayed attitude angle is the body attitude angle of the vehicle at the second moment, and the delayed state information includes at least one of the vehicle speed, steering wheel angle, steering wheel angle velocity, accelerator pedal opening, brake master cylinder pressure, body vertical acceleration and wheel vertical acceleration at the second moment; determining the second anti-roll damping force, the second anti-pitch damping force and the second anti-bump damping force of the second shock absorber based on the delayed attitude angle and the delayed state information; determining the second target damping force of the second shock absorber based on the first target damping force, the second anti-roll damping force, the second anti-pitch damping force and the second anti-bump damping force.

[0070] Specifically, the delayed attitude angle may include a delayed vehicle body pitch angle and / or a delayed vehicle body roll angle. The method for obtaining the delayed vehicle body pitch angle is the same as the method for obtaining the current vehicle body pitch angle, except that the times at which the two are obtained are different. Similarly, the method for obtaining the delayed vehicle body roll angle is the same as the method for obtaining the current vehicle body roll angle, except that the times at which the two are obtained are different. The method for obtaining the delayed status information is also the same as the method for obtaining the current status information, except that the times at which the two are obtained are different.

[0071] The second anti-roll damping force may be determined in the same manner as the first anti-roll damping force, the second anti-pitch damping force may be determined in the same manner as the first anti-pitch damping force, and the second anti-bump damping force may be determined in the same manner as the first anti-bump damping force.

[0072] In special circumstances, the vehicle body attitude angle at the second moment may be different from the vehicle body attitude angle at the first moment, and the vehicle status information at the second moment may also be different from the vehicle status information at the first moment. This embodiment uses both the first target damping force and the current status information and vehicle body attitude angle corresponding to the second shock absorber to determine the second target damping force, so that the determined second target damping force can meet the current driving state of the vehicle, further improving the stability and ride comfort of the vehicle during driving.

[0073] Optionally, the semi-active suspension also includes at least one third shock absorber, wherein the third shock absorber is a shock absorber connected to the three axes of the vehicle; the semi-active suspension control method also includes: determining a second delay period based on the wheelbase between the first axis and the third axis and current state information; at a third moment, adjusting the damping force of the third shock absorber to a second target damping force, wherein the third moment is a moment of the second delay period after the first moment.

[0074] Specifically, when the vehicle is driving, for the same target location, the first shock absorber passes the target location before the second shock absorber, and the second shock absorber passes the target location before the third shock absorber. The second delay duration refers to the time required for the third shock absorber to reach the target location when the first shock absorber reaches the target location. The second delay duration can be determined based on the current vehicle speed, current steering wheel angle, current steering wheel angular velocity, etc. in the current state information, as well as the wheelbase between the first and third axles. For example, if the current vehicle speed is 10m / s, the current steering wheel angle is 0°, the current steering wheel angular velocity is 0, and the wheelbase between the first and third axles is 10m, then the second delay duration can be 1s. The interval between the third moment and the first moment can be the second delay duration.

[0075] The distance between the second and third axles is small, so the vehicle's dynamics over this short distance are minimal. After the third shock absorber reaches the area passed by the second and first shock absorbers, its damping force is directly adjusted to the second target damping force, thereby increasing its response speed and further improving vehicle stability and ride comfort during driving. The damping force of the third shock absorber connected to the left side of the third axle is determined based on the second target damping force of the second shock absorber connected to the left side of the second axle. The damping force of the third shock absorber connected to the right side of the third axle is determined based on the second target damping force of the second shock absorber connected to the right side of the second axle.

[0076] Optionally, the current state information includes the current vehicle speed, the current steering wheel angle and the current steering wheel angle rate; the current vehicle body posture angle includes the current vehicle body roll angle.

[0077] Determining the first anti-roll damping force of the first shock absorber based on the current state information and the current vehicle body posture angle specifically includes: determining the first pre-damping force based on the current vehicle speed, the current steering wheel angle and the current steering wheel angle rate in the current state information; determining the first correction damping force based on the current vehicle body roll angle and the target roll angle in the current vehicle body posture angle; and determining the first anti-roll damping force based on the first pre-damping force and the first correction damping force.

[0078] Specifically, vehicle speed, steering wheel angle, and steering wheel angle rate all affect vehicle roll. Therefore, in this embodiment, the first pre-damping force determined based on the current vehicle speed, current steering wheel angle, and current steering wheel angle rate can alleviate vehicle roll. A first intermediate damping force can be determined based on the current vehicle speed and current steering wheel angle, a first correction coefficient can be determined based on the current steering wheel angle rate, and the product of the first intermediate damping force and the first correction coefficient can be determined as the first pre-damping force.

[0079] A first correction damping force may be determined based on a difference between a current vehicle body roll angle and a target roll angle. If the difference between the current vehicle body roll angle and the target roll angle is not zero, the first correction damping force is not zero. The target roll angle may be 0°. The sum of the first pre-damping force and the first correction damping force may be used as the first anti-roll damping force.

[0080] Optionally, the current status information also includes the current accelerator pedal opening and the current brake master cylinder pressure; the current vehicle body posture angle also includes the current vehicle body pitch angle.

[0081] Determining the first anti-pitch damping force of the first shock absorber based on the current state information and the current vehicle body posture angle specifically includes: determining the second pre-damping force based on the current accelerator pedal opening and the current brake master cylinder pressure in the current state information; determining the second corrected damping force based on the current vehicle body pitch angle and the target pitch angle in the current vehicle body posture angle; and determining the first anti-pitch damping force based on the second pre-damping force and the second corrected damping force.

[0082] Specifically, both the accelerator pedal opening and the brake master cylinder pressure affect the vehicle's pitch. Therefore, the second pre-damping force determined in this embodiment based on the current accelerator pedal opening and the current brake master cylinder pressure can improve vehicle pitch. A second intermediate damping force can be determined based on the current accelerator pedal opening and the current brake master cylinder pressure. A second correction coefficient can be determined based on the current rate of change of the accelerator pedal opening and the current rate of change of the brake master cylinder pressure. The product of the second intermediate damping force and the second correction coefficient is determined as the second pre-damping force. A second correction damping force can be determined based on the difference between the current vehicle body pitch angle and the target pitch angle. If the difference between the current vehicle body pitch angle and the target pitch angle is not zero, the second correction damping force is not zero. The target pitch angle can be 0°. The sum of the second pre-damping force and the second correction damping force can be used as the second anti-roll damping force.

[0083] Optionally, the current state information also includes the current vehicle body vertical acceleration and the current wheel vertical acceleration.

[0084] Determining the first anti-bumping damping force of the first shock absorber according to the current state information and the current vehicle body posture angle specifically includes: determining the first anti-bumping damping force according to the current vehicle body vertical acceleration and the current wheel vertical acceleration in the current state information and a skyhook algorithm.

[0085] Specifically, the ceiling algorithm is as follows:

[0086]

[0087] Where C SH is the damping coefficient of the first shock absorber, C max is the maximum damping coefficient of the first shock absorber, C min is the minimum damping coefficient of the first shock absorber, is the vertical velocity of the sprung mass, It can be determined based on the current vehicle vertical acceleration. is the vertical velocity of the unsprung mass, The first anti-bumping damping force may be determined based on the current wheel vertical acceleration. After the damping coefficient of the first shock absorber is determined, the product of the damping coefficient of the first shock absorber and the current vehicle body is used as the first anti-bumping damping force.

[0088] According to the skyhook algorithm, when the vehicle body and wheels move in opposite directions (shock absorber stretches or compresses), the first shock absorber is controlled to apply a large damping force to attenuate vibration energy. When the vehicle body and wheels move in the same direction, if the vertical velocity of the vehicle body is greater than the vertical velocity of the wheels, the first shock absorber is controlled to apply a larger damping force to attenuate the vehicle body vibration. If the vertical velocity of the vehicle body is less than the vertical velocity of the wheels, the first shock absorber is controlled to reduce the damping force, so that more vibration energy of the wheel is absorbed by the spring, reducing the energy transferred to the vehicle body.

[0089] Optionally, determining the first target damping force of the first shock absorber based on the first anti-roll damping force, the first anti-pitch damping force and the first anti-bump damping force specifically includes: determining the first target damping force based on the product of the first anti-roll damping force and the first weight coefficient, the product of the first anti-pitch damping force and the second weight coefficient, and the product of the first anti-bump damping force and the third weight coefficient, wherein the first weight coefficient is greater than the second weight coefficient, the second weight coefficient is greater than the third weight coefficient, and the sum of the first weight coefficient, the first weight coefficient and the first weight coefficient is 1.

[0090] Specifically, the first, second, and third weighting coefficients can all be constants. The sum of the product of the first anti-roll damping force and the first weighting coefficient, the product of the first anti-pitch damping force and the second weighting coefficient, and the product of the first anti-bump damping force and the third weighting coefficient can be used as the first target damping force. Vehicle safety is more important than comfort, so the weighting coefficient corresponding to the first anti-roll damping force is set to the maximum to mitigate vehicle roll.

[0091] Optionally, determining the second target damping force of the second shock absorber based on the first target damping force, the second anti-roll damping force, the second anti-pitch damping force and the second anti-bump damping force specifically includes: determining the second target damping force based on the product of the second anti-roll damping force and the fourth weight coefficient, the product of the second anti-pitch damping force and the fifth weight coefficient, the product of the second anti-bump damping force and the sixth weight coefficient, and the product of the first target damping force and the seventh weight coefficient, wherein the fourth weight coefficient is greater than the fifth weight coefficient, the fifth weight coefficient is greater than the sixth weight coefficient, the sixth weight coefficient is greater than the seventh weight coefficient, and the sum of the fourth weight coefficient, the fifth weight coefficient, the sixth weight coefficient and the seventh weight coefficient is 1.

[0092] Specifically, the first weight coefficient may be equal to the fourth weight coefficient, the second weight coefficient may be equal to the fifth weight coefficient, and the third weight coefficient may be equal to the sum of the sixth and seventh weight coefficients. The second target damping force may be determined by multiplying the second anti-roll damping force by the fourth weight coefficient, the second anti-pitch damping force by the fifth weight coefficient, the second anti-bump damping force by the sixth weight coefficient, and the first target damping force by the seventh weight coefficient. The weight coefficient corresponding to the second anti-roll damping force is set to the maximum to improve vehicle roll.

[0093] This embodiment further provides a semi-active suspension control system, which is used to implement the steps of the semi-active suspension control method provided in any embodiment of the present invention.

[0094] Specifically, the semi-active suspension control system provided in this embodiment includes multiple height sensors, multiple wheel acceleration sensors, multiple vehicle body acceleration sensors, a CAN bus, and a semi-active suspension controller.

[0095] The semi-active suspension control system provided in this embodiment has corresponding beneficial effects to the semi-active suspension control method provided in any embodiment of the present invention. For technical details not detailed in this embodiment, please refer to the semi-active suspension control method provided in any embodiment of the present invention.

[0096] This embodiment also provides a vehicle, which includes the semi-active suspension control system provided by any embodiment of the present invention.

[0097] Specifically, the vehicle in this embodiment may be a car, which is not limited to a traditional car, a pure electric car, or a hybrid car.

[0098] It should be understood that the various forms of the processes shown above can be used to reorder, add, or delete steps. For example, the steps described in the present invention can be performed in parallel, sequentially, or in a different order, as long as the desired results of the technical solution of the present invention can be achieved. This is not limited herein.

[0099] The above specific embodiments do not limit the scope of protection of the present invention. Those skilled in the art will appreciate that various modifications, combinations, sub-combinations, and substitutions may be made based on design requirements and other factors. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of the present invention are intended to be included within the scope of protection of the present invention.

Claims

1. A semi-active suspension control method, characterized in that: The semi-active suspension includes at least one first shock absorber and at least one second shock absorber, wherein the first shock absorber is a shock absorber connected to one shaft of the vehicle, and the second shock absorber is a shock absorber connected to two shafts of the vehicle; The semi-active suspension control method comprises: Obtaining a current body posture angle of the vehicle and current state information corresponding to the first shock absorber; wherein the current state information includes at least one of a current vehicle speed, a current steering wheel angle, a current steering wheel angular velocity, a current accelerator pedal opening, a current brake master cylinder pressure, a current body vertical acceleration, and a current wheel vertical acceleration; determining a first anti-roll damping force, a first anti-pitch damping force, and a first anti-bump damping force of the first shock absorber according to the current state information and the current vehicle body posture angle; determining a first target damping force according to a product of the first anti-roll damping force and a first weight coefficient, a product of the first anti-pitch damping force and a second weight coefficient, and a product of the first anti-bump damping force and a third weight coefficient, and adjusting the damping force of the first shock absorber to the first target damping force; determining a first delay duration according to the wheelbase between the first axle and the second axle and the current state information; determining a second target damping force of the second shock absorber based on the first target damping force, and adjusting the damping force of the second shock absorber to the second target damping force at a second moment, wherein the second moment is a moment of a first delay time after the first moment, and the first moment is a moment when the damping force of the first shock absorber is adjusted to the first target damping force; Determining the second target damping force of the second shock absorber according to the first target damping force specifically includes: acquiring a delayed attitude angle of the vehicle and delayed state information corresponding to the second shock absorber, wherein the delayed attitude angle is a body attitude angle of the vehicle at a second moment, and the delayed state information includes at least one of a vehicle speed, a steering wheel angle, a steering wheel angle velocity, an accelerator pedal opening, a brake master cylinder pressure, a body vertical acceleration, and a wheel vertical acceleration of the vehicle at the second moment; determining a second anti-roll damping force, a second anti-pitch damping force, and a second anti-bump damping force of the second shock absorber according to the delayed attitude angle and the delayed state information; The second target damping force is determined according to the product of the second anti-roll damping force and the fourth weight coefficient, the product of the second anti-pitch damping force and the fifth weight coefficient, the product of the second anti-bump damping force and the sixth weight coefficient, and the product of the first target damping force and the seventh weight coefficient.

2. The semi-active suspension control method according to claim 1, characterized in that: The semi-active suspension further comprises at least one third shock absorber, wherein the third shock absorber is a shock absorber connected to three shafts of the vehicle; The semi-active suspension control method further includes: determining a second delay duration according to the wheelbase between the one axle and the three axles and the current state information; At a third moment, the damping force of the third shock absorber is adjusted to the second target damping force, wherein the third moment is a moment of a second delay time after the first moment.

3. The semi-active suspension control method according to claim 1, characterized in that: The current state information includes the current vehicle speed, the current steering wheel angle and the current steering wheel angle rate; The current vehicle body posture angle includes the current vehicle body roll angle; Determining the first anti-roll damping force of the first shock absorber according to the current state information and the current vehicle body posture angle specifically includes: determining a first pre-damping force according to the current vehicle speed, the current steering wheel angle, and the current steering wheel angle rate in the current state information; determining a first correction damping force according to a current vehicle body roll angle and a target roll angle in the current vehicle body posture angle; The first anti-roll damping force is determined according to the first pre-damping force and the first correction damping force.

4. The semi-active suspension control method according to claim 1, characterized in that: The current state information also includes the current accelerator pedal opening and the current brake master cylinder pressure; The current vehicle body posture angle also includes the current vehicle body pitch angle; The determining of the first anti-pitch damping force of the first shock absorber according to the current state information and the current vehicle body posture angle specifically includes: determining a second pre-damping force according to a current accelerator pedal opening and a current brake master cylinder pressure in the current state information; determining a second modified damping force according to a current vehicle body pitch angle and a target pitch angle in the current vehicle body posture angle; The first anti-pitch damping force is determined according to the second pre-damping force and the second corrected damping force.

5. The semi-active suspension control method according to claim 1, characterized in that: The current state information also includes the current vehicle body vertical acceleration and the current wheel vertical acceleration; Determining the first anti-bumping damping force of the first shock absorber according to the current state information and the current vehicle body posture angle specifically includes: The first anti-bump damping force is determined according to the current vehicle body vertical acceleration and the current wheel vertical acceleration in the current state information and a skyhook algorithm.

6. The semi-active suspension control method according to any one of claims 1 to 5, characterized in that: The first target damping force of the first shock absorber is determined according to the first anti-roll damping force, the first anti-pitch damping force, and the first anti-bumping damping force. include: Among them, the first weight coefficient is greater than the second weight coefficient, the second weight coefficient is greater than the third weight coefficient, and the sum of the first weight coefficient, the first weight coefficient and the third weight coefficient is 1.

7. The semi-active suspension control method according to claim 1, characterized in that: The second target damping force of the second shock absorber is determined according to the first target damping force, the second anti-roll damping force, the second anti-pitch damping force, and the second anti-bumping damping force. include: Among them, the fourth weight coefficient is greater than the fifth weight coefficient, the fifth weight coefficient is greater than the sixth weight coefficient, the sixth weight coefficient is greater than the seventh weight coefficient, and the sum of the fourth weight coefficient, the fifth weight coefficient, the sixth weight coefficient and the seventh weight coefficient is 1.

8. A semi-active suspension control system, characterized in that: Steps for implementing the semi-active suspension control method according to any one of claims 1 to 7.

9. A vehicle, characterized in that: Includes the semi-active suspension control system as claimed in claim 8.

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