Active suspension posture adjustment control method and device, controller, automobile and medium

Abstract

The application relates to the technical field of suspension control, and discloses an active suspension posture adjusting control method, device, controller, automobile and medium, which are used for solving the technical problem of body imbalance in a traditional scheme. The method part comprises the following steps: monitoring the tire air pressure of a wheel in real time; when the tire air pressure is monitored to decrease, the rolling radius of the wheel is determined; the rolling radii of all the wheels are compared; when the rolling radii of the wheels have deviations, the height of the active suspension of the wheel with the deviation is adjusted to a required height.

Description

TECHNICAL FIELD

[0001] The application relates to the technical field of suspension control, and in particular to an active suspension posture adjustment control method and device, a controller, an automobile and a medium. BACKGROUND

[0002] Air spring active suspension (referred to as air suspension) has been widely applied to various high-end automobiles and new energy vehicles. The air suspension includes an air spring, and the main feature is that only the air pressure of the air spring supporting the vehicle body needs to be adjusted, and the vehicle body posture is slowly changed to adapt to the change of the road condition.

[0003] The application research finds that a spare tire mode recorded in Chinese patent CN112677727A judges whether at least one tire of the vehicle is replaced by a spare tire through an electronic stability program controller, sets a preset height as a target, and adjusts the vehicle body to the target height. That is, the air spring is elongated to compensate for the decrease in the vehicle body height caused by the decrease in the rolling radius after the replacement of the spare tire. However, when a tire burst or tire deflation occurs, the air active suspension cannot determine and solve the problem of the unbalanced vehicle body. SUMMARY

[0004] The application provides an active suspension posture adjustment control method and device, a controller, an automobile and a medium, which are used to solve the technical problem of the unbalanced vehicle body in the conventional scheme.

[0005] In a first aspect, an active suspension posture adjustment control method is provided, which includes the following steps.

[0006] Real-time monitoring of the tire air pressure of the vehicle wheel;

[0007] When the tire air pressure is monitored to decrease, the rolling radius of the vehicle wheel is determined;

[0008] The rolling radii of the vehicle wheels are compared;

[0009] When the rolling radii of the vehicle wheels are deviated, the height of the active suspension of the deviated vehicle wheel is adjusted to the required height.

[0010] In the scheme, compared with the conventional scheme, the air pressure is deviated, which is equivalent to monitoring the distance between the vehicle body corresponding to the vehicle wheel and the ground. If the tire air pressure is insufficient, it indicates that the air pressure is insufficient or the tire is burst, or the spare tire is replaced. The controller can automatically identify these situations and always maintain the height of the active suspension to the target height to make the vehicle wheels at the same height, effectively prevent the vehicle body from tilting after the above-mentioned situations occur, solve the problem of the unbalanced vehicle body, and improve the comfort of the vehicle driving.

[0011] Further, when the rolling radii of the vehicle wheels are deviated, the height of the active suspension of the vehicle wheel is adjusted to the required height, which includes the following steps.

[0012] When the rolling radius of the wheel has a deviation, and the difference between the posture of the active suspension and the target posture is greater than a preset difference, then the height of the active suspension of the wheel is adjusted to a required height.

[0013] In this scheme, the difference between the posture of the air suspension and the target posture is further considered during adjustment, better adapting to the corresponding working conditions and ensuring adjustment effectiveness.

[0014] Further, the rolling radius of the wheel is determined, comprising:

[0015] The vehicle speed, the wheel speed of the wheel, and the wheel load are obtained.

[0016] According to the vehicle speed, the wheel load, and the tire air pressure, a first rolling radius of the wheel is calculated.

[0017] According to the vehicle speed and the wheel speed, a second rolling radius of the wheel is calculated.

[0018] According to the first rolling radius and the second rolling radius, a final rolling radius of the wheel is determined.

[0019] In this scheme, since the tire air pressure, the vehicle speed, and the load are comprehensively considered, the rolling radius of the wheel can be accurately calculated.

[0020] Further, according to the vehicle speed, the wheel load, and the tire air pressure, a first rolling radius of the wheel is calculated, comprising:

[0021] The vehicle speed, the wheel load, and the tire air pressure are substituted into a rolling radius MAP of the wheel to obtain the first rolling radius.

[0022] In this scheme, since the rolling radius MAP is a MAP obtained by actual measurement, combined with the vehicle speed, the wheel load, and the tire air pressure, a very accurate first rolling radius can be calculated, improving the calculation accuracy of the first rolling radius.

[0023] Further, the vehicle speed, the wheel load, and the tire air pressure are substituted into the rolling radius MAP of the wheel to obtain the first rolling radius, comprising:

[0024] The tire air pressure is corrected to obtain a corrected tire air pressure.

[0025] The vehicle speed, the wheel load, and the corrected tire air pressure are substituted into the rolling radius MAP of the wheel to obtain the first rolling radius.

[0026] In this scheme, the corrected tire air pressure is obtained, and the corrected tire air pressure is substituted into the rolling radius MAP, further improving the accuracy of the first rolling radius.

[0027] Further, the active suspension includes an air suspension, and the wheel load is obtained by:

[0028] multiplying the air spring pressure of the active suspension detected in real time and the effective sectional area of the air spring to obtain an air spring force;

[0029] calculating a difference between the suspension height of the detected air suspension and a reference suspension height to obtain a height difference;

[0030] multiplying the height difference and the stiffness of the air suspension to obtain a load correction value;

[0031] subtracting the load correction value from the air spring force and multiplying the lever ratio of the air suspension to obtain the wheel load.

[0032] Further, subtracting the load correction value from the air spring force and multiplying the lever ratio of the air suspension to obtain the wheel load includes:

[0033] obtaining a wheel load correction coefficient obtained through pre-test calibration;

[0034] subtracting the load correction value from the air spring force and multiplying the lever ratio of the air suspension to obtain an initial wheel load;

[0035] subtracting the wheel load correction coefficient from the initial wheel load to obtain a final wheel load.

[0036] In the scheme, a wheel load calculation method is provided, in which relevant parameters of the air suspension and detected relevant parameters are used for calculation, so that the wheel load of the vehicle wheel can be accurately calculated, and in some schemes, a wheel load correction coefficient is determined through test calibration, and the calculated wheel load is further corrected by the load correction coefficient, so that the calculation accuracy of the wheel load is further improved.

[0037] Further, according to the first rolling radius and the second rolling radius, the final rolling radius of the vehicle wheel is determined, including:

[0038] when the vehicle speed is zero, the first rolling radius is used as the final rolling radius of the vehicle wheel;

[0039] when the vehicle speed is non-zero, the sum of the first rolling radius and the second rolling radius is taken, and the average value of the sum is taken as the final rolling radius of the vehicle wheel.

[0040] In the scheme, the way of determining the final rolling radius by combining the first rolling radius and the second rolling radius is determined, and the calculation method of the rolling radius is determined according to the actual situation of the vehicle speed, so that the calculation effectiveness of the rolling radius is improved.

[0041] Further, the deviation includes that the rolling radius of the vehicle wheel is greater than the rolling radii of other vehicle wheels, or the rolling radius of the vehicle wheel is less than the rolling radii of other vehicle wheels.

[0042] In the scheme, the specific situation of the deviation is clear, which can refer to the situation that the rolling radius is too large or too small due to the decrease of the tire pressure, more application scenarios are adapted, so that the balance of the vehicle body can be ensured and the driving experience of the user is improved in the case that the rolling radius is too large or too small.

[0043] Further, the active suspension includes an air suspension, and adjusting the height of the active suspension of the wheel with deviation to the required height includes:

[0044] Obtaining the difference height of the wheel and other wheels;

[0045] Multiplying the difference height by the stiffness of the air suspension to obtain an adjustment preload;

[0046] Dividing the adjustment preload by the effective cross-sectional area of the air spring to obtain a target value;

[0047] Adjusting the air spring pressure of the wheel with deviation to the target value to adjust the height of the air suspension to the required height.

[0048] Further, dividing the adjustment preload by the effective cross-sectional area of the air spring to obtain a target value includes:

[0049] Obtaining a wheel load correction coefficient obtained by pre-test calibration;

[0050] Adding the adjustment preload and the wheel load correction coefficient and dividing the result by the effective cross-sectional area of the air spring to obtain a target value.

[0051] In the scheme, the calculation method of the target value is clear, the difference height of each wheel is determined when the deviation exists, the target value is obtained, the target value of the air spring pressure is input into the distribution valve, the opening and closing of the valve are adjusted, so that the adjusted air suspension meets the target value, the posture of the air suspension is adjusted, the balance of the vehicle body is ensured, and the rationality of the target value is ensured through test calibration.

[0052] In a second aspect, an active suspension posture adjustment control device is provided, which includes:

[0053] A monitoring module for monitoring the tire pressure of the wheel in real time;

[0054] A determination module for determining the rolling radius of the wheel when the tire pressure is monitored to decrease;

[0055] A comparison module for comparing the rolling radii of the wheels;

[0056] An adjustment module for adjusting the air spring pressure of the wheel to a target value when the rolling radius of the wheel has deviation.

[0057] In a third aspect, a controller is provided, comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, and the processor implements the steps of the active suspension posture adjustment control method according to any one of the preceding aspects when executing the computer program.

[0058] In a fourth aspect, a vehicle is provided, comprising an active suspension and the controller described in the preceding aspect.

[0059] In a fifth aspect, a vehicle is provided, comprising an air spring, a distribution valve, an air tank, and a controller, wherein the controller is connected to the distribution valve, the distribution valve is connected to the air tank, and the air tank is used for inflating or deflating the air spring.

[0060] In a sixth aspect, a computer readable storage medium is provided, which stores a computer program, and the computer program implements the steps of the active suspension posture adjustment control method according to any one of the preceding aspects when executed by a processor.

[0061] In one of the schemes provided above, an active suspension posture adjustment control method is provided, which monitors the tire air pressure of a wheel in real time; when it is determined through the tire air pressure that the rolling radius of the wheel deviates, the air spring air pressure of the wheel with the deviation is adjusted to a target value. Compared with the traditional scheme, in the embodiment of the present application, the air pressure deviation is equivalent to monitoring the distance between the corresponding vehicle body and the ground of the wheel. If a tire air pressure is insufficient, it indicates that the air pressure is insufficient or the tire is punctured, or the spare tire is replaced. The controller can automatically identify these situations and always maintain the height of the active suspension to the target height to keep the wheels at the same height, effectively preventing the vehicle body from tilting after the above-mentioned situations occur, solving the problem of unbalanced vehicle body, and improving the comfort of vehicle driving. BRIEF DESCRIPTION OF DRAWINGS

[0062] In order to more clearly illustrate the technical solutions of the embodiments of the present application, the drawings needed in the description of the embodiments of the present application will be briefly introduced. Obviously, the drawings in the following description are only some embodiments of the present application, and other drawings can be obtained by those skilled in the art without creative labor.

[0063] Figure 1 is a system framework schematic diagram of an active suspension posture adjustment control method in an embodiment of the present application;

[0064] Figure 2 is a flowchart of an active suspension posture adjustment control method in an embodiment of the present application;

[0065] Figure 3 is Figure 2 is a flowchart of step S20 in

[0066] Figure 4 This is a schematic diagram of a rolling radius MAP in one embodiment of this application;

[0067] Figure 5 This is a schematic diagram of an active suspension attitude adjustment control device according to one embodiment of this application;

[0068] Figure 6 This is a schematic diagram of a controller according to one embodiment of this application. Detailed Implementation

[0069] The technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0070] This application primarily provides an active suspension attitude adjustment control method and related scheme, applicable to various types of automobiles equipped with active suspension, such as air suspension or other types of active suspension. Before describing the method of this application, it is possible to refer to... Figure 1 Taking air suspension as an example of active suspension, a brief description is given of the architecture of the vehicle architecture involved in this application. Figure 1 As shown, the vehicle includes an air suspension system, which comprises air springs 1 and other suspension components. The vehicle also includes a height sensor 2, GPS 3, a controller 4, an air tank 5, an air pump 6, a communication bus 7, a distribution valve 8, a tire pressure sensor 9, and wheel speed sensors 10. The controller 4 is connected via wiring harness to the following components: ① Distribution valve 8: The controller 4 receives the air spring pressure from this component. The distribution valve 8 receives the target air spring pressure from the controller 4 and is connected to the air tank 5, which inflates or deflates the air springs 1. Additionally, when the air spring pressure is insufficient, the air pump 6 inflates the air tank 5. The controller 4 is also connected via communication bus 7 to the following components: ① Height sensor 2: Receives the suspension height 201 of the air suspension from this component. ② Global Positioning System (GPS) 3: Receives the vehicle speed 301 signal from this component. ③ Tire pressure sensor 9: Receives the tire pressure from this component. For example, the controller can be either an active suspension controller or a main controller, without any specific limitation.

[0071] It should be noted that the above Figure 1The automotive components and connections shown are merely illustrative of those relevant to the control of this application; for more details, please refer to [the relevant documentation / reference]. Figure 1 As shown, a car can also include other components and connections, and can also have other alternatives. Figure 1 This is merely an example; for instance, GPS could be other positioning systems, such as the BeiDou Navigation Satellite System, which will not be detailed here. Furthermore, for ease of description, the control process will be illustrated using an air suspension as an example, but this can also be applied to other active suspensions without limitation. Below, we will combine... Figure 1 The active suspension attitude adjustment control scheme provided in the embodiments of this application includes an active suspension attitude adjustment control method, device, controller and storage medium, which will be described below by way of various embodiments.

[0072] like Figure 2 As shown, an active suspension attitude adjustment control method is provided, including the following steps:

[0073] S10: Real-time monitoring of tire pressure P of the wheels tire ;

[0074] S20: When a drop in tire pressure is detected, determine the wheel's rolling radius R. f ;

[0075] S30: Compare the rolling radius R of each wheel f ;

[0076] S40: When the rolling radius R of the wheel f If a deviation exists, adjust the height of the active suspension of the wheel with the deviation to the required height.

[0077] In this embodiment, tire pressure sensors 9 are arranged on each tire of the car. For example, taking a conventional four-wheeled car as an example, each of the four wheels of the car is equipped with a tire pressure sensor 9. In this way, the tire pressure sensors 9 can monitor the tire pressure P of the wheels. tire Real-time monitoring is performed. When one or more wheels of the car are underinflated, the tire pressure sensor 9 will detect the tire pressure P of the corresponding wheel. tire The tire pressure P is lowered via communication bus 7. tire The data is transmitted to controller 4. Therefore, controller 4 can monitor the tire pressure P of the wheels in real time. tire .

[0078] When the tire pressure P is monitored tire When the pressure P of one or more wheels is detected, it is during the descent. tire During descent, controller 4 determines the rolling radius R of the corresponding wheel. fFor example, a car includes front wheels 1, front wheels 2, rear wheels 3, and rear wheels 4. Taking front wheel 1 as an example, when the tire pressure P of wheel 1 is monitored in real time by tire pressure sensor 9... tire During descent, determine the rolling radius R of the front wheel 1. f This also allows us to determine the rolling radius R of the front wheel 2, the rear wheel 3, and the rear wheel 4. f Thus, the rolling radius R of each wheel can be obtained. f Then compare the rolling radius R of each wheel. f It can logically determine whether the four wheels of a car maintain the same horizontal position, when the rolling radius R of one or more wheels is... f The presence of a deviation indicates whether the four wheels of the car maintain the same horizontal alignment. Adjust the height of the active suspension on the wheel with the deviation to the required level. Taking an air suspension as an example, adjust the air spring pressure on the wheel with the deviation to the target value P. t This is to adjust the attitude of the air suspension of the wheel with the deviation to the desired target attitude, such as the rolling radius R of the front wheel 1 in the previous example. f If there is a deviation compared to other wheels, adjust the air spring pressure of that front wheel to the target value P. t To adjust the air spring pressure of the front wheel 1 to the target value P. t This is to adjust the height of the active suspension on the front wheels to the desired height.

[0079] As can be seen, this embodiment provides an active suspension attitude adjustment control method that monitors the tire pressure P of the wheels in real time. tire When the tire pressure P tire Determine the rolling radius R of the wheel f If a deviation exists, adjust the air spring pressure of the wheel with the deviation to the target value P. t Compared to traditional solutions, in this embodiment, the tire pressure P tire There is a deviation, which is equivalent to monitoring the distance between the wheel and the vehicle body and the ground. If a certain tire pressure P is found to be inaccurate... tire If the air pressure is insufficient, it indicates that the tire is flat or the spare tire has been replaced. The controller 4 will automatically identify these situations and adjust the inflation or deflation of the air springs to keep the air suspension height at the target height. This ensures that the wheels are at the same height, effectively preventing the car from tilting in the above situations, solving the problem of vehicle imbalance, and improving the comfort of driving.

[0080] In one embodiment, when the rolling radius R of the wheel f If a deviation exists, adjust the height of the wheel's active suspension to the required height, including: when the wheel's rolling radius R... fIf there is a deviation, and the difference between the attitude of the active suspension and the target attitude is greater than the preset difference, then adjust the height of the active suspension of the adjustment wheel to the required height.

[0081] The target posture refers to the standard posture of the air suspension when the wheels are free of deviation during the vehicle's design, i.e., the design posture. In this embodiment, the adjustment conditions are further defined. When the wheel's rolling radius deviates, and the difference between the current air suspension posture and the target posture is greater than a preset difference, the height of the wheel's active suspension is adjusted to the required height. For example, the air spring pressure of the wheel is adjusted to the target value, so that the air suspension height of the wheel reaches the required height. The preset difference can be configured based on experience or obtained through experimental calibration. For example, the preset difference can be any value between 5mm and 8mm, such as 5mm or 5.5mm, etc., without specific limitation.

[0082] In this embodiment, the difference between the attitude of the active suspension and the target attitude is further considered during the adjustment to better adapt to the corresponding working conditions and ensure the effectiveness of the adjustment.

[0083] In conjunction with the above embodiments, in one embodiment, the rolling radius R f The deviations include the rolling radius R of the wheel. f Larger than the rolling radius R of other wheels f Or the rolling radius R of the wheel f Smaller than the rolling radius R of other wheels f In this embodiment, the specific circumstances of the deviation are clarified, which may refer to the deviation due to tire pressure P. tire Rolling radius R caused by descent f Whether the value is too large or too small, it can adapt to more application scenarios, thus making full use of the scroll radius R. f Whether the size is too large or too small, it can ensure the balance of the vehicle body and improve the user's driving experience.

[0084] It should be understood that, in the foregoing embodiments, this involves determining the rolling radius R of the wheel. f Furthermore, in order to optimize the rolling radius R f To assess the validity of the calculation, this application provides a method for determining the rolling radius R of a wheel. f In a specific embodiment, such as Figure 3 As shown, in step S20, the rolling radius R of the wheel is determined. f Specifically, it includes the following steps:

[0085] S21: Obtain vehicle speed V, wheel speed V', and wheel load F. z ;

[0086] S22: Based on vehicle speed V and wheel load Fz and tire pressure P tire , the first rolling radius R r of the wheel is calculated;

[0087] S23: according to the vehicle speed V and the wheel speed V', the second rolling radius R s of the wheel is calculated;

[0088] S24: according to the first rolling radius R r and the second rolling radius R s , the final rolling radius R f of the wheel is determined.

[0089] In this embodiment, in the process of determining the rolling radius R f of the wheel, the vehicle speed 301, the wheel speed V of the wheel and the wheel load F z are obtained, wherein the vehicle speed can be obtained in various ways, one of which is to take the average of the wheel speeds V' of all wheels of the vehicle as the vehicle speed V, for example, for a four-wheel vehicle, the average of the wheel speeds V' of the four wheels is taken as the vehicle speed V. The advantage of this method is that it is more convenient and convenient; another way is shown in Figure 1 , if the vehicle is equipped with a GPS positioning system, the vehicle speed V can be measured by the GPS positioning system. The advantage of this method is that the vehicle speed V can be obtained more accurately, which can effectively avoid the problem that the accuracy of the calculated vehicle speed V is slightly poor when two or more wheel speeds of the four wheels are missing, which is beneficial to improve the effectiveness of the subsequent rolling radius R f , thereby improving the overall control effectiveness. As shown in Figure 1 , the wheel speed V' of the wheel can be detected in real time by the wheel speed sensor 10, and each wheel speed sensor 10 can send the detected wheel speed V' to the controller 4, and the wheel load F z represents the weight borne by the wheel, which can be calculated.

[0090] After obtaining the vehicle speed V, the wheel speed V' of the wheel and the wheel load F z , this embodiment calculates the rolling radius R f in two ways, and the rolling radii R f calculated by the two ways are respectively marked as the first rolling radius R r and the second rolling radius R s , the first rolling radius R r of the wheel is calculated according to the vehicle speed V, the wheel load F z and the tire pressure P tire , the calculation method of the first rolling radius R r takes into account the influence of the tire pressure P tire , which reflects the tire pressure Ptire the influence of the vehicle speed V and the wheel speed V` on the rolling radius R f the second rolling radius R s According to the vehicle speed and the wheel speed, the second rolling radius R s The calculation method of the second rolling radius R f The general rolling radius calculation method is discussed and the influence of the vehicle speed V on the rolling radius R r and the second rolling radius R s The final rolling radius R f Since the tire pressure P tire , vehicle speed V and load F z are considered, the rolling radius R f of the wheel can be accurately calculated, and the rolling radius R f of the tire under the current driving state of the vehicle can be obtained.

[0091] It should be noted that the rolling radius R f of the wheel calculated in this embodiment can be applied to the calculation of the rolling radius R f of each wheel of the vehicle. When calculating a certain wheel, the corresponding parameters are taken into account. For example, referring to the calculation of the rolling radius R f of the front wheel 1, the vehicle speed, the wheel speed V and the wheel load F z of the front wheel 1 are obtained; according to the vehicle speed V, the wheel load F z of the front wheel 1 and the tire pressure P tire , the first rolling radius R r of the front wheel 1 is calculated; and according to the vehicle speed V and the wheel speed V` of the front wheel 1, the second rolling radius R s of the front wheel 1 is calculated; finally, the final rolling radius R f of the front wheel 1 is determined by combining the first rolling radius and the second rolling radius of the front wheel 1. The calculation of other wheels is the same as that of the front wheel 1, and the processing method of the front wheel 1 can be referred to, which will not be described here.

[0092] In an embodiment, in step S22, the first rolling radius R z of the wheel is calculated according to the vehicle speed V, the wheel load F tire and the tire pressure P r , including: substituting the vehicle speed V, the wheel load F z and the tire pressure P tire into the rolling radius MAP of the wheel to obtain the first rolling radius R r .

[0093] The rolling radius MAP of each wheel is constructed in advance, and the rolling radius MAP of each wheel is obtained by test calibration, and the specific test process is not limited, that is, the rolling radius MAP is a measured map, as shown in FIG. 4, Figure 4 is a schematic diagram of the rolling radius MAP, including a vehicle speed axis, a wheel load axis and a tire pressure axis, and the vehicle speed V, the wheel load F z and the tire pressure P tire are substituted into the rolling radius MAP, and the corresponding rolling radius value can be correspondingly inquired or obtained as the first rolling radius R r .

[0094] In this embodiment, since the rolling radius MAP is a measured MAP, combined with the vehicle speed V, the wheel load F z and the tire pressure P tire , the first rolling radius R r can be calculated very accurately, and the calculation accuracy of the first rolling radius R r is improved.

[0095] In combination with this embodiment, the vehicle speed V, the wheel load F z and the tire pressure P tire are substituted into the wheel rolling radius MAP to obtain the first rolling radius R r , including: correcting the tire pressure P tire to obtain the corrected tire pressure P tire ; and substituting the vehicle speed V, the wheel load F z and the corrected tire pressure P tire into the wheel rolling radius MAP to obtain the first rolling radius R r .

[0096] In this embodiment, the tire pressure P tire detected by the tire pressure sensor 9 may have errors, in order to further improve the calculation accuracy of the first rolling radius R r , the tire pressure P tire may be corrected to obtain the corrected tire pressure P tire , and the corrected tire pressure is substituted into the rolling radius MAP to further improve the accuracy of the first rolling radius R r . It should be noted that the process of correcting the tire pressure P tire may be realized by the operation logic in the tire pressure monitoring system (TPMS) of the vehicle, and the specific process is not limited and will not be described.

[0097] It should be noted that, according to the vehicle speed V, the wheel load F zand tire pressure P tire , the first rolling radius R r of the wheel is calculated r In addition to the way of substituting into the MAP diagram, other implementation methods can also be used, such as establishing table data by using experimental calibration data, and substituting into the table data is also an implementation method, and the specific implementation is not limited.

[0098] In addition, it should be noted that in order to further improve the accuracy of the first rolling radius R r , when the active suspension is an air suspension, the calculation method of the wheel load F z in the present application is also optimized, and in an embodiment, the wheel load is obtained by the following method:

[0099] S101: multiplying the air spring pressure P air of the air suspension detected in real time and the effective cross-sectional area S of the air spring to obtain the air spring force F a ;

[0100] S102: calculating the difference between the suspension height H of the detected air suspension and the reference suspension height H b to obtain the height difference △H;

[0101] S103: multiplying the height difference △H and the stiffness K of the air suspension to obtain the load correction value △F;

[0102] S104: subtracting the load correction value △F from the air spring force F a , and multiplying the lever ratio η of the air suspension to obtain the wheel load F z .

[0103] In this embodiment, as shown in Figure 1 , the distribution valve 8 is connected to the air spring 1 of the vehicle and is provided with a pressure sensor, the pressure sensor in the distribution valve 8 monitors the air spring pressure P air at all times, and the air spring pressure P air is transmitted to the controller 4 through a wire harness, so that the controller 4 can obtain the air spring pressure P air , multiply the effective cross-sectional area S of the corresponding air spring 1 to obtain the air spring force F a , and the air suspension is provided with a height sensor 2, the suspension height H of the air suspension detected by the height sensor 2 is transmitted to the controller 4 through a communication bus 7, and compared with the reference suspension height H b pre-stored in the controller 4, subtracted, and the height difference △H is obtained. It should be noted that the height difference △H represents the height difference between the wheel arch and the wheel center of the wheel. This is a theoretical height difference when the vehicle load is different from the set load. If the controller 4 is strictly controlled to zero, the value should be 0 in theory.

[0104] The height difference value AH is multiplied by the stiffness K of the air suspension to obtain a load correction value AF, and finally, the air spring force F is multiplied by the lever ratio of the air suspension a Subtract the load correction value AF, and multiply the lever ratio of the air suspension by z .

[0105] In combination with this embodiment, further, S104: the air spring force F is calculated according to the height difference value AH and the stiffness K of the air suspension a Subtract the load correction value AF, and multiply the lever ratio of the air suspension by z , comprising: obtaining a wheel load correction coefficient C obtained through pre-test calibration; subtracting the load correction value AF from the air spring force F a Subtract the load correction value AF, and multiply the lever ratio of the air suspension by z .

[0106] Wherein, the wheel load correction coefficient C is obtained through test calibration, which is not limited, and the air spring force F is subtracted from the load correction value AF, and then multiplied by the lever ratio of the air suspension a Subtract the load correction value AF, and multiply the lever ratio of the air suspension by z . This process can be expressed by the following formula:

[0107] F z = (P air ·S-(H-H b )·K)·η-C

[0108] It can be seen that in this embodiment, a calculation method of the wheel load of the air suspension is provided, which utilizes the relevant parameters of the air suspension and the detected relevant parameters for calculation, so that the wheel load F of the vehicle wheel can be accurately calculated z , and in some schemes, the wheel load correction coefficient C is determined through test calibration, and the calculated wheel load F is further corrected by the wheel load correction coefficient C z , further improving the calculation accuracy of the wheel load F z .

[0109] It should be noted that in actual application, if the measured result of the wheel load correction coefficient C does not need to be corrected, then this C is not needed, and in other active suspensions, there can also be corresponding wheel load calculation methods, which are not illustrated one by one here.

[0110] In an embodiment, in step S23, the second rolling radius R of the vehicle wheel is calculated according to the vehicle speed V and the wheel speed V`, comprising: dividing the vehicle speed V by the vehicle speed converted from the wheel speed V` to obtain the second rolling radius R s , that is, the second rolling radius R sis a combined calculation of the rolling radius, and exemplary, the second rolling radius R s The calculation is as follows: vehicle speed / (2*π*wheel speed), or other combined calculation, which is not limited by the embodiment.

[0111] In the foregoing embodiment, the calculation of the first rolling radius R r and the second rolling radius R s is described, and the process of determining the final rolling radius R f of the wheel is described below. In an embodiment, in step S24, i.e., according to the first rolling radius R r and the second rolling radius R s , the final rolling radius R f of the wheel is determined, including:

[0112] S241: when the vehicle speed is zero, the first rolling radius R r is taken as the final rolling radius R f of the wheel;

[0113] S242: when the vehicle speed is non-zero, the sum of the first rolling radius R r and the second rolling radius R s is taken, and the average of the sum is taken as the final rolling radius R f of the wheel.

[0114] In this embodiment, the way of determining the final rolling radius by combining the first rolling radius R r and the second rolling radius R s is clarified, if the vehicle speed is zero, the first rolling radius R r obtained from the rolling radius MAP is directly taken as the final rolling radius R f . If the vehicle speed V exists, the final rolling radius R r is taken in the way of (R s +R f ) / 2. It should be understood that if the vehicle speed is 0, at this time, it is indicated that the influence of the vehicle speed on the rolling radius R f is negligible, and the tire pressure P tire is the main factor affecting the rolling radius, so the first rolling radius Rr obtained from the rolling radius MAP can be directly taken as the final rolling radius R f , so as to more quickly and accurately determine the rolling radius R f . If the vehicle speed V is not 0, i.e., the vehicle speed V exists, the influence of the vehicle speed V needs to be considered, and the rolling radii R f calculated in two ways are comprehensively considered to convert a more appropriate rolling radius R f .

[0115] In this embodiment, the actual situation of the vehicle speed V is used to determine the rolling radius R f The calculation method improves the calculation effectiveness of the rolling radius R f .

[0116] It should be noted that in specific applications, if the vehicle speed V has been determined as 0, the calculation of the second rolling radius R s may not be performed to reduce the calculation amount, which is not limited in particular. In some other embodiments, the final rolling radius R f of the wheel is determined according to the first rolling radius R r and the second rolling radius R s , and there can be other implementation manners, such as when the vehicle speed V is less than a preset vehicle speed, the first rolling radius R r is taken as the final rolling radius R f of the wheel; when the vehicle speed V is greater than the preset vehicle speed, the sum of the first rolling radius R r and the second rolling radius R s is taken, and the average value of the sum is taken as the final rolling radius R f of the wheel. This embodiment expands the adaptive scenarios, because when the vehicle speed V is relatively small, the influence of the vehicle speed V can be ignored, which is not limited in particular.

[0117] In the above embodiment, the determination of the rolling radius R f is mainly described. In this embodiment, when the rolling radius R f of the wheel deviates, in the process of adjusting the air spring 1, if it is an air suspension, the target value P t of the air spring pressure required to adjust the height of the air suspension to the required height also needs to be determined. This embodiment provides a determination method of the target value P t . In an embodiment, the active suspension includes an air suspension, and in step S40, the height of the active suspension of the wheel with the deviation is adjusted to the required height, including:

[0118] S41: obtaining the difference height H d of the wheel and other wheels;

[0119] S42: multiplying the difference height H d by the stiffness K of the air suspension to obtain the adjustment preload F d ;

[0120] S43: dividing the adjustment preload F d by the effective cross-sectional area S of the air spring to obtain the target value P t ;

[0121] S44: adjusting the air spring pressure of the wheel with the deviation to the target value to adjust the height of the air suspension to the required height.

[0122] It should be noted that, based on the preceding embodiments, the rolling radius R of each wheel can be obtained in this application embodiment. f Then the rolling radius R of the four wheels f When comparing the two, the rolling radius R of a certain wheel is monitored. f If the height difference between the wheels is too small or too large, and the difference from the target posture exceeds a certain value, then adjustment of that specific wheel is required. Specifically, in the process of adjusting the air suspension, this embodiment considers the difference in height H between the wheels. d Multiplying by the spring stiffness K yields the adjustable preload F. d Finally, by dividing by the effective cross-sectional area S of the air spring, the target value P of the air spring pressure is calculated. t It is worth noting that the difference in height H d It represents the height difference between the wheel arch and the ground, which is a different concept from the aforementioned height difference value △H.

[0123] In one embodiment, step S203 also involves adjusting the preload F. d Divide the effective cross-sectional area S of the air spring to obtain the target value P. t This includes: obtaining the wheel load correction factor C obtained from pre-test calibration; adjusting the preload F d Add the wheel load correction factor C to the target value P, then divide by the effective cross-sectional area S of the air spring. t The formula for calculating this target value is as follows:

[0124]

[0125] As can be seen, in this embodiment, the target value P is clearly defined. t The calculation method takes into account the differences in height between each wheel when deviations exist, and determines the required target value P. t The target value P is obtained. t Then, controller 4 sets the target value P of the air spring pressure. t The air pressure is input into the distribution valve 8. By adjusting the opening and closing of the valve 8, the connection with the air tank 5 is connected or disconnected, thereby adjusting the air spring pressure to the target value P. t To ensure that the adjusted air suspension meets the aforementioned target value P t The attitude of the air suspension was adjusted to ensure the vehicle's balance.

[0126] In an embodiment, after the target value is adjusted, the control process mentioned in the embodiments of the present application is repeated to verify whether the vehicle body reaches the balance, and when it is unbalanced, the readjustment is continued according to the process provided in the embodiments of the present application until the vehicle body balance requirement is met. In addition, if it is other active suspension, the adjustment height of the active suspension corresponding to the current deviation can also be determined and adjusted accordingly.

[0127] It should be understood that the size of the serial number of each step in the above embodiments does not mean the order of execution, and the execution order of each process should be determined according to its function and internal logic, and should not constitute any limitation on the implementation process of the embodiments of the present application.

[0128] In an embodiment, an active suspension posture adjustment control device is provided, which corresponds to the active suspension posture adjustment control method in the above embodiments. As shown in the figure, the active suspension posture adjustment control device includes a monitoring module 101, a determination module 102, a comparison module 103 and an adjustment module 104. The functions of each module are described in detail as follows: Figure 5

[0129] The monitoring module 101 is used to monitor the tire pressure of the vehicle wheel in real time.

[0130] The determination module 102 is used to determine the rolling radius of the vehicle wheel when the tire pressure is monitored to decrease.

[0131] The comparison module 103 is used to compare the rolling radii of the vehicle wheels.

[0132] The adjustment module 104 is used to adjust the height of the active suspension of the vehicle wheel with deviation to the required height when the rolling radii of the vehicle wheels have deviation.

[0133] In an embodiment, the adjustment module 104 is further used to adjust the height of the active suspension of the vehicle wheel with deviation to the required height when the rolling radii of the vehicle wheels have deviation and the difference between the posture of the air suspension and the target posture is greater than the preset difference.

[0134] In an embodiment, the determination module 102 is specifically used to:

[0135] Obtain the vehicle speed, the wheel speed of the vehicle wheel and the wheel load.

[0136] Calculate the first rolling radius of the vehicle wheel according to the vehicle speed, the wheel load and the tire pressure.

[0137] Calculate the second rolling radius of the vehicle wheel according to the vehicle speed and the wheel speed.

[0138] Determine the final rolling radius of the vehicle wheel according to the first rolling radius and the second rolling radius.

[0139] ​It is worth mentioning that the calculation of the first rolling radius takes into account the influence of the tire pressure, reflecting the influence of the tire pressure on the rolling radius of the wheel, and the second rolling radius of the wheel is calculated according to the vehicle speed and the wheel speed. The calculation method of the second rolling radius takes into account the influence of the vehicle speed and the rolling radius, which is a general rolling radius calculation method. Finally, the final rolling radius R of the wheel is determined according to the first rolling radius and the second rolling radius. f Since the influences of tire pressure, vehicle speed and load are comprehensively considered, the rolling radius of the wheel can be accurately calculated.

[0140] In an embodiment, the determining module 102 is configured to:

[0141] Substitute the vehicle speed, the wheel load and the tire pressure into the rolling radius MAP of the wheel to obtain the first rolling radius.

[0142] In an embodiment, the determining module 102 is configured to:

[0143] Correct the tire pressure to obtain a corrected tire pressure.

[0144] Substitute the vehicle speed, the wheel load and the corrected tire pressure into the rolling radius MAP of the wheel to obtain the first rolling radius.

[0145] In an embodiment, the active suspension includes an air suspension, and the active suspension posture adjustment control device is configured to:

[0146] Multiply the real-time detected air spring pressure by the effective cross-sectional area of the air spring to obtain the air spring force.

[0147] Calculate the difference between the detected suspension height of the air suspension and the reference suspension height to obtain a height difference.

[0148] Multiply the height difference by the stiffness of the air suspension to obtain a load correction value.

[0149] Subtract the load correction value from the air spring force, and multiply it by the lever ratio of the air suspension to obtain the wheel load.

[0150] In an embodiment, the active suspension posture adjustment control device is further configured to:

[0151] Obtain a wheel load correction coefficient obtained by pre-experimental calibration.

[0152] Subtract the load correction value from the air spring force, and multiply it by the lever ratio of the air suspension to obtain an initial wheel load.

[0153] Subtract the wheel load correction coefficient from the initial wheel load to obtain the final wheel load.

[0154] In an embodiment, the determining module 102 is configured to:

[0155] When the vehicle speed is zero, the first rolling radius is taken as the final rolling radius of the wheel;

[0156] When the vehicle speed is non-zero, the sum of the first rolling radius and the second rolling radius is taken, and the average value of the sum is taken as the final rolling radius of the wheel.

[0157] In an embodiment, the deviation includes that the rolling radius of the wheel is greater than the rolling radius of the other wheels, or the rolling radius of the wheel is less than the rolling radius of the other wheels.

[0158] In an embodiment, the adjusting module 104 is specifically configured to:

[0159] Obtain the difference height of the wheel and the other wheels;

[0160] Multiply the difference height by the stiffness of the air suspension to obtain an adjusted preload;

[0161] Divide the adjusted preload by the effective cross-sectional area of the air spring to obtain a target value;

[0162] Adjust the air spring pressure of the wheel with the deviation to the target value to adjust the height of the air suspension to the required height.

[0163] In an embodiment, the adjusting module 104 is further configured to:

[0164] Obtain a wheel load correction coefficient obtained through pre-test calibration;

[0165] Add the adjusted preload and the wheel load correction coefficient, and divide the sum by the effective cross-sectional area of the air spring to obtain a target value.

[0166] The above scheme provides an active suspension posture adjustment control device, which monitors the tire pressure of the wheel in real time; when it is determined through the tire pressure that the rolling radius of the wheel has a deviation, the air spring pressure of the wheel with the deviation is adjusted to a target value. Compared with the traditional scheme, in the embodiment of the present application, the air pressure deviation is equivalent to monitoring the distance between the wheel corresponding vehicle body and the ground. If a tire pressure is insufficient, it indicates that the air pressure is insufficient or the tire is punctured, or the spare tire is replaced. The controller can automatically identify these situations and always maintain the height of the active suspension to the target height through adjustment, so that the wheels are at the same height, effectively preventing the vehicle body from tilting after the above situations occur, solving the problem of unbalanced vehicle body, and improving the comfort of vehicle driving.

[0167] The specific definitions of the active suspension posture adjustment control device can refer to the definitions of the active suspension posture adjustment control method described above, and will not be repeated here. Each module in the active suspension posture adjustment control device described above can be realized by software, hardware, and a combination thereof, in whole or in part. The above-mentioned modules can be embedded in or independent of the processor in the computer device in hardware form, or can be stored in the memory in the computer device in software form, so that the processor calls and executes the operations corresponding to each of the above-mentioned modules.

[0168] In an embodiment, a controller 4 is provided, and a block diagram of the internal structure of the controller can be as shown in Figure 6 The controller can be an active suspension controller. The controller 4 includes a processor, a memory, and a network interface connected through a system bus. The processor of the controller is used to provide computing and control capabilities. The memory of the controller includes a non-volatile storage medium and an internal memory. The non-volatile storage medium stores an operating system and a computer program. The internal memory provides an environment for the operating system and the computer program in the non-volatile storage medium to run. The network interface of the processor is used to communicate with sensors and the like through a communication bus. The computer program is executed by the processor to implement an active suspension posture adjustment control method. The corresponding implementation process and technical effects can be referred to the description of the previous embodiments, which will not be described here.

[0169] In an embodiment, a controller is provided, including a memory, a processor, and a computer program stored in the memory and executable on the processor. When the processor executes the computer program, the following steps are implemented:

[0170] Real-time monitoring of the tire pressure of the wheels;

[0171] When the tire pressure is monitored to decrease, the rolling radii of the wheels are determined;

[0172] The rolling radii of the wheels are compared;

[0173] When the rolling radii of the wheels deviate, the height of the active suspension of the wheel with the deviation is adjusted to the required height.

[0174] In an embodiment, an automobile is provided, including an active suspension and the controller described above.

[0175] In an embodiment, an automobile is provided, including an air spring, a distribution valve, an air tank, and a controller. The controller is connected to the distribution valve, the distribution valve is connected to the air tank, and the air tank is used to inflate or deflate the air spring.

[0176] In an embodiment, a computer readable storage medium is provided, and a computer program is stored on the computer readable storage medium. The computer program, when executed by a processor, implements the active suspension posture adjustment control method mentioned in any of the above embodiments. Details are not repeated here.

[0177] Those skilled in the art can understand that all or part of the processes in the above-mentioned embodiments can be completed by a computer program instructing related hardware. The computer program can be stored in a non-volatile computer readable storage medium. When the computer program is executed, the processes of the above-mentioned embodiments can be included. Any reference to memory, storage, database or other medium used in the embodiments provided in the present application can include non-volatile and / or volatile memory. Non-volatile memory can include read-only memory (ROM), programmable ROM (PROM), electrically programmable ROM (EPROM), electrically erasable programmable ROM (EEPROM) or flash memory. Volatile memory can include random access memory (RAM) or external cache memory. As an illustration but not limitation, RAM is available in various forms, such as static RAM (SRAM), dynamic RAM (DRAM), synchronous DRAM (SDRAM), double data rate SDRAM (DDR SDRAM), enhanced SDRAM (ESDRAM), synchronous link (Synchlink) DRAM (SLDRAM), memory bus (Rambus) direct RAM (RDRAM), direct memory bus dynamic RAM (DRDRAM), and memory bus dynamic RAM (RDRAM), etc.

[0178] Those skilled in the art can clearly understand that, for the convenience and brevity of description, only the division of the above-mentioned functional units and modules is exemplified. In actual application, the above-mentioned functions can be completed by different functional units and modules according to needs, that is, the internal structure of the device is divided into different functional units or modules to complete all or part of the functions described above.

[0179] The above embodiments are only used to illustrate the technical solutions of the present application, but not to limit them. Although the present application has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that they can modify the technical solutions recorded in the foregoing embodiments, or make equivalent replacements to part of the technical features. These modifications or replacements do not make the essence of the corresponding technical solutions deviate from the spirit and scope of the technical solutions of the embodiments of the present application, and should be included in the protection scope of the present application.

Claims

1. An active suspension attitude adjustment control method, characterized by, The application relates to a method for adjusting the height of an active suspension of a vehicle wheel, comprising the following steps: monitoring the tire pressure of the vehicle wheel in real time; determining the rolling radius of the vehicle wheel when the tire pressure is monitored to be reduced; comparing the rolling radius of each vehicle wheel; adjusting the height of the active suspension of the vehicle wheel with deviation to a required height when the rolling radius of the vehicle wheel has deviation; the step of determining the rolling radius of the vehicle wheel comprises: obtaining the vehicle speed, the wheel speed of the vehicle wheel and the wheel load; calculating the first rolling radius of the vehicle wheel according to the vehicle speed, the wheel load and the tire pressure; calculating the second rolling radius of the vehicle wheel according to the vehicle speed and the wheel speed; determining the final rolling radius of the vehicle wheel according to the first rolling radius and the second rolling radius.

2. The active suspension attitude adjustment control method according to claim 1, characterized by, the step of adjusting the height of the active suspension of the vehicle wheel to the required height when the rolling radius of the vehicle wheel has deviation comprises: adjusting the height of the active suspension of the vehicle wheel to the required height when the rolling radius of the vehicle wheel has deviation and the difference between the posture of the active suspension and the target posture is greater than a preset difference value.

3. The active suspension attitude adjustment control method according to claim 1, characterized by, the step of calculating the first rolling radius of the vehicle wheel according to the vehicle speed, the wheel load and the tire pressure comprises: substituting the vehicle speed, the wheel load and the tire pressure into a rolling radius MAP of the vehicle wheel to obtain the first rolling radius.

4. The active suspension attitude adjustment control method according to claim 3, characterized by, the step of substituting the vehicle speed, the wheel load and the tire pressure into the rolling radius MAP of the vehicle wheel to obtain the first rolling radius comprises: correcting the tire pressure to obtain a corrected tire pressure; substituting the vehicle speed, the wheel load and the corrected tire pressure into the rolling radius MAP of the vehicle wheel to obtain the first rolling radius.

5. The active suspension attitude adjustment control method according to claim 1, characterized by, the active suspension comprises an air suspension, and the wheel load is obtained by the following steps: multiplying the air spring pressure of the active suspension detected in real time and the effective sectional area of the air spring to obtain an air spring force; calculating the difference between the suspension height of the air suspension detected and a reference suspension height to obtain a height difference value; multiplying the height difference value and the stiffness of the air suspension to obtain a load correction value; subtracting the load correction value from the air spring force and multiplying the lever ratio of the air suspension to obtain the wheel load.

6. The active suspension attitude adjustment control method according to claim 5, characterized by, the step of subtracting the load correction value from the air spring force and multiplying the lever ratio of the air suspension to obtain the wheel load comprises: obtaining a wheel load correction coefficient obtained through pre-experimental calibration; subtracting the load correction value from the air spring force and multiplying the lever ratio of the air suspension to obtain an initial wheel load; subtracting the wheel load correction coefficient from the initial wheel load to obtain the final wheel load.

7. The active suspension attitude adjustment control method according to claim 1, characterized by, the step of determining the final rolling radius of the vehicle wheel according to the first rolling radius and the second rolling radius comprises: when the vehicle speed is zero, the first rolling radius is taken as the final rolling radius of the vehicle wheel; when the vehicle speed is nonzero, the sum of the first rolling radius and the second rolling radius is taken, and the average value of the sum is taken as the final rolling radius of the vehicle wheel.

8. The active suspension attitude adjustment control method according to claim 1, characterized by, the active suspension comprises an air suspension, and the step of adjusting the height of the active suspension of the vehicle wheel with deviation to a required height comprises: obtaining the difference height of the vehicle wheel and other vehicle wheels; multiplying the difference height with the stiffness of the air suspension to obtain an adjusted preload; dividing the adjusted preload by the effective cross-sectional area of the air spring to obtain a target value; adjusting the air spring pressure of the wheel with deviation to the target value to adjust the height of the air suspension to a desired height.

9. The active suspension attitude adjustment control method according to claim 8, characterized by, The dividing the adjusted preload by the effective cross-sectional area of the air spring to obtain the target value comprises: obtaining a wheel load correction coefficient obtained through pre-experiment calibration; adding the wheel load correction coefficient to the adjusted preload and dividing the result by the effective cross-sectional area of the air spring to obtain the target value.

10. The active suspension attitude adjustment control method according to any one of claims 1 to 9, characterized by, The deviation comprises that the rolling radius of the wheel is greater than the rolling radius of other wheels or the rolling radius of the wheel is less than the rolling radius of other wheels.

11. An active suspension attitude adjustment control device, characterized in that, The method comprises: a monitoring module for monitoring the tire pressure of the wheel in real time; a determining module for determining the rolling radius of the wheel when the tire pressure is monitored to decrease; a comparing module for comparing the rolling radius of each wheel; an adjusting module for adjusting the height of the active suspension of the wheel with deviation to a desired height when the rolling radius of the wheel has deviation. The determining the rolling radius of the wheel comprises: obtaining the vehicle speed, the wheel speed of the wheel and the wheel load; calculating a first rolling radius of the wheel according to the vehicle speed, the wheel load and the tire pressure; calculating a second rolling radius of the wheel according to the vehicle speed and the wheel speed; determining the final rolling radius of the wheel according to the first rolling radius and the second rolling radius.

12. A controller comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein, The processor executes the computer program to realize the steps of the active suspension posture adjustment control method according to any one of claims 1 to 10.

13. An automobile characterized by comprising: The automobile comprises an active suspension and the controller according to claim 12.

14. A computer-readable storage medium, the computer-readable storage medium storing a computer program, characterized in that, The computer program is executed by the processor to realize the steps of the active suspension posture adjustment control method according to any one of claims 1 to 10. The computer program is executed by the processor to realize the steps of the active suspension posture adjustment control method according to any one of claims 1 to 10.

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