An electronic suspension control method and controller based on driving intent

Abstract

This invention provides an electronically controlled suspension control method and controller based on driving intention. The control method includes the following steps: determining whether the vehicle is driving normally; if so, determining whether the vehicle has entered an instantaneous steering condition. If the vehicle has entered an instantaneous steering condition, acquiring a first control current for the shock absorber; if the vehicle has not entered an instantaneous steering condition, determining whether the vehicle has entered a steady-state steering condition. If the vehicle has entered a steady-state steering condition, acquiring a second control current for the shock absorber. This method can identify the instantaneous and steady-state steering conditions of the vehicle based on the driver's intention, thereby achieving advance control of the vehicle and improving its handling stability and safety.

Description

Technical Field

[0001] This invention relates to the field of vehicle suspension control, and in particular to an electronically controlled suspension control method and an electronically controlled suspension controller based on driving intention. Background Technology

[0002] The vehicle suspension system is the connecting and supporting device between the vehicle body and the wheels. This system can transmit various torques and forces between the body and wheels, while also mitigating and suppressing impacts caused by uneven road surfaces. As a crucial component of modern automotive systems, the control performance of the suspension system directly determines and affects the vehicle's stability and comfort. During normal driving, due to the complex and diverse actual road conditions, and because the spring stiffness and shock absorber damping coefficients of traditional suspension systems are fixed at the factory and cannot be adjusted in real time, this has become a key factor limiting vehicle stability and comfort.

[0003] Electronically controlled suspension can adjust the suspension system according to real-time road conditions and driver intentions, balancing vehicle handling and comfort, and has become the future development trend of vehicle suspension systems. Continuously damped adjustable shock absorbers, as one of the most important solutions in electronically controlled suspension, have high market acceptance. Combined with the "skylight" control theory, continuously damped adjustable shock absorbers can adjust damping based on real-time road information input and vehicle body posture, thereby improving vehicle handling and body stability under straight-line or low-amplitude road vibration conditions.

[0004] However, in certain operating conditions where the damper damping coefficient needs to be controlled in advance, such as when the vehicle is changing lanes or turning, the demand for vehicle handling stability is high, requiring timely adaptive adjustments to the suspension system to improve vehicle handling stability. For steering conditions, according to the GB / T6323-2014 standard "Test Methods for Vehicle Handling Stability," and referring to actual road driving conditions, typical tests for steering conditions include: serpentine test, steering transient response test, steering return test, and steady-state turning test. Therefore, steering conditions are mainly divided into two types: one with instantaneous steering input, such as lane changing, and the other with steady-state steering input, such as continuous turning. Different control requirements are needed for these two types of conditions, but existing technologies do not differentiate between steering conditions or provide different control schemes. Summary of the Invention

[0005] The purpose of this invention is to provide an electronically controlled suspension control method and an electronically controlled suspension controller based on driving intention. This method can identify the instantaneous steering condition and steady-state steering condition of the vehicle according to the driver's intention, so as to achieve advance control of the vehicle and improve the vehicle's handling stability and safety.

[0006] To achieve the above objectives, the present invention provides an electronically controlled suspension control method based on driving intention, comprising the following steps:

[0007] S01. Determine if the vehicle is driving normally. If so, proceed to step S02.

[0008] S02. Determine if the vehicle has entered a momentary steering condition. If yes, proceed to step S03; otherwise, proceed to step S04.

[0009] S03. Calculate the first control current of the vibration damper, adjust the damping of the vibration damper according to the first control current, and then return to step S01.

[0010] S04. Determine whether the vehicle has entered a steady-state steering condition. If yes, proceed to step S05; otherwise, return to step S01.

[0011] S05. Calculate the second control current of the vibration damper, adjust the damping of the vibration damper according to the second control current, and then return to step S01.

[0012] Optionally, in S02, the steps for determining whether the vehicle has entered a momentary steering condition include:

[0013] Obtain the steering wheel angular velocity, steering wheel angular acceleration, and vehicle body roll angular velocity;

[0014] Calculate the turning rate threshold, turning acceleration threshold, and vehicle roll rate threshold;

[0015] The steering wheel angular velocity is compared with the angular velocity threshold, the steering wheel angular acceleration is compared with the angular acceleration threshold, and the vehicle body roll angular velocity is compared with the roll angular velocity threshold.

[0016] If the steering wheel angular rate is greater than the angular rate threshold, the steering wheel angular acceleration is greater than the angular acceleration threshold, and the vehicle body roll angular rate is greater than the roll angular rate threshold, then the vehicle is determined to have entered the instantaneous steering condition.

[0017] If the steering wheel angular rate is less than or equal to the angular rate threshold, or the steering wheel angular acceleration is less than or equal to the angular acceleration threshold, or the vehicle body roll angular rate is less than or equal to the roll angular rate threshold, then it is determined that the vehicle has not entered the instantaneous steering condition.

[0018] Optionally, the steps of calculating the steering rate threshold, the steering acceleration threshold, and the roll rate threshold include:

[0019] The vehicle speed is obtained, and the turning rate threshold is calculated based on the vehicle speed.

[0020] The vehicle speed is obtained, and the turning acceleration threshold is calculated based on the vehicle speed.

[0021] The vehicle speed is obtained, and the roll rate threshold is calculated based on the vehicle speed.

[0022] Optionally, in S03, the step of calculating the first control current of the vibration damper includes:

[0023] The maximum value of the steering wheel angle rate and the vehicle speed are obtained, and the first control current is calculated based on the maximum value of the steering wheel angle rate and the vehicle speed.

[0024] Optionally, in S03, the steps to return to the execution of step S01 include:

[0025] The steering wheel angular velocity, steering wheel angular acceleration, and vehicle body roll angular velocity are obtained; if the steering wheel angular velocity is less than the angular velocity threshold, the steering wheel angular acceleration is less than the angular acceleration threshold, and the vehicle body roll angular velocity is less than the roll angular velocity threshold, the vehicle is determined to have exited the instantaneous steering condition, and the process returns to step S01.

[0026] Optionally, in S04, the step of determining whether the vehicle has entered the steady-state steering condition includes:

[0027] Obtain steering wheel angle and vehicle lateral acceleration;

[0028] Calculate the rotation angle threshold and lateral acceleration threshold;

[0029] The steering wheel angle is compared with the angle threshold, and the vehicle body lateral acceleration is compared with the lateral acceleration threshold;

[0030] If the steering wheel angle is greater than the angle threshold and the vehicle body lateral acceleration is greater than the lateral acceleration threshold, then the vehicle is determined to have entered the steady-state steering condition.

[0031] If the steering wheel angle is less than or equal to the steering angle threshold, or the vehicle body lateral acceleration is less than or equal to the lateral acceleration threshold, then the vehicle is determined to have entered the steady-state steering condition.

[0032] Optionally, the steps of calculating the rotation angle threshold and the lateral acceleration threshold include:

[0033] The vehicle speed is obtained, and the turning angle threshold is calculated based on the vehicle speed.

[0034] Based on the same vehicle model, the lateral acceleration threshold is obtained.

[0035] Optionally, in S05, the step of calculating the second control current of the vibration damper includes:

[0036] The maximum value of the vehicle body lateral acceleration is obtained, and the second control current is calculated based on the maximum value of the vehicle body lateral acceleration.

[0037] Optionally, in S05, the steps to return to the execution of step S01 include:

[0038] Obtain the steering wheel angle and the vehicle body lateral acceleration; if the steering wheel angle is less than the angle threshold and the vehicle body lateral acceleration is less than the lateral acceleration threshold, determine that the vehicle has exited the steady-state steering condition and return to step S01.

[0039] Optionally, in step 01, the step of determining whether the vehicle is driving normally includes:

[0040] Determine if the suspension system has malfunctioned; if not, determine if the vehicle is in driving condition; if yes, proceed to step S02.

[0041] To achieve the above objectives, the present invention also provides an electronically controlled suspension controller, which is disposed in a vehicle and is used to execute the electronically controlled suspension control method based on driving intention as described in any one of the claims.

[0042] This invention provides an electronically controlled suspension control method and controller based on driving intention. This method can identify the instantaneous and steady-state steering conditions of the vehicle according to the driver's intention, making vehicle pre-control more consistent with actual driving conditions. The method can also adjust the control current of the shock absorbers according to the type of steering condition, thereby adjusting the damping of the shock absorbers before the vehicle body actually rotates, achieving separate pre-control of the two steering conditions and improving vehicle handling stability and safety. Attached Figure Description

[0043] Figure 1 This is a flowchart of an electronically controlled suspension control method in a preferred embodiment of the present invention;

[0044] Figure 2 This is a schematic diagram of the time-varying curves of steering wheel angle θ, steering wheel angular acceleration α, steering wheel angular velocity ω1, and vehicle body roll rate ω2 in a preferred embodiment of the present invention.

[0045] Figure 3 In a preferred embodiment of the present invention, the steering wheel angle θ, the steering wheel angular rate ω1, and the vehicle body lateral acceleration a are... y A schematic diagram of the curve showing the change over time;

[0046] Figure 4 This is a flowchart of an electronically controlled suspension control method in another preferred embodiment of the present invention. Detailed Implementation

[0047] The present invention will be further described in detail below with reference to the accompanying drawings and specific embodiments. The advantages and features of the present invention will become clearer from the following description. It should be noted that the drawings are all in a very simplified form and use non-precise proportions, and are only used to facilitate and clarify the illustration of the embodiments of the present invention.

[0048] The present invention will now be described in detail with reference to the accompanying drawings and preferred embodiments. Unless otherwise specified, the following embodiments and features can complement or combine with each other.

[0049] During real-vehicle testing and analysis, the overall system delay was significant, from the moment the driver began turning the steering wheel to the gradual change in the vehicle's posture, then to the system recognizing the actual changes in vehicle posture and finally responding to the solenoid valves. To improve vehicle handling under steering conditions and increase the damping force of the shock absorbers, the driver's intention to control the vehicle plays a crucial role. Therefore, in predictive control of the shock absorber damping, the damping can be adjusted according to the driver's intention.

[0050] In one existing patent (publication number CN110509737A), an adaptive electronic suspension control system and method are disclosed. This method, based on the inputs of a steering wheel angle sensor and a steering acceleration sensor, controls and adjusts the damping of a switchable shock absorber when the steering wheel angle is greater than a set angle and the steering acceleration is greater than a set acceleration. In another existing patent (publication number CN108773376A), a vehicle control method incorporating driver intent is proposed. This method determines whether the vehicle has engaged in steering behavior by using the steering wheel angle value, and simultaneously uses the steering wheel angle change rate to determine whether the vehicle has engaged in sharp steering behavior, thereby identifying the driver's steering intent and optimizing vehicle control.

[0051] In actual steering situations, driver intentions are sudden, diverse, and uncertain. Relying solely on steering wheel angle or angle change rate signals is insufficient to effectively identify the true driving intention. In such cases, relying solely on road surface information and vehicle body response control will result in significant control delays.

[0052] like Figure 1 As shown, a preferred embodiment of the present invention provides an electronically controlled suspension control method based on driving intention, comprising the following steps:

[0053] S01. Determine if the vehicle is driving normally. If so, proceed to step S02.

[0054] S02. Determine if the vehicle has entered a momentary steering condition. If yes, proceed to step S03; otherwise, proceed to step S04.

[0055] S03. Calculate the first control current of the vibration damper, adjust the damping of the vibration damper according to the first control current, and then return to execute step S01.

[0056] S04. Determine whether the vehicle has entered a steady-state steering condition. If yes, proceed to step S05; otherwise, return to step S01.

[0057] S05. Calculate the second control current of the vibration damper, adjust the damping of the vibration damper according to the second control current, and then return to step S01.

[0058] This invention provides an electronically controlled suspension method based on driving intention. This method can accurately identify the driver's steering intention, and thus promptly and effectively identify the vehicle's instantaneous and steady-state steering conditions, making the vehicle's pre-control more consistent with actual driving conditions. Furthermore, this control method can adjust the control current of the shock absorbers according to the type of steering condition, thereby pre-controlling and adjusting the damping of the shock absorbers before the vehicle body actually rotates, achieving separate pre-control for the two steering conditions and improving the vehicle's handling stability and safety.

[0059] For continuously damped adjustable electronically controlled suspension, this control method can identify instantaneous and steady-state steering conditions in advance according to the driver's intentions while the vehicle is in motion, and adaptively adjust the damper continuously according to the type of steering condition to improve the safety control requirements of vehicle handling.

[0060] More specifically, when the vehicle is on mountain roads or in roundabouts, it is in a steady-state steering condition and will not trigger an instantaneous steering condition. Under these conditions, the stability requirements for vehicle handling are relatively high. This application can identify the steady-state steering condition in a timely manner to improve the accuracy of vehicle control and plays a positive role in vehicle pre-control.

[0061] It should be noted that this control method can be applied to predictive control of continuously damped adjustable electronic suspension control systems. Furthermore, this control method can also be applied to predictive control of magnetorheological damper systems or fully active electronic suspension control systems.

[0062] The present invention also provides an electronically controlled suspension controller, which is installed in a vehicle and is used to execute the above-described electronically controlled suspension control method based on driving intention. This application does not limit the specific type of the electronically controlled suspension controller.

[0063] In a preferred embodiment, step S01, determining whether the vehicle is driving normally, includes:

[0064] Determine if the suspension system has malfunctioned; if not, determine if the vehicle is in driving condition; if yes, proceed to step S02.

[0065] More specifically, before determining whether the vehicle has entered a momentary steering condition, it is first determined whether the electronically controlled suspension system is in a fault state. This fault state includes whether the detection information acquired by the sensors is reliable and whether the solenoid valves have no electrical faults (i.e., are reliable). If the detection results are reliable, the vehicle is determined to be in a fault-free state, and the determination of whether the vehicle is in a driving condition continues; if the detection results are unreliable, the vehicle is determined to be in a fault state. At this time, the driver's driving intention cannot be effectively determined, and further detection and processing of fault information are required.

[0066] If the vehicle is in a fault-free state, it is also necessary to determine whether the vehicle is in a driving condition by detecting the vehicle's speed x. The vehicle speed x can be obtained through a corresponding sensor, such as a speed sensor. If the vehicle is in a driving condition, then step S02 is executed. If the vehicle is stationary, it is not necessary to determine the driver's steering intention, and the process can return to step S01.

[0067] In a preferred embodiment, in S02, the step of determining whether the vehicle has entered a momentary steering condition includes:

[0068] Obtain the steering wheel angular velocity ω1, steering wheel angular acceleration α, and vehicle body roll angular velocity ω2.

[0069] Calculate the turning rate threshold T1, the turning acceleration threshold T2, and the vehicle roll rate threshold T3.

[0070] The steering wheel angular velocity ω1 is compared with the angular velocity threshold T1, the steering wheel angular acceleration α is compared with the angular acceleration threshold T2, and the vehicle body roll angular velocity ω2 is compared with the roll angular velocity threshold T3.

[0071] If the steering wheel angular velocity |ω1| is greater than the angular velocity threshold T1; the steering wheel angular acceleration |α| is greater than the angular acceleration threshold T2; and the vehicle body roll angular velocity |ω2| is greater than the roll angular velocity threshold T3, i.e., |ω1|>T1, |α|>T2, and |ω2|>T3, then the vehicle is determined to have entered an instantaneous steering condition. In this case, it indicates that the driver is performing an instantaneous steering operation at that moment, such as when the vehicle is changing lanes.

[0072] If the steering wheel angular velocity |ω1| is less than or equal to the angular velocity threshold T1, or the steering wheel angular acceleration |α| is less than or equal to the angular acceleration threshold T2, or the vehicle body roll angular velocity |ω2| is less than or equal to the roll angular velocity threshold T3, i.e., |ω1|≤T1, |α|≤T2, and |ω2|≤T3, then it is determined that the vehicle has not entered the instantaneous steering condition. In this case, it indicates that the driver has not performed a steering operation, or the driver's steering operation is too small to cause the vehicle to actually change lanes or turn.

[0073] It should be understood that the steering wheel angular velocity ω1 refers to the rate of change of the steering wheel rotation angle over time, i.e., the speed of steering wheel rotation. The steering wheel angular acceleration α refers to the rate of change of the steering wheel angular velocity ω1 over time, i.e., how fast the steering wheel angular velocity ω1 changes. The vehicle roll angular velocity ω2 is the rate of change of the vehicle roll angle over time, i.e., the speed of vehicle roll. The steering wheel angular velocity ω1 can be obtained through the vehicle's CAN bus, the steering wheel angular acceleration α can be obtained by differentiating the steering wheel angular velocity, and the vehicle roll angular velocity ω2 can be obtained through corresponding sensors (such as a 6-axis inertial navigation sensor IMU).

[0074] It should be noted that the steering wheel angle rate ω1 is relatively small during vehicle turning, which may cause the control process to exit erroneously (e.g., in the moose experiment). In addition to obtaining the steering wheel angle rate ω1, this application also obtains the steering wheel angle acceleration α, thus avoiding misjudgment of the vehicle's steering condition. Preferably, this method also obtains the vehicle body roll rate ω2 to determine that the vehicle has a certain roll rate before entering the instantaneous steering condition, improving the accuracy of the judgment and thus better identifying the driver's steering intention.

[0075] This application can accurately identify the driver's steering intention when the vehicle suddenly turns, and determine whether the vehicle has entered a momentary steering condition based on the driver's intention, so as to make an advance prediction before the actual body roll occurs, and pre-control the damping of the shock absorber to avoid control delay.

[0076] More specifically, drivers assess actual road conditions and turn the steering wheel when a turn is required. This control method anticipates the driver's intentions while they are operating the steering wheel, allowing it to predict whether the vehicle will enter a momentary turning condition before the actual turn occurs. Once a momentary turning condition is entered, the damping of the shock absorbers is adjusted in time, thereby improving the vehicle's handling and stability during turns.

[0077] Figure 2The diagram shows the curves of steering wheel angle θ, steering wheel angular acceleration α, steering wheel angular rate ω1, and vehicle roll rate ω2 at different times. Specifically, in step S02, the controller acquires the steering wheel angular rate ω1, steering wheel angular acceleration α, and vehicle roll rate ω2 at predetermined time intervals and compares them with corresponding set thresholds. As shown in the figure, at time t1, since |ω1|>T1, |α|>T2, and |ω2|>T3, the controller can determine that the vehicle enters an instantaneous steering condition at time t1.

[0078] Furthermore, the steps for calculating the angular rate threshold T1, the angular acceleration threshold T2, and the roll rate threshold T3 include:

[0079] Obtain the vehicle's driving speed x, and calculate the turning rate threshold T1 based on the vehicle's driving speed x.

[0080] Obtain the vehicle's speed x, and calculate the angular acceleration threshold T2 based on the vehicle's speed x.

[0081] Obtain the vehicle's driving speed x, and calculate the roll rate threshold T3 based on the vehicle's driving speed x.

[0082] It should be noted that the steering rate threshold T1, steering acceleration threshold T2, and roll rate threshold T3 are all related to the vehicle model and vehicle speed x. Therefore, the steering rate threshold T1, steering acceleration threshold T2, and roll rate threshold T3 can be determined jointly by the vehicle model and vehicle speed x. Thus, when obtaining the steering rate threshold T1, steering acceleration threshold T2, and roll rate threshold T3, it is necessary to select a test vehicle of the same model and save the test results in the controller of the driving vehicle.

[0083] It should be understood that the correspondence between vehicle speed x and turning rate threshold T1 can be obtained through testing and matching of actual vehicles and recorded in the controller.

[0084] In a preferred embodiment, if the correspondence between vehicle speed x and the turning rate threshold T1 conforms to the function expression f1, i.e., T1 = f1(x); the correspondence between vehicle speed x and the turning acceleration threshold T2 conforms to the function expression f2, i.e., T2 = f2(x); and the correspondence between vehicle speed x and the roll rate threshold T3 conforms to the function expression f3, i.e., T3 = f3(x), then after obtaining the vehicle speed x, x can be directly substituted into the function expressions f1, f2, or f3 to obtain the turning rate threshold T1, the turning acceleration threshold T2, and the roll rate threshold T3.

[0085] In another preferred embodiment, if the correspondences between vehicle speed x and steering rate threshold T1, steering acceleration threshold T2, and roll rate threshold T3 do not satisfy the functional expression, then calibration values ​​for steering rate threshold T1, steering acceleration threshold T2, or roll rate threshold T3 at different vehicle speeds x can be obtained through actual vehicle testing and matching. After obtaining the vehicle speed x, calibration values ​​for steering rate threshold T1, steering acceleration threshold T2, or roll rate threshold T3 can be obtained according to the correspondences, and these calibration values ​​can be used as the steering rate threshold T1, steering acceleration threshold T2, and roll rate threshold T3, respectively.

[0086] Optionally, in S03, the preferred steps for calculating the first control current D1 of the vibration damper include:

[0087] Once the vehicle enters the instantaneous steering condition, obtain the maximum values ​​ω1 of the vehicle speed x and the steering wheel angle rate. max And based on the maximum value ω1 of the vehicle's speed x and the steering wheel angle rate. max The first control current D1 of the shock absorber is calculated. Before the vehicle turns, the controller adjusts the damping of the shock absorber according to the first control current D1, thereby improving the handling stability of the vehicle when it is in a momentary turning condition.

[0088] In a preferred embodiment, the maximum value ω1 of the steering wheel angular velocity is obtained. max The steps include:

[0089] After the vehicle enters the instantaneous steering condition, the steering wheel angular velocity ω1 is obtained. Substituting the steering wheel angular velocity ω1 into the function relationship M1, the maximum value ω1 of the steering wheel angular velocity is obtained. max , i.e. ω1 max =M1(ω1). Where, the function M1 represents obtaining the maximum value ω1 of the steering wheel angular velocity. max The functional relationship.

[0090] It should be known that the vehicle's speed x and the maximum value ω1 of the steering wheel angle rate are... max The correspondence between the first control current D1 and the actual vehicle can be obtained through testing and matching, and recorded in the controller.

[0091] In a preferred embodiment, the maximum values ​​of vehicle speed x and steering wheel angular velocity ω1 are... max The correspondence between the current and the first control current D1 conforms to the function expression f4, that is, D1 = f4(ω1) max (x). At this point, the maximum value ω1 of the steering wheel angular velocity is obtained. maxAfter determining the vehicle's speed x, ω1 can be directly... max Substituting x into the function expression f4, we can obtain the first control current D1.

[0092] In another preferred embodiment, the maximum values ​​of the vehicle speed x and the steering wheel angle rate ω1 are... max The correspondence between the first control current D1 and the first control current D1 does not satisfy the functional expression. In this case, it can be obtained through testing and matching on a real vehicle, that is, before the vehicle leaves the factory, the maximum value ω1 of different steering wheel angular rates is obtained. max The calibration value of the first control current D1 corresponding to different vehicle speeds x. The maximum value ω1 of the steering wheel angular velocity is obtained. max After determining the vehicle's speed x, the calibration value of the first control current D1 can be obtained, and this calibration value is used as the first control current D1.

[0093] More preferably, in S03, the step of returning to the execution step S01 includes:

[0094] Obtain the steering wheel angular velocity ω1, steering wheel angular acceleration α, and vehicle roll angular velocity ω2. If at a certain moment, the steering wheel angular velocity |ω1| is less than the angular velocity threshold T1, the steering wheel angular acceleration |α| is less than the angular acceleration threshold T2, and the vehicle roll angular velocity |ω2| is less than the roll angular velocity threshold T3, i.e., |ω1|<T1, |α|<T2, and |ω2|<T3, determine that the vehicle has exited the instantaneous steering condition and return to step S01.

[0095] Specifically, after determining that the vehicle has entered the instantaneous steering condition and adjusting the first control current D1 of the shock absorber, the controller acquires ω1, α and ω2 every predetermined time interval. If |ω1| < T1, |α| < T2 and |ω2| < T3, it indicates that the vehicle has not maintained the instantaneous steering condition. Therefore, the vehicle is determined to have exited the instantaneous steering condition and returns to step S01 to restart the determination of whether the vehicle has entered the instantaneous steering condition.

[0096] Furthermore, in S04, the steps for determining whether the vehicle has entered a steady-state steering condition include:

[0097] Obtain the steering wheel angle θ and the vehicle body lateral acceleration a y .

[0098] Calculate the rotation angle threshold T4 and the lateral acceleration threshold T5.

[0099] Compare the steering wheel angle |θ| with the steering angle threshold T4, and measure the vehicle's lateral acceleration |a|. y | Compare with the lateral acceleration threshold T5.

[0100] If the steering wheel angle |θ| is greater than the angle threshold T4, and the vehicle body lateral acceleration |a| y |greater than the lateral acceleration threshold T5, i.e., |θ|>T4 and |a| y |>T5 indicates that the vehicle is continuously rotating, such as when the vehicle is continuously turning. In this case, the vehicle is determined to have entered a steady-state turning condition.

[0101] If the steering wheel angle |θ| is less than or equal to the steering angle threshold T4, or the vehicle body lateral acceleration |a| y | less than or equal to the lateral acceleration threshold T5, i.e., |θ| ≤ T4 and |a| y If |≤T5, it means that the vehicle is not continuously rotating, and therefore the vehicle is not considered to have entered a steady-state steering condition.

[0102] It should be understood that the steering wheel angle θ refers to the actual angle of rotation of the steering wheel. The lateral acceleration a of the vehicle body... y This refers to the rate of change of the vehicle's speed over time in the direction of rotation. It includes the steering wheel angle θ and the lateral acceleration a of the vehicle body. y Appropriate sensors can be used for detection. For example, the steering wheel angle θ can be obtained through a steering wheel angle sensor, and the lateral acceleration a of the vehicle body can be obtained through a 6-axis inertial navigation sensor (IMU). y .

[0103] It should be noted that, in addition to obtaining the steering wheel angle θ, this application also obtains the vehicle body lateral acceleration a. y This ensures that the vehicle body has a certain lateral acceleration before it actually rotates, improving the accuracy of judgment and enabling a more accurate understanding of the driver's driving intentions.

[0104] Specifically, the driver will make judgments based on the actual road conditions and continuously turn the steering wheel in mountainous or roundabout situations. This control method can anticipate the driver's driving intentions while the driver is continuously turning the steering wheel, and thus predict whether the vehicle has entered a steady-state steering condition before the vehicle body actually turns, and adjust the damping of the shock absorbers in time to improve the comfort of the vehicle when it is in a steady-state steering condition.

[0105] Figure 3 The steering wheel angle θ, steering wheel angular rate ω1, and vehicle body lateral acceleration a are shown. y The curves showing the changes at different times. Specifically, in S04, the controller acquires the steering wheel angle θ and the vehicle's lateral acceleration a at predetermined time intervals. y And compare it with the corresponding set threshold. As shown in the figure, at time t2, since |θ|>T4 and |a| y |>T5, the controller can determine that the vehicle has entered a steady-state steering condition at time t2.

[0106] Furthermore, the steps for calculating the rotation angle threshold T4 and the lateral acceleration threshold T5 include:

[0107] Obtain the vehicle's speed x, and calculate the turning angle threshold T4 based on the vehicle's speed x.

[0108] Based on the same vehicle model, obtain the lateral acceleration threshold T5.

[0109] It should be noted that the turning threshold T4 is related to the vehicle model and the vehicle speed x, meaning that the turning threshold T4 can be determined by both the vehicle model and the vehicle speed x. Therefore, when obtaining the turning threshold T4, it is necessary to select a test vehicle of the same model and save the test results in the controller of the driving vehicle.

[0110] It should be understood that the correspondence between vehicle speed x and turning angle threshold T4 can be obtained through testing and matching of actual vehicles and recorded in the controller.

[0111] In a preferred embodiment, if the correspondence between the vehicle speed x and the turning angle threshold T4 conforms to the function expression f5, i.e., T4 = f5(x), then after obtaining the vehicle speed x, x can be directly substituted into the function expression f5 to obtain the turning angle threshold T4.

[0112] In another preferred embodiment, if the correspondence between vehicle speed x and turning angle threshold T4 does not satisfy a functional expression, the calibration value of turning angle threshold T4 at different vehicle speeds x can be obtained through actual vehicle testing and matching. After obtaining the vehicle speed x, the calibration value of turning angle threshold T4 can be obtained according to the correspondence, and the calibration value can be used as the turning angle threshold T4.

[0113] It should also be noted that the lateral acceleration threshold T5 is only related to the vehicle model. Before the vehicle leaves the factory, the lateral acceleration threshold T5 can be obtained according to the vehicle model and stored in the controller of the vehicle.

[0114] In a preferred embodiment, in S05, the step of calculating the second control current D2 of the vibration damper includes:

[0115] Obtain the maximum value a of the vehicle's lateral acceleration. ymax And based on the maximum value of the vehicle body's lateral acceleration a ymax The second control current D2 is calculated. Before the vehicle body actually rotates, the controller adjusts the damper's damping based on the second control current D2, thereby improving the vehicle's handling stability when entering steady-state steering conditions.

[0116] In a preferred embodiment, the maximum value of the lateral acceleration a is obtained. ymax The steps include:

[0117] After the vehicle enters steady-state steering condition, the lateral acceleration a of the vehicle body is obtained. y The lateral acceleration a of the vehicle body y Substituting into the functional relationship M2, we obtain the maximum value of the lateral acceleration a. ymax That is, a ymax =M2(a y Here, function M2 represents obtaining the maximum value of lateral acceleration a. ymax The functional relationship.

[0118] It should be known that the maximum lateral acceleration a of the vehicle body ymax The correspondence between the second control current D2 and the actual vehicle can be obtained through testing and matching, and recorded in the controller.

[0119] In a preferred embodiment, the maximum value of the vehicle body lateral acceleration a ymax The correspondence between the current and the second control current D2 conforms to the function expression f6, that is, D2 = f6(a ymax At this point, the maximum value of the lateral acceleration a is obtained. ymax After that, you can directly put a ymax Substituting these values ​​into the function expression f6 yields the second control current D2.

[0120] In another preferred embodiment, the maximum value of the vehicle body lateral acceleration a ymax The correspondence between the current and the second control current D2 does not satisfy the functional expression. In this case, it can be obtained through actual vehicle testing and matching, that is, before the vehicle leaves the factory, the maximum value of different lateral accelerations a is obtained. ymax The corresponding calibration value of the second control current D2. The maximum value of the lateral acceleration a is obtained. ymax Then, the calibration value of the second control current D2 can be obtained, and this calibration value is used as the second control current D2.

[0121] Furthermore, in S05, the step of returning to the execution step S01 includes:

[0122] Obtain the steering wheel angle θ and the vehicle body lateral acceleration a y If at a certain moment, the steering wheel angle |θ| is less than the angle threshold T4, and the vehicle body lateral acceleration |a| y | less than the lateral acceleration threshold T5, i.e., |θ| < T4 and |a| y |<T5, determine that the vehicle has exited the steady-state steering condition, and return to the execution step S01.

[0123] Specifically, after determining that the vehicle has entered a steady-state steering condition and adjusting the second control current D2 of the shock absorber, the controller acquires θ and a at predetermined time intervals. y If |θ| < T4 and |a yIf | < T5, it indicates that the vehicle has not maintained the steering condition. Therefore, it is determined that the vehicle has exited the steady-state steering condition and returns to step S01 to restart the determination of whether the vehicle has entered the instantaneous steering condition.

[0124] like Figure 4 As shown, in a preferred embodiment, the vehicle suspension control method includes the following steps:

[0125] S011. Determine if the suspension system has malfunctioned. If not, proceed to step S012.

[0126] S012. Determine whether the vehicle is in driving condition; if yes, proceed to step S013.

[0127] S013. Obtain the steering wheel angular rate ω1 and calculate the angular rate threshold T1.

[0128] S014. Obtain the steering wheel angular acceleration α and calculate the angular acceleration threshold T2.

[0129] S015. Obtain the vehicle body roll rate ω2 and calculate the roll rate threshold T3.

[0130] S016. Obtain the steering wheel angle θ and calculate the angle threshold T4.

[0131] S017, Obtain the vehicle's lateral acceleration a y And the lateral acceleration threshold T5 is calculated.

[0132] S021. Compare the steering wheel angular velocity |ω1| with the angular velocity threshold T1, the steering wheel angular acceleration |α| with the angular acceleration threshold T2, and the vehicle body roll angular velocity |ω2| with the roll angular velocity threshold T3. If |ω1|>T1, |α|>T2, and |ω2|>T3, then proceed to step S031; if |ω1|≤T1, |α|≤T2, and |ω2|≤T3, then proceed to step S041.

[0133] S031. Determine that the vehicle has entered a momentary steering condition.

[0134] S032, Calculate the maximum value ω1 of the steering wheel angular velocity. max .

[0135] S033, based on the maximum value ω1 of the vehicle's speed x and the steering wheel angle rate. max The first control current D1 of the vibration damper is calculated.

[0136] S034. Compare the steering wheel angular velocity |ω1| with the angular velocity threshold T1, the steering wheel angular acceleration |α| with the angular acceleration threshold T2, and the vehicle body roll angular velocity |ω2| with the roll angular velocity threshold T3.

[0137] S035. If |ω1|<T1, |α|<T2 and |ω2|<T3, then determine that the vehicle has exited the instantaneous steering condition and return to step S01.

[0138] S041. Compare the steering wheel angle |θ| with the steering angle threshold T4, and the vehicle body lateral acceleration |a|. y |and the lateral acceleration threshold T5. If |θ|>T4 and |a y If | > T5, then execute step S042; if |θ| ≤ T4 and |a y If |≤T5, then return to step S01.

[0139] S042. Determine that the vehicle has entered a steady-state steering condition.

[0140] S043. Calculate the maximum value of the vehicle body's lateral acceleration, a. ymax .

[0141] S044. Based on the maximum value of the vehicle's lateral acceleration a ymax The second control current D2 is calculated.

[0142] S045. Compare the steering wheel angle |θ| with the steering angle threshold T4, and the vehicle body lateral acceleration |a|. y | and the lateral acceleration threshold T5.

[0143] S046. If |θ| < T4 and |a| < T4, y If | < T5, then it is determined that the vehicle has exited the steady-state steering condition and the process returns to step S01.

[0144] This application does not impose any particular limitation on the type of controller. It can be hardware that performs logic operations, such as a microcontroller, microprocessor, programmable logic controller (PLC), or field-programmable gate array (FPGA), or software programs, functional modules, functional expressions, object libraries, or dynamic-link libraries that implement the above functions on a hardware basis. It should be understood how to specifically implement communication between the controller and other devices.

[0145] In summary, this invention provides an electronically controlled suspension control method and controller based on driving intention. This method can identify the instantaneous and steady-state steering conditions of the vehicle according to the driver's intention, making vehicle pre-control more consistent with actual driving conditions. Furthermore, this method can adjust the control current of the shock absorbers according to the type of steering condition, thereby adjusting the damping of the shock absorbers before the vehicle body actually rotates, achieving separate pre-control of the two steering conditions and improving vehicle handling stability and safety.

[0146] The above description is merely a description of preferred embodiments of the present invention and is not intended to limit the scope of the present invention in any way. Any changes or modifications made by those skilled in the art based on the above disclosure shall fall within the protection scope of the present invention.

Claims

1. An electronically controlled suspension control method based on driving intention, characterized in that, Includes the following steps: S01. Determine if the vehicle is driving normally. If so, proceed to step S02. S02. Determine if the vehicle has entered a momentary steering condition. If yes, proceed to step S03; otherwise, proceed to step S04. S03. Calculate the first control current of the vibration damper, adjust the damping of the vibration damper according to the first control current, and then return to step S01. S04. Determine whether the vehicle has entered a steady-state steering condition. If yes, proceed to step S05; otherwise, return to step S01. S05. Calculate the second control current of the vibration damper, adjust the damping of the vibration damper according to the second control current, and then return to step S01. In S02, the steps for determining whether the vehicle has entered a momentary steering condition include: Obtain the steering wheel angular velocity, steering wheel angular acceleration, and vehicle body roll angular velocity; Calculate the turning rate threshold, turning acceleration threshold, and vehicle roll rate threshold; The steering wheel angular velocity is compared with the angular velocity threshold, the steering wheel angular acceleration is compared with the angular acceleration threshold, and the vehicle body roll angular velocity is compared with the roll angular velocity threshold. If the steering wheel angular rate is greater than the angular rate threshold, the steering wheel angular acceleration is greater than the angular acceleration threshold, and the vehicle body roll angular rate is greater than the roll angular rate threshold, then the vehicle is determined to have entered the instantaneous steering condition. If the steering wheel angle rate is less than or equal to the angle rate threshold, or the steering wheel angle acceleration is less than or equal to the angle acceleration threshold, or the vehicle body roll rate is less than or equal to the roll rate threshold, then it is determined that the vehicle has not entered the instantaneous steering condition. In S03, the steps to return to the execution step S01 include: The steering wheel angular velocity, steering wheel angular acceleration, and vehicle body roll angular velocity are obtained; if the steering wheel angular velocity is less than the angular velocity threshold, the steering wheel angular acceleration is less than the angular acceleration threshold, and the vehicle body roll angular velocity is less than the roll angular velocity threshold, the vehicle is determined to have exited the instantaneous steering condition, and the process returns to step S01.

2. The electronically controlled suspension method based on driving intention as described in claim 1, characterized in that, The steps for calculating the steering rate threshold, the steering acceleration threshold, and the roll rate threshold include: The vehicle speed is obtained, and the turning rate threshold is calculated based on the vehicle speed. The vehicle speed is obtained, and the turning acceleration threshold is calculated based on the vehicle speed. The vehicle speed is obtained, and the roll rate threshold is calculated based on the vehicle speed.

3. The electronically controlled suspension method based on driving intention as described in claim 1, characterized in that, In S03, the step of calculating the first control current of the vibration damper includes: The maximum value of the steering wheel angle rate and the vehicle speed are obtained, and the first control current is calculated based on the maximum value of the steering wheel angle rate and the vehicle speed.

4. The electronically controlled suspension method based on driving intention as described in any one of claims 1-3, characterized in that, In S04, the step of determining whether the vehicle has entered the steady-state steering condition includes: Obtain steering wheel angle and vehicle lateral acceleration; Calculate the rotation angle threshold and lateral acceleration threshold; The steering wheel angle is compared with the angle threshold, and the vehicle body lateral acceleration is compared with the lateral acceleration threshold; If the steering wheel angle is greater than the angle threshold and the vehicle body lateral acceleration is greater than the lateral acceleration threshold, then the vehicle is determined to have entered the steady-state steering condition. If the steering wheel angle is less than or equal to the steering angle threshold, or the vehicle body lateral acceleration is less than or equal to the lateral acceleration threshold, then the vehicle is determined not to have entered the steady-state steering condition.

5. The electronically controlled suspension control method based on driving intention as described in claim 4, characterized in that, The steps for calculating the rotation angle threshold and the lateral acceleration threshold include: The vehicle speed is obtained, and the turning angle threshold is calculated based on the vehicle speed. Based on the same vehicle model, the lateral acceleration threshold is obtained.

6. The electronically controlled suspension control method based on driving intention as described in claim 4, characterized in that, In S05, the step of calculating the second control current of the vibration damper includes: The maximum value of the vehicle body lateral acceleration is obtained, and the second control current is calculated based on the maximum value of the vehicle body lateral acceleration.

7. The electronically controlled suspension control method based on driving intention as described in claim 4, characterized in that, In S05, the steps to return to the execution step S01 include: Obtain the steering wheel angle and the vehicle body lateral acceleration; if the steering wheel angle is less than the angle threshold and the vehicle body lateral acceleration is less than the lateral acceleration threshold, determine that the vehicle has exited the steady-state steering condition and return to step S01.

8. The electronically controlled suspension control method based on driving intention as described in any one of claims 1-3, characterized in that, In step S01, the steps for determining whether the vehicle is driving normally include: Determine if the suspension system has malfunctioned; if not, determine if the vehicle is in driving condition; if yes, proceed to step S02.

9. An electronically controlled suspension controller, characterized in that, The electronic suspension controller is installed in a vehicle and is used to execute the electronic suspension control method based on driving intention as described in any one of claims 1 to 8.

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