A vehicle suspension control method and a vehicle suspension controller

Abstract

The application provides a vehicle suspension control method and a vehicle suspension controller, comprising the following steps: judging whether a vehicle is in an impact working condition; if yes, obtaining a single impact damping force and a damping correction coefficient of a front axle shock absorber when passing through an impact position, and calculating a rear axle pre-control damping force through the single impact damping force and the damping correction coefficient; obtaining a driving mileage of the vehicle; judging whether the driving mileage exceeds a threshold value; and if yes, controlling a damping force of a rear axle shock absorber as the rear axle pre-control damping force. The method can consider complex road working conditions in inter-axle predictive control, ensure that the vehicle can pass through the impact working condition in an optimal state, and greatly improve the comfort and maneuverability of driving.

Description

Technical Field

[0001] This invention relates to the field of vehicle suspension control, and particularly to a vehicle suspension control method and a vehicle suspension controller. Background Technology

[0002] The classic semi-active suspension control method obtains sensor signal values ​​such as vehicle acceleration, wheel acceleration, and shock absorber height through sensors, and transmits them to the controller. The controller judges the operating conditions based on the measured sensor values ​​and controls the actuators to move according to the algorithm. However, there is inevitably a system delay in this process.

[0003] When encountering rough road conditions, such as speed bumps and potholes, system delays can lead to poor vehicle control and a subpar driving experience. Therefore, predictive control is crucial for improving the control capabilities of electronically controlled suspensions. Predictive control typically involves the control system identifying road surface features in advance and issuing control commands to the controlled object ahead of time to enhance vehicle control. This method offers advantages such as low cost and high practicality.

[0004] Predictive control methods include pre-axle predictive control and inter-axle predictive control. Inter-axle predictive control is based on acquiring road surface information passed by the front wheels, and then using a controller to control the rear wheels before they pass the same location. Due to the complexity of actual road conditions, when encountering multiple consecutive speed bumps, or coupled conditions involving speed bumps, acceleration dynamics, and steering dynamics, the pre-control of the rear wheels in predictive control requires more diverse requirements. For example, in situations with consecutive speed bumps, such as parking lots, traditional inter-axle predictive control cannot provide predictive control, resulting in poor suspension control performance. Furthermore, if speed bumps are installed at road curves, since predictive control for speed bumps prioritizes comfort while steering control prioritizes handling, more complex road conditions need to be considered in inter-axle predictive control. Summary of the Invention

[0005] The purpose of this invention is to provide a vehicle suspension control method and a vehicle suspension controller. This method can control the damping force of the rear axle shock absorber in complex road conditions during inter-axle predictive control, ensuring that the vehicle can pass through impact conditions in the optimal state, and greatly improving driving comfort and handling.

[0006] To achieve the above objectives, the present invention provides a vehicle suspension control method, comprising the following steps:

[0007] Determine if the vehicle is under impact conditions;

[0008] If so, obtain the single-phase impact damping force and damping correction coefficient of the front axle damper when it passes the impact position, and calculate the rear axle pre-control damping force using the single-phase impact damping force and the damping correction coefficient;

[0009] Obtain the vehicle's mileage;

[0010] Determine whether the mileage exceeds the threshold;

[0011] If so, the damping force of the rear axle damper is controlled to the pre-controlled damping force of the rear axle.

[0012] Optionally, the step of calculating the rear axle pre-control damping force using the single impact damping force and the damping correction coefficient includes:

[0013] The damping correction coefficient includes a continuous damping correction coefficient, an acceleration damping correction coefficient, and a steering damping correction coefficient; the rear axle pre-control damping force is obtained by sequentially multiplying the single impact damping force, the continuous damping correction coefficient, the acceleration damping correction coefficient, and the steering damping correction coefficient.

[0014] Optionally, the step of determining whether the vehicle is under the impact condition includes:

[0015] The vertical acceleration of the left and right front wheels is obtained respectively, and the vertical acceleration threshold of the front wheels is obtained; it is determined whether the vertical acceleration of the two front wheels exceeds the vertical acceleration threshold of the front wheels. If at least one of the two vertical accelerations of the front wheels exceeds the vertical acceleration threshold of the front wheels, the vehicle is determined to be in an impact condition.

[0016] Optionally, the step of obtaining the vertical acceleration of the front wheel includes:

[0017] The vertical acceleration of the vehicle body at the front wheel position is obtained, the dynamic deflection value of the corresponding front axle shock absorber is obtained, and the relative motion acceleration of the corresponding front axle shock absorber is calculated based on the dynamic deflection value.

[0018] The vertical acceleration of the front wheel is the difference between the vertical acceleration of the vehicle body and the relative motion acceleration of the front axle shock absorber.

[0019] Optionally, the step of obtaining the single-phase impact damping force includes:

[0020] If the vehicle is under the impact condition, obtain the impact height and impact width of the vehicle, and calculate the single impact damping force based on the impact height and impact width.

[0021] Optionally, the step of obtaining the continuous damping correction coefficient includes:

[0022] Determine if the vehicle is under continuous impact conditions;

[0023] If so, obtain the first mileage of the front wheel at the first impact position and the second mileage of the front wheel at the second impact position, and set the difference between the second mileage and the first mileage as the impact condition interval; calculate the continuous damping correction coefficient based on the impact condition interval;

[0024] If not, then the continuous damping correction factor is set to 1.

[0025] Optionally, the steps to determine whether a vehicle is under continuous impact conditions include:

[0026] The number of times the vertical acceleration of the front wheels exceeds the threshold value of the front wheel vertical acceleration during vehicle operation is obtained. If the number is greater than 1, the vehicle is determined to be in a continuous impact condition.

[0027] Optionally, the step of obtaining the acceleration damping correction coefficient includes:

[0028] Determine if the vehicle is in an acceleration dynamic condition;

[0029] If so, obtain the longitudinal acceleration of the vehicle body, and calculate the acceleration damping correction coefficient based on the longitudinal acceleration of the vehicle body;

[0030] If not, then the acceleration damping correction coefficient is set to 1.

[0031] Optionally, the step of determining whether the vehicle is in the acceleration dynamic condition includes:

[0032] The vehicle speed is obtained, and a longitudinal acceleration threshold is calculated based on the vehicle speed; the longitudinal acceleration of the vehicle is obtained, and it is determined whether the longitudinal acceleration of the vehicle exceeds the longitudinal acceleration threshold. If it does, the vehicle is determined to be in an acceleration dynamic condition.

[0033] Optionally, the step of obtaining the steering damping correction coefficient includes:

[0034] Determine whether the vehicle is in a dynamic steering condition;

[0035] If so, obtain the vehicle body lateral acceleration and calculate the steering damping correction coefficient based on the vehicle body lateral acceleration;

[0036] If not, then the steering damping correction factor is set to 1.

[0037] Optionally, the step of determining whether the vehicle is in the aforementioned steering dynamic condition includes:

[0038] The vehicle speed is obtained, and a lateral acceleration threshold is calculated based on the vehicle speed. The lateral acceleration is obtained, and it is determined whether the lateral acceleration exceeds the lateral acceleration threshold. If it does, the vehicle is determined to be in a steering dynamic condition.

[0039] To achieve the above objectives, the present invention also provides a vehicle suspension controller, which is disposed in a vehicle and is used to execute any of the vehicle suspension control methods described herein.

[0040] This invention provides a vehicle suspension control method and a vehicle suspension controller. This method enables the vehicle to fully consider complex road conditions in predictive control and pre-control the damping force of the rear axle shock absorber based on complex road conditions, so as to realize the inter-axle predictive control of the electronically controlled shock absorber. It solves the technical difficulties of high cost and control lag in electronically controlled suspension control systems, ensures that the vehicle can pass through complex road conditions in the best condition, optimizes the shock absorber's damping performance, and significantly improves driving comfort and handling. Attached Figure Description

[0041] Figure 1 This is a flowchart of a vehicle suspension control method in a preferred embodiment of the present invention;

[0042] Figure 2 This is a schematic diagram of a tracking list in a preferred embodiment of the present invention, showing a vehicle under continuous impact conditions.

[0043] Figure 3 This is a flowchart of a vehicle suspension control method in another preferred embodiment of the present invention. Detailed Implementation

[0044] 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.

[0045] 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.

[0046] like Figure 1 As shown, a preferred embodiment of the present invention provides a vehicle suspension control method, comprising the following steps:

[0047] S01. Determine if the vehicle is under impact conditions.

[0048] S02. If yes, obtain the single-phase impact damping force D1 and damping correction coefficient C when the front axle damper passes through the impact position, and calculate the rear axle pre-control damping force D2 using the single-phase impact damping force D1 and damping correction coefficient C.

[0049] S03, Obtain the vehicle's mileage L.

[0050] S04. Determine whether the mileage L exceeds the threshold L0 (i.e., the mileage setting value).

[0051] S05. If yes, control the damping force of the rear axle damper to the rear axle pre-control damping force D2.

[0052] The vehicle suspension control method provided in this application enables the vehicle to fully consider complex road conditions in predictive control and pre-control the damping force of the rear axle shock absorber based on these complex road conditions, thereby achieving inter-axle predictive control of the electronically controlled shock absorber. On the one hand, it reduces the number of sensors in the vehicle, meeting cost reduction requirements and solving the technical difficulties of excessive cost and control lag in electronically controlled suspension systems. On the other hand, it comprehensively considers the impact of complex road conditions on vehicle comfort and handling, making the control system's functions more consistent with actual road conditions, ensuring the vehicle can smoothly pass through impact points in optimal condition, optimizing the shock absorber's damping performance, and improving control effectiveness.

[0053] It should be noted that in S04, the threshold L for mileage is... D Slightly smaller than the distance between the front and rear wheels of the vehicle. During vehicle operation, the mileage L can be calculated, and then the mileage L can be compared with a threshold L. D A comparison is made. When the vehicle's mileage L exceeds the threshold L... D When the signal is received, it indicates that the rear wheel of the vehicle is about to approach the impact position. At this time, the controller can control the damping force of the rear axle shock absorber to ensure that the rear wheel of the vehicle can pass through the impact position smoothly.

[0054] More specifically, if the controller adjusts the damping of the rear axle shock absorber too early, before the rear wheel has reached the impact position; if the controller adjusts the damping of the rear axle shock absorber too late, after the rear wheel has already moved away from the impact position, the rear axle shock absorber will not achieve optimal damping performance in either case. Therefore, only when the vehicle's mileage L just exceeds the threshold L... D When the rear wheel of the vehicle is about to reach the impact position, the controller controls the rear axle shock absorber, thus achieving the best shock absorption effect.

[0055] In one specific embodiment, the vehicle speed x can be obtained through a speed sensor, and the vehicle's mileage L can be calculated by integrating the vehicle speed x. Specifically, the controller can obtain the vehicle speed x when the front wheels reach the impact position, and the controller can also calculate the vehicle's mileage L based on the vehicle speed x, and ensure that L > L D At that time, the damping force of the rear axle damper is controlled to the rear axle pre-controlled damping force D2.

[0056] This application does not limit the type of rear axle damper, which includes, but is not limited to, damping adjustable dampers or magnetorheological dampers.

[0057] The present invention also provides a vehicle suspension controller, which is disposed in a vehicle and is used to execute the above-described vehicle suspension control method. This application does not limit the specific type of vehicle suspension controller.

[0058] Furthermore, the preferred steps for obtaining the rear axle pre-control damping force D2 based on the single impact damping force D1 and the damping correction coefficient C include:

[0059] The damping correction factor C includes the continuous damping correction factor C1, the acceleration damping correction factor C2, and the steering damping correction factor C3. The rear axle pre-control damping force D2 is obtained by sequentially multiplying the single impact damping force D1, the continuous damping correction factor C1, the acceleration damping correction factor C2, and the steering damping correction factor C3, i.e., D2 = D1 * C1 * C2 * C3. This method is simple to calculate and has high accuracy.

[0060] Specifically, the vehicle controller acquires the single-impact damping force D1 when the front wheel passes the impact point. Next, it determines whether the impact is continuous based on vehicle operating parameters and obtains a continuous damping correction coefficient C1 based on the determination. Simultaneously, it determines whether the impact is acceleration dynamic based on actual road conditions and obtains an acceleration damping correction coefficient C2 based on the determination. Then, it determines whether the impact is steering dynamic based on actual road conditions and obtains a steering damping correction coefficient C3 based on the determination. Subsequently, the single-impact damping force D1 is corrected using the continuous damping correction coefficient C1, acceleration damping correction coefficient C2, and steering damping correction coefficient C3 to obtain the rear axle pre-control damping force D2. When the rear wheel is about to pass the impact point, the damping force of the rear axle shock absorber is controlled to the rear axle pre-control damping force D2, thereby improving control accuracy, handling, and comfort.

[0061] Preferably, the steps for determining whether a vehicle is under impact include:

[0062] Obtain the vertical acceleration a1 of the left and right front wheels respectively (including a1). fl and a1 fr ), and obtain the front wheel vertical acceleration threshold a.zmax Determine the vertical acceleration a1 of each of the two front wheels. fl and a1 fr Does it exceed the front wheel vertical acceleration threshold a? zmax .

[0063] If the vertical acceleration of the two front wheels is a1 fl and a1 fr At least one of them exceeds (i.e., is greater than) the front wheel vertical acceleration threshold a. zmax That is, a1 fl >a zmax or a1 fr >a zmax If the vehicle is in an impact condition, the controller will determine that the vehicle is in an impact condition. At this time, the controller will obtain the single impact damping force D1, the continuous damping correction coefficient C1, the acceleration damping correction coefficient C2, and the steering damping correction coefficient C3, and calculate the rear axle pre-control damping force D2 from these.

[0064] If the vertical acceleration of the two front wheels is a1 fl and a1 fr None of them exceeded (i.e., were less than or equal to) the front wheel vertical acceleration threshold a. zmax That is, a1 fl ≤a zmax or a1 fr ≤a zmax If the vehicle is not in an impact condition, then step S02 will not be executed.

[0065] It should be understood that a1 here fl and a1 fr These represent the vertical accelerations of the two front wheels, respectively. For example, a1 fl a1 can represent the vertical acceleration of the vehicle's left front wheel (or right front wheel). fr It can represent the vertical acceleration of the right front wheel (or left front wheel) of a vehicle.

[0066] Preferably, the threshold value 'a' for the vertical acceleration of the front wheel is obtained. zmax The steps include:

[0067] The vehicle travels at speed x, and the front wheel vertical acceleration threshold a is calculated based on the vehicle travel speed x. zmax .

[0068] In one specific scheme, the vehicle's speed x and the front wheel vertical acceleration threshold a are... zmax The correspondence between them conforms to the function expression f1, that is, a zmax =f1(x). After obtaining the vehicle's speed x, you can substitute the vehicle's speed x into the function expression f1 to obtain the front wheel vertical acceleration threshold a. zmax .

[0069] In another specific scheme, the vehicle speed x and the front wheel vertical acceleration threshold a zmax The correspondence between them does not satisfy the function expression. In this case, it can be obtained through testing and matching on actual vehicles. That is, before the vehicle leaves the factory, different vehicle driving speeds x and the corresponding front wheel vertical acceleration threshold a are obtained. zmax The calibration value is obtained and recorded in the controller. During vehicle operation, after acquiring the vehicle speed x, the front wheel vertical acceleration threshold a can be obtained. zmax The calibration value is used as the threshold value for the front wheel vertical acceleration a. zmax .

[0070] This invention obtains the correspondence between vehicle operating parameters and thresholds through specialized testing and matching, which can improve the applicability of the method on different vehicles and projects, and has strong implementability, thus solving the problems of long development cycle and high cost of vehicle control system.

[0071] Furthermore, the steps to obtain the front wheel vertical acceleration a1 include:

[0072] Obtain the vertical acceleration a2 of the vehicle body at the position of the front wheels (including a2). fl or a2 fr Obtain the dynamic deflection value h (including h) of the corresponding front axle shock absorber. fl or h fr The relative motion acceleration a3 of the front axle damper is calculated based on the dynamic deflection value h (including a3). fl or a3 fr The vertical acceleration of the front wheel, a1, is the difference between the vertical acceleration of the vehicle body, a2, and the relative acceleration of the front axle shock absorber, a3, i.e., a1 = a2 - a3 (a1 = a2 - a3). fl =a2 fl -a3 fl or a1 fr =a2 fr -a3 fr ).

[0073] It should be noted that the dynamic deflection value h of the front axle damper here is the change in height of the front axle damper, that is, the length of the front axle damper that is compressed in the height direction.

[0074] It should also be noted that a2 here fl or a2 fr h represents the vertical acceleration of the vehicle body at the positions of the left and right front wheels, respectively. fl or h fr a3 represents the dynamic deflection values ​​of the left and right front axle shock absorbers, respectively. fl or a3 fr These represent the relative accelerations of the left and right front axle dampers, respectively. For example, a2 fla2 can represent the vertical acceleration of the vehicle body at the position of the left front wheel (or right front wheel). fr It can represent the vertical acceleration of the vehicle body at the position of the right front wheel (or left front wheel); h fl h represents the dynamic deflection value of the left front axle damper (or the right front axle damper). fr This indicates the dynamic deflection value of the right front axle damper (or the left front axle damper); a3 fl a3 represents the acceleration of the dynamic deflection of the left front axle damper (or the right front axle damper). fr This indicates the acceleration of the dynamic deflection of the right front axle damper (or the left front axle damper).

[0075] Specifically, under impact conditions, after the wheels move in the vertical direction, the motion is successively transmitted to the shock absorbers and the vehicle body. Therefore, the vertical acceleration of the vehicle body at the front wheel position (i.e., the vertical acceleration a2 of the vehicle body) is the sum of the relative motion acceleration a3 of the front axle shock absorber and the vertical acceleration a1 of the front wheel, i.e., a2 = a1 + a3. Therefore, the vertical acceleration a1 of the front wheel can be calculated from the relative motion acceleration a3 of the front axle shock absorber and the vertical acceleration a2 of the vehicle body.

[0076] In a preferred embodiment, the vertical acceleration a2 of the vehicle body at a corresponding front wheel position can be obtained using an acceleration sensor on the spring. In one embodiment, the acceleration sensor on the spring is located on the vehicle body at a position corresponding to the shock absorber, that is, the acceleration sensor on the spring is installed on the vehicle body near the shock absorber, and is used to obtain the vertical acceleration a2 of the vehicle body at that position.

[0077] This application does not limit the method of obtaining the vehicle body vertical acceleration a2. For example, in another preferred embodiment, the front wheel vertical acceleration a1 can also be obtained directly through a spring-loaded acceleration sensor connected to the front wheel. In yet another preferred embodiment, the vertical acceleration at the vehicle body's center of gravity can also be obtained through an inertial sensor, and the vehicle body vertical acceleration a2 can be calculated from this.

[0078] As a preferred solution, the dynamic deflection value h of the front axle damper can be obtained by using an angle sensor, and then the second derivative of the dynamic deflection value h of the front axle damper can be performed to calculate the relative motion acceleration a3 of the front axle damper.

[0079] In a specific example, the angle sensor is connected to both the wheel and the vehicle body, and the dynamic deflection value h of the shock absorber can be calculated by the height changes of the wheel and the vehicle body. The dynamic deflection value h of the shock absorber is the amount of height change of the shock absorber in the vertical direction.

[0080] This application does not limit the method of obtaining the dynamic deflection value h of the front axle damper. For example, in another specific embodiment, the dynamic deflection value h of the front axle damper can also be obtained by a height sensor connected to the front axle damper.

[0081] Furthermore, after determining that the vehicle is in an impact condition, the inter-axle prediction function will be triggered. At the same time, a tracking list will be established and the condition type will be recorded. After the prediction function is triggered, the vehicle's mileage L, the vehicle's impact height H, and the vehicle's impact width W will be recorded.

[0082] In one example, the vehicle's mileage L can be calculated by integrating the vehicle's speed x, and the mileage L is continuously updated during the journey. The vehicle's impact height H is calculated from the dynamic deflection value h of the front axle shock absorber, and the impact height H is equal to the dynamic deflection value h of the front axle shock absorber. The vehicle's impact width W is the product of the time it takes for the vehicle to impact the speed bump and the vehicle's speed; the impact width W represents the distance the vehicle travels during the impact with the speed bump.

[0083] like Figure 2 As shown, after the vehicle enters the impact condition, the counter n = 1 after the vehicle passes through speed bump 1. At this time, the vehicle's travel distance relative to speed bump 1 is L1, the impact height of the vehicle passing through speed bump 1 is H1, and the impact width of the vehicle passing through speed bump 1 is W1.

[0084] After the vehicle continues to travel a distance of Delta, if the vehicle passes through speed bump 2, it enters a new impact condition, and the counter n = 2. At this time, the distance traveled by the vehicle relative to speed bump 1 is L1 + Delta, the impact height of the vehicle passing through speed bump 1 is still H1, and the impact width of the vehicle passing through speed bump 1 is still W1; the distance traveled by the vehicle relative to speed bump 2 is Delta, the impact height of the vehicle passing through speed bump 2 is H2, and the impact width of the vehicle passing through speed bump 2 is W2.

[0085] After the vehicle continues to travel a distance of Delta, if the vehicle does not continue to pass over the speed bump, the vehicle exits the impact condition, and the counter n = 1. At this time, the vehicle's travel distance relative to speed bump 2 is Delta * 2; the impact height of the vehicle passing over speed bump 2 is still H2, and the impact width of the vehicle passing over speed bump 2 is still W2.

[0086] A preferred method for obtaining the single-phase impact damping force includes:

[0087] If the vehicle is under impact conditions, obtain the impact height H and impact width W of the vehicle, and calculate the single impact damping force D1 based on the impact height H and impact width W.

[0088] In one specific scheme, the correspondence between the vehicle's impact height H and impact width W and the single-phase impact damping force D1 conforms to the function expression f2, i.e., D1 = f2(H, W). Therefore, after obtaining the vehicle's impact height H and impact width W, these values ​​can be substituted into the function expression f2 to obtain the single-phase impact damping force D1.

[0089] In another specific scheme, the correspondence between the vehicle's impact height H and impact width W and the individual impact damping force D1 does not satisfy a functional expression. In this case, it can be obtained through actual vehicle testing and matching. That is, before the vehicle leaves the factory, the calibration values ​​of different impact heights H, impact widths W, and corresponding individual impact damping forces D1 are obtained and recorded in the controller. During vehicle operation, after obtaining the impact height H and impact width W, the calibration value of the individual impact damping force D1 can be obtained and used as the individual impact damping force D1.

[0090] Furthermore, the steps for obtaining the continuous damping correction factor C1 include:

[0091] Determine if the vehicle is under continuous impact conditions. If yes, obtain the first travel distance L2 of the front wheels at the first impact position (e.g., speed bump 1) and the second travel distance L3 of the front wheels at the second impact position (e.g., speed bump 2). Set the difference between the second travel distance L3 and the first travel distance L2 as the impact interval L0, i.e., L0 = L3 - L2. Calculate the continuous damping correction coefficient C1 based on the impact interval L0. If no, set the continuous damping correction coefficient to 1, in which case the vehicle is under unidirectional impact conditions.

[0092] When the vehicle is under continuous impact conditions, the vehicle speed x can be obtained through the speed sensor, and the first driving distance L2 and the second driving distance L3 of the vehicle can be obtained by integrating the vehicle speed x.

[0093] In a specific scheme, the correspondence between the impact condition spacing L0 and the continuous damping correction coefficient C1 conforms to the function expression f3, that is, C1 = f3(L0). After obtaining the impact condition spacing L0, the impact condition spacing L0 can be substituted into the function expression f3 to obtain the continuous damping correction coefficient C1.

[0094] In another specific scheme, the correspondence between the impact condition spacing L0 and the continuous damping correction coefficient C1 does not satisfy a functional expression. In this case, it can be obtained through actual vehicle testing and matching. That is, before the vehicle leaves the factory, the calibration values ​​of different impact condition spacings L0 and the corresponding continuous damping correction coefficient C1 are obtained and recorded in the controller. During vehicle operation, after obtaining the impact condition spacing L0, the calibration value of the continuous damping correction coefficient C1 can be obtained and used as the continuous damping correction coefficient C1.

[0095] As a preferred embodiment, the step of determining whether the vehicle is under continuous impact conditions includes:

[0096] When the vertical acceleration a1 of the front wheels exceeds the threshold a during vehicle operation... zmaxThe number of impacts. If the number is 1, the vehicle is judged to be in a single impact condition; if the number is greater than 1, the vehicle is judged to be in a continuous impact condition.

[0097] In a preferred embodiment, the step of obtaining the acceleration damping correction coefficient C2 includes:

[0098] Determine if the vehicle is in an acceleration dynamic condition. If yes, obtain the vehicle's longitudinal acceleration 'a'. x And based on the longitudinal acceleration a of the vehicle body x Calculate the acceleration damping correction factor C2. If not, set the acceleration damping correction factor C2 to 1, at which point the vehicle is in a non-acceleration dynamic condition.

[0099] In one specific design, the longitudinal acceleration a of the vehicle body x The correspondence between the acceleration damping correction factor C2 and the acceleration damping correction factor C2 conforms to the function expression f4, that is, C2 = f4(a x During vehicle movement, the longitudinal acceleration 'a' of the vehicle body is obtained. x Then, the longitudinal acceleration a of the vehicle body can be... x Substituting this into the function expression f4, we obtain the acceleration damping correction coefficient C2.

[0100] In another specific scheme, the longitudinal acceleration a of the vehicle body x The correspondence between the acceleration damping correction coefficient C2 and the actual vehicle acceleration damping correction coefficient C2 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, different longitudinal accelerations a of the vehicle body are obtained. x The corresponding acceleration damping correction coefficient C2 is calibrated and recorded in the controller. During vehicle operation, the longitudinal acceleration a of the vehicle body is acquired. x Then, the calibration value of the acceleration damping correction coefficient C2 can be obtained, and this calibration value can be used as the acceleration damping correction coefficient C2.

[0101] As a preferred solution, the longitudinal acceleration 'a' of the vehicle body can be obtained through an inertial sensor. x As another preferred option, the longitudinal acceleration 'a' of the vehicle body can also be obtained directly or indirectly through other sensors. x For example, the vehicle's speed x can be obtained through a speed sensor, and the longitudinal acceleration a of the vehicle body can be calculated. x .

[0102] In one illustrative embodiment, the step of determining whether the vehicle is in an acceleration dynamic condition includes:

[0103] Obtain the vehicle's speed x, and calculate the longitudinal acceleration threshold a based on the vehicle's speed x. xmax Obtain the longitudinal acceleration 'a' of the vehicle body. x Determine the longitudinal acceleration a of the vehicle body xDoes it exceed the longitudinal acceleration threshold a of the vehicle body? xmax If yes, the vehicle is determined to be in an acceleration dynamic condition; if no, the vehicle is determined not to be in an acceleration dynamic condition.

[0104] In one specific scheme, the vehicle's speed x and the longitudinal acceleration threshold a of the vehicle body are... xmax The correspondence between them conforms to the function expression f5, that is, a xmax =f5(x). At this point, after obtaining the vehicle's speed x, it can be substituted into the function expression f5 to obtain the vehicle's longitudinal acceleration threshold a. xmax .

[0105] In another specific scheme, the vehicle's speed x and the longitudinal acceleration threshold a of the vehicle body are... xmax The correspondence between them does not satisfy the function expression. In this case, it can be obtained through testing and matching with actual vehicles. That is, before the vehicle leaves the factory, different vehicle driving speeds x and the corresponding longitudinal acceleration threshold a of the vehicle body are obtained. xmax The calibration value is obtained and recorded in the controller. During vehicle operation, after acquiring the vehicle speed x, the longitudinal acceleration threshold a of the vehicle body can be obtained. xmax The calibration value is used as the longitudinal acceleration threshold a of the vehicle body. xmax .

[0106] Furthermore, the steps to obtain the steering damping correction factor C3 include:

[0107] Determine if the vehicle is in a steering dynamic condition. If yes, obtain the vehicle's lateral acceleration 'a'. y And based on the lateral acceleration a of the vehicle body y Calculate the steering damping correction factor C3. If not, set the steering damping correction factor C3 to 1, at which point the vehicle is in a non-steering dynamic condition.

[0108] In a preferred embodiment, the lateral acceleration 'a' of the vehicle body can be obtained using an inertial sensor. y .

[0109] In one specific design, the lateral acceleration a of the vehicle body y The correspondence between C2 and the steering damping correction factor C3 conforms to the function expression f6, that is, C2 = f6(a y At this point, the lateral acceleration 'a' of the vehicle body is obtained. y Then, the lateral acceleration a of the vehicle body can be measured. y Substituting this into the function expression f6, we obtain the steering damping correction coefficient C3.

[0110] In another specific scheme, the lateral acceleration a of the vehicle body yThe correspondence between the steering damping correction factor C3 and the steering damping correction factor C3 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, different lateral accelerations a of the vehicle body are obtained. y The corresponding steering damping correction coefficient C3 is calibrated and recorded in the controller. During vehicle operation, the lateral acceleration a of the vehicle body is acquired. y Then, the calibration value of the steering damping correction coefficient C3 can be obtained, and this calibration value can be used as the steering damping correction coefficient C3.

[0111] In another illustrative embodiment, the step of determining whether the vehicle is in a steering dynamic condition includes:

[0112] Obtain the vehicle's speed x, and calculate the lateral acceleration threshold a based on the vehicle's speed x. ymax Obtain the lateral acceleration 'a' of the vehicle body. y Determine the lateral acceleration a of the vehicle body y Does it exceed the vehicle's lateral acceleration threshold a? ymax If yes, the vehicle is determined to be in a steering dynamic condition; if no, the vehicle is determined not to be in a steering dynamic condition.

[0113] In one specific scheme, the vehicle's speed x and the lateral acceleration threshold a of the vehicle body are... ymax The correspondence between them conforms to the function expression f7, that is, a ymax =f7(x). At this point, after obtaining the vehicle's speed x, the vehicle's speed x can be substituted into the function expression f7 to obtain the vehicle's lateral acceleration threshold a. ymax .

[0114] In another specific scheme, the vehicle's speed x and the lateral acceleration threshold a are... ymax The correspondence between them does not satisfy the function expression. In this case, it can be obtained through testing and matching on actual vehicles. That is, before the vehicle leaves the factory, different vehicle driving speeds x and the corresponding lateral acceleration threshold a of the vehicle body are obtained. ymax The calibration value is obtained and recorded in the controller. During vehicle operation, after acquiring the vehicle speed x, the lateral acceleration threshold a can be obtained. ymax The calibration value is used as the threshold value for the lateral acceleration of the vehicle body, and this calibration value is used as the threshold value for the lateral acceleration of the vehicle body. ymax .

[0115] like Figure 3 As shown, in a preferred embodiment, the vehicle suspension control method includes the following steps:

[0116] S001. When the vehicle starts, the detection mechanism is activated. The controller obtains the dynamic deflection value h(h) of the front axle shock absorber through the angle sensor. fl or h frAnd the relative motion acceleration a3 of the front axle damper was obtained by calculation. fl or a3 fr Simultaneously, the controller obtains the vertical acceleration a2 of the vehicle body at the corresponding wheel position via the acceleration sensor on the spring. fl or a2 fr ), and then calculate the vertical acceleration a1 of the front wheel (a1 fl or a1 fr ).

[0117] The controller obtains the vehicle's speed x through a speed sensor, and then calculates the front wheel vertical acceleration threshold a based on the vehicle's speed x. zmax The vertical acceleration a1 of the front wheel is compared with the threshold vertical acceleration a of the front wheel. zmax Comparison: If the front wheel vertical acceleration a1 exceeds the front wheel vertical acceleration threshold a zmax That is, a1 > a zmax If the vehicle is in an impact condition, then proceed to step S002.

[0118] S002. If the vehicle is under impact conditions, establish an impact condition tracking list, record and update the vehicle's mileage L, and record the vehicle's impact height H and impact width W.

[0119] S003. Obtain the single-phase impact damping force D1 based on the vehicle's impact height H and impact width W.

[0120] S004. Determine whether the vehicle is under continuous impact conditions. If the vehicle is under continuous impact conditions, obtain the impact interval L0, and obtain the continuous damping correction coefficient C1 based on the impact interval L0. If the vehicle is not under continuous impact conditions, set the continuous damping correction coefficient to 1.

[0121] S005, The controller obtains the vehicle's longitudinal acceleration a through an inertial sensor. x and vehicle body lateral acceleration a y The vehicle's speed x is obtained through a speed sensor, and then the longitudinal acceleration threshold a of the vehicle body is calculated based on the vehicle's speed x. xmax and vehicle body lateral acceleration threshold a ymax .

[0122] The longitudinal acceleration a of the vehicle body x With respect to the longitudinal acceleration threshold a of the vehicle body xmax By comparing the values, it can be determined whether the vehicle is in a dynamic acceleration condition. The lateral acceleration 'a' of the vehicle body is measured. y With respect to the vehicle body lateral acceleration threshold a ymax By comparing the data, it can be determined whether the vehicle is in a dynamic steering condition.

[0123] If the longitudinal acceleration of the vehicle body is a x Exceeding the longitudinal acceleration threshold a of the vehicle body xmax That is, a x >a xmax If the lateral acceleration a is..., then the vehicle is determined to be in an acceleration dynamic condition. y Exceeding the vehicle's lateral acceleration threshold a ymax That is, a y >a ymax This determines whether the vehicle is in a dynamic steering condition.

[0124] S006. If the vehicle is in an acceleration dynamic condition, obtain the longitudinal acceleration a of the vehicle body. x And based on the longitudinal acceleration a of the vehicle body x The acceleration damping correction factor C2 is calculated. If the vehicle is not in an acceleration dynamic condition, the acceleration damping correction factor C2 is set to 1.

[0125] If the vehicle is in a steering dynamic condition, obtain the lateral acceleration 'a' of the vehicle body. y And based on the lateral acceleration a of the vehicle body y The steering damping correction factor C3 is calculated. If the vehicle is not in a steering dynamic condition, the steering damping correction factor C3 is set to 1.

[0126] S007. Calculate the vehicle's mileage L using the vehicle's speed x, and determine whether the mileage L exceeds the threshold L. D .

[0127] S008. If the vehicle's mileage L exceeds the threshold L D The controller calculates the rear axle pre-control damping force D2 using the single-impact damping force correction D1, the continuous damping correction coefficient C1, the acceleration damping correction coefficient C2, and the steering damping correction coefficient C3, and controls the damping force of the rear axle damper to the rear axle pre-control damping force D2.

[0128] 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.

[0129] In summary, this invention provides a vehicle suspension control method and a vehicle suspension controller. This method enables the vehicle to fully consider complex road conditions in predictive control and pre-controls the damping force of the rear axle shock absorber based on complex road conditions, thereby achieving inter-axle predictive control of the electronically controlled shock absorber. This solves the technical difficulties of high cost and control lag in electronically controlled suspension control systems, ensuring that the vehicle can pass through complex road conditions in the optimal state, optimizing the shock absorber's damping performance, and significantly improving driving comfort and handling.

[0130] 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. A vehicle suspension control method, characterized in that, Includes the following steps: Determine if the vehicle is under impact conditions; If so, obtain the single-phase impact damping force and damping correction coefficient of the front axle damper when it passes the impact position, and calculate the rear axle pre-control damping force using the single-phase impact damping force and the damping correction coefficient; Obtain the vehicle's mileage; Determine whether the mileage exceeds the threshold; If so, the damping force of the rear axle damper is controlled to the pre-controlled damping force of the rear axle; The steps for calculating the rear axle pre-control damping force using the single-item impact damping force and the damping correction coefficient include: The damping correction coefficient includes a continuous damping correction coefficient, an acceleration damping correction coefficient, and a steering damping correction coefficient; the rear axle pre-control damping force is obtained by sequentially multiplying the single impact damping force, the continuous damping correction coefficient, the acceleration damping correction coefficient, and the steering damping correction coefficient; The steps for obtaining the continuous damping correction coefficient include: Determine if the vehicle is under continuous impact conditions; If yes, obtain the first mileage of the front wheel at the first impact position and the second mileage of the front wheel at the second impact position, and set the difference between the second mileage and the first mileage as the impact condition spacing; calculate the continuous damping correction coefficient based on the impact condition spacing; if no, set the continuous damping correction coefficient to 1.

2. The vehicle suspension control method as described in claim 1, characterized in that, The steps for determining whether a vehicle is under the aforementioned impact condition include: The vertical acceleration of the left and right front wheels is obtained respectively, and the vertical acceleration threshold of the front wheels is obtained; it is determined whether the vertical acceleration of the two front wheels exceeds the vertical acceleration threshold of the front wheels. If at least one of the two vertical accelerations of the front wheels exceeds the vertical acceleration threshold of the front wheels, the vehicle is determined to be in the impact condition.

3. The vehicle suspension control method as described in claim 2, characterized in that, The steps for obtaining the vertical acceleration of the front wheel include: The vertical acceleration of the vehicle body at the front wheel position is obtained, the dynamic deflection value of the corresponding front axle shock absorber is obtained, and the relative motion acceleration of the corresponding front axle shock absorber is calculated based on the dynamic deflection value. The vertical acceleration of the front wheel is the difference between the vertical acceleration of the vehicle body and the relative motion acceleration of the front axle shock absorber.

4. The vehicle suspension control method as described in any one of claims 1-3, characterized in that, The steps for obtaining the single-phase impact damping force include: If the vehicle is under the impact condition, obtain the impact height and impact width of the vehicle, and calculate the single impact damping force based on the impact height and impact width; The impact height is equal to the dynamic deflection value of the front axle shock absorber, the impact width is the product of the time the vehicle hits the speed bump and the vehicle's speed, and the impact width represents the distance the vehicle travels during the impact with the speed bump.

5. The vehicle suspension control method as described in claim 2, characterized in that, The steps to determine whether a vehicle is under continuous impact conditions include: The number of times the vertical acceleration of the front wheels exceeds the threshold value of the front wheel vertical acceleration during vehicle operation is obtained. If the number is greater than 1, the vehicle is determined to be in a continuous impact condition.

6. The vehicle suspension control method as described in claim 1, characterized in that, The steps for obtaining the acceleration damping correction coefficient include: Obtain the longitudinal acceleration of the vehicle body to determine whether the vehicle is in an acceleration dynamic condition; If so, obtain the longitudinal acceleration of the vehicle body, and calculate the acceleration damping correction coefficient based on the longitudinal acceleration of the vehicle body; If not, then the acceleration damping correction coefficient is set to 1.

7. The vehicle suspension control method as described in claim 6, characterized in that, The steps for determining whether the vehicle is in the aforementioned acceleration dynamic condition include: The vehicle speed is obtained, and a longitudinal acceleration threshold is calculated based on the vehicle speed; the longitudinal acceleration of the vehicle is obtained, and it is determined whether the longitudinal acceleration of the vehicle exceeds the longitudinal acceleration threshold. If it does, the vehicle is determined to be in an acceleration dynamic condition.

8. The vehicle suspension control method as described in claim 1, characterized in that, The steps for obtaining the steering damping correction coefficient include: Determine whether the vehicle is in a dynamic steering condition; If so, obtain the vehicle body lateral acceleration and calculate the steering damping correction coefficient based on the vehicle body lateral acceleration; If not, then the steering damping correction factor is set to 1.

9. The vehicle suspension control method as described in claim 8, characterized in that, The steps for determining whether the vehicle is in the aforementioned steering dynamic condition include: The vehicle speed is obtained, and a lateral acceleration threshold is calculated based on the vehicle speed. The lateral acceleration is obtained, and it is determined whether the lateral acceleration exceeds the lateral acceleration threshold. If it does, the vehicle is determined to be in a steering dynamic condition.

10. A vehicle suspension controller, characterized in that, The vehicle suspension controller is disposed in a vehicle and is used to perform the vehicle suspension control method as described in any one of claims 1 to 9.

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