Semi-active suspension control method, vehicle-mounted controller, system, automobile and medium

Abstract

The application discloses a kind of semi-active suspension control method, vehicle controller, system, car and medium.The method comprises: obtaining the first detection data and second detection data collected in the process of vehicle driving;First detection data and second detection data are fuzzy processed, and the first fuzzy state corresponding to first detection data and the second fuzzy state corresponding to second detection data are obtained;According to the first fuzzy state corresponding to first detection data and the second fuzzy state corresponding to second detection data, determine target drive voltage;According to target drive voltage, control piezoelectric element in damper to work.The method does not need to use any accurate dynamics differential equation to carry out complex modeling calculation, not only can improve the efficiency of obtaining target drive voltage, and when realizing the active control of damper damping force in semi-active suspension, it is easy to engineering, with good real vehicle control effect, can improve the control effect of damper damping force in semi-active suspension.

Description

TECHNICAL FIELD

[0001] The present application relates to the field of automobile suspensions, and in particular to a semi-active suspension control method, a vehicle-mounted controller, a system, an automobile, and a medium. BACKGROUND

[0002] To improve the comfort and handling of a vehicle, a semi-active suspension of an automobile usually uses an electromagnetic valve shock absorber or a magneto-rheological shock absorber to achieve active control of the damping force of the shock absorber. Such active control usually uses a control method based on a linear model, such as PID control (proportion integration differentiation), LQR control (Linear Quadratic Regulator), neural network control, and robust control, which requires the use of precise dynamic differential equations to describe the linear characteristics, with little consideration of nonlinear characteristics. Although the above-mentioned control method based on a linear model has good theoretical control effect, the real vehicle system contains a large number of nonlinear characteristics, time-varying characteristics, multi-parameter coupling, and large random disturbances, and it is difficult to describe the real vehicle characteristics with precise dynamic differential equations. Therefore, the prior art is difficult to engineer, resulting in low control accuracy and general real vehicle control effect in the active control of the damping force of the shock absorber in the semi-active suspension. Therefore, how to improve the control effect of the damping force of the shock absorber in the semi-active suspension is a technical problem to be solved. SUMMARY

[0003] Embodiments of the present application provide a semi-active suspension control method, a vehicle-mounted controller, a system, an automobile, and a medium to solve the problem of how to improve the control effect of the damping force of the shock absorber in the semi-active suspension.

[0004] A semi-active suspension control method, comprising:

[0005] obtaining first detection data and second detection data collected during vehicle driving;

[0006] performing fuzzy processing on the first detection data and the second detection data to obtain a first fuzzy state corresponding to the first detection data and a second fuzzy state corresponding to the second detection data;

[0007] determining a target driving voltage according to the first fuzzy state corresponding to the first detection data and the second fuzzy state corresponding to the second detection data;

[0008] controlling a piezoelectric element in a shock absorber to work according to the target driving voltage.

[0009] Preferably, the determination of the target driving voltage according to the first fuzzy state corresponding to the first detection data and the second fuzzy state corresponding to the second detection data comprises:

[0010] determine an initial driving voltage according to the first blur state corresponding to the first detection data and the second blur state corresponding to the second detection data;

[0011] determine a target driving voltage according to the initial driving voltage and a preset driving voltage.

[0012] Preferably, the determining of the initial driving voltage according to the first blur state corresponding to the first detection data and the second blur state corresponding to the second detection data comprises:

[0013] querying a state-argument mapping table according to the first blur state corresponding to the first detection data and the second blur state corresponding to the second detection data to obtain a first argument value corresponding to the first detection data and a second argument value corresponding to the second detection data;

[0014] obtaining a first correction factor corresponding to the first detection data and a second correction factor corresponding to the second detection data;

[0015] performing weighted processing on the first argument value, the first correction factor, the second argument value and the second correction factor to obtain a target argument value;

[0016] determining the initial driving voltage according to the target argument value.

[0017] Preferably, the first detection data is vehicle body acceleration, and the second detection data is vehicle body speed.

[0018] Alternatively, the first detection data is vehicle body acceleration, and the second detection data is wheel deformation.

[0019] Preferably, the wheel deformation is determined according to the wheel acceleration and a road surface input, and the road surface input is a height difference between a highest point and a lowest point of contact between the wheel and the road surface.

[0020] Preferably, the determining of the initial driving voltage according to the target argument value comprises:

[0021] querying an argument-voltage mapping table according to the target argument value to determine a voltage blur state;

[0022] querying a voltage blur state-damping force mapping table according to the voltage blur state to determine a current damping force;

[0023] determining the initial driving voltage through a damping force-output voltage relationship curve according to the current damping force.

[0024] Preferably, the obtaining of the first correction factor corresponding to the first detection data and the second correction factor corresponding to the second detection data comprises:

[0025] determining a vehicle driving style according to a vehicle type;

[0026] obtaining a first correction factor corresponding to the first detection data and a second correction factor corresponding to the second detection data according to the vehicle driving style.

[0027] Preferably, the determining the target driving voltage according to the initial driving voltage and a preset driving voltage comprises:

[0028] obtaining a measured error value between the initial driving voltage and the preset driving voltage;

[0029] if the measured error value is less than a preset error value, determining the initial driving voltage as the target driving voltage;

[0030] if the measured error value is not less than the preset error value, determining the preset driving voltage as the target driving voltage.

[0031] A vehicle-mounted controller comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor implements the semi-active suspension control method when executing the computer program.

[0032] A semi-active suspension control system comprising a shock absorber, a data acquisition device, and a vehicle-mounted controller, wherein the data acquisition device is connected to the vehicle-mounted controller and is configured to acquire first detection data and second detection data and send the first detection data and the second detection data to the vehicle-mounted controller; the vehicle-mounted controller is connected to the shock absorber and is configured to execute the semi-active suspension control method.

[0033] Preferably, the data acquisition device comprises a first detection device configured to acquire vehicle body acceleration; the vehicle-mounted controller is configured to determine vehicle body speed according to the vehicle body acceleration and determine the vehicle body acceleration and the vehicle body speed as the first detection data and the second detection data, respectively.

[0034] Alternatively, the data acquisition device comprises a first detection device and a second detection device, the first detection device is configured to acquire vehicle body acceleration; the second detection device is configured to acquire wheel acceleration and road input, the road input being the height difference between the highest point and the lowest point of the contact between the wheel and the road; the vehicle-mounted controller is configured to determine wheel deformation according to the wheel acceleration and the road input and determine the vehicle body acceleration and the wheel deformation as the first detection data and the second detection data, respectively.

[0035] Preferably, the shock absorber comprises an oil storage cylinder, a working cylinder, a hollow piston rod, a piston valve, and a hollow plunger rod.

[0036] The working cylinder is arranged in the oil storage cylinder;

[0037] The hollow piston rod is arranged in the working cylinder, one end of the hollow piston rod is provided with a limiting space, and a spring is arranged in the limiting space;

[0038] The piston valve is arranged at one end of the hollow piston rod and abuts against the inner wall of the working cylinder, thereby separating the working cylinder into a first chamber and a second chamber, and a first flow channel is formed in the piston valve and communicates the first chamber and the second chamber;

[0039] The hollow plunger rod is arranged in the hollow piston rod, the hollow plunger rod communicates the first chamber through a connecting channel, one end of the hollow plunger rod is provided with an actuator, the actuator is arranged in the limiting space and connected with the spring, and a second flow channel is formed between the connecting channel and the hollow plunger rod, thereby communicating the first chamber and the second chamber;

[0040] The hollow plunger rod is provided with a piezoelectric element connected with the actuator and a strain controller connected with the piezoelectric element, the strain controller is connected with the vehicle-mounted controller and used for controlling the piezoelectric element to work according to the target driving voltage.

[0041] An automobile comprising the semi-active suspension control system.

[0042] A computer readable storage medium, the computer readable storage medium stores a computer program, the computer program is executed by a processor to realize the semi-active suspension control method.

[0043] The semi-active suspension control method, the vehicle-mounted controller, the system, the vehicle and the medium have no limitation on whether the first detection data and the second detection data are linear data, have strong robustness, and are convenient for subsequent determination of the target driving voltage according to the first detection data and the second detection data. The first detection data and the second detection data are subjected to fuzzy processing to obtain a first fuzzy state corresponding to the first detection data and a second fuzzy state corresponding to the second detection data, and the target driving voltage is determined according to the first fuzzy state corresponding to the first detection data and the second fuzzy state corresponding to the second detection data. The process does not need to use any accurate dynamic differential equation to perform complex modeling calculation, and the target driving voltage used for control of the damper damping force can be obtained, which not only improves the efficiency of obtaining the target driving voltage, but also facilitates engineering and has good real vehicle control effect when subsequent active control of the damper damping force of the semi-active suspension is performed based on the target driving voltage. The piezoelectric element in the damper is controlled to work according to the target driving voltage, and active control of the damper damping force of the semi-active suspension is realized, which has good real vehicle control effect. BRIEF DESCRIPTION OF DRAWINGS

[0044] In order to more clearly illustrate the technical solutions of the embodiments of the present application, the following will briefly introduce the drawings needed to be used in the description of the embodiments of the present application. Obviously, the drawings in the following description are only some embodiments of the present application, and other drawings can be obtained by those skilled in the art without creative labor.

[0045] Figure 1 is a flowchart of a semi-active suspension control method in an embodiment of the present application;

[0046] Figure 2 is another flowchart of a semi-active suspension control method in an embodiment of the present application;

[0047] Figure 3 is another flowchart of a semi-active suspension control method in an embodiment of the present application;

[0048] Figure 4 is another flowchart of a semi-active suspension control method in an embodiment of the present application;

[0049] Figure 5 is another flowchart of a semi-active suspension control method in an embodiment of the present application;

[0050] Figure 6 is another flowchart of a semi-active suspension control method in an embodiment of the present application;

[0051] Figure 7is a schematic view of a vehicle-mounted controller in an embodiment of the present application;

[0052] Figure 8 is a mapping relationship diagram between the curve of the domain value after the membership function and the fuzzy state;

[0053] Figure 9 is a sectional view of a shock absorber in a semi-active suspension.

[0054] In the figure: 1, oil storage cylinder; 2, working cylinder; 3, hollow piston rod; 4, piston valve; 5, hollow plunger rod; 6, limit space; 7, spring; 8, first chamber; 9, second chamber; 10, actuator; 11, piezoelectric element; 12, strain controller; 13, wire harness; 14, communication channel. DETAILED DESCRIPTION

[0055] The technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the drawings in the embodiments of the present application. Obviously, the described embodiments are some of the embodiments of the present application, rather than all the embodiments of the present application. Based on the embodiments in the present application, all other embodiments obtained by those of ordinary skill in the art without creative work fall within the scope of the present application.

[0056] The semi-active suspension control method provided by the embodiments of the present application can be applied to a vehicle-mounted controller. The vehicle-mounted controller refers to a controller arranged on a vehicle. The controller can be a controller specially used for controlling the operation of a semi-active suspension, or can be a controller integrated with other functions, and is used for improving the control effect of the damping force of a shock absorber in a semi-active suspension.

[0057] In an embodiment, as shown in Figure 1 , a semi-active suspension control method is provided. The vehicle-mounted controller in Figure 7 is taken as an example to illustrate the method, which includes the following steps:

[0058] S101: acquiring first detection data and second detection data collected in the process of vehicle driving;

[0059] S102: performing fuzzy processing on the first detection data and the second detection data, to obtain a first fuzzy state corresponding to the first detection data and a second fuzzy state corresponding to the second detection data;

[0060] S103: determining a target driving voltage according to the first fuzzy state corresponding to the first detection data and the second fuzzy state corresponding to the second detection data;

[0061] S104: controlling the piezoelectric element in the shock absorber to work according to the target driving voltage.

[0062] The first detection data refers to data corresponding to an index obtained by detecting the semi-active suspension during vehicle driving. Similarly, the second detection data refers to data corresponding to another index obtained by detecting the semi-active suspension during vehicle driving, which is different from the first detection data. The first detection data and the second detection data are both used to determine the target drive voltage of the shock absorber in the semi-active suspension. The target drive voltage refers to a drive voltage determined based on the first detection data and the second detection data, which can be used to actively control the damping force of the shock absorber.

[0063] As an example, in step S101, the vehicle-mounted controller acquires the first detection data and the second detection data collected during vehicle driving. The first detection data and the second detection data are at least two detection data of the semi-active suspension in different dimensions. For example, the first detection data and the second detection data can be different detection data of different parts of the semi-active suspension. The different parts of the semi-active suspension can be parts of the vehicle body or parts of the wheels. The detection data can be speed, acceleration, or data corresponding to other indicators. Understandably, acquiring detection data in different dimensions as the first detection data and the second detection data can fully consider the characteristics of the semi-active suspension in different dimensions, facilitating more accurate determination of the first fuzzy state and the second fuzzy state in the subsequent process, and improving the accuracy. In this example, there is no limitation on whether the first detection data and the second detection data are linear data, and it has strong robustness.

[0064] The first fuzzy state refers to the fuzzy state corresponding to the first detection data. The second fuzzy state refers to the fuzzy state corresponding to the second detection data. The first fuzzy state can be obtained by querying the fuzzy state table corresponding to the first detection data based on the first detection data. The second fuzzy state can be obtained by querying the fuzzy state table corresponding to the second detection data based on the second detection data. Understandably, based on the fuzzy control principle, when the first fuzzy state corresponding to the first detection data and the second fuzzy state corresponding to the second detection data are obtained respectively, the first detection data corresponding to the fuzzy control table and the second detection data corresponding to the fuzzy control table need to be determined respectively.

[0065] As an example, in step S102, after the vehicle-mounted controller obtains the first detection data and the second detection data, the vehicle-mounted controller respectively performs fuzzy processing on the first detection data and the second detection data based on a fuzzy control principle, and respectively obtains a first fuzzy state corresponding to the first detection data and a second fuzzy state corresponding to the second detection data. In this example, the vehicle-mounted controller determines the first fuzzy state corresponding to the first detection data by querying a pre-set fuzzy state table corresponding to the first detection data, and determines the second fuzzy state corresponding to the second detection data according to a fuzzy state table corresponding to the second detection data. In this example, the first detection data and the second detection data are processed by fuzzy processing to obtain the first fuzzy state corresponding to the first detection data and the second fuzzy state corresponding to the second detection data, and this process does not need to perform complex model calculation, which is convenient for engineering.

[0066] As an example, in step S103, after the vehicle-mounted controller obtains the first fuzzy state corresponding to the first detection data and the second fuzzy state corresponding to the second detection data, the vehicle-mounted controller calls pre-set fuzzy control logic to process the first fuzzy state and the second fuzzy state, and obtains a target driving voltage. The target driving voltage is used for outputting to actively control the damper damping force. The pre-set fuzzy control logic here can be processing logic constructed based on a three-dimensional mapping relationship between two fuzzy states and driving voltages corresponding to the two fuzzy states, and can determine the corresponding driving voltage according to the input two fuzzy states. For example, after the vehicle-mounted controller obtains the first fuzzy state corresponding to the first detection data and the second fuzzy state corresponding to the second detection data, the vehicle-mounted controller queries pre-set fuzzy control logic based on the first fuzzy state and the second fuzzy state to directly determine the corresponding target driving voltage. For another example, the vehicle-mounted controller can determine a voltage fuzzy state based on the first fuzzy state and the second fuzzy state, query a fuzzy state-damping force mapping relationship based on the voltage fuzzy state to determine a current damping force, and then query a damping force-driving voltage mapping relationship according to the current damping force to determine the target driving voltage.

[0067] In this example, the target driving voltage corresponding to the first fuzzy state corresponding to the first detection data and the second fuzzy state corresponding to the second detection data is obtained, and this method does not need to use any accurate dynamic differential equation to perform complex modeling calculation, and can obtain the target driving voltage used for controlling the damper damping force. This not only improves the efficiency of obtaining the target driving voltage, but also facilitates engineering when actively controlling the damper damping force of the semi-active suspension based on the target driving voltage, and has good real vehicle control effect.

[0068] As an example, in step S104, the vehicle-mounted controller outputs the target driving voltage after determining the target driving voltage, controls the piezoelectric element in the shock absorber in the semi-active suspension to work by using the target driving voltage, makes the piezoelectric element generate a deformation corresponding to the target driving voltage, and makes the shock absorber in the semi-active suspension generate a damping force corresponding to the target driving voltage, so as to achieve the purpose of actively controlling the damping force of the shock absorber in the semi-active suspension. In the example, the piezoelectric element of the shock absorber is controlled to work by using the target driving voltage, so as to achieve the active control of the damping force of the shock absorber in the semi-active suspension, and the real vehicle control effect is good.

[0069] In the embodiment, the first detection data and the second detection data collected during the driving of the vehicle are obtained, and there is no limitation on whether the first detection data and the second detection data are linear data, which has strong robustness and is convenient for subsequent determination of the target driving voltage according to the first detection data and the second detection data. The first detection data is subjected to fuzzy processing to obtain a first fuzzy state corresponding to the first detection data and a second fuzzy state corresponding to the second detection data, and the target driving voltage is determined according to the first fuzzy state corresponding to the first detection data and the second fuzzy state corresponding to the second detection data. This process does not need to use any accurate dynamic differential equation for complex modeling calculation, but can obtain the target driving voltage for controlling the damping force of the shock absorber, which not only improves the efficiency of obtaining the target driving voltage, but also facilitates engineering when actively controlling the damping force of the shock absorber of the semi-active suspension based on the target driving voltage, and has good real vehicle control effect. According to the target driving voltage, the piezoelectric element in the shock absorber is controlled to work, so as to achieve the active control of the damping force of the shock absorber in the semi-active suspension, and has good real vehicle control effect. Compared with the linear modeling by using the dynamic differential equation to control the damping force of the shock absorber in the prior art, the control effect of the damping force of the shock absorber in the semi-active suspension is improved.

[0070] In an embodiment, as shown in Figure 2 step S103, the target driving voltage is determined according to the first fuzzy state corresponding to the first detection data and the second fuzzy state corresponding to the second detection data, which includes:

[0071] S201: determining an initial driving voltage according to the first fuzzy state corresponding to the first detection data and the second fuzzy state corresponding to the second detection data;

[0072] S202: determining a target driving voltage according to the initial driving voltage and a preset driving voltage.

[0073] The initial driving voltage refers to the driving voltage determined according to the first fuzzy state and the second fuzzy state.

[0074] As an example, in step S201, the vehicle-mounted controller determines the initial driving voltage according to the first fuzzy state corresponding to the first detection data and the second fuzzy state corresponding to the second detection data. In this example, the vehicle-mounted controller queries the fuzzy state control table based on the first fuzzy state corresponding to the first detection data and the second fuzzy state corresponding to the second detection data, determines the voltage fuzzy state in the fuzzy state control table, and calculates the initial driving voltage based on the voltage fuzzy state. Understandably, the fuzzy state control table is a data table that is pre-set to reflect the mapping relationship between the fuzzy states corresponding to the two detection data and the voltage fuzzy state, so as to determine the voltage fuzzy state based on the first fuzzy state corresponding to the first detection data and the second fuzzy state corresponding to the second detection data, and then calculate the initial driving voltage based on the voltage fuzzy state. The voltage fuzzy state refers to the fuzzy state corresponding to the initial driving voltage, which is used to reflect the initial driving voltage. For example, the vehicle-mounted controller queries the corresponding fuzzy state control table through the first fuzzy state and the second fuzzy state, determines the voltage fuzzy state, and directly determines the initial driving voltage based on the corresponding relationship between the voltage fuzzy state and the initial driving voltage. For another example, the vehicle-mounted controller queries the corresponding fuzzy state control table through the first fuzzy state and the second fuzzy state, determines the voltage fuzzy state, queries the damping force mapping relationship based on the voltage fuzzy state, determines the current damping force, and then queries the damping force and driving voltage mapping relationship according to the current damping force to determine the initial driving voltage. In this example, the initial driving voltage is determined according to the first fuzzy state corresponding to the first detection data and the second fuzzy state corresponding to the second detection data, which facilitates subsequent determination of the target driving voltage based on the initial driving voltage, and the method is simple and convenient without the need for complex modeling calculation.

[0075] wherein the target driving voltage is a driving voltage calculated based on the initial driving voltage, which is used to output the damping force of the shock absorber in the semi-active suspension. Understandably, the shock absorber in the semi-active suspension generates a corresponding damping force under the control of a certain driving voltage, that is, each driving voltage corresponds to a damping force. Therefore, the target driving voltage also has a corresponding damping force, and the target driving voltage can be used to control the shock absorber in the semi-active suspension to generate a damping force corresponding to the target driving voltage, thereby achieving active control of the damping force in the semi-active suspension.

[0076] wherein the preset driving voltage is a preset voltage value used to determine whether the initial driving voltage is overshooting. Due to the different road conditions of the vehicle and the different types of cars to which the semi-active suspension is applied, the damping force required to control the shock absorber in the semi-active suspension is different, and the corresponding preset driving voltage is also different.

[0077] As an example, in step S202, the vehicle-mounted controller determines the target driving voltage based on the initial driving voltage and the preset driving voltage. In this example, the vehicle-mounted controller determines the error range of the initial driving voltage and the preset driving voltage according to the initial driving voltage and the preset driving voltage; if the error range of the two is small, it is determined that the preset driving voltage does not exceed the acceptable error range of the preset driving voltage, and the initial driving voltage is determined as the target driving voltage, so as to realize accurate control of the damping force of the shock absorber in the semi-active suspension; if the error range of the two is large, if the initial driving voltage is directly determined as the target driving voltage to control the piezoelectric element of the shock absorber, the ideal control effect cannot be achieved, at this time, the preset driving voltage can be determined as the target driving voltage, which helps to ensure the control effect of the damping force of the shock absorber in the semi-active suspension. In this example, the target driving voltage is determined based on the initial driving voltage and the preset driving voltage, so as to obtain the target driving voltage meeting the requirements, and facilitate subsequent control of the voltage of the piezoelectric element of the shock absorber in the semi-active suspension based on the target driving voltage, and realize active control of the damping force of the shock absorber in the semi-active suspension.

[0078] In this embodiment, the initial driving voltage is determined according to the first fuzzy state corresponding to the first detection data and the second fuzzy state corresponding to the second detection data, which facilitates subsequent determination of the target driving voltage based on the initial driving voltage, and the method is simple and convenient without the need for complex modeling calculation; the target driving voltage is determined based on the initial driving voltage and the preset driving voltage, so as to obtain the target driving voltage meeting the requirements, and facilitate subsequent control of the driving voltage of the piezoelectric element of the shock absorber in the semi-active suspension based on the target driving voltage, and realize active control of the damping force of the shock absorber in the semi-active suspension.

[0079] In an embodiment, as shown in Figure 3 step S201, the initial driving voltage is determined according to the first fuzzy state corresponding to the first detection data and the second fuzzy state corresponding to the second detection data, which includes:

[0080] S301: According to the first fuzzy state corresponding to the first detection data and the second fuzzy state corresponding to the second detection data, querying the state-argument mapping table to obtain the first argument value corresponding to the first detection data and the second argument value corresponding to the second detection data;

[0081] S302: Obtain the first correction factor corresponding to the first detection data and the second correction factor corresponding to the second detection data;

[0082] S303: The first argument value, the first correction factor, the second argument value and the second correction factor are weighted to obtain the target argument value;

[0083] S304: Determine the initial driving voltage according to the target argument value.

[0084] The state-discourse mapping table is a mapping table between the first fuzzy state corresponding to the first detection data and the discourse value corresponding to the first fuzzy state, and a mapping table between the second fuzzy state corresponding to the second detection data and the discourse value corresponding to the second fuzzy state. The first discourse value refers to the discourse value corresponding to the first fuzzy state. The second discourse value refers to the discourse value corresponding to the second fuzzy state. As shown in Table 1, the state-discourse mapping table between the first fuzzy state and the first discourse value. As shown in Table 2, the state-discourse mapping table between the second fuzzy state and the second discourse value. Understandably, after obtaining the first fuzzy state corresponding to the first detection data and the second fuzzy state corresponding to the second detection data, the state-discourse mapping table can be queried to obtain the first discourse value corresponding to the first fuzzy state and the second discourse value corresponding to the second fuzzy state. As shown in Figure 8 , it is a mapping relationship diagram between the curve of the discourse value after the membership function and the fuzzy state in Table 1 and Table 2. It can be known from Figure 8 , that the negative big in the fuzzy state is represented by NB, and the corresponding discourse value is in the range of not greater than-2.5; the negative medium in the fuzzy state is represented by NM, and the corresponding discourse value is in the range of (-2.5, -1.5]; the negative small in the fuzzy state is represented by NS, and the corresponding discourse value is in the range of (-1.5, -0.5]; the zero in the fuzzy state is represented by ZE, and the corresponding discourse value is in the range of (-0.5, 0.5]; the positive small in the fuzzy state is represented by PS, and the corresponding discourse value is in the range of (0.5, 1.5]; the positive medium in the fuzzy state is represented by PM, and the corresponding discourse value is in the range of (1.5, 2.5]; the positive big in the fuzzy state is represented by PB, and the corresponding discourse value is in the range of not less than 2.5. In this example, the membership function selects a Gaussian function: , where c represents the center position of the membership function curve, and σ represents the curve shape of the membership function.

[0085] Table 1

[0086] First fuzzy state Negative large Negative medium Negative small Zero Positive small Positive medium Positive large First universe value -3 -2 -1 0 1 2 3

[0087] Table 2

[0088] Second fuzzy state Negative large Negative medium Negative small Zero Positive small Positive medium Positive large Second universe value -3 -2 -1 0 1 2 3

[0089] As an example, in step S301, after obtaining the first fuzzy state corresponding to the first detection data and the second fuzzy state corresponding to the second detection data, the vehicle-mounted controller can query the state-argument mapping table to obtain the first argument value corresponding to the first fuzzy state and the second argument value corresponding to the second fuzzy state. For example, the vehicle-mounted controller obtains that the first fuzzy state corresponding to the first detection data is negative large, and then queries Table 1 to obtain that the first argument value is -3; the vehicle-mounted controller obtains that the second fuzzy state corresponding to the vehicle body speed is negative medium, and then queries Table 2 to obtain that the second argument value is -2.

[0090] wherein the first correction factor refers to a parameter for correcting the first argument value corresponding to the first detection data, and the second correction factor refers to a parameter for correcting the second argument value corresponding to the second detection data.

[0091] As an example, in step S302, the vehicle-mounted controller obtains the first correction factor corresponding to the first detection data and the second correction factor corresponding to the second detection data, so as to facilitate subsequent correction of the first argument value according to the first correction factor and correction of the second argument value according to the second correction factor. For example, the first correction factor and the second correction factor can be set according to empirical values. For example, the first correction factor and the second correction factor can be set according to requirements for the damper damping force in the semi-active suspension. For another example, the first correction factor and the second correction factor can also be set according to the type of the semi-active suspension.

[0092] wherein the target argument value refers to an argument value corresponding to the initial driving voltage, and is used to obtain the initial driving voltage. The initial driving voltage refers to a voltage value preliminarily determined for controlling the damper damping force in the semi-active suspension.

[0093] As an example, in step S303, after obtaining the first argument value, the first correction factor, the second argument value, and the second correction factor, the vehicle-mounted controller corrects the first argument value by using the first correction factor to obtain a first correction result, corrects the second argument value by using the second correction factor to obtain a second correction result, and sums the first correction result and the second correction result to obtain the target argument value. In this example, when the first argument value E, the second argument value EC, the first correction factor a, and the second correction factor (1-a) are determined, the target argument value U is:

[0094] U=a*E+(1-a)*EC

[0095] wherein the value range of a is [0, 1], and the target argument value is obtained based on weighted processing of the first argument value, the first correction factor, the second argument value, and the second correction factor. In this example, the target argument value is obtained, so as to facilitate subsequent obtaining of the initial driving voltage according to the target argument value.

[0096] As an example, in step S304, the vehicle-mounted controller obtains the initial driving voltage according to the target argument value after obtaining the target argument value. In this example, after obtaining the target argument value, the vehicle-mounted controller can query the corresponding mapping rule table to obtain the initial driving voltage according to the relationship between the target argument value and the initial driving voltage. In this example, the initial driving voltage is obtained based on the target argument value, without the need for complex modeling, and is more convenient and fast.

[0097] In this embodiment, the first argument value corresponding to the first detection data and the second argument value corresponding to the second detection data are obtained by querying the state-argument mapping table according to the first fuzzy state corresponding to the first detection data and the second fuzzy state corresponding to the second detection data; the first correction factor corresponding to the first detection data and the second correction factor corresponding to the second detection data are obtained; the target argument value is obtained by weighting the first argument value, the first correction factor, the second argument value, and the second correction factor; and the initial driving voltage is determined according to the target argument value. This method does not need complex modeling and is more convenient and fast.

[0098] In an embodiment, the first detection data is vehicle body acceleration, and the second detection data is vehicle body speed.

[0099] The vehicle body acceleration refers to the acceleration of the vehicle body at a certain moment of the application of the semi-active suspension to the vehicle, which is collected by the vehicle body acceleration sensor at the moment. The vehicle body speed refers to the speed of the vehicle body at the same moment as the vehicle body acceleration, which is collected.

[0100] As an example, the vehicle-mounted controller obtains the vehicle body acceleration collected by the vehicle body acceleration sensor as the first detection data, integrates the vehicle body acceleration to obtain the vehicle body speed as the second detection data, queries the state-argument mapping table according to the first fuzzy state corresponding to the vehicle body acceleration and the second fuzzy state corresponding to the vehicle body speed to obtain the first argument value corresponding to the vehicle body acceleration and the second argument value corresponding to the vehicle body speed, obtains the first correction factor corresponding to the vehicle body acceleration and the second correction factor corresponding to the vehicle body speed, weights the first argument value, the first correction factor, the second argument value, and the second correction factor to obtain the target argument value, and determines the initial driving voltage according to the target argument value. The specific processing process is similar to steps S301-S304, and is not repeated here to avoid repetition.

[0101] In this embodiment, the collected vehicle body acceleration is taken as the first detection data, and the vehicle body speed calculated based on the vehicle body acceleration is taken as the second detection data. Different dimensions of detection data are used as the first detection data and the second detection data, which facilitates accurate control of the damper damping force in the semi-active suspension.

[0102] In another embodiment, the first detection data is the vehicle body acceleration, and the second detection data is the wheel deformation.

[0103] The wheel deformation refers to the deformation degree of the wheel of the vehicle caused by the roughness of the road surface and the wheel acceleration at the same time when the vehicle body acceleration is acquired.

[0104] As another example, the vehicle controller acquires the vehicle body acceleration collected by the vehicle body acceleration collector, and takes the vehicle body acceleration as the first detection data. The vehicle controller also acquires the measured data collected by the wheel detection device, determines the wheel deformation according to the measured data, and takes the wheel deformation as the second detection data. According to the first fuzzy state corresponding to the vehicle body acceleration and the second fuzzy state corresponding to the wheel deformation, the vehicle controller queries the state-discourse mapping table to acquire the first discourse value corresponding to the vehicle body acceleration and the second discourse value corresponding to the wheel deformation. The vehicle controller acquires the first correction factor corresponding to the vehicle body acceleration and the second correction factor corresponding to the wheel deformation. The vehicle controller performs weighted processing on the first discourse value, the first correction factor, the second discourse value, and the second correction factor to acquire a target discourse value. According to the target discourse value, the vehicle controller determines the initial driving voltage. The specific processing process is similar to steps S301-S304, and is not described here to avoid repetition.

[0105] In this embodiment, the collected vehicle body acceleration is taken as the first detection data, and the wheel deformation is taken as the second detection data. Different dimensions of detection data are used as the first detection data and the second detection data, which facilitates accurate control of the damper damping force in the semi-active suspension.

[0106] In another embodiment, the wheel deformation is determined according to the wheel acceleration and the road input. The road input is the height difference between the highest point and the lowest point of the wheel in contact with the road surface.

[0107] The wheel acceleration refers to the acceleration of the wheel of the semi-active suspension at a certain time, which is used to acquire the wheel deformation. The wheel acceleration can be collected by a wheel acceleration sensor. The road input refers to the difference between the highest point and the lowest point of the wheel of the semi-active suspension in contact with the road surface at the same time when the wheel acceleration is acquired.

[0108] As an example, the vehicle controller calculates the wheel deformation based on the wheel acceleration and road input acquired at the same moment, thus obtaining the second detection data. In this example, after acquiring the road input and the wheel acceleration collected and uploaded by the wheel acceleration sensor at the same moment, the vehicle controller performs a second integration on the wheel acceleration to obtain the wheel displacement. The difference between the wheel displacement and the road input is taken as the wheel deformation, and the wheel deformation is used as the second detection data. In this example, the wheel deformation is obtained based on the wheel acceleration and the road input, and the wheel deformation is used as the second detection data, making it feasible to subsequently determine the initial drive voltage based on the second detection data.

[0109] In this embodiment, wheel acceleration and road surface input are obtained, and wheel deformation is obtained based on the wheel acceleration and road surface input. The wheel deformation is used as the second detection data, making it feasible to determine the initial driving voltage based on the second detection data.

[0110] In one embodiment, such as Figure 4 As shown, in step S304, that is, determining the initial driving voltage based on the target universe value, includes:

[0111] S401: Query the universe-voltage mapping table based on the target universe value to determine the voltage fuzzy state;

[0112] S402: Based on the voltage fuzzy state, query the voltage fuzzy state-damping force mapping table to determine the current damping force;

[0113] S403: Based on the current damping force, determine the initial drive voltage using the relationship curve between damping force and output voltage.

[0114] The universe-voltage mapping table is a rule table used to query the corresponding voltage fuzzy state based on the target universe value. A voltage fuzzy state refers to the fuzzy state of the voltage corresponding to the target universe value.

[0115] As an example, in step S401, after obtaining the target universe of discourse value, the vehicle controller queries the universe-voltage mapping table based on the target universe of discourse value to determine the voltage ambiguity state corresponding to the target universe of discourse value. In this example, Table 3 shows the universe-voltage mapping table. Here, B represents a smaller voltage ambiguity state, M represents a medium voltage ambiguity state, and S represents a larger voltage ambiguity state. When the target universe of discourse value is not greater than 0, the vehicle controller determines the voltage ambiguity state as B (smaller); when the target universe of discourse value is in the range of (0,2), the vehicle controller determines the voltage ambiguity state as M (medium); when the target universe of discourse value is not less than 2, the vehicle controller determines the voltage ambiguity state as S (larger). In this example, the voltage ambiguity state is determined by querying the universe-voltage mapping table based on the target universe of discourse value, which facilitates the subsequent determination of the current damping force based on the voltage ambiguity state.

[0116] Table 3

[0117] Target universe value 0 1 2 Voltage fuzzy state B M S

[0118] The voltage fuzzy state-damping force mapping table refers to a mapping relationship table of the voltage fuzzy state and the damping force. The current damping force refers to the damping force corresponding to the voltage fuzzy state. Understandably, the working principle of the damper in the semi-active suspension for damping force control is: by obtaining a target driving voltage corresponding to the damping force, the damper is controlled to work under the target driving voltage to generate a corresponding damping force, thereby realizing active control of the damping force in the semi-active suspension. Therefore, the current damping force needs to be obtained, and the corresponding initial driving voltage is obtained according to the current damping force, so as to facilitate subsequent determination of the target driving voltage based on the initial driving voltage, so that the damper in the semi-active suspension can work under the target driving voltage to generate a corresponding damping force, thereby realizing active control of the damping force in the semi-active suspension.

[0119] As an example, in step S402, the vehicle-mounted controller determines the voltage fuzzy state corresponding to the target argument value, and then queries the voltage fuzzy state-damping force mapping table according to the voltage fuzzy state to determine the current damping force corresponding to the voltage fuzzy state. In this example, the voltage fuzzy state-damping force mapping table is directly queried based on the voltage fuzzy state to determine the current damping force, which is convenient and fast, and makes it feasible to determine the initial driving voltage based on the current damping force.

[0120] The relationship curve of the damping force and the output voltage reflects the mapping relationship between the current damping force and the initial driving voltage, and is used to determine the initial driving voltage based on the current damping force.

[0121] As an example, in step S403, after obtaining the current damping force, the vehicle-mounted controller directly calculates the voltage corresponding to the current damping force based on the relationship curve of the damping force and the output voltage, and takes the voltage as the initial driving voltage. The relationship curve of the damping force and the output voltage can be obtained by experiment. In this example, the initial driving voltage is determined based on the current damping force through the relationship curve of the damping force and the output voltage, which does not need to go through a complex modeling process to obtain the initial driving voltage, and the initial driving voltage obtained by calculation is more accurate, making it more convenient and fast to obtain the target driving voltage based on the initial driving voltage.

[0122] In the embodiment, the voltage fuzzy state is determined according to the target theory field value and the theory field-voltage mapping table, the current damping force is determined according to the voltage fuzzy state and the voltage fuzzy state-damping force mapping table, and the initial driving voltage is determined according to the current damping force and the relationship curve between the damping force and the output voltage. The method can obtain the initial driving voltage without a complex modeling process, the initial driving voltage obtained through the table lookup and calculation is more accurate, and the target driving voltage based on the initial driving voltage is more convenient and faster to obtain.

[0123] In an embodiment, as shown in FIG. 3, in step S302, the first correction factor corresponding to the first detection data and the second correction factor corresponding to the second detection data are obtained, including: Figure 5

[0124] S501: determining a vehicle driving style according to a vehicle type;

[0125] S502: obtaining a first correction factor corresponding to the first detection data and a second correction factor corresponding to the second detection data according to the vehicle driving style.

[0126] The vehicle type refers to the type of the vehicle determined when the vehicle to which the semi-active suspension is applied is designed. The vehicle type includes a general car and a sports car. The vehicle driving style refers to different driving styles corresponding to different vehicle types. For example, the vehicle driving style corresponding to the general car is a smooth driving style, and the main feature is smooth and comfortable. The vehicle driving style corresponding to the sports car is a sports driving style, and the main feature is power and speed.

[0127] As an example, in step S501, the vehicle controller obtains the vehicle type of the vehicle to which the semi-active suspension is applied, and determines the vehicle driving style according to the vehicle type. For example, the vehicle controller determines that the vehicle type of the vehicle is a sports car, and determines that the vehicle driving style of the vehicle is a sports driving style. In this example, the vehicle driving style is determined, which facilitates the determination of the first correction factor and the second correction factor according to the vehicle driving style.

[0128] ​As an example, in step S502, the vehicle controller obtains the first correction factor corresponding to the first detection data and the second correction factor corresponding to the second detection data according to the vehicle driving style corresponding to the vehicle to which the semi-active suspension is applied. In this example, after the vehicle controller determines that the vehicle driving style of the vehicle is a sporty driving style, the first correction factor is set to be greater than the second correction factor, and after determining that the vehicle driving style of the vehicle is a smooth driving style, the first correction factor is set to be not greater than the second correction factor. Understandably, the first correction factor is used to correct the body acceleration, and the second correction factor is used to correct the body speed or wheel deformation. For a smooth driving style vehicle, comfort is emphasized, so the wheel deformation is the object that needs to be focused on and needs to occupy a large proportion, therefore, the first correction factor cannot be greater than the second correction factor, and for a sporty driving style vehicle, power and speed are emphasized, and the speed control is realized based on adjusting the size of the acceleration, therefore, the correction of the body acceleration is the focus, and the first correction factor is determined to be greater than the second correction factor. In this example, the first correction factor and the second correction factor are obtained according to the obtained vehicle driving style, which facilitates subsequent more accurate obtaining of the target domain value according to the first correction factor and the second correction factor, and further determines a more accurate initial driving voltage.

[0129] In this embodiment, the vehicle driving style is determined according to the vehicle type, the first correction factor and the second correction factor are obtained according to the vehicle driving style, which facilitates subsequent more accurate obtaining of the target domain value according to the first correction factor and the second correction factor, and further determines a more accurate initial driving voltage according to the first correction factor and the second correction factor that meet the vehicle driving style.

[0130] In an embodiment, as shown in Figure 6 step S202, determining the target driving voltage according to the initial driving voltage and the preset driving voltage comprises:

[0131] S601: obtaining a measured error value between the initial driving voltage and the preset driving voltage;

[0132] S602: if the measured error value is less than a preset error value, determining the initial driving voltage as the target driving voltage;

[0133] S603: if the measured error value is not less than the preset error value, determining the preset driving voltage as the target driving voltage.

[0134] Understandably, the measured error value between the initial driving voltage and the preset driving voltage refers to the absolute value of the error between the initial driving voltage and the preset driving voltage, which is used to judge whether the initial driving voltage can output control the preset driving voltage and the initial driving voltage.

[0135] As an example, in step S601, the vehicle-mounted controller obtains a measured error value between the initial driving voltage and the preset driving voltage. In this example, after determining the preset driving voltage and the initial driving voltage, the vehicle-mounted controller obtains an absolute value of a difference between the preset driving voltage and the initial driving voltage, and takes the absolute value as the measured error value between the initial driving voltage and the preset driving voltage. In this example, obtaining the measured error value between the initial driving voltage and the preset driving voltage facilitates subsequent judgment of whether the initial driving voltage can be taken as the target driving voltage.

[0136] In the formula, the preset error value is a preset value for judging whether the initial driving voltage can be directly taken as the target driving voltage. The target driving voltage refers to an output voltage for controlling the damper damping force in the semi-active suspension.

[0137] As an example, in step S602, the vehicle-mounted controller compares the sizes of the measured error value and the preset error value, and determines the initial driving voltage as the target driving voltage when it is determined that the measured error value is smaller than the preset error value. Understandably, if the measured error value is smaller than the preset error value, it indicates that the error between the initial driving voltage and the preset driving voltage is small, and the initial driving voltage can be taken as the preset driving voltage so as to control the damper damping force in the semi-active suspension based on the initial driving voltage. In this example, if the measured error value is smaller than the preset error value, the initial driving voltage is determined as the target driving voltage, which can reduce the error of the output target driving voltage and make the subsequent control of the damper damping force in the semi-active suspension more accurate.

[0138] As an example, in step S603, the vehicle-mounted controller determines the preset driving voltage as the target driving voltage when the measured error value is not smaller than the preset error value. Understandably, if the measured error value between the initial driving voltage and the preset driving voltage is not smaller than the preset error value, it indicates that the error between the initial driving voltage and the preset driving voltage is large, and directly taking the initial driving voltage as the target driving voltage will result in a large control error of the damper damping force in the semi-active suspension and cannot achieve an ideal control effect. Therefore, when the measured error value between the initial driving voltage and the preset driving voltage is not smaller than the preset error value, the preset driving voltage is taken as the target driving voltage to control the damper damping force in the semi-active suspension, and the error is small, which facilitates improvement of the control effect.

[0139] In this embodiment, if the measured error value is smaller than the preset error value, the initial driving voltage is determined as the target driving voltage, which can reduce the error of the output target driving voltage and make the subsequent control of the damper damping force in the semi-active suspension more accurate; and if the measured error value is not smaller than the preset error value, the preset driving voltage is determined as the target driving voltage, which has a small error and can improve the control effect.

[0140] It should be understood that the size of the serial number of each step in the above embodiments does not mean the order of execution, and the execution order of each process should be determined according to its function and internal logic, and should not constitute any limitation on the implementation process of the embodiments of the present application.

[0141] In one embodiment, a vehicle-mounted controller is provided, and its internal structure diagram can be as shown in Figure 7 The computer device includes a processor, a memory, a network interface and a database connected through a system bus. Among them, the processor of the computer device is used to provide computing and control capability. The memory of the computer device includes a non-volatile storage medium and an internal memory. The non-volatile storage medium stores an operating system, a computer program and a database. The internal memory provides an environment for the operating system and the computer program in the non-volatile storage medium to run. The database of the computer device is used to store the data used or generated in the process of executing the semi-active suspension control method. The network interface of the computer device is used to communicate with the external terminal through the network connection. The computer program is executed by the processor to implement a semi-active suspension control method.

[0142] In one embodiment, a vehicle-mounted controller is provided, and it includes a memory, a processor and a computer program stored in the memory and executable on the processor. When the processor executes the computer program, it implements the semi-active suspension control method in the above embodiments, such as Figure 1 As shown in S101-S104, or Figures 2 to 6 In order to avoid repetition, it will not be described here.

[0143] In one embodiment, a semi-active suspension control system is provided, which includes a shock absorber, a data acquisition device and a vehicle-mounted controller. The data acquisition device is connected to the vehicle-mounted controller and is used to acquire first detection data and second detection data and send the first detection data and the second detection data to the vehicle-mounted controller. The vehicle-mounted controller is connected to the shock absorber and is used to execute the semi-active suspension control method in the above embodiments.

[0144] As an example, in the semi-active suspension control system, a power supply is connected to the shock absorber, the data acquisition device and the vehicle-mounted controller respectively, and is used to provide energy for the system to run. The data acquisition device is used to acquire first detection data and second detection data and send the first detection data and the second detection data to the vehicle-mounted controller. The vehicle-mounted controller is connected to the data acquisition device and the shock absorber respectively, and can determine the target drive voltage according to the received first detection data and second detection data according to the above semi-active suspension control method, and control the shock absorber to work based on the target drive voltage, so as to realize the active control of the damping force of the shock absorber in the semi-active suspension and guarantee better control effect.

[0145] In an embodiment, the data acquisition device comprises a first detection device configured to acquire the body acceleration; and a vehicle controller configured to determine the body speed based on the body acceleration, and determine the body acceleration and the body speed as the first detection data and the second detection data, respectively.

[0146] As an example, the first detection device comprises a body acceleration sensor configured to acquire the body acceleration. After the body acceleration sensor acquires the body acceleration, the body acceleration is uploaded to the vehicle controller. The vehicle controller receives the body acceleration as the first detection data, integrates the body acceleration to obtain the body speed, and takes the body speed as the second detection data.

[0147] In the embodiment, after the first detection device acquires the body acceleration, the body acceleration is uploaded to the vehicle controller. The vehicle controller determines the first detection data as the body acceleration and the second detection data as the body speed, so as to perform fuzzy control based on the body acceleration and the body speed, determine the corresponding target drive voltage based on the target drive voltage, and control the shock absorber to work based on the target drive voltage, so as to realize active control of the damping force of the shock absorber in the semi-active suspension, and guarantee better control effect.

[0148] In another embodiment, the data acquisition device comprises a first detection device and a second detection device. The first detection device is configured to acquire the body acceleration. The second detection device is configured to acquire the wheel acceleration and the road input. The road input is the height difference between the highest point and the lowest point of the contact between the wheel and the road. A vehicle controller is configured to determine the wheel deformation based on the wheel acceleration and the road input, and determine the body acceleration and the wheel deformation as the first detection data and the second detection data, respectively.

[0149] As another example, the first detection device comprises a body acceleration sensor configured to acquire the body acceleration. After the body acceleration sensor acquires the body acceleration, the body acceleration is uploaded to the vehicle controller. The vehicle controller receives the body acceleration as the first detection data. The second detection device comprises a wheel acceleration sensor and a road input sensor. The wheel acceleration sensor is configured to acquire the wheel acceleration and upload the acquired wheel acceleration to the vehicle controller. The road input sensor is configured to acquire the road input and upload the acquired road input to the vehicle controller. After the vehicle controller receives the wheel acceleration and the road input, the vehicle controller performs second integration on the wheel acceleration to obtain the wheel displacement, takes the difference between the wheel displacement and the road input as the wheel deformation, and takes the wheel deformation as the second detection data.

[0150] In the embodiment, the first detection device collects the vehicle body acceleration, the second detection device collects the wheel acceleration and the road input, and then uploads to the vehicle controller. The vehicle controller determines that the first detection data is the vehicle body acceleration and the second detection data is the wheel deformation, so as to perform the fuzzy control based on the vehicle body acceleration and the wheel deformation, determine the corresponding target driving voltage, control the shock absorber to work based on the target driving voltage, and realize the active control of the damping force of the shock absorber in the semi-active suspension, and guarantee the better control effect.

[0151] In an embodiment, as shown in Figure 9 Fig. 1 is a cross-sectional view of a shock absorber in a semi-active suspension, wherein the shock absorber comprises an oil storage cylinder 1, a working cylinder 2, a hollow piston rod 3, a piston valve 4 and a hollow plunger rod 5; the working cylinder 2 is arranged in the oil storage cylinder 1; the hollow piston rod 3 is arranged in the working cylinder 2, one end of the hollow piston rod 3 is provided with a limiting space 6, and a spring 7 is arranged in the limiting space 6; the piston valve 4 is arranged at one end of the hollow piston rod 3 and abuts against the inner wall of the working cylinder 2, thereby separating the working cylinder 2 to form a first chamber 8 and a second chamber 9, and a first flow channel A is formed in the piston valve 4 to communicate the first chamber 8 and the second chamber 9; the hollow plunger rod 5 is arranged in the hollow piston rod 3, and the hollow plunger rod 5 communicates the first chamber 8 through a connecting channel 14; one end of the hollow plunger rod 5 is provided with an actuator 10, the actuator 10 is arranged in the limiting space 6 and connected with the spring 7, and the connecting channel 14 and the hollow plunger rod 5 are communicated, thereby forming a second flow channel B to communicate the first chamber 8 and the second chamber 9; the hollow plunger rod 5 is provided with a piezoelectric element 11 connected with the actuator 10 and a strain controller 12 connected with the piezoelectric element 11; the strain controller 12 is connected with a vehicle controller, and is used to control the piezoelectric element 11 to work according to a target driving voltage.

[0152] As an example, the working cylinder 2 is separated by the piston valve 4 to form the first chamber 8 and the second chamber 9, and the first flow channel A is formed in the piston valve 4 to communicate the first chamber 8 and the second chamber 9; the connecting channel 14 and the hollow plunger rod 5 are communicated to form the second flow channel B to communicate the first chamber 8 and the second chamber 9; when the shock absorber is not powered, i.e. the vehicle controller does not provide the target driving voltage to control the piezoelectric element 11 to work, the first flow channel A works, the spring 7 expands and contracts to block the second flow channel B, so that the second flow channel B does not work, thereby providing the basic damping force for the semi-active suspension; when the vehicle controller provides the target driving voltage, the wire harness 13 transmits the target driving voltage to the strain controller 12, the strain controller 12 transmits the target driving voltage to the piezoelectric element 11 when receiving the target driving voltage, the piezoelectric element 11 generates the corresponding target driving voltage, pushes the actuator 10 to change the throttle hole area between the actuator 10 and the hollow piston rod 3, so that the first flow channel A and the second flow channel B work together, generate the damping force with the size corresponding to the target driving voltage, and realize the active control of the damping force in the semi-active suspension.

[0153] In this example, the piezoelectric element 11 in the damper can be a piezoelectric bimorph.

[0154] In this embodiment, the target driving voltage is generated by the vehicle-mounted controller, the piezoelectric element 11 in the damper is controlled to work under the target driving voltage, and the actuator 10 is controlled to change the throttle area in the damper to generate a damping force with a size corresponding to the target driving voltage, so as to realize active control of the damping force in the semi-active suspension, which is easy to engineer and has good real vehicle control effect.

[0155] In an embodiment, a vehicle is provided, characterized in that it comprises the semi-active suspension control system described above.

[0156] In an embodiment, a computer readable storage medium is provided, and a computer program is stored on the computer readable storage medium, and the computer program is executed by a processor to implement the semi-active suspension control method in the above embodiments, for example Figure 1 as shown in S101-S104, or Figures 2 to 6 For brevity, details are not repeated here. The computer readable storage medium can be non-volatile or volatile.

[0157] A person of ordinary skill in the art can understand that all or part of the processes in the above embodiments can be completed by a computer program instructing related hardware. The computer program can be stored in a non-volatile computer readable storage medium, and when executed, can include the processes of the above embodiments. Any reference to memory, storage, database or other medium in the embodiments provided by the present application can include non-volatile and / or volatile memory. Non-volatile memory can include read-only memory (ROM), programmable ROM (PROM), electrically programmable ROM (EPROM), electrically erasable programmable ROM (EEPROM) or flash memory. Volatile memory can include random access memory (RAM) or external cache memory. As an illustration but not limitation, RAM is available in various forms, such as static RAM (SRAM), dynamic RAM (DRAM), synchronous DRAM (SDRAM), double data rate SDRAM (DDR SDRAM), enhanced SDRAM (ESDRAM), synchronous link (Synchlink) DRAM (SLDRAM), memory bus (Rambus) direct RAM (RDRAM), direct memory bus dynamic RAM (DRDRAM), and memory bus dynamic RAM (RDRAM), etc.

[0158] Those skilled in the art can clearly understand that, for the convenience and brevity of description, only the above-mentioned division of each functional unit and module is exemplified, and in actual application, the above-mentioned functions can be completed by different functional units and modules according to needs, that is, the internal structure of the device is divided into different functional units or modules to complete all or part of the functions described above.

[0159] The above-described embodiments are only used to illustrate the technical solutions of the present application, rather than limit them; although the present application has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that the technical solutions recorded in the foregoing embodiments can be modified, or some technical features can be replaced by equivalents; and these modifications or replacements do not make the essence of the corresponding technical solutions deviate from the spirit and scope of the technical solutions of the embodiments of the present application, and should be included in the protection scope of the present application.

Claims

1. A semi-active suspension control method, characterized by, The method comprises: acquiring first detection data and second detection data collected during vehicle driving; performing fuzzy processing on the first detection data and the second detection data to acquire a first fuzzy state corresponding to the first detection data and a second fuzzy state corresponding to the second detection data; querying a state-argument mapping table according to the first fuzzy state corresponding to the first detection data and the second fuzzy state corresponding to the second detection data to acquire a first argument value corresponding to the first detection data and a second argument value corresponding to the second detection data; acquiring a first correction factor corresponding to the first detection data and a second correction factor corresponding to the second detection data; performing weighted processing on the first argument value, the first correction factor, the second argument value and the second correction factor to acquire a target argument value; determining an initial driving voltage according to the target argument value; determining a target driving voltage according to the initial driving voltage and a preset driving voltage; controlling a piezoelectric element in a shock absorber to work according to the target driving voltage.

2. The semi-active suspension control method according to claim 1, characterized by, The first detection data is vehicle body acceleration, and the second detection data is vehicle body speed. Alternatively, the first detection data is vehicle body acceleration, and the second detection data is wheel deformation.

3. The semi-active suspension control method according to claim 2, characterized by, The wheel deformation is determined according to wheel acceleration and road input, and the road input is a height difference between a highest point and a lowest point of contact between the wheel and the road.

4. The semi-active suspension control method according to claim 1, characterized by, The determining of the initial driving voltage according to the target argument value comprises: querying an argument-voltage mapping table according to the target argument value to determine a voltage fuzzy state; querying a voltage fuzzy state-damping force mapping table according to the voltage fuzzy state to determine a current damping force; determining the initial driving voltage through a relationship curve between the damping force and the output voltage according to the current damping force.

5. The semi-active suspension control method according to claim 1, characterized by, The acquiring of the first correction factor corresponding to the first detection data and the second correction factor corresponding to the second detection data comprises: determining a vehicle driving style according to a vehicle type; acquiring the first correction factor corresponding to the first detection data and the second correction factor corresponding to the second detection data according to the vehicle driving style.

6. The semi-active suspension control method according to claim 1, characterized by, The determining of the target driving voltage according to the initial driving voltage and the preset driving voltage comprises: acquiring a measured error value between the initial driving voltage and the preset driving voltage; if the measured error value is less than a preset error value, determining the initial driving voltage as the target driving voltage; if the measured error value is not less than the preset error value, determining the preset driving voltage as the target driving voltage.

7. An in-vehicle controller characterized by comprising: The computer program product comprises a memory, a processor and a computer program stored in the memory and executable on the processor, and the processor implements the semi-active suspension control method according to any one of claims 1 to 6 when executing the computer program.

8. A semi-active suspension control system characterized by comprising: The semi-active suspension control system comprises a shock absorber, a data acquisition device and the vehicle-mounted controller of claim 7; the data acquisition device is connected to the vehicle-mounted controller and is used to acquire first detection data and second detection data and send the first detection data and the second detection data to the vehicle-mounted controller; the vehicle-mounted controller is connected to the shock absorber and is used to execute the semi-active suspension control method of any one of claims 1 to 6.

9. The semi-active suspension control system of claim 8, wherein, The data acquisition device comprises a first detection device used to acquire vehicle body acceleration; the vehicle-mounted controller is used to determine vehicle body speed according to the vehicle body acceleration and determine the vehicle body acceleration and the vehicle body speed as first detection data and second detection data respectively; Alternatively, the data acquisition device comprises a first detection device and a second detection device; the first detection device is used to acquire vehicle body acceleration; the second detection device is used to acquire wheel acceleration and road input, the road input being the height difference between the highest point and the lowest point of the contact between the wheel and the road; the vehicle-mounted controller is used to determine wheel deformation according to the wheel acceleration and the road input and determine the vehicle body acceleration and the wheel deformation as first detection data and second detection data respectively.

10. The semi-active suspension control system of claim 8, wherein, The shock absorber comprises an oil storage cylinder, a working cylinder, a hollow piston rod, a piston valve and a hollow plunger rod; The working cylinder is arranged in the oil storage cylinder; The hollow piston rod is arranged in the working cylinder, one end of the hollow piston rod is provided with a limiting space, and a spring is arranged in the limiting space; The piston valve is arranged at one end of the hollow piston rod and abuts against the inner wall of the working cylinder, thereby separating the working cylinder into a first chamber and a second chamber, and a first flow channel is formed in the piston valve to communicate the first chamber and the second chamber; The hollow plunger rod is arranged in the hollow piston rod, the hollow plunger rod communicates the first chamber through a connecting channel; one end of the hollow plunger rod is provided with an actuator, the actuator is arranged in the limiting space and connected to the spring, and a second flow channel is formed between the connecting channel and the hollow plunger rod to communicate the first chamber and the second chamber; The hollow plunger rod is provided with a piezoelectric element connected to the actuator and a strain controller connected to the piezoelectric element; the strain controller is connected to the vehicle-mounted controller and is used to control the piezoelectric element to work according to the target driving voltage.

11. An automobile characterized by comprising: The semi-active suspension control system of claim 8.

12. A computer-readable storage medium, the computer-readable storage medium storing a computer program, characterized in that, The computer program is executed by a processor to implement the semi-active suspension control method of any one of claims 1 to 6.

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