A magnetorheological damper control method and device for commercial vehicles and commercial vehicles

Abstract

The present invention provides a magnetorheological damper control method and device for a commercial vehicle, and the commercial vehicle. These methods belong to the technical field of commercial vehicle vibration damping control. The method comprises: obtaining a real-time motion signal of the commercial vehicle, and determining the real-time cab current of the magnetorheological damper in the cab and the real-time chassis current of the magnetorheological damper in the chassis based on the real-time motion signal and a cab-chassis adjustment strategy; when the real-time cab current and the real-time chassis current are less than or equal to the maximum comfort current and greater than or equal to the minimum safety current, using the real-time cab current and the real-time chassis current as the target real-time cab current and the target real-time chassis current; and when the real-time cab current or the real-time chassis current is greater than the maximum comfort current or less than the minimum safety current, using the maximum comfort current or the minimum safety current as the target real-time cab current or the target real-time chassis current. The present invention takes into account both driving stability and smoothness.

Description

Technical Field

[0001] The present invention relates to the technical field of vibration reduction control for commercial vehicles, and in particular to a magnetorheological damper control method and device for a commercial vehicle, as well as the commercial vehicle. Background Art

[0002] Currently, commercial vehicles widely use traditional passive shock absorbers. These have a fixed damping coefficient. As an unchanging system, they can only store and dissipate energy within a single cycle, thus failing to effectively damp vibrations. The damping coefficient of passive shock absorbers is pre-set at the factory, limiting the vehicle's ability to adapt to varying road conditions. High-damping shock absorbers provide good handling stability but poor ride quality; low-damping shock absorbers, on the other hand, provide good ride quality but poor handling stability, potentially leading to roll and pitch.

[0003] That is, the passive suspension system including passive shock absorbers in the existing technology is difficult to take into account both the smoothness and handling stability of the vehicle at the same time, and is likely to cause the vehicle to roll, pitch and brake nod, affecting the driving experience and safety.

[0004] Therefore, there is an urgent need to provide a magnetorheological shock absorber control method, device and commercial vehicle for commercial vehicles, so as to achieve a shock absorber that takes into account both vehicle smoothness and handling stability, thereby ensuring the driving experience and safety of the commercial vehicle. Summary of the Invention

[0005] In view of this, it is necessary to provide a magnetorheological shock absorber control method, device and commercial vehicle for commercial vehicles to solve the technical problem in the existing technology that passive shock absorbers are used to reduce vibration of commercial vehicles, resulting in the inability to take into account both vehicle smoothness and handling stability, and thus resulting in poor driving experience and low driving safety.

[0006] On the one hand, in order to solve the above technical problems, the present invention provides a method for controlling a magnetorheological damper of a commercial vehicle, wherein the commercial vehicle includes a magnetorheological damper for the cab and a magnetorheological damper for the chassis. The method comprises:

[0007] Acquiring a real-time motion signal of the commercial vehicle, and determining a real-time cab current of the cab magnetorheological damper and a real-time chassis current of the chassis magnetorheological damper based on the real-time motion signal and a cab-chassis adjustment strategy;

[0008] When the cab real-time current and the chassis real-time current are less than or equal to the maximum comfort current and greater than or equal to the minimum safety current, the cab real-time current and the chassis real-time current are used as the target cab real-time current and the target chassis real-time current;

[0009] When the cab real-time current or the chassis real-time current is greater than the maximum comfort current, taking the maximum comfort current as the target cab real-time current or the target chassis real-time current;

[0010] When the cab real-time current or the chassis real-time current is less than the minimum safety current, the minimum safety current is used as the target cab real-time current or the target chassis real-time current.

[0011] In one possible implementation, the real-time motion signal includes a real-time cab acceleration signal, a real-time chassis acceleration signal, a real-time wheel acceleration signal, a real-time wheel height signal, a real-time throttle opening, a real-time steering wheel angle, and a real-time brake pressure;

[0012] Then, determining the cab real-time current of the cab magnetorheological shock absorber and the chassis real-time current of the chassis magnetorheological shock absorber based on the real-time motion signal and the cab-chassis adjustment strategy includes:

[0013] Determining the vertical acceleration, roll acceleration, and pitch acceleration of the commercial vehicle based on the cab real-time acceleration signal, chassis real-time acceleration signal, wheel real-time acceleration signal, wheel real-time height signal, throttle real-time opening, steering wheel real-time angle, and brake pressure;

[0014] determining a driving condition of the commercial vehicle based on the vertical acceleration, the roll acceleration, and the pitch acceleration;

[0015] The cab initial real-time current and the chassis initial real-time current are adjusted based on the driving condition and the cab-chassis adjustment strategy to obtain the cab real-time current and the chassis real-time current.

[0016] In a possible implementation, determining the driving condition of the commercial vehicle based on the vertical acceleration, the roll acceleration, and the pitch acceleration includes:

[0017] determining whether the vertical acceleration is greater than a vertical acceleration threshold, whether the roll acceleration is greater than a roll acceleration threshold, and whether the pitch acceleration is greater than a pitch acceleration threshold;

[0018] When the vertical acceleration is greater than the vertical acceleration threshold, the driving condition is a pothole condition;

[0019] When the roll acceleration is greater than the roll acceleration threshold, the driving condition is a roll condition;

[0020] When the pitch acceleration is greater than the pitch acceleration threshold, the driving condition is a pitch condition.

[0021] In a possible implementation, when the driving condition is a pitching condition, the cab-chassis adjustment strategy includes:

[0022] When the commercial vehicle is in emergency braking, the initial real-time current of the cab is a compression current, the initial real-time current of the chassis is a tension current, and the compression current of the cab magnetorheological shock absorber and the tension current of the chassis magnetorheological shock absorber are increased;

[0023] When the commercial vehicle starts or suddenly accelerates, the initial real-time current of the cab is a tensile current, the initial real-time current of the chassis is a compressive current, and the tensile current of the cab magnetorheological damper and the compressive current of the chassis magnetorheological damper are increased.

[0024] In one possible implementation, the cab magnetorheological damper includes a left cab magnetorheological damper located on the left side of the cab and a right cab magnetorheological damper located on the right side of the cab; the chassis magnetorheological damper includes a left chassis magnetorheological damper located on the left side of the chassis and a right chassis magnetorheological damper located on the right side of the chassis;

[0025] When the driving condition is a rolling condition, the cab-chassis adjustment strategy further includes:

[0026] When the commercial vehicle turns left, the input currents of the left cab magnetorheological damper and the left chassis magnetorheological damper are compression currents, and the input currents of the right cab magnetorheological damper and the right chassis magnetorheological damper are extension currents, thereby increasing the compression current of the left cab magnetorheological damper and the extension current of the right cab magnetorheological damper, and increasing the compression current of the left chassis magnetorheological damper and the extension current of the right chassis magnetorheological damper;

[0027] When the commercial vehicle turns right, the input current of the left cab magnetorheological vibration damper and the left chassis magnetorheological vibration damper is a tension current, and the input current of the right cab magnetorheological vibration damper and the right chassis magnetorheological vibration damper is a compression current, thereby increasing the tension current of the left cab magnetorheological vibration damper and the compression current of the right cab magnetorheological vibration damper, and simultaneously increasing the tension current of the left chassis magnetorheological vibration damper and the compression current of the right chassis magnetorheological vibration damper.

[0028] In a possible implementation, the chassis magnetorheological damper includes a front suspension magnetorheological damper and a rear suspension magnetorheological damper;

[0029] When the driving condition is a pothole condition, the cab-chassis adjustment strategy further includes:

[0030] The input current of the rear suspension magnetorheological damper is reduced.

[0031] In a possible implementation, the method further includes:

[0032] When the cab magnetorheological vibration damper and the chassis magnetorheological vibration damper fail, a preset basic current is used as the input current of the cab magnetorheological vibration damper and the chassis magnetorheological vibration damper.

[0033] In a possible implementation, before acquiring the real-time sensor signal and the real-time CAN signal of the commercial vehicle, the method further includes:

[0034] Historical sensor signals and historical CAN signals of the commercial vehicle are acquired, and maximum comfort current and minimum safety current of a cab magnetorheological shock absorber and a chassis magnetorheological shock absorber are determined based on the historical sensor signals and the historical CAN signals.

[0035] On the other hand, the present invention also provides a magnetorheological damper control device for a commercial vehicle, wherein the commercial vehicle includes a cab magnetorheological damper and a chassis magnetorheological damper, and the device includes:

[0036] a real-time current determination unit, configured to obtain a real-time motion signal of the commercial vehicle, and determine a real-time cab current of the cab magnetorheological damper and a real-time chassis current of the chassis magnetorheological damper based on the real-time motion signal and a cab-chassis adjustment strategy;

[0037] a first target real-time current determining unit, configured to use the cab real-time current and the chassis real-time current as target cab real-time current and target chassis real-time current when the cab real-time current and the chassis real-time current are less than or equal to a maximum comfort current and greater than or equal to a minimum safety current;

[0038] a second target real-time current determining unit, configured to use the maximum comfort current as the target cab real-time current or the target chassis real-time current when the cab real-time current or the chassis real-time current is greater than the maximum comfort current;

[0039] The third target real-time current determining unit is configured to use the minimum safety current as the target cab real-time current or the target chassis real-time current when the cab real-time current or the chassis real-time current is less than the minimum safety current.

[0040] On the other hand, the present invention further provides a commercial vehicle, comprising a memory and a processor, wherein:

[0041] The memory is used to store programs;

[0042] The processor is coupled to the memory and is configured to execute the program stored in the memory to implement the steps of the magnetorheological damper control method for a commercial vehicle described in any one of the possible implementations above.

[0043] The beneficial effects of the present invention are as follows: the magnetorheological damper control method for a commercial vehicle provided by the present invention, by setting the shock absorber of the commercial vehicle to be a magnetorheological damper, can adjust the damping force of the magnetorheological damper through current control, and its damping adjustment bandwidth is large, thereby enabling the vehicle to obtain better handling stability and smoothness.

[0044] Furthermore, the present invention can achieve synchronous or separate adjustment of the chassis and cab by providing a cab magnetorheological damper and a chassis magnetorheological damper for the cab and chassis respectively, thereby ensuring the joint regulation of the cab and chassis under any driving conditions, further improving the control reliability during driving.

[0045] Furthermore, the present invention ensures that the target real-time cab current and target chassis current are within the range of the maximum comfort current and the minimum safety current by comparing the real-time current of the cab and the real-time chassis current with the maximum comfort current and the minimum safety current. The comfort during driving is ensured by the maximum comfort current, and the stability and safety of the driving process are ensured by the minimum safety current, so as to ultimately ensure the driving smoothness and safety of the commercial vehicle after vibration reduction by the magnetorheological shock absorber. BRIEF DESCRIPTION OF THE DRAWINGS

[0046] In order to more clearly illustrate the technical solutions in the embodiments of the present invention, the following briefly introduces the drawings required for use in the description of the embodiments. Obviously, the drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative work.

[0047] Figure 1 A schematic flow chart of an embodiment of a magnetorheological damper control method for a commercial vehicle provided by the present invention;

[0048] Figure 2 For the present invention Figure 1 A schematic flow chart of an embodiment of determining the real-time current of the cab and the real-time current of the chassis in step S101;

[0049] Figure 3 A schematic diagram of an embodiment of regulating the real-time current in the cab and the real-time current in the chassis provided by the present invention;

[0050] Figure 4 A schematic structural diagram of an embodiment of a magnetorheological damper control device for a commercial vehicle provided by the present invention;

[0051] Figure 5 This is a schematic structural diagram of an embodiment of a commercial vehicle provided by the present invention. DETAILED DESCRIPTION

[0052] The following will provide a clear and complete description of the technical solutions in the embodiments of the present invention in conjunction with the accompanying drawings. Obviously, the described embodiments are only some of the embodiments of the present invention, not all of them. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative work are within the scope of protection of the present invention.

[0053] It should be understood that the schematic drawings are not drawn to scale. The flowcharts used in the present invention illustrate operations implemented according to some embodiments of the present invention. It should be understood that the operations of the flowcharts can be implemented out of sequence, and steps that have no logical contextual relationship can be reversed in order or implemented simultaneously. In addition, those skilled in the art, guided by the content of the present invention, can add one or more other operations to the flowcharts or remove one or more operations from the flowcharts. Some of the block diagrams shown in the accompanying drawings are functional entities and do not necessarily correspond to physically or logically independent entities. These functional entities can be implemented in the form of software, or in one or more hardware modules or integrated circuits, or in different networks and / or processor systems and / or microcontroller systems.

[0054] References herein to "embodiments" mean that a particular feature, structure, or characteristic described in connection with the embodiments may be included in at least one embodiment of the present invention. The appearance of this phrase in various places in the specification does not necessarily refer to the same embodiment, nor does it constitute a separate or alternative embodiment that is mutually exclusive of other embodiments. It is understood, both explicitly and implicitly, by those skilled in the art that the embodiments described herein may be combined with other embodiments.

[0055] The present invention provides a magnetorheological damper control method and device for a commercial vehicle, and the commercial vehicle, which are described below.

[0056] Before presenting specific embodiments, the magnetorheological damper is first introduced.

[0057] The magnetorheological shock absorber is a column shock absorber with continuously adjustable damping. It uses magnetorheological fluid as the medium. It senses the movement of the suspension and vehicle body through sensors, changes the magnetic field strength by adjusting the current, and changes the viscosity and shear properties of the magnetic fluid, thereby achieving the purpose of changing the damping characteristics. The damping of the magnetorheological shock absorber is adjustable, and the damping force of the magnetorheological shock absorber is basically proportional to the current. The greater the current, the greater the damping force; the smaller the current, the smaller the damping force.

[0058] The rheological properties of the MR fluid in a MR damper refer to the fact that when no magnetic field is applied, the fluid behaves like a Newtonian fluid, with magnetic particles arranged in a chaotic manner. When a magnetic field is applied, the fluid's rheological properties suddenly change, rapidly solidifying, with the magnetic particles aligning in chains along the magnetic field and losing their fluidity. When the magnetic field is removed, the fluid regains its fluidity. The liquid-solid-liquid transition occurs within milliseconds.

[0059] Therefore, the valve system structure of the magnetorheological shock absorber is simple, and there is no need to install an additional solenoid valve like the CDC shock absorber; the response speed is fast, between 5-10ms; the current control is ±5A, and the damping adjustment bandwidth is large, so the maximum compression damping force and maximum tensile damping force that can be obtained are larger than those of the CDC shock absorber.

[0060] The magnetorheological damper control method for commercial vehicles proposed in the embodiment of the present invention is applicable to commercial vehicles including a cab magnetorheological damper and a chassis magnetorheological damper. Figure 1 A flow chart of an embodiment of a magnetorheological damper control method for a commercial vehicle provided by the present invention is shown as follows: Figure 1 As shown, the magnetorheological damper control method for commercial vehicles includes:

[0061] S101. Acquire a real-time motion signal of a commercial vehicle, and determine a real-time cab current of a cab magnetorheological shock absorber and a real-time chassis current of a chassis magnetorheological shock absorber based on the real-time motion signal and a cab-chassis adjustment strategy;

[0062] S102. When the cab real-time current and the chassis real-time current are less than or equal to the maximum comfort current and greater than or equal to the minimum safety current, use the cab real-time current and the chassis real-time current as the target cab real-time current and the target chassis real-time current;

[0063] S103. When the cab real-time current or the chassis real-time current is greater than the maximum comfort current, the maximum comfort current is used as the target cab real-time current or the target chassis real-time current;

[0064] S104: When the cab real-time current or the chassis real-time current is less than the minimum safety current, the minimum safety current is used as the target cab real-time current or the target chassis real-time current.

[0065] The real-time operation signal in step S101 is obtained by analyzing the CAN signal based on sensors installed at various locations of the commercial vehicle.

[0066] In a specific embodiment of the present invention, the real-time motion signal includes a real-time acceleration signal of the cab, a real-time acceleration signal of the chassis, a real-time acceleration signal of the wheel, a real-time height signal of the wheel, a real-time throttle opening, a real-time steering wheel angle, and a real-time brake pressure.

[0067] The sensors include multiple acceleration sensors installed in the cab and chassis to detect acceleration signals and displacement sensors to detect real-time wheel height signals. CAN signals include real-time throttle opening, real-time steering wheel angle, and applied brake pressure.

[0068] It should be understood that the number of sensors should be set or adjusted according to the specifications and actual needs of the commercial vehicle, and is not specifically limited here.

[0069] Compared with the prior art, the magnetorheological damper control method for a commercial vehicle provided in an embodiment of the present invention, by setting the shock absorber of the commercial vehicle to a magnetorheological damper, can adjust the damping force of the magnetorheological damper through current control. Its damping adjustment bandwidth is large, thereby enabling the vehicle to obtain better handling stability and smoothness.

[0070] Furthermore, the embodiment of the present invention provides a cab magnetorheological damper and a chassis magnetorheological damper for the cab and chassis respectively, thereby achieving synchronous or separate adjustment of the chassis and cab, thereby ensuring the joint regulation of the cab and chassis under any driving conditions, further improving the control reliability during driving.

[0071] Furthermore, the embodiment of the present invention ensures that the target real-time cab current and the target chassis current are within the range of the maximum comfort current and the minimum safety current by comparing the real-time current of the cab and the real-time chassis current with the maximum comfort current and the minimum safety current. The comfort during driving is ensured by the maximum comfort current, and the stability and safety of the driving process are ensured by the minimum safety current, so as to ultimately ensure the driving smoothness and safety of the commercial vehicle after vibration reduction by the magnetorheological shock absorber.

[0072] Since commercial vehicles have various driving conditions such as pitching and rolling during driving, the premise for improving the applicability of the magnetorheological shock absorber control method to various driving conditions is to accurately determine the driving conditions. Therefore, in some embodiments of the present invention, such as Figure 2 As shown, the step S101 of determining the cab real-time current of the cab magnetorheological damper and the chassis real-time current of the chassis magnetorheological damper based on the real-time motion signal and the cab-chassis adjustment strategy includes:

[0073] S201, determining the vertical acceleration, roll acceleration, and pitch acceleration of the commercial vehicle based on a real-time cab acceleration signal, a real-time chassis acceleration signal, a real-time wheel acceleration signal, a real-time wheel height signal, a real-time throttle opening, a real-time steering wheel angle, and a real-time brake pressure;

[0074] S202, determining a driving condition of the commercial vehicle based on the vertical acceleration, the roll acceleration, and the pitch acceleration;

[0075] S203 : Adjust the cab initial real-time current and the chassis initial real-time current based on the driving condition and the cab-chassis adjustment strategy to obtain the cab real-time current and the chassis real-time current.

[0076] The cab initial real-time current and chassis initial real-time current refer to the cab current and chassis current determined in the previous vibration reduction adjustment cycle of the commercial vehicle, that is, the current that has not been adjusted in this vibration reduction adjustment cycle.

[0077] The embodiment of the present invention determines the vertical acceleration, roll acceleration, and pitch acceleration of the commercial vehicle based on the above-mentioned real-time motion signal. These three accelerations respectively characterize the pothole condition, roll condition, and pitch condition, thereby ensuring the accuracy of the driving condition and, in turn, the accuracy of the determined real-time current of the cab and the chassis.

[0078] It should be noted that the vertical acceleration is determined by the real-time height signal of the wheel. The greater the height difference of the wheel within the preset time period, the greater the vertical acceleration. This indicates that the road where the commercial vehicle is located is bumpy or even has potholes.

[0079] The pitch acceleration is determined by the real-time brake pressure, the real-time throttle opening, the real-time acceleration signal of the cab, and the real-time acceleration signal of the chassis, that is, when emergency braking and starting or sudden acceleration occurs.

[0080] The roll acceleration is determined by the real-time wheel acceleration signal and the real-time steering wheel angle, i.e., the working condition when a sharp turn occurs.

[0081] In some embodiments of the present invention, step S202 is specifically as follows:

[0082] Determining whether the vertical acceleration is greater than a vertical acceleration threshold, whether the roll acceleration is greater than a roll acceleration threshold, and whether the pitch acceleration is greater than a pitch acceleration threshold;

[0083] When the vertical acceleration is greater than the vertical acceleration threshold, the driving condition is a pothole condition;

[0084] When the roll acceleration is greater than the roll acceleration threshold, the driving condition is a roll condition;

[0085] When the pitch acceleration is greater than the pitch acceleration threshold, the driving condition is a pitch condition.

[0086] It should be understood that when at least two of the vertical acceleration, roll acceleration and pitch acceleration meet the judgment conditions at the same time, they are processed based on their corresponding driving conditions respectively, so that the determined real-time current of the cab and the real-time current of the chassis are applicable to actual complex working conditions.

[0087] Specifically, the values ​​of the vertical acceleration threshold, the roll acceleration threshold, and the pitch acceleration threshold can be set or adjusted according to actual application scenarios and are not specifically limited here.

[0088] In a specific embodiment of the present invention, the vertical acceleration threshold refers to the vertical acceleration corresponding to when the ups and downs of the road surface within a preset length exceed 8 mm.

[0089] In a specific embodiment of the present invention, when the driving condition is a pitching condition, the cab-chassis adjustment strategy includes:

[0090] When a commercial vehicle performs emergency braking, the initial real-time current in the cab is a compression current, and the initial real-time current in the chassis is a tension current, and the compression current of the cab magnetorheological shock absorber and the tension current of the chassis magnetorheological shock absorber are increased;

[0091] When a commercial vehicle starts or accelerates suddenly, the initial real-time current of the cab is a tensile current, and the initial real-time current of the chassis is a compressive current, and the tensile current of the cab magnetorheological shock absorber and the compressive current of the chassis magnetorheological shock absorber are increased.

[0092] In the embodiment of the present invention, when a commercial vehicle is in emergency braking, the above-mentioned strategy can effectively suppress brake nodding, improve smoothness and comfort. When the commercial vehicle starts or suddenly accelerates, the push-back feeling caused by starting or sudden acceleration can be effectively reduced, and smoothness and comfort can also be improved.

[0093] Because the forces on the left and right sides of a commercial vehicle are uneven when rolling, ensuring smoothness and comfort during driving requires separate control of the left and right sides. Therefore, in some embodiments of the present invention, the cab magnetorheological damper includes a left magnetorheological damper located on the left side of the cab and a right magnetorheological damper located on the right side of the cab, and the chassis magnetorheological damper includes a left chassis magnetorheological damper located on the left side of the chassis and a right chassis magnetorheological damper located on the right side of the chassis.

[0094] Based on the above configuration, in a specific embodiment of the present invention, when the driving condition is a roll condition, the cab-chassis adjustment strategy further includes:

[0095] When the commercial vehicle turns left, the input current of the left cab magnetorheological vibration damper and the left chassis magnetorheological vibration damper is a compression current, and the input current of the right cab magnetorheological vibration damper and the right chassis magnetorheological vibration damper is a tension current, thereby increasing the compression current of the left cab magnetorheological vibration damper and the tension current of the right cab magnetorheological vibration damper, and increasing the compression current of the left chassis magnetorheological vibration damper and the tension current of the right chassis magnetorheological vibration damper;

[0096] When the commercial vehicle turns right, the input current of the left cab magnetorheological vibration damper and the left chassis magnetorheological vibration damper is a tensile current, and the input current of the right cab magnetorheological vibration damper and the right chassis magnetorheological vibration damper is a compression current, which increases the tensile current of the left cab magnetorheological vibration damper and the compression current of the right cab magnetorheological vibration damper, and at the same time increases the tensile current of the left chassis magnetorheological vibration damper and the compression current of the right chassis magnetorheological vibration damper.

[0097] The embodiment of the present invention can reduce the roll of a commercial vehicle when turning through the above-mentioned arrangement, thereby improving the safety of the commercial vehicle during driving.

[0098] It should be noted that the specific number of the left cab magnetorheological shock absorber, the right cab magnetorheological shock absorber, the left chassis magnetorheological shock absorber and the right chassis magnetorheological shock absorber can be determined and adjusted according to the specifications and dimensions of the commercial vehicle.

[0099] In a specific embodiment of the present invention, the number of the left cab magnetorheological vibration damper and the right cab magnetorheological vibration damper is 2, and the number of the left chassis magnetorheological vibration damper and the right chassis magnetorheological vibration damper is 4.

[0100] Pothole conditions refer to the conditions where commercial vehicles travel over bumpy roads. This can easily cause the vehicle body to experience excessive ups and downs, resulting in a strong sense of bumpiness. To address this technical issue, chassis magnetorheological dampers include front and rear suspension magnetorheological dampers.

[0101] When the driving condition is a pothole condition, the cab-chassis adjustment strategy also includes:

[0102] Reduce the input current to the rear suspension's magnetorheological damper.

[0103] By reducing the input current of the magnetorheological damper of the rear suspension, the embodiment of the present invention can make the rear suspension smoother when passing over potholes or other objects that cause bumps in the road, further ensuring smoothness during driving, reducing the bumpy feeling, and improving driving comfort.

[0104] In some extreme cases, the cab magnetorheological damper and the chassis magnetorheological damper may be unable to adjust the damping force within a large range or may be unable to obtain the real-time operating signal of the commercial vehicle, resulting in failures such as the inability to adjust the damping force in real time. To ensure that vibration reduction can still be performed on the commercial vehicle in these cases, in some embodiments of the present invention, the magnetorheological damper control method for a commercial vehicle further includes:

[0105] When the cab magnetorheological damper and the chassis magnetorheological damper fail, the preset basic current is used as the input current of the cab magnetorheological damper and the chassis magnetorheological damper.

[0106] In the embodiment of the present invention, a basic current is provided to the cab magnetorheological vibration damper and the chassis magnetorheological vibration damper when the magnetorheological vibration damper fails, so that the cab magnetorheological vibration damper and the chassis magnetorheological vibration damper become passive vibration dampers, while still maintaining the basic vibration damping function of the commercial vehicle, thereby improving the applicability and redundancy of the magnetorheological vibration damper control method of the commercial vehicle.

[0107] To ensure the compatibility and accuracy of the maximum comfort current and the minimum safety current with commercial vehicles, in some embodiments of the present invention, before step S101, the magnetorheological damper control method for commercial vehicles further includes:

[0108] Historical sensor signals and historical CAN signals of the commercial vehicle are obtained, and the maximum comfort current and the minimum safety current of the cab magnetorheological shock absorber and the chassis magnetorheological shock absorber are determined based on the historical sensor signals and historical CAN signals.

[0109] The embodiment of the present invention determines the maximum comfort current and the minimum safety current based on the historical sensor signals and historical CAN signals obtained from the commercial vehicle, and calibrates them based on actual driving data rather than directly setting them based on empirical values, thereby ensuring the accuracy and reliability of the maximum comfort current and the minimum safety current.

[0110] Specifically, the maximum comfort current is determined based on the largest pothole in the road to ensure the MR damper's damping force is not excessive. The minimum safety current is determined by both roll and pitch conditions to ensure the MR damper's damping force is not too low, ensuring the damping force's handling stability and anti-roll capability, ultimately ensuring vehicle safety.

[0111] In a specific embodiment of the present invention, Figure 3 As shown, the cab real-time current and chassis real-time current are curves that fluctuate up and down. They may be greater than the maximum comfort current or less than the minimum safety current. At this time, the maximum comfort current or the minimum safety current is used as the cab real-time current and chassis real-time current.

[0112] In order to better implement the magnetorheological damper control method for commercial vehicles in the embodiment of the present invention, based on the magnetorheological damper control method for commercial vehicles, the embodiment of the present invention also provides a magnetorheological damper control device for commercial vehicles. The commercial vehicle includes a magnetorheological damper for the cab and a magnetorheological damper for the chassis, such as Figure 4 As shown, the magnetorheological damper control device 400 for a commercial vehicle includes:

[0113] A real-time current determination unit 401 is configured to obtain a real-time motion signal of the commercial vehicle and determine a real-time cab current of the cab magnetorheological damper and a real-time chassis current of the chassis magnetorheological damper based on the real-time motion signal and a cab-chassis adjustment strategy;

[0114] a first target real-time current determining unit 402 for determining the cab real-time current and the chassis real-time current as target cab real-time current and target chassis real-time current when the cab real-time current and the chassis real-time current are less than or equal to the maximum comfort current and greater than or equal to the minimum safety current;

[0115] The second target real-time current determining unit 403 is configured to use the maximum comfort current as the target real-time cab current or the target real-time chassis current when the real-time cab current or the real-time chassis current is greater than the maximum comfort current;

[0116] The third target real-time current determining unit 404 is configured to use the minimum safety current as the target real-time cab current or the target real-time chassis current when the real-time cab current or the real-time chassis current is less than the minimum safety current.

[0117] It should be noted that the magnetorheological damper control device 400 for a commercial vehicle provided in the above embodiment can implement the technical solution described in the above embodiment of the magnetorheological damper control method for a commercial vehicle. The specific implementation principles or specific implementation details of each of the above modules or units can be found in the corresponding contents of the above embodiment of the magnetorheological damper control method for a commercial vehicle, and will not be described in detail here.

[0118] like Figure 5 As shown, the present invention also provides a commercial vehicle 500. The commercial vehicle 500 includes a processor 501, a memory 502 and a display 503. Figure 5 Only some of the components of the commercial vehicle 500 are shown, but it should be understood that implementation of all of the shown components is not a requirement, and more or fewer components may alternatively be implemented.

[0119] In some embodiments, the processor 501 may be a central processing unit (CPU), a microprocessor, or other data processing chip, configured to execute program codes or process data stored in the memory 502 , such as the magnetorheological damper control method for a commercial vehicle in the present invention.

[0120] In some embodiments of the present invention, processor 501 may be a single server or a server group. The server group may be centralized or distributed. In some embodiments, processor 501 may be local or remote. In some embodiments, processor 501 may be implemented on a cloud platform. In one embodiment, the cloud platform may include a private cloud, a public cloud, a hybrid cloud, a community cloud, a distributed cloud, an internal cloud, multiple clouds, or any combination thereof.

[0121] In some embodiments, the memory 502 may be an internal storage unit of the commercial vehicle 500 , such as a hard drive or memory of the commercial vehicle 500 .

[0122] Furthermore, the memory 502 may include both an internal storage unit and an external storage device of the commercial vehicle 500. The memory 502 is used to store application software installed in the commercial vehicle 500 and various data.

[0123] In some embodiments, display 503 can be an LED display, a liquid crystal display, a touch-sensitive liquid crystal display, or an OLED (Organic Light-Emitting Diode) touchscreen. Display 503 is used to display information about commercial vehicle 500 and to present a visual user interface. Components 501-503 of commercial vehicle 500 communicate with each other via a system bus.

[0124] In some embodiments of the present invention, when the processor 501 executes the magnetorheological damper control program for a commercial vehicle in the memory 502, the following steps may be implemented:

[0125] Acquire the real-time motion signal of the commercial vehicle, and determine the real-time current of the cab magnetorheological damper and the real-time current of the chassis magnetorheological damper based on the real-time motion signal and the cab-chassis adjustment strategy;

[0126] When the cab real-time current and the chassis real-time current are less than or equal to the maximum comfort current and greater than or equal to the minimum safety current, the cab real-time current and the chassis real-time current are used as the target cab real-time current and the target chassis real-time current;

[0127] When the cab real-time current or chassis real-time current is greater than the maximum comfort current, the maximum comfort current is used as the target cab real-time current or target chassis real-time current;

[0128] When the cab real-time current or the chassis real-time current is less than the minimum safety current, the minimum safety current is used as the target cab real-time current or the target chassis real-time current.

[0129] It should be understood that, when the processor 501 executes the magnetorheological damper control program for a commercial vehicle in the memory 502 , in addition to the above functions, it may also implement other functions. For details, please refer to the description of the corresponding method embodiment above.

[0130] Furthermore, the embodiment of the present invention does not specifically limit the type of the commercial vehicle 500 mentioned. The commercial vehicle 500 can be a fuel vehicle, an electric vehicle, or a hybrid vehicle.

[0131] Accordingly, an embodiment of the present invention further provides a computer-readable storage medium, which is used to store computer-readable programs or instructions. When the program or instructions are executed by a processor, the steps or functions of the magnetorheological damper control method for a commercial vehicle provided in the above-mentioned method embodiments can be implemented.

[0132] Those skilled in the art will appreciate that all or part of the process flow of the above-described method embodiment can be implemented by instructing related hardware (such as a processor, controller, etc.) through a computer program, and the computer program can be stored in a computer-readable storage medium. The computer-readable storage medium may be a magnetic disk, an optical disk, a read-only memory, or a random access memory.

[0133] The above is a detailed introduction to the magnetorheological damper control method, device, and commercial vehicle for a commercial vehicle provided by the present invention. Specific examples are used herein to illustrate the principles and implementation methods of the present invention. The description of the above embodiments is only intended to help understand the method and core concept of the present invention. At the same time, for those skilled in the art, based on the concept of the present invention, there may be changes in the specific implementation methods and application scope. In summary, the contents of this specification should not be understood as limiting the present invention.

Claims

1. A magnetorheological damper control method for a commercial vehicle, characterized in that: The commercial vehicle includes a cab magnetorheological damper and a chassis magnetorheological damper, and the method includes: Acquiring a real-time motion signal of the commercial vehicle, and determining a real-time cab current of the cab magnetorheological damper and a real-time chassis current of the chassis magnetorheological damper based on the real-time motion signal and a cab-chassis adjustment strategy; When the cab real-time current and the chassis real-time current are less than or equal to the maximum comfort current and greater than or equal to the minimum safety current, the cab real-time current and the chassis real-time current are used as the target cab real-time current and the target chassis real-time current; When the cab real-time current or the chassis real-time current is greater than the maximum comfort current, taking the maximum comfort current as the target cab real-time current or the target chassis real-time current; When the cab real-time current or the chassis real-time current is less than the minimum safety current, the minimum safety current is used as the target cab real-time current or the target chassis real-time current.

2. The magnetorheological damper control method for a commercial vehicle according to claim 1, characterized in that: The real-time motion signal includes a real-time acceleration signal of the cab, a real-time acceleration signal of the chassis, a real-time acceleration signal of the wheels, a real-time height signal of the wheels, a real-time throttle opening, a real-time steering wheel angle, and a real-time brake pressure; Then, determining the cab real-time current of the cab magnetorheological shock absorber and the chassis real-time current of the chassis magnetorheological shock absorber based on the real-time motion signal and the cab-chassis adjustment strategy includes: Determining the vertical acceleration, roll acceleration, and pitch acceleration of the commercial vehicle based on the cab real-time acceleration signal, chassis real-time acceleration signal, wheel real-time acceleration signal, wheel real-time height signal, throttle real-time opening, steering wheel real-time angle, and brake pressure; determining a driving condition of the commercial vehicle based on the vertical acceleration, the roll acceleration, and the pitch acceleration; The cab initial real-time current and the chassis initial real-time current are adjusted based on the driving condition and the cab-chassis adjustment strategy to obtain the cab real-time current and the chassis real-time current.

3. The magnetorheological damper control method for a commercial vehicle according to claim 2, characterized in that: The determining the driving condition of the commercial vehicle based on the vertical acceleration, the roll acceleration, and the pitch acceleration includes: determining whether the vertical acceleration is greater than a vertical acceleration threshold, whether the roll acceleration is greater than a roll acceleration threshold, and whether the pitch acceleration is greater than a pitch acceleration threshold; When the vertical acceleration is greater than the vertical acceleration threshold, the driving condition is a pothole condition; When the roll acceleration is greater than the roll acceleration threshold, the driving condition is a roll condition; When the pitch acceleration is greater than the pitch acceleration threshold, the driving condition is a pitch condition.

4. The magnetorheological damper control method for a commercial vehicle according to claim 3, characterized in that: When the driving condition is a pitching condition, the cab-chassis adjustment strategy includes: When the commercial vehicle is in emergency braking, the initial real-time current of the cab is a compression current, the initial real-time current of the chassis is a tension current, and the compression current of the cab magnetorheological shock absorber and the tension current of the chassis magnetorheological shock absorber are increased; When the commercial vehicle starts or suddenly accelerates, the initial real-time current of the cab is a tensile current, the initial real-time current of the chassis is a compressive current, and the tensile current of the cab magnetorheological damper and the compressive current of the chassis magnetorheological damper are increased.

5. The magnetorheological damper control method for a commercial vehicle according to claim 3, characterized in that: The cab magnetorheological damper includes a left cab magnetorheological damper located on the left side of the cab and a right cab magnetorheological damper located on the right side of the cab; the chassis magnetorheological damper includes a left chassis magnetorheological damper located on the left side of the chassis and a right chassis magnetorheological damper located on the right side of the chassis; When the driving condition is a rolling condition, the cab-chassis adjustment strategy further includes: When the commercial vehicle turns left, the input currents of the left cab magnetorheological damper and the left chassis magnetorheological damper are compression currents, and the input currents of the right cab magnetorheological damper and the right chassis magnetorheological damper are extension currents, thereby increasing the compression current of the left cab magnetorheological damper and the extension current of the right cab magnetorheological damper, and increasing the compression current of the left chassis magnetorheological damper and the extension current of the right chassis magnetorheological damper; When the commercial vehicle turns right, the input current of the left cab magnetorheological vibration damper and the left chassis magnetorheological vibration damper is a tension current, and the input current of the right cab magnetorheological vibration damper and the right chassis magnetorheological vibration damper is a compression current, thereby increasing the tension current of the left cab magnetorheological vibration damper and the compression current of the right cab magnetorheological vibration damper, and simultaneously increasing the tension current of the left chassis magnetorheological vibration damper and the compression current of the right chassis magnetorheological vibration damper.

6. The magnetorheological damper control method for a commercial vehicle according to claim 3, characterized in that: The chassis magnetorheological shock absorber includes a front suspension magnetorheological shock absorber and a rear suspension magnetorheological shock absorber; When the driving condition is a pothole condition, the cab-chassis adjustment strategy further includes: The input current of the rear suspension magnetorheological damper is reduced.

7. The magnetorheological damper control method for a commercial vehicle according to claim 1, characterized in that: The method further comprises: When the cab magnetorheological vibration damper and the chassis magnetorheological vibration damper fail, a preset basic current is used as the input current of the cab magnetorheological vibration damper and the chassis magnetorheological vibration damper.

8. The magnetorheological damper control method for a commercial vehicle according to claim 1, characterized in that: Before acquiring the real-time sensor signal and the real-time CAN signal of the commercial vehicle, the method further includes: Historical sensor signals and historical CAN signals of the commercial vehicle are acquired, and maximum comfort current and minimum safety current of a cab magnetorheological shock absorber and a chassis magnetorheological shock absorber are determined based on the historical sensor signals and the historical CAN signals.

9. A magnetorheological damper control device for a commercial vehicle, characterized in that: A commercial vehicle includes a cab magnetorheological damper and a chassis magnetorheological damper, the device comprising: a real-time current determination unit, configured to obtain a real-time motion signal of the commercial vehicle, and determine a real-time cab current of the cab magnetorheological damper and a real-time chassis current of the chassis magnetorheological damper based on the real-time motion signal and a cab-chassis adjustment strategy; a first target real-time current determining unit, configured to use the cab real-time current and the chassis real-time current as target cab real-time current and target chassis real-time current when the cab real-time current and the chassis real-time current are less than or equal to a maximum comfort current and greater than or equal to a minimum safety current; a second target real-time current determining unit, configured to use the maximum comfort current as the target cab real-time current or the target chassis real-time current when the cab real-time current or the chassis real-time current is greater than the maximum comfort current; The third target real-time current determining unit is configured to use the minimum safety current as the target cab real-time current or the target chassis real-time current when the cab real-time current or the chassis real-time current is less than the minimum safety current.

10. A commercial vehicle, characterized in that: comprising a memory and a processor, wherein, The memory is used to store programs; The processor is coupled to the memory and is configured to execute the program stored in the memory to implement the steps of the magnetorheological damper control method for a commercial vehicle according to any one of claims 1 to 7.

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