Control method and device of full active suspension and vehicle

Abstract

This application provides a control method, device, and vehicle for a fully active suspension. The fully active suspension includes multiple sub-suspensions. The control method includes: acquiring the internal pressure of the air springs of the sub-suspensions; calculating the sprung mass based on the internal pressure and a pre-stored effective cross-sectional area of ​​the air springs; acquiring the vertical vibration acceleration at the current moment at the sub-suspension; calculating the theoretical active force based on the sprung mass and the vibration acceleration; and sending a control command based on the theoretical active force to apply the theoretical active force to the sub-suspensions. The control method, device, and vehicle for the fully active suspension provided by this application are simple and convenient, and can quickly and effectively calculate the theoretical active force to ensure that the actual active force of the sub-suspensions reaches the theoretical active force, thereby reducing vehicle vibration, improving vehicle ride comfort, and providing a superior user experience.

Description

Technical Field

[0001] This application relates to the field of vehicle control technology, and in particular to a control method, device and vehicle for a fully active suspension. Background Technology

[0002] With the development of the automotive industry, vehicles are increasingly involved in our daily lives and work. The vehicle suspension system plays a role in load bearing, guidance, and vibration reduction in the whole vehicle. The stiffness and damping coefficient of the traditional passive suspension system are selected based on experience or optimization design methods. Due to the inability to adjust the parameters, there is a dilemma of balancing vehicle handling and ride comfort. As consumers' pursuit of vehicle performance gradually increases, fully active suspension technology has emerged. Fully active suspension is a suspension system that can quickly adjust the stiffness and damping force of the suspension system. It can adaptively adjust the active force according to the vehicle's motion state. However, the existing fully active suspension control methods are complex and cannot quickly and effectively reduce vehicle vibration. Therefore, there is an urgent need for a fully active suspension control method that can simply and effectively improve vehicle ride comfort. Summary of the Invention

[0003] In view of this, the purpose of this application is to propose a fully active suspension control method, device and vehicle to solve the technical problems of strong vehicle body vibration and poor user experience.

[0004] A first aspect of this application provides a control method for a fully active suspension, the fully active suspension comprising multiple sub-suspensions, the control method comprising: acquiring the internal pressure of the air spring of each sub-suspension; calculating the sprung mass based on the internal pressure and a pre-stored effective cross-sectional area of ​​the air spring; acquiring the vertical vibration acceleration at the current moment at the sub-suspension; calculating the theoretical active force based on the sprung mass and the vibration acceleration; and sending a control command based on the theoretical active force to make the actual active force of the sub-suspension reach the theoretical active force.

[0005] Further, the step of calculating the sprung mass based on the internal pressure and the pre-stored effective cross-sectional area of ​​the air spring includes: substituting the internal pressure, the pre-stored effective cross-sectional area of ​​the air spring, the lever ratio of the fully active suspension, and the gravitational acceleration into the following formula to calculate the sprung mass, M = P*S / (i*g), where M is the sprung mass, P is the internal pressure, S is the effective cross-sectional area, i is the lever ratio of the fully active suspension, and g is the gravitational acceleration; the step of calculating the theoretical active force based on the sprung mass and the vibration acceleration includes: substituting the sprung mass and the vibration acceleration into the following formula to calculate the theoretical active force, F. α = -M*A, where F αLet A be the theoretical active force, and let A be the vibration acceleration.

[0006] Further, the step of obtaining the internal pressure of the air spring of the sub-suspension and calculating the sprung mass based on the internal pressure and the pre-stored effective cross-sectional area of ​​the air spring includes: obtaining the roll acceleration and pitch acceleration of the vehicle at the current moment; when both the roll acceleration and the pitch acceleration are less than the preset acceleration, obtaining the internal pressure of the air spring in the steady state at the current moment; and calculating the sprung mass in the steady state based on the internal pressure in the steady state and the effective cross-sectional area.

[0007] Furthermore, the step of obtaining the roll acceleration and pitch acceleration of the vehicle at the current moment includes: when the roll acceleration and / or the pitch acceleration are greater than or equal to the preset acceleration, the sprung mass obtained in the steady state at the previous moment is used as the sprung mass at the current moment.

[0008] Further, the step of calculating the theoretical active force based on the sprung mass and the vibration acceleration includes: when the roll angle acceleration and / or pitch angle acceleration of the vehicle at the current moment are greater than or equal to the preset acceleration, then obtaining the unsteady-state correction coefficient of the vehicle; and calculating the theoretical active force based on the unsteady-state correction coefficient, the sprung mass, and the vibration acceleration.

[0009] Further, obtaining the unsteady-state correction coefficient of the vehicle includes: obtaining the roll angle, pitch angle, and motion state of the vehicle at the current moment; obtaining a first correction coefficient based on a pre-stored correspondence between roll angle and first correction coefficient and the roll angle; obtaining a second correction coefficient based on a pre-stored correspondence between pitch angle and second correction coefficient and the pitch angle; obtaining a third correction coefficient based on a pre-stored correspondence between motion state and third correction coefficient and the motion state; and calculating the unsteady-state correction coefficient based on the first correction coefficient, the second correction coefficient, and the third correction coefficient.

[0010] Furthermore, the step of sending control commands based on the theoretical active force includes: acquiring the predicted motion state of the vehicle; adjusting the theoretical active force based on the predicted motion state; and sending control commands based on the adjusted theoretical active force.

[0011] Further, the predicted motion state includes a predicted acceleration state, a predicted braking state, a predicted left turn state, or a predicted right turn state. Adjusting the theoretical active force based on the predicted motion state includes: when the predicted motion state is a predicted acceleration state, increasing the theoretical active force of the vehicle's rear suspension and / or decreasing the theoretical active force of the vehicle's front suspension; when the predicted motion state is a predicted braking state, increasing the theoretical active force of the vehicle's front suspension and / or decreasing the theoretical active force of the vehicle's rear suspension; when the predicted motion state is a predicted left turn state, increasing the theoretical active force of the vehicle's left sub-suspension and / or decreasing the theoretical active force of the vehicle's right sub-suspension; when the predicted motion state is a predicted right turn state, increasing the theoretical active force of the vehicle's right sub-suspension and / or decreasing the theoretical active force of the vehicle's left sub-suspension.

[0012] A second aspect of this application provides a control device for a fully active suspension, the fully active suspension including multiple sub-suspensions, the control device comprising: a first calculation module configured to acquire the internal pressure of the air spring of the sub-suspension, configured to calculate the sprung mass based on the internal pressure and a pre-stored effective cross-sectional area of ​​the air spring; a second calculation module configured to acquire the vertical vibration acceleration at the current moment at the sub-suspension, configured to calculate the theoretical active force based on the sprung mass and the vibration acceleration; and a control module configured to send a control command based on the theoretical active force to make the actual active force of the sub-suspension reach the theoretical active force.

[0013] A third aspect of this application provides an electronic device including a memory, a processor, and a computational program stored in the memory and executable on the processor, wherein the processor, when executing the computational program, implements the fully active suspension control method described in the first aspect above.

[0014] A fourth aspect of this application provides a vehicle comprising: a controller for performing the fully active suspension control method described in the first aspect above.

[0015] A fifth aspect of this application provides a non-transitory computer-readable storage medium storing computer instructions for causing the computer to perform the fully active suspension control method described in the first aspect above.

[0016] As can be seen from the above, this application provides a control method, device, and vehicle for a fully active suspension. By acquiring the internal pressure of the air springs in the sub-suspension, a basis is provided for calculating the sprung mass. Under a defined system hardware structure, the internal air pressure of each sub-suspension air spring corresponds one-to-one with its sprung mass load. The sprung mass can be calculated based on the internal pressure and the pre-stored effective cross-sectional area of ​​the air spring. The calculation is simple and convenient, and the obtained sprung mass provides a basis for calculating the theoretical active force. Acquiring the vertical vibration acceleration at the current moment at the sub-suspension also provides a basis for calculating the theoretical active force. Based on the sprung mass and vibration acceleration, the theoretical active force required for the sub-suspension is calculated, providing a basis for subsequent calculations. The continuous active suspension provides a foundation for calculation, is simple, requires no multiple parameter processing, has fewer system variables, is computationally efficient, is applicable to various vehicle conditions, and supports high-frequency repetitive calculations. The theoretical active force is used to balance vibration acceleration, making the vehicle body's vibration acceleration zero, with its direction opposite to the vibration acceleration direction. Based on the theoretical active force, the first control command is sent to make the actual active force of the sub-suspension reach the theoretical active force, so that the vertical vibration of the vehicle body is close to static, keeping the vehicle smooth. This fully active suspension control method, device, and vehicle are simple and convenient, and can quickly and effectively calculate the theoretical active force to make the actual active force of the sub-suspension reach the theoretical active force, reducing vehicle body vibration, improving vehicle ride comfort, and providing a high-quality user experience. Attached Figure Description

[0017] To more clearly illustrate the technical solutions in this application or related technologies, the drawings used in the description of the embodiments or related technologies will be briefly introduced below. Obviously, the drawings described below are only embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0018] Figure 1 This is a schematic diagram of the module connections of the fully active suspension system in the embodiments of this application;

[0019] Figure 2 This is a schematic diagram of the side structure of the sub-suspension in an embodiment of this application;

[0020] Figure 3 This is a flowchart illustrating the control method of the fully active suspension in the embodiments of this application;

[0021] Figure 4 This is a schematic diagram of the process for calculating the sprung mass in an embodiment of this application;

[0022] Figure 5 This is a schematic diagram of the structure of a fully active suspension control device according to an embodiment of this application;

[0023] Figure 6This is a schematic diagram of the structure of an electronic device according to an embodiment of this application.

[0024] Reference numerals: 1. Vehicle; 2. Sub-suspension; 3. Air spring; 4. Active damper; 5. Electro-hydraulic pump; 6. Height sensor; 7. Main controller; 8. Wheel; 9. Steering knuckle; 10. Upper control arm; 11. Lower control arm. Detailed Implementation

[0025] To make the objectives, technical solutions, and advantages of this application clearer, the following detailed description is provided in conjunction with specific embodiments and the accompanying drawings.

[0026] It should be noted that, unless otherwise defined, the technical or scientific terms used in the embodiments of this application should have the ordinary meaning understood by one of ordinary skill in the art to which this application pertains. Terms such as "comprising" or "including" mean that the element or object preceding the word encompasses the elements or objects listed following the word and their equivalents, without excluding other elements or objects. Terms such as "connected" or "linked" are not limited to physical or mechanical connections, but can include electrical connections, whether direct or indirect.

[0027] With the development of the vehicle industry, vehicles are increasingly involved in our daily lives and work. The vehicle suspension system plays a role in load bearing, guidance, and vibration damping in the whole vehicle. During the vehicle's operation, various impact loads caused by uneven road surfaces are transmitted to the vehicle body, causing vibration, pitch, and roll. The suspension system elastically connects the axle and the frame, quickly attenuates the impact of the road surface on the vehicle body, absorbs the vibration of the vehicle body, and enhances the tire's grip on the ground, thereby ensuring the integrity of the cargo and improving the vehicle's ride comfort, ride smoothness, and handling stability.

[0028] The performance of the suspension system directly affects the handling and comfort of the vehicle. Traditional suspension systems have stiffness and damping coefficients selected based on experience or optimization methods. Once chosen, these cannot be adjusted during vehicle operation; this type of suspension is called a passive suspension. The power output elements of a passive suspension are elastic and damping elements. They cannot actively output force; they only passively generate force on the vehicle body and wheels when subjected to external excitation, thereby achieving the purpose of buffering and damping vibrations.

[0029] Traditional passive suspension systems, due to their fixed parameters, inevitably face the dilemma of balancing vehicle handling and ride comfort. As consumers increasingly demand higher vehicle performance, active suspension technology with adjustable system parameters has emerged. Fully active suspension systems can quickly adjust the stiffness and damping of the suspension system, adaptively adjusting the active force according to the vehicle's motion. However, existing fully active suspension control methods are complex, using various complex model algorithms to calculate the active force, and cannot quickly and effectively reduce vehicle vibration. Currently, there is no matching system control strategy that can maximize system performance and provide users with a comprehensive improvement in ride comfort for fully active suspension systems that can quickly and broadly adjust stiffness and damping. Therefore, there is an urgent need for a simple and effective fully active suspension control method to improve vehicle ride comfort.

[0030] The following describes specific embodiments in conjunction with... Figures 1 to 6 The technical solution of this application will be described in detail below.

[0031] Some embodiments of this application provide a control method for a fully active suspension, wherein the fully active suspension includes multiple sub-suspensions 2, such as... Figure 1 As shown, the fully active suspension corresponds to position 1 of the vehicle and includes four sub-suspension frames 2. In the diagram, FL represents the front left wheel suspension, FR represents the front right wheel suspension, RL represents the rear left wheel suspension, and RR represents the rear right wheel suspension. Each sub-suspension frame 2 contains an air spring 3 and an active damper 4 to provide damping and stiffness. Figure 2 As shown, the sub-suspension 2 also includes an upper control arm 10, a steering knuckle 9, and a lower control arm 11, which serve as a guiding mechanism to control the movement trajectory of the wheel 8. The fully active suspension also includes a main controller 7 (ECU), which is connected to four electro-hydraulic pumps 5 via a CAN bus. Each electro-hydraulic pump 5 is connected to an active shock absorber 4 of the sub-suspension 2 for control. The main controller 7 is also electrically connected to four height sensors 6, each of which is used to measure the height signal of the corresponding sub-suspension 2. In addition, the fully active suspension also includes pressure sensors, temperature sensors, air lines, oil lines, etc., which are not specifically limited.

[0032] like Figure 3 As shown, the control method of the fully active suspension includes the following steps:

[0033] S1. Obtain the internal pressure of the air spring 3 of the sub-suspension 2, and calculate the sprung mass based on the internal pressure and the pre-stored effective cross-sectional area of ​​the air spring 3.

[0034] The pressure sensor of the fully active suspension can detect the internal pressure of the air spring 3, and the main controller 7 can obtain the internal pressure of the air spring 3 of the sub-suspension 2, providing a basis for calculating the sprung mass.

[0035] Under a defined suspension system hardware structure, the internal air pressure of each sub-suspension 2 air spring 3 is one-to-one related to its sprung mass load. The sprung mass can be calculated based on the internal pressure and the pre-stored effective cross-sectional area of ​​the air spring 3. The calculation formula is, for example, M = P * S / (i * g), where M is the sprung mass, P is the internal pressure, S is the effective cross-sectional area, i is the lever ratio of the fully active suspension, and g is the gravitational acceleration. S, i, and g can be obtained and stored in advance. This calculation method is simple and convenient, and the obtained sprung mass provides a basis for calculating the theoretical active force. Furthermore, based on the wheel load transfer caused by factors such as vehicle 1 acceleration, braking, and steering, it will ultimately be reflected in the compression of the air spring 3. Therefore, the sprung mass calculated by this method is used as the equivalent sprung mass of vehicle 1 during operation. Compared with some model algorithms in related technologies, it is simpler, does not require multiple parameter processing, and has fewer system variables.

[0036] S2. Obtain the vertical vibration acceleration at the current moment at point 2 of the sub-suspension, and calculate the theoretical active force based on the sprung mass and the vibration acceleration.

[0037] The main controller 7 integrates an inertial measurement unit (IMU), which can detect the magnitude and direction of the vertical vibration acceleration of vehicle 1 in real time. After processing, the vertical vibration acceleration at the corresponding sub-suspension 2 at the current moment can be obtained, providing a basis for calculating the theoretical active force.

[0038] The theoretical active force required for this sub-suspension 2 is calculated based on the sprung mass and vibration acceleration. The calculation formula is, for example, F. α = -M*A, where F α The theoretical active force is A, and the vibration acceleration is A. This provides a basis for subsequent suspension control. The calculation is simple, does not require multiple parameter processing, has few system variables, is computationally efficient, is applicable to various vehicle states, and supports high-frequency repeated calculations. The theoretical active force is to balance the vibration acceleration so that the vibration acceleration of the vehicle body is 0, and its direction is opposite to the direction of the vibration acceleration.

[0039] S3. Send a control command according to the theoretical active force so that the actual active force of the sub-suspension 2 reaches the theoretical active force.

[0040] The ride comfort of vehicle 1, i.e. the dynamic characteristics of the vehicle vibration system, is measured and evaluated by the vehicle body vibration acceleration. The calculation of the theoretical active force is to balance the vibration acceleration. Based on the calculated theoretical active force, control commands are sent to make the actual active force of the sub-suspension 2 reach the theoretical active force, so that the vertical vibration of the vehicle body is close to still, and the vehicle 1 remains smooth.

[0041] Theoretically, the active force can be provided by the active damper 4. The main force of the sub-suspension 2 can be approximately equal to the pressure difference between the upper and lower chambers of the active damper 4 multiplied by the piston area. The control command can be a pressure difference control command. The main controller 7 sends a pressure difference control command to the electro-hydraulic pump 5, thereby controlling the pressure difference change of the active damper 4 and realizing the application of the active force.

[0042] The control method of this fully active suspension is simple and convenient. It can quickly and effectively calculate the theoretical active force so that the actual active force of the sub-suspension 2 reaches the theoretical active force, thereby reducing vehicle vibration, improving the ride comfort of vehicle 1, and providing a high-quality user experience.

[0043] In some embodiments, vehicle 1 includes four sub-suspension 2. The main controller 7 can send control commands to the four sub-suspension 2 respectively according to the aforementioned method, apply theoretical active force to each sub-suspension 2, and ensure that vehicle 1 is smooth and stable as a whole.

[0044] In some embodiments, such as Figure 4 As shown, step S1 includes:

[0045] S101. Obtain the roll acceleration and pitch acceleration of vehicle 1 at the current moment.

[0046] The inertial measurement unit in the main controller 7 can measure the roll acceleration and pitch acceleration of vehicle 1 at the current moment, providing a basis for subsequent threshold judgment.

[0047] S102. When both the roll angle acceleration and the pitch angle acceleration are less than the preset acceleration, the internal pressure of the air spring 3 in steady state at the current moment is obtained.

[0048] S103. The sprung mass under steady state is calculated based on the internal pressure under steady state and the effective cross-sectional area.

[0049] The preset acceleration is, for example, 0.5 dps, and the specific value is not limited. When both the roll angle acceleration and the pitch angle acceleration are less than the preset acceleration, it means that vehicle 1 is in a stable state. The steady state includes, for example, vehicle 1 driving stably on a level road, or vehicle 1 driving for a long time on a road with a certain slope, or vehicle 1 parked on an uneven road. Although there is a roll angle or pitch angle, the state of vehicle 1 is stable.

[0050] Under the condition that the roll acceleration and pitch acceleration meet the requirements, the sprung mass can be calculated by obtaining the internal pressure of the air spring 3 of the sub-suspension 2 at the current steady state. This can provide a true and accurate sprung mass, thereby improving the accuracy of subsequent calculations of the theoretical active force.

[0051] In some embodiments, such as Figure 4 As shown, after step S101, the following steps are included:

[0052] S104. When the roll angle acceleration and / or the pitch angle acceleration are greater than or equal to the preset acceleration, the sprung mass obtained in the steady state at the previous moment is taken as the sprung mass at the current moment.

[0053] When the roll acceleration and / or pitch acceleration are greater than or equal to the preset acceleration, it indicates that vehicle 1 is unstable and the actual axle load distribution of vehicle 1 is uneven. In this case, if the sprung mass calculated at the current moment is not the actual sprung mass according to the aforementioned method, the subsequent theoretical active force calculation will also be inaccurate. The sprung mass calculated at the steady state at the previous moment can be used as the sprung mass at the current moment. The previous moment can be, for example, the node of the previous calculation cycle, which is not specifically limited, because the sprung mass at the previous moment was calculated when vehicle 1 was in a steady state and is an accurate sprung mass. Using the sprung mass at the previous moment as the sprung mass at the current moment can eliminate external interference and separate it from the state of vehicle 1. The theoretical active force at steady state can be obtained by using this sprung mass for calculation. In addition, this sprung mass can also be used for other derivative functions, such as calculating whether the vehicle body is overloaded.

[0054] In some embodiments, the step of calculating the theoretical active force based on the sprung mass and the vibration acceleration includes:

[0055] S201. When the roll angle acceleration and / or pitch angle acceleration of the vehicle 1 at the current moment are greater than or equal to the preset acceleration, the unsteady state correction coefficient of the vehicle 1 is obtained.

[0056] The unsteady-state correction coefficient is a pre-stored correction coefficient for vehicle 1. It can be obtained by looking up a table according to the state of vehicle 1, and is used to correct the theoretical active force calculated using the sprung mass at the previous moment under the aforementioned unsteady-state condition.

[0057] S202. The theoretical active force is calculated based on the unsteady-state correction coefficient, the spring mass, and the vibration acceleration.

[0058] The theoretical active force is calculated based on the unsteady-state correction coefficient, sprung mass, and vibration acceleration. For example, theoretical active force = sprung mass * vibration acceleration * unsteady-state correction coefficient. This theoretical active force is the calculated unsteady-state theoretical active force, which is closer to the theoretical active force actually required under unsteady conditions. The theoretical active force is applied to the sub-suspension 2, so that the vertical vibration of the vehicle body can be close to static under unsteady conditions, keeping the vehicle 1 smooth.

[0059] In some embodiments, obtaining the unsteady-state correction coefficient of the vehicle 1 includes:

[0060] S2011. Obtain the roll angle, pitch angle and motion state of the vehicle 1 at the current moment.

[0061] The inertial measurement unit of the main controller 7 can measure the roll angle, pitch angle and motion state of the vehicle 1 at the current moment, providing a basis for calculating the unsteady state correction coefficient. The motion state includes acceleration, braking, left turn or right turn.

[0062] S2012. Obtain the first correction coefficient based on the pre-stored correspondence between the roll angle and the first correction coefficient and the roll angle.

[0063] The relationship between roll angle and first correction coefficient can be obtained and saved through multiple slope driving test experiments. For example, different first correction coefficients can be set to compensate for the theoretical active force of vehicle 1 driving on a slope with the same roll angle. The first correction coefficient corresponding to the theoretical active force that makes the vibration acceleration of vehicle 1 zero is the optimal first correction coefficient for that roll angle. Then, gradient experiments with different roll angles can be carried out to obtain the relationship between roll angle and first correction coefficient. Generally, the larger the roll angle, the more compensation is given. The first correction coefficient is used to compensate for the theoretical active force of vehicle 1 when it is on a slope.

[0064] S2013. The second correction coefficient is obtained based on the pre-stored correspondence between pitch angle and second correction coefficient and the pitch angle.

[0065] The relationship between pitch angle and second correction factor can be obtained and saved from multiple uphill and downhill driving test experiments, which will not be elaborated here. Generally, the larger the pitch angle, the more compensation. The second correction factor is used to compensate for the theoretical active force of vehicle 1 when it is on an uphill or downhill slope.

[0066] S2014. Obtain the third correction coefficient based on the pre-stored correspondence between motion state and third correction coefficient and the motion state.

[0067] The relationship between motion state and third correction coefficient can be obtained and saved based on multiple acceleration, braking, left turn, and right turn driving test experiments, which will not be elaborated here. Generally, the greater the change trend, the more compensation. The third correction coefficient is used to compensate for the theoretical active force of vehicle 1 when it is in acceleration, braking, left turn, or right turn state.

[0068] S2015. The unsteady-state correction coefficient is calculated based on the first correction coefficient, the second correction coefficient, and the third correction coefficient.

[0069] The first and second correction coefficients are mainly for compensation when the road surface is in an unsteady state, while the third correction coefficient is mainly for compensation when the driver is in an unsteady state. The unsteady state correction coefficient is calculated based on the first, second, and third correction coefficients. For example, the unsteady state correction coefficient = first correction coefficient * second correction coefficient * third correction coefficient. By combining various unsteady state conditions, a more accurate unsteady state correction coefficient is obtained, which in turn allows for the calculation of a more accurate theoretical driving force, ensuring smooth driving of vehicle 1.

[0070] In some embodiments, sending control commands based on the theoretical active power includes:

[0071] S301. Obtain the predicted motion state of vehicle 1.

[0072] The predicted motion state includes the predicted acceleration state, the predicted braking state, the predicted left turn state, or the predicted right turn state; the main controller 7 is connected to the power system of the vehicle 1, and can obtain the subsequent predicted acceleration state based on the accelerator pedal opening; the main controller 7 is connected to the braking system of the vehicle 1, and can obtain the subsequent predicted braking state; the main controller 7 is connected to the steering system of the vehicle 1, and can obtain the subsequent predicted left turn state signal or the predicted right turn state.

[0073] S302. Adjust the theoretical active force according to the predicted motion state.

[0074] S303. Send control commands based on the adjusted theoretical power source.

[0075] Because there is a time lag effect in the wheel load transfer of vehicle 1 and the signal transmission has a delay, there will be a delay between the calculation of the theoretical active force and the actual state when generating the control command to control the sub-suspension 2. The delay is usually 5ms to 10ms. It is possible to use the predicted motion state of vehicle 1 to adjust the theoretical active force at the current moment, that is, to compensate for the theoretical active force in advance. When the control command of the compensated theoretical active force reaches the sub-suspension 2, it can accurately apply the theoretical active force at this moment, which corresponds to the vibration acceleration at this moment, so that vehicle 1 keeps smooth and reduces the effect of delay.

[0076] In some embodiments, step S302 includes:

[0077] S3021. When the predicted motion state is a predicted acceleration state, the theoretical active force of the rear terminal suspension 2 of the vehicle 1 is increased, and / or the theoretical active force of the front terminal suspension 2 of the vehicle 1 is decreased.

[0078] When the predicted motion state is the predicted acceleration state, the wheel load will subsequently transfer from the front wheels to the rear wheels. Therefore, it is necessary to increase the theoretical active force of the sub-suspension 2 at the rear of vehicle 1 at the current moment and decrease the theoretical active force of the sub-suspension 2 at the front of vehicle 1 at the current moment. The adjustment method is, for example, to set the theoretical active force of the rear wheel 8 of vehicle 1 after compensation = the theoretical active force corresponding to the current moment * the first compensation coefficient, and the theoretical active force of the front wheel 8 of vehicle 1 after compensation = the theoretical active force corresponding to the current moment * the second compensation coefficient. Among them, the first compensation coefficient is greater than 1, and the second compensation coefficient is less than 1. The first compensation coefficient and the second compensation coefficient can be obtained from gradient experiments, which will not be elaborated here.

[0079] S3022. When the predicted motion state is the predicted braking state, the theoretical active force of the front terminal suspension 2 of the vehicle 1 is increased, and / or the theoretical active force of the rear terminal suspension 2 of the vehicle 1 is decreased.

[0080] When the predicted motion state is the predicted braking state, the wheel load will subsequently transfer from the rear wheels to the front wheels. Therefore, it is necessary to increase the theoretical active force of the front sub-suspension 2 of vehicle 1 at the current moment and decrease the theoretical active force of the rear sub-suspension 2 of vehicle 1 at the current moment. The adjustment method is, for example, to set the compensated theoretical active force of the front wheel 8 of vehicle 1 = the theoretical active force corresponding to the current moment * the third compensation coefficient, and the compensated theoretical active force of the rear wheel 8 of vehicle 1 = the theoretical active force corresponding to the current moment * the fourth compensation coefficient. Among them, the third compensation coefficient is greater than 1, and the fourth compensation coefficient is less than 1. The third compensation coefficient and the fourth compensation coefficient can be obtained from gradient experiments, which will not be elaborated here.

[0081] S3023. When the predicted motion state is a predicted left turn state, the theoretical active force of the left sub-suspension 2 of the vehicle 1 is increased, and / or the theoretical active force of the right sub-suspension 2 of the vehicle 1 is decreased.

[0082] When the predicted motion state is a predicted left turn, the wheel load will subsequently transfer from the right wheel to the left wheel. Therefore, it is necessary to increase the theoretical active force of the sub-suspension 2 on the left side of vehicle 1 at the current moment and decrease the theoretical active force of the sub-suspension 2 on the right side of vehicle 1 at the current moment. The adjustment method is as follows: set the theoretical active force of the left wheel 8 of vehicle 1 after compensation = the theoretical active force corresponding to the current moment * the fifth compensation coefficient, and the theoretical active force of the right wheel 8 of vehicle 1 after compensation = the theoretical active force corresponding to the current moment * the sixth compensation coefficient. Among them, the fifth compensation coefficient is greater than 1 and the sixth compensation coefficient is less than 1. The fifth compensation coefficient and the sixth compensation coefficient can be obtained from gradient experiments, which will not be elaborated here.

[0083] S3024. When the predicted motion state is a predicted right turn state, the theoretical active force of the right sub-suspension 2 of the vehicle 1 is increased, and / or the theoretical active force of the left sub-suspension 2 of the vehicle 1 is decreased.

[0084] When the predicted motion state is a predicted right turn, the wheel load will subsequently transfer from the left wheel to the right wheel. Therefore, it is necessary to increase the theoretical active force of the right sub-suspension 2 of vehicle 1 at the current moment and decrease the theoretical active force of the left sub-suspension 2 of vehicle 1 at the current moment. The adjustment method is as follows: set the theoretical active force of the right wheel 8 of vehicle 1 after compensation = the theoretical active force corresponding to the current moment * the seventh compensation coefficient, and the theoretical active force of the left wheel 8 of vehicle 1 after compensation = the theoretical active force corresponding to the current moment * the eighth compensation coefficient. Among them, the seventh compensation coefficient is greater than 1 and the eighth compensation coefficient is less than 1. The seventh compensation coefficient and the eighth compensation coefficient can be obtained from gradient experiments, which will not be elaborated here.

[0085] In some embodiments of this application, a control device for a fully active suspension is provided, the fully active suspension including a plurality of sub-suspensions 2, see reference. Figure 5 The control device includes: a first calculation module 51, configured to acquire the internal pressure of the air spring 3 of the sub-suspension 2, and configured to calculate the sprung mass based on the internal pressure and the pre-stored effective cross-sectional area of ​​the air spring 3; a second calculation module 52, configured to acquire the vertical vibration acceleration at the current moment at the sub-suspension 2, and configured to calculate the theoretical active force based on the sprung mass and the vibration acceleration; and a control module 53, configured to send a control command based on the theoretical active force so that the actual active force of the sub-suspension 2 reaches the theoretical active force.

[0086] In some embodiments, the first calculation module 51 is further configured to obtain the roll angle acceleration and pitch angle acceleration of the vehicle 1 at the current moment; when both the roll angle acceleration and the pitch angle acceleration are less than a preset acceleration, the internal pressure of the air spring 3 at the current steady state is obtained; and the sprung mass at the steady state is calculated based on the internal pressure at the steady state and the effective cross-sectional area.

[0087] In some embodiments, the first calculation module 51 is further configured to use the sprung mass obtained in the steady state at the previous moment as the sprung mass at the current moment when the roll angle acceleration and / or the pitch angle acceleration are greater than or equal to the preset acceleration.

[0088] In some embodiments, the second calculation module 52 is further configured to obtain the unsteady-state correction coefficient of the vehicle 1 at the current moment when the roll angle acceleration and / or pitch angle acceleration of the vehicle 1 at the current moment are greater than or equal to the preset acceleration; and calculate the theoretical active force based on the unsteady-state correction coefficient, the sprung mass and the vibration acceleration.

[0089] In some embodiments, the second calculation module 52 is further configured to obtain the roll angle, pitch angle, and motion state of the vehicle 1 at the current moment; obtain a first correction coefficient according to a pre-stored correspondence between roll angle and first correction coefficient and the roll angle; obtain a second correction coefficient according to a pre-stored correspondence between pitch angle and second correction coefficient and the pitch angle; obtain a third correction coefficient according to a pre-stored correspondence between motion state and third correction coefficient and the motion state; and calculate the unsteady-state correction coefficient according to the first correction coefficient, the second correction coefficient, and the third correction coefficient.

[0090] In some embodiments, the control module 53 is further configured to acquire the predicted motion state of the vehicle 1; adjust the theoretical driving force according to the predicted motion state; and send control commands according to the adjusted theoretical driving force.

[0091] In some embodiments, the control module 53 is further configured to, when the predicted motion state is a predicted acceleration state, increase the theoretical active force of the rear sub-suspension 2 of the vehicle 1 and / or decrease the theoretical active force of the front sub-suspension 2 of the vehicle 1; when the predicted motion state is a predicted braking state, increase the theoretical active force of the front sub-suspension 2 of the vehicle 1 and / or decrease the theoretical active force of the rear sub-suspension 2 of the vehicle 1; when the predicted motion state is a predicted left turn state, increase the theoretical active force of the left sub-suspension 2 of the vehicle 1 and / or decrease the theoretical active force of the right sub-suspension 2 of the vehicle 1; when the predicted motion state is a predicted right turn state, increase the theoretical active force of the right sub-suspension 2 of the vehicle 1 and / or decrease the theoretical active force of the left sub-suspension 2 of the vehicle 1.

[0092] The apparatus of the above embodiments is used to implement the control method of the corresponding fully active suspension in any of the foregoing embodiments, and has the beneficial effects of the corresponding method embodiments, which will not be repeated here.

[0093] In some embodiments of this application, a vehicle 1 is provided, including: a controller for executing the fully active suspension control method as described in any of the above embodiments.

[0094] This vehicle 1 effectively ensures smoothness, is simple and convenient, and provides a good user experience.

[0095] Based on the same inventive concept, corresponding to the methods of any of the above embodiments, this application also provides an electronic device, including a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the program to implement the fully active suspension control method described in any of the above embodiments.

[0096] Figure 6This embodiment illustrates a more specific hardware structure of an electronic device, which may include a processor 1010, a memory 1020, an input / output interface 1030, a communication interface 1040, and a bus 1050. The processor 1010, memory 1020, input / output interface 1030, and communication interface 1040 are interconnected internally via the bus 1050.

[0097] The processor 1010 can be implemented using a general-purpose CPU (Central Processing Unit), microprocessor, application-specific integrated circuit (ASIC), or one or more integrated circuits, and is used to execute relevant programs to implement the technical solutions provided in the embodiments of this specification.

[0098] The memory 1020 can be implemented in the form of ROM (Read Only Memory), RAM (Random Access Memory), static storage device, dynamic storage device, etc. The memory 1020 can store the operating system and other applications. When the technical solutions provided in the embodiments of this specification are implemented by software or firmware, the relevant program code is stored in the memory 1020 and is called and executed by the processor 1010.

[0099] The input / output interface 1030 is used to connect input / output modules to realize information input and output. The input / output modules can be configured as components within the device (not shown in the figure) or externally connected to the device to provide corresponding functions. The input devices can include keyboards, mice, touchscreens, microphones, various sensors, etc., and the output devices can include displays, speakers, vibrators, indicator lights, etc.

[0100] The communication interface 1040 is used to connect a communication module (not shown in the figure) to enable communication and interaction between this device and other devices. The communication module can communicate via wired means (e.g., USB, Ethernet cable, etc.) or wireless means (e.g., mobile network, WIFI, Bluetooth, etc.).

[0101] Bus 1050 includes a pathway for transmitting information between various components of the device, such as processor 1010, memory 1020, input / output interface 1030, and communication interface 1040.

[0102] It should be noted that although the above-described device only shows the processor 1010, memory 1020, input / output interface 1030, communication interface 1040, and bus 1050, in specific implementations, the device may also include other components necessary for normal operation. Furthermore, those skilled in the art will understand that the above-described device may only include the components necessary for implementing the embodiments of this specification, and not necessarily all the components shown in the figures.

[0103] The electronic devices described above are used to implement the control method of the corresponding fully active suspension in any of the foregoing embodiments, and have the beneficial effects of the corresponding method embodiments, which will not be repeated here.

[0104] Based on the same inventive concept, corresponding to the methods of any of the above embodiments, this application also provides a non-transitory computer-readable storage medium storing computer instructions for causing the computer to execute the fully active suspension control method as described in any of the above embodiments.

[0105] The non-transitory computer-readable medium of this embodiment includes both permanent and non-permanent, removable and non-removable media, and information storage can be implemented by any method or technology. Information can be computer-readable instructions, data structures, program modules, or other data. Examples of computer storage media include, but are not limited to, phase-change memory (PRAM), static random access memory (SRAM), dynamic random access memory (DRAM), other types of random access memory (RAM), read-only memory (ROM), electrically erasable programmable read-only memory (EEPROM), flash memory or other memory technologies, CD-ROM, digital versatile optical disc (DVD) or other optical storage, magnetic tape, magnetic disk storage or other magnetic storage devices, or any other non-transfer medium that can be used to store information accessible by a computing device.

[0106] The computer instructions stored in the storage medium of the above embodiments are used to cause the computer to execute the fully active suspension control method as described in any of the above embodiments, and have the beneficial effects of the corresponding method embodiments, which will not be repeated here.

[0107] Those skilled in the art should understand that the discussion of any of the above embodiments is merely exemplary and is not intended to imply that the scope of this application (including the claims) is limited to these examples; within the framework of this application, the technical features of the above embodiments or different embodiments can also be combined, the steps can be implemented in any order, and there are many other variations of different aspects of the embodiments of this application as described above, which are not provided in the details for the sake of brevity.

[0108] Furthermore, to simplify the description and discussion, and to avoid obscuring the embodiments of this application, the apparatus may be shown in block diagram form. This is to prevent the embodiments of this application from being difficult to understand, and it also takes into account the fact that the details of the implementation of these block diagram apparatuses are highly dependent on the platform on which the embodiments of this application will be implemented (i.e., these details should be fully within the understanding of those skilled in the art). In setting forth specific details to describe exemplary embodiments of this application, it will be apparent to those skilled in the art that the embodiments of this application may be implemented without these specific details or with variations thereof. Therefore, these descriptions should be considered illustrative rather than restrictive.

[0109] Although this application has been described in conjunction with specific embodiments thereof, many substitutions, modifications and variations of these embodiments will be apparent to those skilled in the art from the foregoing description.

[0110] The embodiments of this application are intended to cover all such substitutions, modifications, and variations that fall within the broad scope of the appended claims. Therefore, any omissions, modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the embodiments of this application should be included within the protection scope of this application.

Claims

1. A control method for a fully active suspension, characterized in that, The fully active suspension includes multiple sub-suspensions, and the control method of the fully active suspension includes: The process involves obtaining the internal pressure of the air spring in the sub-suspension, and calculating the sprung mass based on the internal pressure and the pre-stored effective cross-sectional area of ​​the air spring. This includes: obtaining the roll acceleration and pitch acceleration of the vehicle at the current moment; when both the roll acceleration and the pitch acceleration are less than a preset acceleration, obtaining the internal pressure of the air spring in its steady state at the current moment; and calculating the sprung mass in its steady state based on the internal pressure in its steady state and the effective cross-sectional area, where M=P. S / (i g), where M is the sprung mass, P is the internal pressure, S is the pre-stored effective cross-sectional area of ​​the air spring, i is the lever ratio of the fully active suspension, and g is the gravitational acceleration; Obtain the vertical vibration acceleration at the current moment at the sub-suspension, and calculate the theoretical active force F based on the sprung mass and the vibration acceleration. α =-M A, where F α Let A be the theoretical driving force, and A be the vibration acceleration. Control commands are sent based on the theoretical active force to make the actual active force of the sub-suspension reach the theoretical active force.

2. The control method for a fully active suspension according to claim 1, characterized in that, The process of obtaining the vehicle's current roll acceleration and pitch acceleration then includes: When the roll angle acceleration and / or the pitch angle acceleration are greater than or equal to the preset acceleration, the sprung mass obtained in the steady state at the previous moment is taken as the sprung mass at the current moment.

3. The control method for a fully active suspension according to claim 2, characterized in that, The theoretical active force calculated based on the sprung mass and the vibration acceleration includes: When the roll angle acceleration and / or pitch angle acceleration of the vehicle at the current moment are greater than or equal to the preset acceleration, the unsteady state correction coefficient of the vehicle is obtained; The theoretical active force is calculated based on the unsteady-state correction coefficient, the sprung mass, and the vibration acceleration.

4. The control method for a fully active suspension according to claim 3, characterized in that, The process of obtaining the unsteady-state correction coefficient of the vehicle includes: Obtain the vehicle's current roll angle, pitch angle, and motion state; The first correction coefficient is obtained based on the pre-stored correspondence between the roll angle and the first correction coefficient and the roll angle; The second correction coefficient is obtained based on the pre-stored correspondence between pitch angle and second correction coefficient and the pitch angle; The third correction coefficient is obtained based on the pre-stored correspondence between motion state and third correction coefficient and the motion state; The unsteady-state correction coefficient is calculated based on the first correction coefficient, the second correction coefficient, and the third correction coefficient.

5. The control method for a fully active suspension according to claim 1, characterized in that, The step of sending control commands based on the theoretical active power includes: Obtain the predicted motion state of the vehicle; Adjust the theoretical active force according to the predicted motion state; Control commands are sent based on the adjusted theoretical active power.

6. The control method for a fully active suspension according to claim 5, characterized in that, The predicted motion state includes a predicted acceleration state, a predicted braking state, a predicted left turn state, or a predicted right turn state. Adjusting the theoretical driving force based on the predicted motion state includes: When the predicted motion state is a predicted acceleration state, the theoretical active force of the rear terminal suspension of the vehicle is increased, and / or the theoretical active force of the front terminal suspension of the vehicle is decreased. When the predicted motion state is the predicted braking state, the theoretical active force of the front terminal suspension of the vehicle is increased, and / or the theoretical active force of the rear terminal suspension of the vehicle is decreased. When the predicted motion state is a predicted left turn state, the theoretical active force of the left sub-suspension of the vehicle is increased, and / or the theoretical active force of the right sub-suspension of the vehicle is decreased. When the predicted motion state is a predicted right turn state, the theoretical active force of the right sub-suspension of the vehicle is increased, and / or the theoretical active force of the left sub-suspension of the vehicle is decreased.

7. A control device for a fully active suspension, characterized in that, The fully active suspension includes multiple sub-suspensions, and the control device for the fully active suspension includes: The first calculation module is configured to acquire the internal pressure of the air spring of the sub-suspension, and is configured to calculate the sprung mass based on the internal pressure and the pre-stored effective cross-sectional area of ​​the air spring, including: acquiring the roll acceleration and pitch acceleration of the vehicle at the current moment; when both the roll acceleration and the pitch acceleration are less than the preset acceleration, acquiring the internal pressure of the air spring in the current steady state; and calculating the sprung mass in the steady state based on the internal pressure in the steady state and the effective cross-sectional area, M=P. S / (i g), where M is the sprung mass, P is the internal pressure, S is the pre-stored effective cross-sectional area of ​​the air spring, i is the lever ratio of the fully active suspension, and g is the gravitational acceleration; The second calculation module is configured to obtain the vertical vibration acceleration at the current moment at the sub-suspension, and is configured to calculate the theoretical active force F based on the sprung mass and the vibration acceleration. α =-M A, where F α Let A be the theoretical driving force, and A be the vibration acceleration. The control module is configured to send control commands based on the theoretical active force so that the actual active force of the sub-suspension reaches the theoretical active force.

8. A vehicle, characterized in that, include: A controller for executing the control method of the fully active suspension according to any one of claims 1-6.

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