Suspension control method and device, vehicle and storage medium

Abstract

The invention provides a suspension control method and device, a vehicle and a storage medium. According to the embodiment of the invention, a first wheel rotating speed of the vehicle is obtained through a wheel speed sensor, and a first vehicle body vertical speed of the vehicle is obtained through a sprung sensor; according to the first wheel rotating speed and the first vehicle body vertical speed, a control current corresponding to a shock absorber is determined; and generating a current signal corresponding to the control current, and sending the current signal to a shock absorber, so that the shock absorber performs shock absorption control on the active suspension according to the current signal. The suspension control method provided by the embodiment of the invention does not depend on an unsprung sensor, so that the cost of the sensor in the embodiment of the invention is reduced, the problem of control strategy failure caused by the delay of the shock absorber under the condition that the unsprung speed frequency is too high is avoided, and the reliability of the embodiment of the invention is improved.

Description

Technical Field

[0001] The present invention relates to the field of vehicle control technology, and in particular to a suspension control method, device, vehicle and storage medium. Background Art

[0002] The active suspension system adjusts the shock absorber damping through electronic control to adapt to changes in road surface, thereby improving the vehicle's ride comfort.

[0003] At present, with the development of control technology, the suspension control method of ceiling control is widely used in active suspension systems, which improves the performance and adaptability of active suspension.

[0004] However, the current skyhook control method needs to rely on sprung sensors and unsprung sensors, among which the sprung sensors generally include inertial measurement units (IMU) or three sprung acceleration sensors, and the unsprung sensors generally include two unsprung acceleration sensors or four height sensors, resulting in a relatively high sensor cost for the current skyhook control method; further, due to the inevitable delay problem of the shock absorber itself, when the frequency of the unsprung speed is higher than 20HZ, the shock absorber is usually unable to adjust the damping value in time according to the control current corresponding to the actual unsprung speed, making the skyhook control strategy invalid, which in turn reduces the reliability of the current skyhook control method. Summary of the invention

[0005] Embodiments of the present invention provide a suspension control method, device, vehicle and storage medium to solve the problems of high sensor cost and low reliability of the control process in the process of controlling an active suspension in the related art.

[0006] In order to solve the above technical problems, an embodiment of the present invention provides a suspension control method, which is applied to a vehicle, wherein the vehicle includes an active suspension, a sprung sensor, and a wheel speed sensor, and the active suspension includes a shock absorber; the method includes:

[0007] Acquire a first wheel speed of the vehicle using the wheel speed sensor, and acquire a first body vertical speed of the vehicle using the sprung sensor;

[0008] determining a control current corresponding to the shock absorber according to the first wheel speed and the first vehicle body vertical speed;

[0009] A current signal corresponding to the control current is generated, and the current signal is sent to the shock absorber, so that the shock absorber performs shock absorption control on the active suspension according to the current signal.

[0010] Optionally, determining the control current corresponding to the shock absorber according to the first wheel speed and the first vehicle body vertical speed includes:

[0011] determining a first body energy level of the vehicle according to the first body vertical velocity;

[0012] determining a first road surface grade of a road on which the vehicle is located according to the first wheel speed;

[0013] A control current corresponding to the shock absorber is determined according to the first vehicle body energy level and the first road surface level.

[0014] Optionally, determining the control current corresponding to the shock absorber according to the first vehicle body energy level and the first road surface level includes:

[0015] When the first vehicle body energy level and the first road surface level satisfy a first condition, calculating the product between the absolute value of the first vehicle body vertical velocity and a damping control coefficient, and determining the product as a damping value corresponding to the shock absorber; the damping control coefficient is a target damping value of the shock absorber of the active suspension when there is no actual physical restriction;

[0016] Determining a control current corresponding to the shock absorber according to the damping value;

[0017] The first condition includes: the first vehicle body energy level is a target energy level, and the first road surface level satisfies a first preset threshold corresponding to the target energy level.

[0018] Optionally, the method further comprises:

[0019] When the first vehicle body energy level and the first road surface level do not satisfy the first condition, the control current corresponding to the shock absorber is determined to be a preset current value.

[0020] Optionally, determining the control current corresponding to the shock absorber according to the first wheel speed and the first vehicle body vertical speed includes:

[0021] determining a first suspension energy ratio corresponding to the active suspension according to the first wheel speed and the first vehicle body vertical speed;

[0022] When the first suspension energy ratio is greater than or equal to a second preset threshold corresponding to the first vehicle body vertical velocity, calculating a product between an absolute value of the first vehicle body vertical velocity and a damping control coefficient, and determining the product as a damping value corresponding to the shock absorber;

[0023] A control current corresponding to the shock absorber is determined according to the damping value.

[0024] Optionally, determining a first suspension energy ratio corresponding to the active suspension according to the first wheel speed and the first vehicle body vertical speed includes:

[0025] According to the first wheel speed and the first vehicle body vertical speed, traverse a suspension energy ratio list; the suspension energy ratio list is used to record the corresponding relationship between the wheel speed, the vehicle body vertical speed and the suspension energy ratio of the vehicle;

[0026] The suspension energy ratio corresponding to the first wheel speed and the first vehicle body vertical speed in the suspension energy ratio list is determined as the first suspension energy ratio corresponding to the active suspension.

[0027] Optionally, the method further comprises:

[0028] Acquiring an unsprung speed signal of the active suspension;

[0029] Performing filtering on the unsprung speed signal to obtain a low-frequency signal corresponding to the unsprung speed signal;

[0030] calculating a difference between the unsprung velocity signal and the low-frequency signal, and determining the difference between the unsprung velocity signal and the low-frequency signal as a high-frequency signal;

[0031] calculating a ratio between the low-frequency signal and the high-frequency signal, and determining the ratio as a second suspension energy ratio;

[0032] Acquire a second wheel speed and a second vehicle body vertical speed corresponding to the second suspension energy ratio;

[0033] A suspension energy ratio list is established according to the corresponding relationship among the second suspension energy ratio, the second wheel speed and the second vehicle body vertical speed.

[0034] In order to solve the above technical problems, an embodiment of the present invention further provides a suspension control device, which is applied to a vehicle, wherein the vehicle includes an active suspension, a sprung sensor and a wheel speed sensor, and the active suspension includes a shock absorber; the device includes:

[0035] a first acquisition module, configured to acquire a first wheel speed of the vehicle using the wheel speed sensor, and to acquire a first body vertical speed of the vehicle using the sprung sensor;

[0036] a first determining module, configured to determine a control current corresponding to the shock absorber according to the first wheel speed and the first vehicle body vertical speed;

[0037] The sending module is used to generate a current signal corresponding to the control current, and send the current signal to the shock absorber, so that the shock absorber can perform shock absorption control on the active suspension according to the current signal.

[0038] In order to solve the above technical problems, an embodiment of the present invention further provides a vehicle, the vehicle comprising an electronic device, an active suspension, a sprung sensor and a wheel speed sensor, the active suspension comprising a shock absorber; the electronic device comprising: a processor, a communication interface, a memory and a communication bus; wherein the processor, the communication interface and the memory communicate with each other via the communication bus;

[0039] Memory, used to store computer programs;

[0040] The processor is used to implement the steps in any of the above suspension control methods when executing the program stored in the memory.

[0041] In order to solve the above technical problems, an embodiment of the present invention further provides a computer-readable storage medium, on which a computer program is stored, and when the program is executed by a processor, the steps in the suspension control method as described in any one of the above items are implemented.

[0042] Compared with the prior art, the present invention has the following advantages:

[0043] The suspension control method provided by the embodiment of the present invention, when the vehicle is performing shock absorption control on the active suspension, uses the wheel speed sensor and the sprung sensor to obtain the first wheel speed and the first body vertical speed of the vehicle in real time, and determines the control current corresponding to the shock absorber in the active suspension based on the first wheel speed and the first body vertical speed, generates a current signal corresponding to the control current, and sends the current signal to the shock absorber in the active suspension, so that the shock absorber can adjust the damping value according to the current signal, thereby realizing shock absorption control of the active suspension. This control process only needs to determine the control current corresponding to the shock absorber in the active suspension according to the first wheel speed and the first vehicle body vertical speed, and does not involve the unsprung speed. There is no need to obtain the unsprung speed of the active suspension through an unsprung sensor, so that the suspension control method provided by the embodiment of the present invention does not rely on the unsprung sensor, and the vehicle does not need to be provided with an unsprung sensor, thereby reducing the sensor cost of the embodiment of the present invention; in addition, since the frequency range of the vehicle body vertical speed is generally 0 to 15HZ, and the frequency range of the unsprung speed is generally 0 to 30HZ, the frequency range of the vehicle body vertical speed is lower than the frequency range of the unsprung speed, the embodiment of the present invention determines the control current corresponding to the shock absorber and controls the shock absorption of the active suspension according to the first wheel speed and the first vehicle body vertical speed, thereby avoiding the control strategy failure problem caused by the delay of the shock absorber itself when the frequency of the unsprung speed is higher than 20HZ, thereby improving the reliability of the embodiment of the present invention.

[0044] The above description is only an overview of the technical solution of the present invention. In order to more clearly understand the technical means of the present invention, it can be implemented according to the contents of the specification. In order to make the above and other purposes, features and advantages of the present invention more obvious and easy to understand, the specific implementation methods of the present invention are listed below. BRIEF DESCRIPTION OF THE DRAWINGS

[0045] In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings required for describing the embodiments are briefly introduced below.

[0046] Figure 1 A schematic diagram of a vehicle architecture provided by an embodiment of the present invention;

[0047] Figure 2 A flow chart of the steps of a suspension control method provided by an embodiment of the present invention;

[0048] Figure 3 A schematic diagram of the phase relationship between the vertical velocity of a vehicle body and the unsprung velocity of the vehicle in a target road section provided by an embodiment of the present invention;

[0049] Figure 4 A time domain diagram of a suspension energy ratio provided by an embodiment of the present invention;

[0050] Figure 5 A logic block diagram of a suspension control device is provided for an embodiment of the present invention. DETAILED DESCRIPTION

[0051] The exemplary embodiments of the present invention will be described in more detail below with reference to the accompanying drawings. Although the exemplary embodiments of the present invention are shown in the accompanying drawings, it should be understood that the present invention can also be implemented in various forms and should not be limited by the embodiments set forth herein. On the contrary, these embodiments are provided in order to enable a more thorough understanding of the present invention and to enable the scope of the present invention to be fully communicated to those skilled in the art.

[0052] Method Embodiment

[0053] The suspension control method provided by the embodiment of the present invention can be applied to a vehicle, referring to Figure 1 , showing a schematic diagram of the architecture of a vehicle provided by an embodiment of the present invention, the vehicle includes an active suspension, a sprung sensor, a wheel speed sensor and an electronic control unit (ECU); the active suspension includes a shock absorber; specifically, the shock absorber can be an electromagnetic shock absorber.

[0054] Among them, the electronic controller unit establishes communication connections with the shock absorber, the sprung sensor and the wheel speed sensor respectively; the communication connection methods between the electronic controller unit and the shock absorber, the sprung sensor and the wheel speed sensor may include but are not limited to: controller area network (CAN) bus, FlexRay bus, local interconnect network (LIN) bus, multimedia oriented systems transport (MOST) bus, Ethernet bus, serial peripheral interface (SPI) communication, universal asynchronous receiver / transmitter (UART) communication, Bluetooth low energy (BLE) technology, single edge nibble transmission protocol (SENT), etc.

[0055] Reference Figure 2 , shows a flow chart of the steps of a suspension control method provided by an embodiment of the present invention, the method may include steps 101 to 103:

[0056] Step 101: Utilize the wheel speed sensor to obtain a first wheel speed of the vehicle, and utilize the sprung sensor to obtain a first body vertical speed of the vehicle.

[0057] Step 102: Determine a control current corresponding to the shock absorber according to the first wheel speed and the first vehicle body vertical speed.

[0058] Step 103: Generate a current signal corresponding to the control current, and send the current signal to the shock absorber, so that the shock absorber performs shock absorption control on the active suspension according to the current signal.

[0059] In the embodiment of the present invention, the electronic controller unit serves as the execution body of the suspension control method provided in the embodiment of the present invention, and implements the damping control of the active suspension by executing steps 101 to 103 .

[0060] The vehicle includes sprung parts and unsprung parts, and the active suspension is used to connect the sprung parts and unsprung parts in the vehicle. Among them, the sprung parts are the general term for the automotive parts that are supported by the active suspension and vibrate with the active suspension. The sprung parts usually include the body, frame, powertrain (for example, engine, transmission), and passengers and cargo in the vehicle. The sprung parts will be subject to impact and vibration from the road during the driving process of the vehicle, but due to the buffering effect of the active suspension, these impacts and vibrations will be effectively weakened, thereby ensuring the comfort and stability of the vehicle. The unsprung parts are the general term for automotive parts that do not vibrate with the active suspension. The unsprung parts mainly include wheels, tires, braking systems (for example, brake discs, brake calipers) and some parts in the active suspension (for example, spring seats, steering knuckles), etc.

[0061] In the embodiment of the present invention, the active suspension may be any one of a semi-active suspension and a fully active suspension.

[0062] The vehicle in the embodiment of the present invention may be a test vehicle before leaving the factory, or a mass-produced vehicle before or after leaving the factory.

[0063] The sprung sensor is a general term for various sensors installed in the sprung component; the sprung sensor is used to obtain the vertical velocity of the vehicle body in real time and send the vertical velocity of the vehicle body to the electronic controller unit. Specifically, the sprung sensor can be a speed sensor installed in the sprung component.

[0064] The vertical velocity of the vehicle body refers to the velocity component of the sprung parts in the vertical direction (i.e., the up and down direction). The vertical velocity of the vehicle body describes the movement speed of the sprung parts in the vertical direction during the vehicle's driving due to uneven road conditions, vehicle acceleration, braking, or the operation of the active suspension. The vertical velocity reflects the degree of movement of the sprung parts of the vehicle in the vertical direction during the vehicle's driving.

[0065] The wheel speed sensor is a sensor installed on an unsprung component, for example, a wheel hub of each wheel of a vehicle, for obtaining the wheel speed. In an embodiment of the present invention, the wheel speed sensor is used to obtain the wheel speed of the vehicle in real time and send the wheel speed to an electronic controller unit.

[0066] In the embodiment of the present invention, the electronic control unit can obtain the first wheel speed of the vehicle using the wheel speed sensor in real time, and obtain the first body vertical speed of the vehicle using the sprung sensor. It can be understood that the first wheel speed and the first body vertical speed are the real-time wheel speed and real-time body vertical speed of the vehicle obtained by the electronic control unit using the wheel speed sensor and the sprung sensor during the execution of step 101.

[0067] When the electronic control unit obtains the first wheel speed and the first vehicle body vertical speed, it can perform step 102 according to the first wheel speed and the first vehicle body vertical speed to determine the control current corresponding to the shock absorber in the active suspension. Specifically, determining the control current corresponding to the shock absorber in the active suspension according to the first wheel speed and the first vehicle body vertical speed may include steps 1021 to 1023:

[0068] Step 1021: The electronic control unit obtains a third preset threshold corresponding to the first vehicle body vertical speed, and matches the first wheel speed with the third preset threshold.

[0069] The first vehicle body vertical speed corresponds to the third preset threshold value one by one. In the embodiment of the present invention, before step 102, the third preset threshold values ​​corresponding to different vehicle body vertical speeds can be pre-calibrated, and a first mapping relationship list between the vehicle body vertical speed and the third preset threshold value can be established, and the first mapping relationship list can be stored in a preset storage area. In the process of executing step 102, the electronic control unit can obtain the first mapping relationship list from the preset storage area, and determine the third preset threshold value corresponding to the first vehicle body vertical speed from the first mapping relationship list according to the first vehicle body vertical speed. In the case of obtaining the third preset threshold value corresponding to the first vehicle body vertical speed, the electronic control unit matches the first wheel speed obtained in step 101 with the third preset threshold value. The preset storage area is a storage area that the electronic control unit can access; the preset storage area can be a local storage area of ​​the vehicle or a non-local storage area.

[0070] Among them, the third preset threshold is the threshold of the wheel speed; pre-calibrating the third preset thresholds corresponding to different vehicle body vertical speeds includes: first, when the vehicle body vertical speed is determined, determining the maximum value of the wheel speed when the phase between the vehicle body vertical speed and the vehicle unsprung speed is consistent under the vehicle body vertical speed, and determining the maximum value as the third preset threshold corresponding to the vehicle body vertical speed; in this way, the third preset thresholds corresponding to different vehicle body vertical speeds can be calibrated to obtain a first mapping relationship list.

[0071] It can be understood that, when the vertical speed of the vehicle body is fixed, the greater the wheel speed, the smaller the probability that the phase of the vehicle's vertical speed and the vehicle's unsprung speed are consistent. The third preset threshold is the maximum value of the wheel speed when the probability of the phase of the vehicle's vertical speed and the vehicle's unsprung speed being consistent is within an acceptable range when the vertical speed of the vehicle body is fixed.

[0072] In the process of determining whether the phase of the vehicle body vertical velocity and the vehicle's unsprung velocity is consistent in the embodiment of the present invention, a target road section consisting of a long-wave road surface with a strong regularity in the suspension phase + a Class A road surface can be selected to determine whether the phase of the vehicle body vertical velocity and the vehicle's unsprung velocity is consistent. Figure 3 , shows a phase diagram of the vertical velocity of a vehicle body and the unsprung velocity of the vehicle in a target road section provided by an embodiment of the present invention. Among them, the target road section consisting of a long-wave road surface + a grade A road surface refers to the target road section containing both the road condition characteristics corresponding to the long-wave road surface and the road condition characteristics corresponding to the grade A road surface.

[0073] It should be noted that the unsprung speed refers to the velocity component of the unsprung parts in the vertical direction. The unsprung speed is used to describe the response speed of the active suspension to external excitations such as road roughness and vibration during vehicle driving. The unsprung speed includes the compression and rebound speed of the suspension spring, the damping effect of the shock absorber, and the adjustment speed of the entire active suspension.

[0074] Step 1022: When the first wheel speed is less than a third preset threshold, the electronic control unit calculates a damping value corresponding to the shock absorber according to the first vehicle body vertical velocity, and determines a control current corresponding to the shock absorber according to the damping value.

[0075] Specifically, when the first wheel speed is less than the third preset threshold, it indicates that the probability that the phase of the vehicle body vertical velocity and the vehicle's unsprung velocity is consistent is high and within an acceptable range. The electronic control unit can calculate the damping value corresponding to the shock absorber according to the first vehicle body vertical velocity, and determine the control current corresponding to the shock absorber according to the damping value.

[0076] See the following formula:

[0077]

[0078] Where, v2 represents the vertical velocity of the vehicle body; v1 represents the unsprung velocity; C represents the damping value; C sky represents the damping control coefficient, and the damping control coefficient is the target damping value of the shock absorber of the active suspension without actual physical limitation.

[0079] It can be seen from formula 1 that when the phase of the vertical velocity of the vehicle body is consistent with the unsprung velocity of the vehicle, that is, when |v2|-|v1|>0, the magnitude of the damping value is related to the vertical velocity of the vehicle body; when the probability that the phase of the vertical velocity of the vehicle body is consistent with the unsprung velocity of the vehicle is within an acceptable range, since the probability that the phase of the vertical velocity of the vehicle body is consistent with the unsprung velocity of the vehicle is high, it can be assumed that the phase of the vertical velocity of the vehicle body is consistent with the unsprung velocity of the vehicle. In this scenario, formula 1 can be simplified as:

[0080] C=|v2|×Csky (2)

[0081] Therefore, when the first wheel speed is less than the third preset threshold, the electronic control unit can determine the damping value corresponding to the shock absorber in the active suspension according to the product of the first vehicle body vertical speed and the damping control coefficient, and determine the control current corresponding to the shock absorber according to the damping value.

[0082] In actual application scenarios, the method for determining the damping control coefficient usually depends on the needs of simulation, experiment and actual application; specifically: 1) Simulation calibration: In the early stage of active suspension design, computer simulation is used to simulate the suspension performance under different damping control coefficients. According to the simulation results, the optimal value is selected as the damping control coefficient, which can provide the best comprehensive performance under different working conditions. 2) Experimental calibration: Experiments are conducted on actual vehicles or active suspensions. By adjusting the damping control coefficient and observing the actual performance, its optimal value is determined as the damping control coefficient used to calculate the damping value. 3) Experience value and standard: The initial value of the damping control coefficient is determined by referring to the existing experience values ​​or standards in the industry. These experience values ​​or standards are based on extensive test data and actual application experience and have certain versatility and reliability. 4) Dynamic adjustment: In some advanced active suspension control systems, the damping control coefficient can also be dynamically adjusted according to the vehicle status and driving needs. The vehicle status (such as vehicle speed, acceleration, road conditions, etc.) is monitored in real time by sensors, and the optimal damping control coefficient is calculated according to the preset algorithm.

[0083] Wherein, according to the damping value, determining the control current corresponding to the shock absorber is specifically as follows: before step 102, pre-calibrating the control current corresponding to different damping values, and establishing a second mapping relationship list between the damping value and the control current, and storing the second mapping relationship list in a preset storage area. In the case where the damping value corresponding to the shock absorber is obtained through step 1022, the electronic control unit can obtain the second mapping relationship list from the preset storage area, and determine the control current corresponding to the damping value from the first mapping relationship list according to the damping value obtained in step 1022.

[0084] Step 1023: When the speed of the first wheel is greater than or equal to a third preset threshold, the electronic control unit determines the control current corresponding to the shock absorber to be a preset current value.

[0085] Specifically, when the first wheel speed is greater than or equal to the third preset threshold, it indicates that the probability of the vertical velocity of the vehicle body and the unsprung velocity of the vehicle being in phase with each other is low and outside an acceptable range. In this scenario, the electronic control unit can determine the control current corresponding to the shock absorber as the preset current value.

[0086] The preset current value is a pre-calibrated fixed current value. When the first wheel speed is greater than or equal to the third preset threshold, the electronic control unit can directly determine the control current corresponding to the shock absorber as the preset current value.

[0087] In the embodiment of the present invention, when the electronic control unit determines the control current corresponding to the shock absorber through step 102, it can perform shock absorption control on the active suspension according to the control current through step 103. Specifically, the electronic control unit can generate a current signal corresponding to the control current based on the control current, and send the current signal to the shock absorber of the active suspension, so that the shock absorber can adjust the damping value to the damping value corresponding to the control current determined in step 102 according to the current magnitude of the control current indicated by the current signal, and realize shock absorption control of the active suspension by adjusting the damping value of the shock absorber. It can be understood that in the shock absorber, the change of the current will change the magnitude of the electromagnetic force, thereby changing the damping value of the shock absorber.

[0088] In the process of using skyhook control to control the shock absorption of active suspension, the related technology needs to rely on sprung sensors and unsprung sensors, among which the sprung sensors generally include inertial measurement units or three sprung acceleration sensors, and the unsprung sensors generally include two unsprung acceleration sensors or four height sensors, resulting in a relatively high sensor cost for the current skyhook control method; further, since the shock absorber itself inevitably has a delay problem (the delay of the shock absorber is generally 40ms to 50ms), when the frequency of the unsprung speed is higher than 20HZ, the frequency of the current signal sent by the electronic control unit to the shock absorber is at least 50ms, and when the shock absorber has a delay of 40ms to 50ms, the delay for the shock absorber to adjust the damping value according to the current signal is also 40ms to 50ms, resulting in the problem of aggravated suspension vibration in the process of the shock absorber adjusting the damping value according to the current signal, which reduces the stability and comfort of the vehicle, resulting in a reduction in the reliability of the current skyhook control method.

[0089] The suspension control method provided in the embodiment of the present invention can determine the control current corresponding to the shock absorber in the active suspension based on the first wheel speed and the first vehicle body vertical speed, without involving the unsprung speed and without obtaining the unsprung speed of the active suspension through an unsprung sensor, so that the suspension control method provided in the embodiment of the present invention does not rely on the unsprung sensor, and the unsprung sensor may not be provided in the vehicle, thereby reducing the sensor cost of the embodiment of the present invention; in addition, since the frequency range of the vehicle body vertical speed is generally 0 to 15HZ, and the frequency range of the unsprung speed is generally 0 to 30HZ, the frequency range of the vehicle body vertical speed is lower than the frequency range of the unsprung speed, the embodiment of the present invention determines the control current corresponding to the shock absorber and controls the shock absorption of the active suspension based on the first wheel speed and the first vehicle body vertical speed, thereby avoiding the control strategy failure problem caused by the delay of the shock absorber itself when the frequency of the unsprung speed is higher than 20HZ, thereby improving the reliability of the embodiment of the present invention.

[0090] Optionally, the step 102 of determining the control current corresponding to the shock absorber according to the first wheel speed and the first vehicle body vertical speed includes steps 1024 to 1026:

[0091] Step 1024: Determine a first body energy level of the vehicle according to the first body vertical velocity.

[0092] Step 1025: Determine a first road surface grade of the road where the vehicle is located according to the first wheel speed.

[0093] Step 1026: Determine a control current corresponding to the shock absorber according to the first vehicle body energy level and the first road surface level.

[0094] In an embodiment of the present invention, in the process of determining the control current corresponding to the shock absorber according to the first wheel speed and the first vehicle body vertical speed, the electronic control unit can determine the first body energy level of the vehicle according to the first vehicle body vertical speed, determine the first road surface level of the road where the vehicle is located according to the first wheel speed, and determine the control current corresponding to the shock absorber according to the first body energy level and the first road surface level.

[0095] Specifically, before step 1024, the vehicle body vertical speed range that can be achieved during the vehicle driving process can be divided into different vertical speed sub-ranges, and each vertical speed sub-range can be determined as a different vehicle body energy level, and the greater the vehicle body vertical speed, the higher the vehicle body energy level. Exemplarily, the vehicle body vertical speed range is 0m / s to 2.0m / s, and the vehicle body vertical speed range is divided into different vertical speed sub-ranges: a first vertical speed sub-range [0m / s, 0.8m / s), a second vertical speed sub-range [0.8m / s, 1.2m / s), a third vertical speed sub-range [1.2m / s, 1.6m / s), and a fourth vertical speed sub-range [1.6m / s, 2.0m / s]; the vehicle body energy level corresponding to the first vertical speed sub-range is determined to be 1, the vehicle body energy level corresponding to the second vertical speed sub-range is determined to be 2, the vehicle body energy level corresponding to the third vertical speed sub-range is determined to be 3, and the vehicle body energy level corresponding to the fourth vertical speed sub-range is determined to be 4.

[0096] In step 1024, the electronic control unit may first determine in which vertical speed sub-range the first vehicle body vertical speed falls, and then determine the vehicle body energy level corresponding to the vertical speed sub-range as the first vehicle body energy level of the vehicle. For example, when the first vehicle body vertical speed is 0.85 m / s, the electronic control unit may determine that the first vehicle body vertical speed falls within the second vertical speed sub-range, and the vehicle body energy level corresponding to the second vertical speed sub-range is 2, and the electronic control unit may determine that the first vehicle body energy level is 2.

[0097] Accordingly, before step 1025, the wheel speed range that can be achieved during vehicle driving can be divided into different wheel speed sub-ranges, and each wheel speed sub-range can be determined as a different road surface grade, and the greater the wheel speed, the higher the road surface grade.

[0098] For example, the wheel speed range is 0 r / min (revolutions per minute) to 1500 r / min, and the wheel speed range is divided into different wheel speed sub-ranges: a first wheel speed sub-range [0 r / min, 300 r / min), a second wheel speed sub-range [300 r / min, 500 r / min), a third wheel speed sub-range [500 r / min, 700 r / min), a fourth wheel speed sub-range [700 r / min, 900 r / min), a fifth wheel speed sub-range [900 r / min, 1100 r / min), a sixth wheel speed sub-range [900 r / min, 1200 r / min], and a sixth wheel speed sub-range [1000 r / min, 1500 r / min]. The road surface grade corresponding to the first wheel speed subrange is determined as 1, the road surface grade corresponding to the second wheel speed subrange is determined as 2, the road surface grade corresponding to the third wheel speed subrange is determined as 3, the road surface grade corresponding to the fourth wheel speed subrange is determined as 4, the road surface grade corresponding to the fifth wheel speed subrange is determined as 5, the road surface grade corresponding to the sixth wheel speed subrange is determined as 6, and the road surface grade corresponding to the seventh wheel speed subrange is determined as 7.

[0099] In step 1025, the electronic control unit may determine which wheel speed sub-range the first wheel speed falls within, and determine the road surface grade corresponding to the wheel speed sub-range as the first road surface grade of the road where the vehicle is located. For example, when the first wheel speed is 1000 r / min, the electronic control unit may determine that the first wheel speed falls within the fifth wheel speed sub-range, and the road surface grade corresponding to the fifth wheel speed sub-range is 5, and the electronic control unit may determine that the first road surface grade of the road where the vehicle is located is 5.

[0100] In the case where the first vehicle body energy level of the vehicle is determined through step 1024, and the first road surface level of the road where the vehicle is located is determined through step 1025, the electronic control unit may determine the control current corresponding to the shock absorber according to the first vehicle body energy level and the first road surface level. Specifically, the electronic control unit first determines a first energy level combination consisting of the first vehicle body energy level and the first road surface level, and matches the first energy level combination with each preset energy level combination in the energy level combination set; if there is a preset energy level combination identical to the first energy level combination in the energy level combination set, the damping value corresponding to the shock absorber is calculated according to the first vehicle body vertical velocity, and the control current corresponding to the shock absorber is determined according to the damping value; if there is no preset energy level combination identical to the first energy level combination in the energy level combination set, the control current corresponding to the shock absorber is determined as the preset current value.

[0101] Among them, the first energy level combination is a level combination formed by combining the first body energy level of the vehicle determined in step 1024 and the first road surface level of the road where the vehicle is located determined in step 1025, in the order of body energy level first and road surface level later; exemplarily, when the body energy level of the vehicle is determined to be 1 in step 1024 and the road surface level of the road where the vehicle is located is determined to be 3 in step 1025, the first energy level combination can be expressed as "1+3".

[0102] The preset energy level combination in the energy level combination set is a predetermined energy level combination consisting of a vehicle body energy level and a road surface level when the probability that the vehicle body vertical velocity and the vehicle unsprung velocity are in phase is within an acceptable range. The number of the preset energy level combinations in the energy level combination set is at least 1.

[0103] Optionally, the step 1026 of determining the control current corresponding to the shock absorber according to the first vehicle body energy level and the first road surface level includes steps A11 to A12:

[0104] Step A11. When the first vehicle body energy level and the first road surface level satisfy a first condition, calculate the product of the absolute value of the first vehicle body vertical velocity and the damping control coefficient, and determine the product as the damping value corresponding to the shock absorber; the damping control coefficient is the target damping value of the shock absorber of the active suspension in the absence of actual physical limitations.

[0105] Step A12: Determine a control current corresponding to the shock absorber according to the damping value.

[0106] The first condition includes: the first vehicle body energy level is a target energy level, and the first road surface level satisfies a first preset threshold corresponding to the target energy level.

[0107] In the embodiment of the present invention, the electronic control unit may also determine the control current corresponding to the shock absorber according to the first vehicle body energy level and the first road surface level through steps A11 to A12.

[0108] The target energy level is any vehicle body energy level in the predetermined vehicle body energy levels, and the first preset thresholds corresponding to different target energy levels may be the same or different. The first preset threshold corresponding to the target energy level is the maximum value of the road surface level when the probability that the vehicle body vertical velocity and the vehicle unsprung velocity are in phase with each other is within an acceptable range when the vehicle body energy level is fixed at the target energy level. The first road surface level satisfies the first preset threshold corresponding to the target energy level, which means that the first road surface level is less than or equal to the first preset threshold.

[0109] As an example, referring to Table 1, a vehicle body energy level and road surface level correspondence table provided by an embodiment of the present invention is shown. The acceptable range corresponding to the probability of the vehicle body vertical velocity being consistent in phase with the vehicle's unsprung velocity is: the probability of the vehicle body vertical velocity being consistent in phase with the vehicle's unsprung velocity is greater than or equal to 80%, that is, when the probability of the vehicle body vertical velocity being consistent in phase with the vehicle's unsprung velocity is greater than or equal to 80%, it is assumed that the vehicle body vertical velocity is consistent in phase with the vehicle's unsprung velocity, and the control current corresponding to the shock absorber can be determined through steps A11 to A12.

[0110] As shown in Table 1, when the target energy level is 1, within the range where the probability that the phase of the vehicle body vertical velocity is consistent with the vehicle's unsprung velocity is greater than or equal to 80%, the maximum value of the road surface grade is 3. At this time, the first preset threshold corresponding to the vehicle body energy level 1 can be determined as 3; it can be understood that when the first energy level combination composed of the first vehicle body energy level and the first road surface grade is "1+1", "1+2" ​​and "1+3", the electronic control unit can determine that the first vehicle body energy level and the first road surface grade meet the first condition, and determine the control current corresponding to the shock absorber through steps A11 to A12.

[0111] Accordingly, when the target energy level is 2, when the probability that the phase between the vehicle body vertical velocity and the unsprung velocity of the vehicle is consistent is greater than or equal to 80%, the maximum value of the road surface grade is 4. At this time, the first preset threshold corresponding to the vehicle body energy level 2 can be determined as 4; it can be understood that when the first energy level combination composed of the first vehicle body energy level and the first road surface grade is "2+1", "2+2", "2+3" and "2+4", the electronic control unit can determine that the first vehicle body energy level and the first road surface grade meet the first condition, and determine the control current corresponding to the shock absorber through steps A11 to A12.

[0112] When the target energy level is 3, when the probability that the phase between the vehicle body vertical velocity and the vehicle's unsprung velocity is consistent is greater than or equal to 80%, the maximum value of the road surface grade is 4. At this time, the first preset threshold corresponding to the vehicle body energy level 3 can be determined as 4; it can be understood that, when the first energy level combination composed of the first vehicle body energy level and the first road surface grade is "3+1", "3+2", "3+3" and "3+4", the electronic control unit can determine that the first vehicle body energy level and the first road surface grade satisfy the first condition, and determine the control current corresponding to the shock absorber through steps A11 to A12.

[0113] Table 1

[0114]

[0115] The process of determining the control current corresponding to the shock absorber in step A11 to step A12 can refer to the detailed description of step 102, and will not be repeated here to avoid repetition.

[0116] Optionally, the method further comprises step A13:

[0117] Step A13: When the first vehicle body energy level and the first road surface level do not satisfy the first condition, the control current corresponding to the shock absorber is determined to be a preset current value.

[0118] It can be understood that when the first vehicle body energy level and the first road surface level do not satisfy the first condition, it indicates that when the first vehicle body energy level is the target energy level, the first road surface level is greater than the first preset threshold corresponding to the target energy level.

[0119] As an example, if the first vehicle body energy level is 1 and the first road surface level is 4, the target energy level is 1; referring to Table 1, the first preset threshold value corresponding to the target energy level 1 is 3; since the first road surface level is 4, which is greater than the first preset threshold value 3 corresponding to the target energy level 1, the electronic control unit can determine that the first vehicle body energy level and the first road surface level do not meet the first condition, and determine the control current corresponding to the shock absorber as the preset current value.

[0120] The suspension control method provided by the embodiment of the present invention first determines the first body energy level of the vehicle according to the first body vertical velocity, and determines the first road surface level of the road where the vehicle is located according to the first wheel speed; then determines the control current corresponding to the shock absorber according to the first body energy level and the first road surface level. While reducing the sensor cost and improving the reliability of the suspension control process, it simplifies the overall logic of determining the control current corresponding to the shock absorber, reduces the calculation amount of the control current, and improves the efficiency of the electronic processing unit in determining the control current corresponding to the shock absorber, thereby improving the response speed of the electronic processing unit for shock absorption control of the active suspension.

[0121] Optionally, the step 102 of determining the control current corresponding to the shock absorber according to the first wheel speed and the first vehicle body vertical speed includes steps 1027 to 1029:

[0122] Step 1027: Determine a first suspension energy ratio corresponding to the active suspension according to the first wheel speed and the first vehicle body vertical speed.

[0123] Step 1028: When the first suspension energy ratio is greater than or equal to a second preset threshold corresponding to the first vehicle body vertical velocity, calculate the product of the absolute value of the first vehicle body vertical velocity and the damping control coefficient, and determine the product as the damping value corresponding to the shock absorber.

[0124] Step 1029: Determine a control current corresponding to the shock absorber according to the damping value.

[0125] In the embodiment of the present invention, in the process of determining the control current corresponding to the shock absorber according to the first wheel speed and the first vehicle body vertical speed, the electronic control unit may determine the first suspension energy ratio corresponding to the active suspension according to the first wheel speed and the first vehicle body vertical speed; when the first suspension energy ratio is greater than or equal to the second preset threshold corresponding to the first vehicle body vertical speed, the damping value corresponding to the shock absorber is calculated according to the first vehicle body vertical speed, and the control current corresponding to the shock absorber is determined according to the damping value; when the first suspension energy ratio is less than the second preset threshold corresponding to the first vehicle body vertical speed, the control current corresponding to the shock absorber is determined as the preset current value. Calculating the damping value corresponding to the shock absorber according to the first vehicle body vertical speed, and determining the control current corresponding to the shock absorber according to the damping value, specifically: first, calculating the product between the absolute value of the first vehicle body vertical speed and the damping control coefficient; then, determining the product as the damping value corresponding to the shock absorber; and finally, determining the control current corresponding to the shock absorber according to the damping value.

[0126] Among them, the suspension energy ratio is the ratio of the low-frequency signal to the high-frequency signal corresponding to the unsprung speed signal of the vehicle; the suspension energy ratio is a characteristic parameter used to describe the unsprung speed of the vehicle. The higher the suspension energy ratio, the higher the probability that the phase between the vertical velocity of the vehicle body and the unsprung speed of the vehicle is consistent.

[0127] As an example, referring to Table 2, a corresponding relationship table of a suspension energy ratio, a vehicle body vertical velocity, and a wheel speed provided by an embodiment of the present invention is shown. As shown in Table 2, the suspension energy ratio is positively correlated with the vehicle body vertical velocity and negatively correlated with the wheel speed; when the vertical velocity sub-range where the vehicle body vertical velocity is located is determined, the minimum value of the suspension energy ratio can be determined when the probability that the phase of the vehicle body vertical velocity is consistent with the unsprung velocity of the vehicle is within an acceptable range, and the minimum value is determined as the second preset threshold value corresponding to the vertical velocity sub-range where the vehicle body vertical velocity is located.

[0128] It should be noted that the second preset threshold corresponding to the first vehicle body vertical speed refers to the second preset threshold corresponding to the vertical speed sub-range in which the first vehicle body vertical speed is located. Referring to Table 2, when the vertical speed sub-range is determined, the second preset threshold corresponding to each vehicle body vertical speed falling within the vertical speed sub-range is also determined, and the second preset threshold corresponding to each vehicle body vertical speed falling within the vertical speed sub-range is the second preset threshold corresponding to the vertical speed sub-range.

[0129] Exemplarily, the acceptable range corresponding to the probability that the phase of the vehicle body vertical velocity is consistent with the vehicle's unsprung velocity is: the probability that the phase of the vehicle body vertical velocity is consistent with the vehicle's unsprung velocity is greater than or equal to 80%; when the vertical velocity sub-range is [0,0.8), the second preset threshold corresponding to each vehicle body vertical velocity falling within the vertical velocity sub-range [0,0.8) is 0.57; when the vertical velocity sub-range is [0.8,1.2), the second preset threshold corresponding to each vehicle body vertical velocity falling within the vertical velocity sub-range [0.8,1.2) is 0.59; when the vertical velocity sub-range is [1.2,1.6), the second preset threshold corresponding to each vehicle body vertical velocity falling within the vertical velocity sub-range [1.2,1.6) is 0.67.

[0130] Table 2

[0131]

[0132] It should be noted that, in the embodiment of the present invention, before step 101, the corresponding relationship between the suspension energy ratio and the vehicle body vertical speed and the wheel speed can be calibrated by using the vehicle or a test vehicle of the same model as the vehicle; in the process of calibrating the corresponding relationship between the suspension energy ratio and the vehicle body vertical speed and the wheel speed, an unsprung sensor can be set in the unsprung component of the vehicle or the test vehicle of the same model as the vehicle, and the unsprung speed signal corresponding to different vehicle body vertical speeds and wheel speeds can be collected by using the unsprung sensor; based on the unsprung speed signals corresponding to different vehicle body vertical speeds and wheel speeds, the suspension energy ratios corresponding to different vehicle body vertical speeds and wheel speeds are calculated, so as to obtain the same or similar corresponding relationship as Table 2. After obtaining the correspondence between the calibrated suspension energy ratio and the vehicle body vertical speed and wheel speed, the unsprung sensor can be removed and the correspondence data between the calibrated suspension energy ratio and the vehicle body vertical speed and wheel speed can be stored in a preset storage area; in the subsequent execution of step 1027 of the vehicle, the correspondence data between the calibrated suspension energy ratio and the vehicle body vertical speed and wheel speed can be obtained from the preset storage area, and according to the correspondence data between the calibrated suspension energy ratio and the vehicle body vertical speed and wheel speed, the first suspension energy ratio corresponding to the first wheel speed and the first vehicle body vertical speed can be determined, and this process does not need to rely on the unsprung sensor.

[0133] Specifically, when the vehicle in the embodiment of the present invention is a test vehicle, an unsprung sensor can be set in the unsprung component of the vehicle, and the unsprung sensor can be used to collect unsprung speed signals corresponding to different body vertical velocities and wheel speeds of the vehicle, and the correspondence data between the calibrated suspension energy ratio and the body vertical speed and wheel speed can be stored in a preset storage area.

[0134] In the case where the vehicle in the embodiment of the present invention is a mass-produced vehicle, an unsprung sensor can be set in the unsprung component of a test vehicle of the same model as the present vehicle, and the unsprung sensor is used to collect unsprung speed signals corresponding to different body vertical velocities and wheel speeds of the test vehicle, and the correspondence data between the calibrated suspension energy ratio and the body vertical speed and wheel speed is stored in a preset storage area.

[0135] In the embodiment of the present invention, it is assumed that the test data of the vehicle and the test data of the same model of the vehicle under the same conditions are the same or approximately the same.

[0136] It is understandable that the data in Table 2 is only used as an example. In actual application scenarios, the corresponding relationship between the suspension energy ratio obtained by calibration and the vertical speed of the vehicle body and the wheel speed may be different from the data shown in Table 2 under different vehicle models, types of active suspensions, road conditions, etc.; Figure 4 , shows a time domain diagram of a suspension energy ratio provided by an embodiment of the present invention. When the vehicle is traveling on a Class B road or a long-wave road + Class B road, the suspension energy ratio is relatively low. When the vehicle is traveling on a long-wave road, the suspension energy is relatively high. Among them, the long-wave road + Class B road refers to a road section that contains both the road condition characteristics corresponding to the long-wave road and the road condition characteristics corresponding to the Class B road.

[0137] Optionally, the step 1027 of determining the first suspension energy ratio corresponding to the active suspension according to the first wheel speed and the first vehicle body vertical speed includes steps B11 to B12:

[0138] Step B11, traversing a suspension energy ratio list according to the first wheel speed and the first vehicle body vertical speed; the suspension energy ratio list is used to record the correspondence between the wheel speed, the vehicle body vertical speed and the suspension energy ratio of the vehicle.

[0139] Step B12: Determine the suspension energy ratio corresponding to the first wheel speed and the first vehicle body vertical speed in the suspension energy ratio list as the first suspension energy ratio corresponding to the active suspension.

[0140] In an embodiment of the present invention, in the process of determining the first suspension energy ratio corresponding to the active suspension according to the first wheel speed and the first vehicle body vertical speed, the electronic control unit can traverse the suspension energy ratio list according to the first wheel speed and the first vehicle body vertical speed, and determine the suspension energy ratio corresponding to the first wheel speed and the first vehicle body vertical speed in the suspension energy ratio list as the first suspension energy ratio corresponding to the active suspension.

[0141] Among them, the suspension energy ratio list is used to record the corresponding relationship between the vehicle's wheel speed, body vertical speed and suspension energy ratio; it can be understood that, when the wheel speed and body vertical speed are determined, the suspension energy ratio corresponding to the wheel speed and body vertical speed can be uniquely determined according to the suspension energy ratio list.

[0142] In an embodiment of the present invention, the suspension energy ratio list is constructed in advance before step 101 and stored in a preset storage area; when the electronic control unit executes step B11, it can first obtain the suspension energy ratio list from the preset storage area, and then traverse the suspension energy ratio list according to the first wheel speed and the first vehicle body vertical speed, and determine the suspension energy ratio corresponding to the first wheel speed and the first vehicle body vertical speed in the suspension energy ratio list as the first suspension energy ratio corresponding to the active suspension.

[0143] Optionally, the method further includes steps C11 to C16:

[0144] Step C11: Acquire the unsprung speed signal of the active suspension.

[0145] Step C12: filtering the unsprung speed signal to obtain a low-frequency signal corresponding to the unsprung speed signal.

[0146] Step C13: Calculate the difference between the unsprung velocity signal and the low-frequency signal, and determine the difference between the unsprung velocity signal and the low-frequency signal as a high-frequency signal.

[0147] Step C14: Calculate the ratio between the low-frequency signal and the high-frequency signal, and determine the ratio as a second suspension energy ratio.

[0148] Step C15: Obtain a second wheel speed and a second vehicle body vertical speed corresponding to the second suspension energy ratio.

[0149] Step C16: Establish a suspension energy ratio list according to the corresponding relationship among the second suspension energy ratio, the second wheel speed and the second vehicle body vertical speed.

[0150] It should be noted that steps C11 to C16 are performed before step 101 or step 102 .

[0151] In step C11, when the vehicle in the embodiment of the present invention is a test vehicle, a detachable unsprung sensor can be set in the unsprung component of the vehicle, and the electronic control unit of the vehicle can obtain the unsprung speed signal of the active suspension in real time through the unsprung sensor. After establishing the suspension energy ratio list, the unsprung sensor can be removed from the vehicle, and in the process of the electronic control unit of the vehicle subsequently executing steps 101 to 103 to control the active suspension, there is no need to rely on the unsprung sensor.

[0152] In the case where the vehicle in the embodiment of the present invention is a mass-produced vehicle, before step C11, a detachable unsprung sensor can be set in the unsprung component of a test vehicle of the same model as the present vehicle, and the unsprung speed signal of the active suspension is obtained by using the electronic control unit of the test vehicle, and the unsprung speed signal of the active suspension is stored in a preset storage area; in the embodiment of the present invention, the electronic control unit of the present vehicle can obtain the unsprung speed signal of the active suspension by accessing the preset storage area during the execution of step C11.

[0153] In the embodiment of the present invention, when the electronic control unit obtains the unsprung speed signal of the active suspension, it can filter the unsprung speed signal by the following formula to obtain a low-frequency signal corresponding to the unsprung speed signal:

[0154] y(n)q×x(n))×y(n-1)(3)

[0155] Wherein, y(n) represents the low-frequency signal; x(n) represents the unsprung speed signal; y(n-1) represents the low-frequency signal obtained by the last execution of step C12; and q represents the filter coefficient.

[0156] When a low-frequency signal corresponding to the unsprung velocity signal is obtained through step C12, the electronic control unit calculates the difference between the unsprung velocity signal and the low-frequency signal obtained in step C12, and determines the difference between the unsprung velocity signal and the low-frequency signal obtained in step C12 as a high-frequency signal.

[0157] When the low-frequency signal and the high-frequency signal corresponding to the unsprung speed signal are obtained, the electronic control unit can calculate the ratio between the low-frequency signal and the high-frequency signal, and determine the ratio between the low-frequency signal and the high-frequency signal as the second suspension energy ratio; specifically, first, calculate the first average value of the absolute value of the low-frequency signal within the target duration, and calculate the second average value of the absolute value of the high-frequency signal within the target duration; then, calculate the ratio of the first average value to the second average value, and determine the ratio of the first average value to the second average value as the second suspension energy ratio. The target duration can be 1s, 2s, 3s, 5s, etc., and the embodiment of the present invention does not specifically limit the value of the target duration.

[0158] When the second suspension energy ratio is obtained, the electronic control unit can obtain the second wheel speed and the second vehicle body vertical speed corresponding to the second suspension energy ratio, and establish a suspension energy ratio list based on the corresponding relationship among the second suspension energy ratio, the second wheel speed and the second vehicle body vertical speed, and store the suspension energy ratio list in a preset storage area.

[0159] Among them, the second wheel speed and the second body vertical speed corresponding to the second suspension energy ratio refer to the wheel speed obtained by the wheel speed sensor and the body vertical speed obtained by the sprung sensor when the electronic control unit obtains the unsprung speed signal of the active suspension by using the unsprung sensor in step C11.

[0160] It should be noted that the second wheel speed and the second vehicle body vertical speed are obtained earlier than the first wheel speed and the first vehicle body vertical speed in step 101. The suspension energy ratio list established in step C16 includes the second wheel speed that is the same as the first wheel speed, and the second vehicle body vertical speed that is the same as the first vehicle body vertical speed.

[0161] The suspension control method provided in the embodiment of the present invention first determines the first suspension energy ratio corresponding to the active suspension according to the first wheel speed and the first vehicle body vertical speed; then determines the control current corresponding to the shock absorber according to the first suspension energy ratio. While reducing the sensor cost and improving the reliability of the suspension control process, the flexibility of the embodiment of the present invention in determining the control current corresponding to the shock absorber is improved, thereby expanding the application scope of the embodiment of the present invention.

[0162] As an example, referring to Table 3, a control effect comparison table of a ceiling control method of a related art provided by an embodiment of the present invention and a suspension control method provided by an embodiment of the present application is shown; as shown in Table 3:

[0163] 1) When the vehicle body energy level is 1, the damping value corresponding to the shock absorber is calculated according to the first vehicle body vertical velocity in the scenario with a road surface level of 1 to 3, and the control current corresponding to the shock absorber is determined according to the damping value. Compared with the ceiling control method, the embodiment of the present application improves the percentage attenuation (vertical attenuation and pitch attenuation) within 4%; in the scenario with a road surface level of 4 to 6, the control current corresponding to the shock absorber is determined as a preset current value. Compared with the ceiling control method, the embodiment of the present application improves the percentage attenuation within 15.3%.

[0164] 2) When the vehicle body energy level is 2, the damping value corresponding to the shock absorber is calculated according to the first vehicle body vertical velocity in the scenario with a road surface level of 1 to 4, and the control current corresponding to the shock absorber is determined according to the damping value. Compared with the ceiling control method, the embodiment of the present application improves the percentage attenuation within 2%; in the scenario with a road surface level of 5 to 6, the control current corresponding to the shock absorber is determined as a preset current value. Compared with the ceiling control method, the embodiment of the present application improves the percentage attenuation within 16.2%.

[0165] 3) When the vehicle body energy level is 3, the damping value corresponding to the shock absorber is calculated according to the first vehicle body vertical velocity in the scenario with a road surface level of 1 to 4, and the control current corresponding to the shock absorber is determined according to the damping value. Compared with the ceiling control method, the embodiment of the present application improves the percentage attenuation within 2%; in the scenario with a road surface level of 5 to 6, the control current corresponding to the shock absorber is determined as a preset current value. Compared with the ceiling control method, the embodiment of the present application improves the percentage attenuation within 15%.

[0166] Table 3

[0167]

[0168] In summary, the suspension control method provided by the embodiment of the present invention, when the vehicle is performing shock absorption control on the active suspension, uses the wheel speed sensor and the sprung sensor to obtain the first wheel speed and the first body vertical speed of the vehicle in real time, and determines the control current corresponding to the shock absorber in the active suspension according to the first wheel speed and the first body vertical speed, generates a current signal corresponding to the control current, and sends the current signal to the shock absorber in the active suspension, so that the shock absorber can adjust the damping value according to the current signal, thereby realizing shock absorption control of the active suspension. This control process only needs to determine the control current corresponding to the shock absorber in the active suspension according to the first wheel speed and the first vehicle body vertical speed, and does not involve the unsprung speed. There is no need to obtain the unsprung speed of the active suspension through an unsprung sensor, so that the suspension control method provided by the embodiment of the present invention does not rely on the unsprung sensor, and the vehicle does not need to be provided with an unsprung sensor, thereby reducing the sensor cost of the embodiment of the present invention; in addition, since the frequency range of the vehicle body vertical speed is generally 0 to 15HZ, and the frequency range of the unsprung speed is generally 0 to 30HZ, the frequency range of the vehicle body vertical speed is lower than the frequency range of the unsprung speed, the embodiment of the present invention determines the control current corresponding to the shock absorber and controls the shock absorption of the active suspension according to the first wheel speed and the first vehicle body vertical speed, thereby avoiding the control strategy failure problem caused by the delay of the shock absorber itself when the frequency of the unsprung speed is higher than 20HZ, thereby improving the reliability of the embodiment of the present invention.

[0169] Device Embodiment

[0170] Reference Figure 5, shows a logic block diagram of a suspension control device provided by an embodiment of the present invention, which is applied to a vehicle, wherein the vehicle includes an active suspension, a sprung sensor and a wheel speed sensor, and the active suspension includes a shock absorber; the device includes:

[0171] A first acquisition module 501, configured to acquire a first wheel speed of the vehicle using the wheel speed sensor, and acquire a first body vertical speed of the vehicle using the sprung sensor;

[0172] A first determining module 502, configured to determine a control current corresponding to the shock absorber according to the first wheel speed and the first vehicle body vertical speed;

[0173] The sending module 503 is used to generate a current signal corresponding to the control current, and send the current signal to the shock absorber, so that the shock absorber performs shock absorption control on the active suspension according to the current signal.

[0174] Optionally, the first determining module includes:

[0175] A first determination submodule, configured to determine a first body energy level of the vehicle according to the first body vertical velocity;

[0176] a second determining submodule, configured to determine a first road surface grade of the road on which the vehicle is located according to the first wheel speed;

[0177] The third determining submodule is used to determine a control current corresponding to the shock absorber according to the first vehicle body energy level and the first road surface level.

[0178] Optionally, the third determining submodule includes:

[0179] a first determining unit, configured to calculate the product of the absolute value of the first vehicle body vertical velocity and a damping control coefficient when the first vehicle body energy level and the first road surface level meet a first condition, and determine the product as a damping value corresponding to the shock absorber; the damping control coefficient is a target damping value of the shock absorber of the active suspension when there is no actual physical restriction;

[0180] A second determining unit, configured to determine a control current corresponding to the shock absorber according to the damping value;

[0181] The first condition includes: the first vehicle body energy level is a target energy level, and the first road surface level satisfies a first preset threshold corresponding to the target energy level.

[0182] Optionally, the third determining submodule further includes:

[0183] The third determining unit is configured to determine the control current corresponding to the shock absorber as a preset current value when the first vehicle body energy level and the first road surface level do not satisfy the first condition.

[0184] Optionally, the first determining module includes:

[0185] a fourth determining submodule, configured to determine a first suspension energy ratio corresponding to the active suspension according to the first wheel speed and the first vehicle body vertical speed;

[0186] a fifth determination submodule, configured to calculate a product between an absolute value of the first vehicle body vertical velocity and a damping control coefficient when the first suspension energy ratio is greater than or equal to a second preset threshold corresponding to the first vehicle body vertical velocity, and determine the product as a damping value corresponding to the shock absorber;

[0187] The sixth determination submodule is used to determine the control current corresponding to the shock absorber according to the damping value.

[0188] Optionally, the fourth determining submodule includes:

[0189] a traversal unit, configured to traverse a suspension energy ratio list according to the first wheel speed and the first vehicle body vertical speed; the suspension energy ratio list is configured to record a corresponding relationship between the wheel speed, the vehicle body vertical speed and the suspension energy ratio of the vehicle;

[0190] The fourth determining unit is used to determine the suspension energy ratio corresponding to the first wheel speed and the first vehicle body vertical speed in the suspension energy ratio list as the first suspension energy ratio corresponding to the active suspension.

[0191] Optionally, the device further comprises:

[0192] A second acquisition module, used for acquiring an unsprung speed signal of the active suspension;

[0193] A filtering module, used for filtering the unsprung speed signal to obtain a low-frequency signal corresponding to the unsprung speed signal;

[0194] a second determination module, configured to calculate a difference between the unsprung velocity signal and the low-frequency signal, and determine the difference between the unsprung velocity signal and the low-frequency signal as a high-frequency signal;

[0195] a third determination module, configured to calculate a ratio between the low-frequency signal and the high-frequency signal, and determine the ratio as a second suspension energy ratio;

[0196] a third acquisition module, configured to acquire a second wheel speed and a second vehicle body vertical speed corresponding to the second suspension energy ratio;

[0197] An establishing module is used to establish a suspension energy ratio list according to the corresponding relationship among the second suspension energy ratio, the second wheel speed and the second vehicle body vertical speed.

[0198] As for the above-mentioned device embodiment, since it is basically similar to the suspension control method embodiment, the relevant parts may refer to the partial description of the method embodiment.

[0199] The various embodiments in this specification are described in a progressive manner, and each embodiment focuses on the differences from other embodiments. The same or similar parts between the various embodiments can be referenced to each other.

[0200] Regarding the device in the above embodiment, the specific manner in which each module performs operations has been described in detail in the embodiment of the method, and will not be elaborated here.

[0201] An embodiment of the present invention further provides a vehicle, the vehicle comprising an electronic device, an active suspension, a sprung sensor and a wheel speed sensor, the active suspension comprising a shock absorber; the electronic device comprising: a processor, a communication interface, a memory and a communication bus; wherein the processor, the communication interface and the memory communicate with each other via the communication bus;

[0202] Memory, used to store computer programs;

[0203] The processor is used to implement the steps in the suspension control method as described above when executing the program stored in the memory.

[0204] An embodiment of the present invention further provides a computer-readable storage medium on which a computer program is stored. When the program is executed by a processor, the steps in the suspension control method described above are implemented.

[0205] In the above embodiments, it can be implemented in whole or in part by software, hardware, firmware or any combination thereof. When implemented by software, it can be implemented in whole or in part in the form of a computer program product. The computer program product includes one or more computer instructions. When the computer program instructions are loaded and executed on a computer, the process or function described in the embodiment of the present invention is generated in whole or in part. The computer can be a general-purpose computer, a special-purpose computer, a computer network, or other programmable device. The computer instructions can be stored in a computer-readable storage medium, or transmitted from one computer-readable storage medium to another computer-readable storage medium. For example, the computer instructions can be transmitted from a website site, computer, server or data center to another website site, computer, server or data center by wired (e.g., coaxial cable, optical fiber, digital subscriber line (DSL)) or wireless (e.g., infrared, wireless, microwave, etc.). The computer-readable storage medium can be any available medium that a computer can access or a data storage device such as a server or data center that includes one or more available media integrated. The available medium can be a magnetic medium (e.g., a floppy disk, a hard disk, a tape), an optical medium (e.g., a DVD), or a semiconductor medium (e.g., a solid-state hard disk Solid State Disk (SSD)), etc.

[0206] It should be noted that, in this article, relational terms such as first and second, etc. are only used to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Moreover, the terms "include", "comprise" or any other variants thereof are intended to cover non-exclusive inclusion, so that a process, method, article or device including a series of elements includes not only those elements, but also other elements not explicitly listed, or also includes elements inherent to such process, method, article or device. In the absence of further restrictions, the elements defined by the sentence "comprise a ..." do not exclude the existence of other identical elements in the process, method, article or device including the elements.

[0207] Each embodiment in this specification is described in a related manner, and the same or similar parts between the embodiments can be referred to each other, and each embodiment focuses on the differences from other embodiments. For the embodiments of the device, electronic device, computer-readable storage medium and computer program products containing instructions, since they are basically similar to the method embodiments, the description is relatively simple, and the relevant parts can be referred to the partial description of the method embodiments.

[0208] The above description is only a preferred embodiment of the present invention and is not intended to limit the protection scope of the present invention. Any modification, equivalent replacement, improvement, etc. made within the spirit and principle of the present invention are included in the protection scope of the present invention.

Claims

1. A suspension control method, characterized in that: Applied to a vehicle, the vehicle comprises an active suspension, a sprung sensor and a wheel speed sensor, the active suspension comprises a shock absorber; the method comprises: Acquire a first wheel speed of the vehicle using the wheel speed sensor, and acquire a first body vertical speed of the vehicle using the sprung sensor; determining a control current corresponding to the shock absorber according to the first wheel speed and the first vehicle body vertical speed; A current signal corresponding to the control current is generated, and the current signal is sent to the shock absorber, so that the shock absorber performs shock absorption control on the active suspension according to the current signal.

2. The method according to claim 1, characterized in that The determining, according to the first wheel speed and the first vehicle body vertical speed, a control current corresponding to the shock absorber includes: determining a first body energy level of the vehicle according to the first body vertical velocity; determining a first road surface grade of a road on which the vehicle is located according to the first wheel speed; A control current corresponding to the shock absorber is determined according to the first vehicle body energy level and the first road surface level.

3. The method according to claim 2, characterized in that The determining, according to the first vehicle body energy level and the first road surface level, a control current corresponding to the shock absorber includes: When the first vehicle body energy level and the first road surface level satisfy a first condition, calculating the product between the absolute value of the first vehicle body vertical velocity and a damping control coefficient, and determining the product as a damping value corresponding to the shock absorber; the damping control coefficient is a target damping value of the shock absorber of the active suspension when there is no actual physical restriction; Determining a control current corresponding to the shock absorber according to the damping value; The first condition includes: the first vehicle body energy level is a target energy level, and the first road surface level satisfies a first preset threshold corresponding to the target energy level.

4. The method according to claim 3, characterized in that The method further comprises: When the first vehicle body energy level and the first road surface level do not satisfy the first condition, the control current corresponding to the shock absorber is determined to be a preset current value.

5. The method according to claim 1, characterized in that The determining, according to the first wheel speed and the first vehicle body vertical speed, a control current corresponding to the shock absorber includes: determining a first suspension energy ratio corresponding to the active suspension according to the first wheel speed and the first vehicle body vertical speed; When the first suspension energy ratio is greater than or equal to a second preset threshold corresponding to the first vehicle body vertical velocity, calculating a product between an absolute value of the first vehicle body vertical velocity and a damping control coefficient, and determining the product as a damping value corresponding to the shock absorber; A control current corresponding to the shock absorber is determined according to the damping value.

6. The method according to claim 5, characterized in that The determining, according to the first wheel speed and the first vehicle body vertical speed, a first suspension energy ratio corresponding to the active suspension includes: According to the first wheel speed and the first vehicle body vertical speed, traverse a suspension energy ratio list; the suspension energy ratio list is used to record the corresponding relationship between the wheel speed, the vehicle body vertical speed and the suspension energy ratio of the vehicle; The suspension energy ratio corresponding to the first wheel speed and the first vehicle body vertical speed in the suspension energy ratio list is determined as the first suspension energy ratio corresponding to the active suspension.

7. The method according to claim 6, characterized in that The method further comprises: Acquiring an unsprung speed signal of the active suspension; Performing filtering on the unsprung speed signal to obtain a low-frequency signal corresponding to the unsprung speed signal; calculating a difference between the unsprung velocity signal and the low-frequency signal, and determining the difference between the unsprung velocity signal and the low-frequency signal as a high-frequency signal; calculating a ratio between the low-frequency signal and the high-frequency signal, and determining the ratio as a second suspension energy ratio; Acquire a second wheel speed and a second vehicle body vertical speed corresponding to the second suspension energy ratio; A suspension energy ratio list is established according to the corresponding relationship among the second suspension energy ratio, the second wheel speed and the second vehicle body vertical speed.

8. A suspension control device, characterized in that: Applied to a vehicle, the vehicle comprises an active suspension, a sprung sensor and a wheel speed sensor, the active suspension comprises a shock absorber; the device comprises: a first acquisition module, configured to acquire a first wheel speed of the vehicle using the wheel speed sensor, and to acquire a first body vertical speed of the vehicle using the sprung sensor; a first determining module, configured to determine a control current corresponding to the shock absorber according to the first wheel speed and the first vehicle body vertical speed; The sending module is used to generate a current signal corresponding to the control current, and send the current signal to the shock absorber, so that the shock absorber can perform shock absorption control on the active suspension according to the current signal.

9. A vehicle, characterized in that: The vehicle includes an electronic device, an active suspension, a sprung sensor and a wheel speed sensor, wherein the active suspension includes a shock absorber; the electronic device includes: a processor, a communication interface, a memory and a communication bus; wherein the processor, the communication interface and the memory communicate with each other via the communication bus; Memory, used to store computer programs; The processor is used to implement the steps of the suspension control method according to any one of claims 1 to 7 when executing the program stored in the memory.

10. A computer-readable storage medium having a computer program stored thereon, characterized in that: When the program is executed by a processor, the steps of the suspension control method according to any one of claims 1 to 7 are implemented.

Images