Vehicle turning vibration reduction method, device and equipment and storage medium

Abstract

The invention relates to the technical field of vehicle control, and discloses a vehicle turning vibration reduction method, device and equipment and a storage medium, and the method comprises the steps that according to a curve prompt signal, the simulated rolling force generated when a vehicle turns is estimated, and the curve prompt signal is a signal for prompting the vehicle to approach or enter a curve; determining a target roll moment according to the simulated roll force; determining a target damping coefficient according to the target roll moment; and controlling an electric control shock absorber in the vehicle based on the target damping coefficient. The target damping coefficient which should be used can be estimated in advance according to the curve prompt signal before the vehicle actually turns, and the electric control shock absorber in the vehicle is controlled based on the target damping coefficient, so that the electric control shock absorber outputs reasonable damping force to counteract or reduce heeling limitation occurring when the vehicle turns, the heeling state of the vehicle is avoided, and the service life of the vehicle is prolonged. And the driving experience is improved.

Description

Technical Field

[0001] The present application relates to the field of vehicle control technology, and in particular to a vehicle cornering vibration reduction method, device, equipment and storage medium. Background Art

[0002] When the vehicle is actually turning, the vehicle itself will roll. In order to ensure the driving experience of the vehicle driver, the corresponding anti-roll components in the vehicle (such as electronically controlled shock absorbers) need to provide corresponding damping force to offset or reduce the roll of the vehicle.

[0003] However, the current anti-roll solution generally controls and adjusts the electronic shock absorber only when the vehicle itself generates lateral acceleration while driving on a curve. However, this solution has a certain lag, that is, corresponding compensation or control can only be performed after roll occurs, and the overall actual driving experience is not good. Summary of the invention

[0004] The main purpose of this application is to provide a vehicle cornering vibration reduction method, device, equipment and storage medium, aiming to solve the technical problems that the related technology has lag in the roll resistance of the vehicle when cornering and the vehicle driving experience is poor.

[0005] To achieve the above objectives, the present application proposes a vehicle cornering vibration reduction method, the method comprising:

[0006] estimating a simulated roll force of the vehicle when cornering according to a curve prompt signal, wherein the curve prompt signal is a signal prompting the vehicle to approach or enter a curve;

[0007] determining a target roll moment according to the simulated roll force;

[0008] determining a target damping coefficient according to the target roll moment;

[0009] An electronically controlled shock absorber in the vehicle is controlled based on the target damping coefficient.

[0010] Optionally, the curve prompt signal includes a curve prompt signal fed back by a map software, or a curve identification signal fed back by an image acquisition device;

[0011] The method of estimating the simulated roll force of the vehicle when turning according to the curve prompt signal includes:

[0012] Extracting road curvature information from the curve warning signal and acquiring the current speed of the vehicle;

[0013] Determining a simulated centripetal force according to the road curvature information and the current speed of the vehicle;

[0014] A simulated rolling force is determined according to the simulated centripetal force.

[0015] Optionally, the curve prompt signal includes a vehicle turning signal fed back by an automatic driving function;

[0016] The method of estimating the simulated roll force of the vehicle when turning according to the curve prompt signal includes:

[0017] Determine the turning radius of the vehicle according to the curve prompt signal, and obtain the current speed of the vehicle;

[0018] Determining a simulated centripetal force according to the turning radius of the vehicle and the current speed of the vehicle;

[0019] A simulated rolling force is determined according to the simulated centripetal force.

[0020] Optionally, determining the turning radius of the vehicle according to the curve prompt signal includes:

[0021] Extracting a steering wheel angle signal from the curve prompt signal, and obtaining a total transmission ratio of the steering system;

[0022] Determining a vehicle tire angle according to the steering wheel angle signal and the total transmission ratio of the steering system;

[0023] The vehicle turning radius is determined according to the vehicle tire angle.

[0024] Optionally, determining a target roll moment according to the simulated roll force includes:

[0025] Substituting the simulated roll force into a four-degree-of-freedom half-car model for calculation to generate a roll angle vector;

[0026] Obtaining a roll control type of the vehicle;

[0027] determining a torque determination method according to the roll control type;

[0028] A target roll moment is determined according to the moment determination method and the roll angle vector.

[0029] Optionally, determining a target damping coefficient according to the target roll moment includes:

[0030] Obtaining a vehicle suspension category of the vehicle;

[0031] Obtaining a damping force generation method corresponding to the vehicle suspension type;

[0032] According to the damping force generation method, a target damping coefficient is determined according to the target rolling moment.

[0033] Optionally, determining a target roll moment according to the simulated roll force includes:

[0034] Get the pre-adjustment coefficient;

[0035] generating an adjustment roll force according to the pre-adjustment coefficient and the simulated roll force;

[0036] A target control torque is determined according to the adjusted roll force.

[0037] In addition, to achieve the above-mentioned purpose, the present application also proposes a vehicle cornering vibration reduction device, the device comprising:

[0038] an estimation module, used for estimating a simulated roll force of the vehicle when cornering according to a curve prompt signal, wherein the curve prompt signal is a signal indicating that the vehicle is approaching or entering a curve;

[0039] A determination module, configured to determine a target roll moment according to the simulated roll force;

[0040] A determination module, used for determining a target damping coefficient according to the target roll moment;

[0041] A control module is used to control an electronically controlled shock absorber in a vehicle based on the target damping coefficient.

[0042] In addition, to achieve the above-mentioned purpose, the present application also proposes a vehicle cornering vibration reduction device, which includes: a memory, a processor, and a computer program stored in the memory and executable on the processor, and the computer program is configured to implement the steps of the vehicle cornering vibration reduction method as described above.

[0043] In addition, to achieve the above-mentioned purpose, the present application also proposes a storage medium, which is a computer-readable storage medium, and a computer program is stored on the storage medium. When the computer program is executed by a processor, the steps of the vehicle cornering vibration reduction method as described above are implemented.

[0044] In addition, to achieve the above-mentioned purpose, the present application also provides a computer program product, which includes a computer program, and when the computer program is executed by a processor, the steps of the vehicle cornering vibration reduction method as described above are implemented.

[0045] One or more technical solutions proposed in this application have at least the following technical effects:

[0046] Before the vehicle actually turns, the target damping coefficient to be used can be estimated in advance according to the curve warning signal, and the electronically controlled shock absorber in the vehicle can be controlled based on the target damping coefficient to output a reasonable damping force to offset or reduce the roll limit that occurs when the vehicle turns, thereby avoiding the vehicle from rolling and improving the driving experience. BRIEF DESCRIPTION OF THE DRAWINGS

[0047] The accompanying drawings, which are incorporated in and constitute a part of this specification, illustrate embodiments consistent with the present application and, together with the description, serve to explain the principles of the present application.

[0048] In order to more clearly illustrate the embodiments of the present application or the technical solutions in the prior art, the drawings required for use in the embodiments or the description of the prior art will be briefly introduced below. Obviously, for ordinary technicians in this field, other drawings can be obtained based on these drawings without paying any creative labor.

[0049] Figure 1 A schematic diagram of a process flow provided for the first embodiment of the vehicle cornering vibration reduction method of the present application;

[0050] Figure 2 This is a schematic diagram of a four-degree-of-freedom half-car model according to an embodiment of the present application;

[0051] Figure 3 A schematic diagram of a four-degree-of-freedom half-car model solution operation process according to an embodiment of the present application;

[0052] Figure 4 A schematic diagram of a flow chart provided for the second embodiment of the vehicle cornering vibration reduction method of the present application;

[0053] Figure 5 A schematic diagram of a process flow provided for the third embodiment of the vehicle cornering vibration reduction method of the present application;

[0054] Figure 6 This is a schematic diagram of the module structure of the vehicle cornering vibration reduction device according to an embodiment of the present application;

[0055] Figure 7 Schematic diagram of the equipment structure of the hardware operating environment involved in the vehicle cornering vibration reduction method in the embodiment of the present application.

[0056] The purpose, features and advantages of this application will be further described in conjunction with the embodiments and with reference to the accompanying drawings. DETAILED DESCRIPTION

[0057] It should be understood that the specific embodiments described herein are only used to explain the technical solutions of the present application and are not used to limit the present application.

[0058] In order to better understand the technical solution of the present application, a detailed description will be given below in conjunction with the accompanying drawings and specific implementation methods.

[0059] Based on this, the embodiment of the present application provides a vehicle cornering vibration reduction method, referring to Figure 1 , Figure 1 This is a schematic flow chart of the first embodiment of the vehicle cornering vibration reduction method of the present application.

[0060] In this embodiment, the vehicle cornering vibration reduction method includes steps S10 to S40:

[0061] Step S10: estimating the simulated roll force of the vehicle when cornering according to the curve prompt signal.

[0062] It should be noted that the executor of this embodiment can be the vehicle itself or a vehicle cornering vibration reduction device arranged in the vehicle. The vehicle cornering vibration reduction device can be a controller arranged in the vehicle, such as an ECU controller, or other devices that can achieve the same or similar functions. This embodiment is not limited to this. In this embodiment and the following embodiments, the vehicle cornering vibration reduction method of the present invention is described by taking the vehicle cornering vibration reduction device as an example.

[0063] It should be noted that the curve warning signal is a signal that prompts the vehicle to approach or enter a curve. According to the different sources of the curve warning signal, the curve warning signal can be divided into multiple types, such as: curve warning signal feedback from map software, curve recognition signal feedback from image acquisition equipment, vehicle steering signal feedback from automatic driving function, etc. Among them, in order to ensure accuracy, the map software can be high-precision map software. The simulated roll force can be the force applied by the vehicle when it is turning, causing the vehicle to roll.

[0064] Step S20: determining a target roll moment according to the simulated roll force.

[0065] It should be noted that the target roll moment may be the moment that needs to be provided by some components of the vehicle that resist the roll when offsetting the simulated roll force.

[0066] In actual use, the manager of the vehicle vibration reduction control equipment can perform calibration in advance, set different target roll forces according to the direction and size of the roll force, and store the calibration results in a roll moment mapping table. At this time, determining the target roll moment according to the simulated roll force can be done by searching the roll moment mapping table for the target roll moment corresponding to the simulated roll force.

[0067] Among them, since the calibration requires a lot of manpower, it may not be possible to calibrate too many values. In this case, a small number of roll force intervals can be calibrated, and the corresponding roll moment can be set for the roll force interval. In this case, the corresponding roll force interval can be determined according to the simulated roll force, and then the roll moment corresponding to the roll force interval can be used as the target roll moment.

[0068] In a specific implementation, due to the calibration method, there may be certain errors. To avoid this situation, the target roll moment may be calculated in real time. In this case, step S20 in this embodiment may include:

[0069] Substituting the simulated roll force into a four-degree-of-freedom half-car model for calculation to generate a roll angle vector;

[0070] Obtaining a roll control type of the vehicle;

[0071] determining a torque determination method according to the roll control type;

[0072] A target roll moment is determined according to the moment determination method and the roll angle vector.

[0073] It should be noted that the four-degree-of-freedom half-car model can be a mathematical model used to characterize the state of the vehicle system. Substituting the simulated roll force into the four-degree-of-freedom half-car model for calculation, the roll angle vector required to offset the simulated roll force can be calculated. The roll angle vector may include the roll angle, roll angle velocity, and roll angle acceleration required to achieve the roll control torque.

[0074] It should be noted that the roll control type may be a control method of the vehicle when performing corresponding roll moment control, and may include PID control, sky-hook control, and the like.

[0075] In actual use, different control types require different parameters when generating the roll control torque, and the calculation method of the roll control torque is also different. In order to reasonably determine the target roll moment, the roll control type of the vehicle can be obtained first, and the torque determination method can be determined according to the roll control type. Finally, the target roll moment is determined according to the torque determination method and the roll angle vector.

[0076] For example: Assume that the roll angle vector in, is the roll angle, is the roll angular velocity, is the roll angular acceleration, T is the matrix transpose symbol;

[0077] At this time, if the vehicle adopts PID control, the roll control torque can be defined as Among them, K P , K I , K D is the PID control coefficient;

[0078] If a ceiling-like control is used, Roll-hook control can be defined. In this case, the roll control torque can be defined as Among them, K is the Roll-hook coefficient.

[0079] For ease of understanding, now combined Figure 2 and 3 This is for illustration but not for limitation. Figure 2is a schematic diagram of a four-degree-of-freedom half-car model of this embodiment, Figure 3 This is a schematic diagram of the solution operation flow of the four-degree-of-freedom half-car model of this embodiment.

[0080] The four-degree-of-freedom half-car model can be Figure 2 As shown, the system state equation in this model can be characterized as:

[0081]

[0082] The state equation includes:

[0083] State parameter vector:

[0084] Roll angle vector:

[0085] External force input vector: U = (f l +f l，roll f r +f r，roll ) T ;

[0086] Road surface input vector: W = (z tl z tr ) T ;

[0087] A, B, C, F, and D are all matrix parameters:

[0088]

[0089]

[0090] In the above formula, Z S is the vertical displacement at the center of mass, Z ul and Z ur is the vertical displacement of the left and right wheels in the unsprung position, Z tl and Z tr is the displacement of the left and right wheels at the tire contact point, is the roll angle of the vehicle body; m S is the sprung mass, m ul and m ur is the unsprung mass of the left and right wheels; k sl and k sr is the suspension spring stiffness of the left and right wheels; c sl and c sr is the damping coefficient of the current shock absorber output of the left and right wheels (or the damping coefficient of the passive shock absorber); l f and l r is the distance from the left and right wheel centers to the center of mass, l f = l r=L / 2, L is the wheel spacing in the vehicle; I x is the moment of inertia.

[0091] And as Figure 3 As shown, the front road elevation information detected by the front camera in the vehicle can be used as the road input vector W, and the roll moment (simulated roll force) is calculated according to the curve prompt signal, which is used as the external force input matrix U. Then W, U, and A are input as control vectors into the four-degree-of-freedom half-car model for calculation to obtain the output vector Y (i.e., the roll angle vector), and the roll angle is extracted from Y. Roll angular velocity and roll angular acceleration After that, the roll control torque M can be calculated based on the vector Y and decomposed to determine the roll control force f of the front and rear wheels. l and f r , finally, determine the target damping coefficient c.

[0092] Step S30: determining a target damping coefficient according to the target rolling moment.

[0093] In actual use, the manager of the vehicle vibration reduction control equipment can pre-calibrate the correspondence between the target roll moment and the damping coefficient, and construct a torque coefficient mapping table based on the calibration results. At this time, the corresponding damping coefficient can be found in the torque coefficient mapping table according to the target roll moment, and the found damping coefficient can be used as the target damping coefficient.

[0094] Similarly, since calibration requires a lot of manpower, when constructing the moment coefficient mapping table, multiple intervals can also be set for calibration. The implementation method is similar to the above-mentioned roll force interval method and will not be repeated here.

[0095] In a specific implementation, due to the calibration method, there may be certain errors. To avoid this situation, the target roll moment may be calculated in real time. In this case, step S30 in this embodiment may include:

[0096] Obtaining a vehicle suspension category of the vehicle;

[0097] Obtaining a damping force generation method corresponding to the vehicle suspension type;

[0098] According to the damping force generation method, a target damping coefficient is determined according to the target rolling moment.

[0099] It should be noted that, according to different control methods, vehicle suspension categories can be divided into active suspension and semi-active suspension. Of course, more categories can be divided according to actual needs, and this embodiment does not limit this. The manager of the vehicle vibration reduction control device can set different damping force generation methods for different types of vehicle suspensions in advance.

[0100] In actual use, the target damping coefficient can be calculated according to the target roll moment in different ways according to the damping force generation method.

[0101] For example, if the vehicle suspension type in the vehicle is active suspension, then the left suspension active force f can be defined as l =M / 2L, the main force of the rear suspension f r =M / 2L, where L is the wheel spacing in the vehicle and M is the target roll moment;

[0102] If the vehicle suspension type is semi-active suspension, then because the electronically controlled shock absorber in this type of suspension does not produce a negative damping coefficient, the damping force f of the left suspension can be defined as l =M / L, the rear suspension does not generate additional damping force. Then, the suspension displacement output by the height sensor can be differentiated to obtain the suspension relative speed, and the damping force can be divided by the suspension relative speed to obtain the target damping coefficient c.

[0103] In actual use, the generated active force or damping force can also be added to the external force input vector U, and then input into the four-degree-of-freedom half-car model for calculation, so as to obtain the roll angle vector and the corresponding roll control torque at subsequent moments in turn.

[0104] In actual applications, in some cases, the vehicle's cornering vibration reduction device cannot directly obtain road input (for example, the vehicle's cornering vibration reduction device cannot obtain relevant signals from the image acquisition device, and can only obtain signals from the automatic driving function and / or the map software). At this time, the road input vector can be solved based on the current relevant state information of the vehicle. After that, the solved road input vector is assumed to be the road input vector at the next moment and input into the four-degree-of-freedom half-car model for subsequent solution.

[0105] Among them, when solving the problem, the external force input vector in the four-degree-of-freedom half-car model (i.e., the BU matrix in the above state equation) can be partially cleared, and the current relevant state information of the vehicle can be substituted into the four-degree-of-freedom passive half-car model to calculate the road input vector.

[0106] Step S40: Controlling the electronically controlled shock absorber in the vehicle based on the target damping coefficient.

[0107] It should be noted that currently vehicles can be equipped with electronically controlled shock absorbers. The damping force during vibration reduction can be adjusted by adjusting the parameters of the electronically controlled shock absorbers. At this time, the electronically controlled shock absorbers in the vehicle can be controlled and adjusted so that the damping force output by them is the damping force corresponding to the target damping coefficient.

[0108] Specifically, the current value corresponding to the target damping coefficient may be output to the solenoid valve of the electronically controlled shock absorber through the electronically controlled shock absorber controller, thereby generating a damping force corresponding to the target damping coefficient.

[0109] Of course, it can also be directly output to the active suspension system in the vehicle, allowing it to generate corresponding active force to offset the vehicle's roll.

[0110] In actual application, the damping coefficient that the electronically controlled shock absorber can produce actually has an upper limit, that is, the damping force that the electronically controlled shock absorber can produce has an upper limit. In order to ensure that the electronically controlled shock absorber can be reasonably controlled, after obtaining the target damping coefficient, the target damping coefficient can also be compared with the maximum damping coefficient supported by the electronically controlled shock absorber, and the electronically controlled shock absorber can be controlled according to the smaller value to avoid generating a damping coefficient that exceeds the upper limit of the electronically controlled shock absorber.

[0111] In specific applications, the vehicle cornering vibration reduction device can receive cornering warning signals from multiple sources, and each time the vehicle receives a cornering warning signal, the vehicle cornering vibration reduction method of this embodiment can be executed.

[0112] Among them, the curve prompt signals from multiple sources are generally sent to the vehicle cornering vibration reduction device in sequence. At this time, the vehicle cornering vibration reduction device can execute the vehicle cornering vibration reduction method of this embodiment multiple times according to the curve prompt signals from multiple sources, thereby realizing multi-stage adjustment of the damping coefficient;

[0113] For example: according to actual conditions, the curve warning signal fed back by the general map software will be sent to the vehicle's cornering vibration reduction device first, followed by the curve recognition signal fed back by the image acquisition device, and the vehicle steering signal fed back by the automatic driving function (such as the STEERING signal of the Advanced Driver Assistance Systems (ADAS) controller) will be sent to the vehicle's cornering vibration reduction device at the latest. At this time, the first vibration reduction control can be performed according to the curve warning signal fed back by the map software, and then the second vibration reduction control can be performed according to the curve recognition signal fed back by the image acquisition device. Finally, the third vibration reduction control can be performed according to the vehicle steering signal fed back by the automatic driving function. Through multi-stage vibration reduction control, the actual vibration reduction effect can be guaranteed.

[0114] Of course, in actual use, curve warning signals from multiple sources may also be sent to the vehicle's cornering vibration reduction device at the same time or within a short time interval. At this time, the vehicle's cornering vibration reduction device can execute steps S10-S30 according to each curve warning signal respectively to obtain multiple target damping coefficients. After that, the maximum value of the multiple target damping coefficients is taken to control the electronically controlled shock absorber in the vehicle (during control, the maximum value can still be compared with the maximum damping coefficient) to ensure the actual vibration reduction effect.

[0115] In a specific implementation, if the vehicle cornering vibration reduction device receives cornering warning signals from multiple sources, the control is actually multi-level control. At this time, during the first damping adjustment, the adjustment coefficient can be pre-set to avoid excessive damping adjustment during the first adjustment process. At this time, step S20 in this embodiment may include:

[0116] Get the pre-adjustment coefficient;

[0117] generating an adjustment roll force according to the pre-adjustment coefficient and the simulated roll force;

[0118] A target control torque is determined according to the adjusted roll force.

[0119] It should be noted that the pre-adjustment coefficient can be pre-set by the manager of the vehicle cornering vibration reduction equipment, and its value range is (0,1).

[0120] In actual use, in order to avoid excessive damping adjustment during the first damping adjustment process in multi-level control, the calculated simulated roll force can be adjusted by the pre-adjustment coefficient. At this time, the pre-adjustment coefficient can be multiplied by the simulated roll force, and the product obtained can be used as the adjusted roll force.

[0121] Afterwards, the target control torque is determined according to the adjusted roll force. The method of determining the target control torque according to the adjusted roll force is consistent with the method of determining the target roll torque according to the simulated roll force, and will not be repeated here.

[0122] The present embodiment provides a vehicle cornering vibration reduction method. Before the vehicle actually corners, the target damping coefficient to be used can be estimated in advance according to a curve prompt signal, and the electronically controlled shock absorber in the vehicle can be controlled based on the target damping coefficient to output a reasonable damping force to offset or reduce the roll limit that occurs when the vehicle corners, thereby avoiding the vehicle from rolling and improving the driving experience.

[0123] Based on the first embodiment of the present application, in the second embodiment of the present application, the same or similar contents as those in the above-mentioned embodiment 1 can be referred to the above introduction and will not be repeated later.

[0124] In this embodiment, the curve prompt signal may be a curve prompt signal fed back by a map software, or a curve identification signal fed back by an image acquisition device;

[0125] On this basis, please refer to Figure 4 , step S10 may include steps S101 to S103:

[0126] Step S101: extracting road curvature information from the curve warning signal and acquiring the current speed of the vehicle.

[0127] It should be noted that if the curve prompt signal is a curve prompt signal fed back by the map software, and the curve prompt signal fed back by the map software generally includes various information of the curve, such as curve length, curve width, curve curvature information, etc., and at this time, if it is necessary to calculate the force that causes the vehicle to tilt when the vehicle passes the curve, it is necessary to obtain the curve curvature information, therefore, the road curvature information can be extracted from the curve prompt signal;

[0128] The image acquisition device will actually capture images of the road ahead and perform image recognition. Through image recognition, information such as the road surface type can be obtained. If the road surface type is a curve, the road curb will be further identified to determine the curve curvature information. At this time, the curve warning signal will include the curve curvature information. Therefore, if the curve warning signal is a curve recognition signal fed back by the image acquisition device, the road surface curvature information can also be extracted from the curve recognition signal.

[0129] At the same time, the speed of the vehicle when turning will also affect the force that causes the vehicle to tilt when turning. At this time, it can be estimated based on the current speed of the vehicle, so the current speed of the vehicle can be obtained.

[0130] Step S102: Determine the simulated centripetal force according to the road curvature information and the current speed of the vehicle.

[0131] It should be noted that after obtaining the road curvature information and the current speed of the vehicle, the centripetal force can be calculated based on the road curvature information and the current speed of the vehicle. The centripetal force calculation formula can be:

[0132] F=mv 2 ρ

[0133] Where F is the simulated centripetal force, m is the mass of the vehicle, v is the current speed of the vehicle, and ρ is the road curvature information.

[0134] In actual use, if the vehicle's own speed is high, the vehicle will generally slow down when actually turning in order to maintain vehicle stability. In order to conform to the actual situation, after obtaining the vehicle's current speed, the vehicle's current speed can also be compared with a preset speed threshold. If the vehicle's current speed is greater than the preset speed threshold, the preset speed threshold is used as the vehicle's speed when turning and substituted into the above centripetal force calculation formula to calculate the simulated centripetal force.

[0135] Step S103: determining a simulated roll force according to the simulated centripetal force.

[0136] In actual use, after calculating the simulated centripetal force, the roll force calculation formula can be used to infer the force that causes the vehicle to roll based on the simulated centripetal force.

[0137] The roll force calculation formula can be:

[0138] F roll =M / L, M=FH

[0139] In the formula, F roll to simulate the roll force, M is the simulated roll moment, F is the simulated centripetal force, H is the height difference between the vehicle roll center and the vehicle mass center, and L is the wheelbase of the left and right wheels of the vehicle.

[0140] After the simulated roll force is calculated, it can be further decomposed to determine the simulated roll force of each wheel in the vehicle. For example, after the simulated roll force is determined, it can be further decomposed. At this time, the simulated roll force f of the left wheel of the vehicle is l,roll =F roll / 2, simulated roll force of the right wheel f r,roll =-F roll / 2.

[0141] The present embodiment provides a vehicle cornering vibration reduction method, which ensures that when the curve curvature information is included in the curve prompt signal, the simulated roll force of the vehicle when cornering can be calculated based on the curve curvature information, and ensures that the electronically controlled shock absorber in the vehicle can be reasonably controlled based on the simulated roll force to avoid the vehicle from rolling.

[0142] Based on the first embodiment of the present application, in the third embodiment of the present application, the same or similar contents as those in the above-mentioned embodiment 1 can be referred to the above introduction and will not be repeated later.

[0143] In this embodiment, the curve prompt signal may be a vehicle turning signal fed back by the automatic driving function;

[0144] On this basis, please refer to Figure 5 , step S10 may include steps S101' to S103':

[0145] Step S101 ′: determining the turning radius of the vehicle according to the curve prompt signal, and obtaining the current speed of the vehicle.

[0146] It should be noted that when the automatic driving function controls the vehicle, it generally only outputs the final control signal. If the curve warning signal is the vehicle steering signal fed back by the automatic driving function, and the vehicle steering signal generally does not include the curve curvature information, but only includes the vehicle control signal, then the turning radius of the vehicle can be calculated based on the relevant signal for controlling the vehicle in the curve warning signal.

[0147] At the same time, the speed of the vehicle when turning will also affect the force that causes the vehicle to tilt when turning. At this time, it can be estimated based on the current speed of the vehicle, so the current speed of the vehicle can be obtained.

[0148] In a specific implementation, in order to accurately calculate the turning radius of the vehicle, step S101' in this embodiment may include:

[0149] Extracting a steering wheel angle signal from the curve prompt signal, and obtaining a total transmission ratio of the steering system;

[0150] Determining a vehicle tire angle according to the steering wheel angle signal and the total transmission ratio of the steering system;

[0151] The vehicle turning radius is determined according to the vehicle tire angle.

[0152] It should be noted that the total transmission ratio of the steering system can be pre-calibrated by the manager of the vehicle's cornering vibration reduction equipment according to the steering system in the vehicle. The steering wheel angle signal can be a signal for the automatic driving function to control the steering of the steering wheel in the vehicle.

[0153] In actual use, the steering wheel angle signal is divided by the total transmission ratio of the steering system to obtain the vehicle tire angle. Then, based on the vehicle tire angle, the trajectory of the vehicle when turning can be estimated, thereby determining the vehicle turning radius.

[0154] For example: when the AD domain controller of the autonomous driving function outputs the ADAS STEERING signal, the direction angle signal SWA_i is extracted from it. At this time, if the total transmission ratio of the steering system is STRG_OA, the tire angle TIRE_i can be calculated, TIRE_i = SWA_i / STRG_OA, and then the vehicle turning radius R can be calculated based on the tire angle.

[0155] Among them, when actually turning, if the curvature of the curve is small, the vehicle will basically not have a large degree of roll. If this situation is taken into consideration, when the direction angle signal SWA_i is obtained, it can also be compared with the steering wheel angle threshold SWA_set. If SWA_i is greater than SWA_set, the tire angle is calculated.

[0156] Step S102 ′: determining a simulated centripetal force according to the turning radius of the vehicle and the current speed of the vehicle.

[0157] In actual use, after obtaining the turning radius of the vehicle and the current speed of the vehicle, the simulated centripetal force can be calculated according to the turning radius of the vehicle and the current speed of the vehicle according to the steering centripetal force calculation formula, wherein the steering centripetal force calculation formula can be:

[0158] F=mv 2 / R

[0159] Where F is the simulated centripetal force, m is the mass of the vehicle, v is the current speed of the vehicle, and R is the turning radius of the vehicle.

[0160] Step S103 ′: determining a simulated roll force according to the simulated centripetal force.

[0161] In actual use, after the simulated centripetal force is calculated, the force causing the vehicle to roll can be calculated according to the simulated centripetal force through the roll force calculation formula. The specific implementation process is basically the same as the implementation process in the second embodiment above. The specific implementation can refer to the above description, which will not be repeated here.

[0162] The present embodiment provides a method for reducing vehicle vibration when cornering, which ensures that when the curve warning signal does not contain curve curvature information, the simulated roll force of the vehicle when cornering can be calculated based on the relevant signals for controlling the vehicle in the curve warning signal, thereby ensuring that the electronically controlled shock absorber in the vehicle can be reasonably controlled based on the simulated roll force to avoid the vehicle from rolling.

[0163] It should be noted that the above examples are only used to understand the present application and do not constitute a limitation on the vehicle cornering vibration reduction method of the present application. More simple transformations based on this technical concept are all within the protection scope of the present application.

[0164] This application also provides a vehicle cornering vibration reduction device, please refer to Figure 6 , the vehicle cornering vibration reduction device comprises:

[0165] An estimation module 10, configured to estimate a simulated roll force of the vehicle when cornering according to a curve prompt signal, wherein the curve prompt signal is a signal indicating that the vehicle is approaching or entering a curve;

[0166] A determination module 20, configured to determine a target roll moment according to the simulated roll force;

[0167] A setting module 30, configured to determine a target damping coefficient according to the target roll moment;

[0168] The control module 40 is used to control the electronically controlled shock absorber in the vehicle based on the target damping coefficient.

[0169] The vehicle cornering vibration reduction device provided by the present application adopts the vehicle cornering vibration reduction method in the above-mentioned embodiment, which can solve the technical problems of the related technology in that the roll resistance of the vehicle when cornering is lagging and the vehicle driving experience is not good. Compared with the prior art, the beneficial effects of the vehicle cornering vibration reduction device provided by the present application are the same as the beneficial effects of the vehicle cornering vibration reduction method provided by the above-mentioned embodiment, and the other technical features of the vehicle cornering vibration reduction device are the same as the features disclosed in the above-mentioned embodiment method, which will not be repeated here.

[0170] The present application provides a vehicle cornering vibration reduction device, which includes: at least one processor; and a memory communicatively connected to the at least one processor; wherein the memory stores instructions executable by the at least one processor, and the instructions are executed by the at least one processor so that the at least one processor can execute the vehicle cornering vibration reduction method in the above-mentioned embodiment one.

[0171] Reference below Figure 7 , which shows a schematic diagram of the structure of a vehicle cornering vibration reduction device suitable for implementing the embodiment of the present application. The vehicle cornering vibration reduction device in the embodiment of the present application may include but is not limited to mobile terminals such as mobile phones, laptop computers, digital broadcast receivers, PDAs (Personal Digital Assistants), PADs (Portable Application Descriptions), PMPs (Portable Media Players), vehicle-mounted terminals (such as vehicle-mounted navigation terminals), etc., and fixed terminals such as digital TVs, desktop computers, etc. Figure 7 The vehicle cornering vibration reduction device shown is merely an example and should not bring any limitation to the functions and scope of use of the embodiments of the present application.

[0172] like Figure 7As shown, the vehicle cornering vibration reduction device may include a processing device 1001 (e.g., a central processing unit, a graphics processor, etc.), which can perform various appropriate actions and processes according to a program stored in a read-only memory (ROM: Read Only Memory) 1002 or a program loaded from a storage device 1003 to a random access memory (RAM: Random Access Memory) 1004. Various programs and data required for the operation of the vehicle cornering vibration reduction device are also stored in the RAM 1004. The processing device 1001, the ROM 1002, and the RAM 1004 are connected to each other via a bus 1005. An input / output (I / O) interface 1006 is also connected to the bus. Typically, the following systems may be connected to the I / O interface 1006: input devices 1007 including, for example, a touch screen, a touchpad, a keyboard, a mouse, an image sensor, a microphone, an accelerometer, a gyroscope, etc.; output devices 1008 including, for example, a liquid crystal display (LCD), a speaker, a vibrator, etc.; storage devices 1003 including, for example, a magnetic tape, a hard disk, etc.; and communication devices 1009. The communication device 1009 may allow the vehicle cornering vibration reduction device to communicate with other devices wirelessly or by wire to exchange data. Although the figure shows a vehicle cornering vibration reduction device with various systems, it should be understood that it is not required to implement or have all the systems shown. More or fewer systems may be implemented or have alternatively.

[0173] In particular, according to the embodiments disclosed in the present application, the process described above with reference to the flowchart can be implemented as a computer software program. For example, the embodiments disclosed in the present application include a computer program product, which includes a computer program carried on a computer-readable medium, and the computer program includes a program code for executing the method shown in the flowchart. In such an embodiment, the computer program can be downloaded and installed from a network through a communication device, or installed from a storage device 1003, or installed from a ROM 1002. When the computer program is executed by the processing device 1001, the above-mentioned functions defined in the method of the embodiment disclosed in the present application are executed.

[0174] The vehicle cornering vibration reduction device provided by the present application adopts the vehicle cornering vibration reduction method in the above-mentioned embodiment, which can solve the technical problems of the related technology in that the roll resistance of the vehicle when cornering is lagging and the vehicle driving experience is not good. Compared with the prior art, the beneficial effects of the vehicle cornering vibration reduction device provided by the present application are the same as the beneficial effects of the vehicle cornering vibration reduction method provided by the above-mentioned embodiment, and the other technical features of the vehicle cornering vibration reduction device are the same as the features disclosed in the method of the previous embodiment, which will not be repeated here.

[0175] It should be understood that the various parts disclosed in this application can be implemented by hardware, software, firmware or a combination thereof. In the description of the above embodiments, specific features, structures, materials or characteristics can be combined in any one or more embodiments or examples in a suitable manner.

[0176] The above is only a specific implementation of the present application, but the protection scope of the present application is not limited thereto. Any person skilled in the art who is familiar with the present technical field can easily think of changes or substitutions within the technical scope disclosed in the present application, which should be included in the protection scope of the present application. Therefore, the protection scope of the present application should be based on the protection scope of the claims.

[0177] The present application provides a computer-readable storage medium having computer-readable program instructions (ie, computer programs) stored thereon, and the computer-readable program instructions are used to execute the vehicle cornering vibration reduction method in the above-mentioned embodiment.

[0178] The computer-readable storage medium provided in the present application may be, for example, a USB flash drive, but is not limited to electrical, magnetic, optical, electromagnetic, infrared, or semiconductor systems, systems or devices, or any combination of the above. More specific examples of computer-readable storage media may include, but are not limited to: an electrical connection with one or more wires, a portable computer disk, a hard disk, a random access memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM or flash memory), an optical fiber, a portable compact disk read-only memory (CD-ROM), an optical storage device, a magnetic storage device, or any suitable combination of the above. In this embodiment, the computer-readable storage medium may be any tangible medium containing or storing a program that can be used by or in combination with an instruction execution system, system or device. The program code contained on the computer-readable storage medium may be transmitted using any appropriate medium, including but not limited to: wires, optical cables, RF (Radio Frequency), etc., or any suitable combination of the above.

[0179] The computer-readable storage medium may be included in the vehicle cornering vibration reduction device; or may exist independently without being assembled into the vehicle cornering vibration reduction device.

[0180] The computer-readable storage medium carries one or more programs. When the one or more programs are executed by the vehicle cornering vibration reduction device, the vehicle cornering vibration reduction device: estimates the simulated roll force of the vehicle when cornering according to a curve prompt signal, wherein the curve prompt signal is a signal prompting the vehicle to approach or enter a curve; determines a target roll moment according to the simulated roll force; determines a target damping coefficient according to the target roll moment; and controls the electronically controlled shock absorber in the vehicle based on the target damping coefficient.

[0181] Computer program code for performing the operations of the present application may be written in one or more programming languages ​​or a combination thereof, including object-oriented programming languages ​​such as Java, Smalltalk, C++, and conventional procedural programming languages ​​such as "C" or similar programming languages. The program code may be executed entirely on the user's computer, partially on the user's computer, as a separate software package, partially on the user's computer and partially on a remote computer, or entirely on a remote computer or server. In the case of a remote computer, the remote computer may be connected to the user's computer through any type of network, including a local area network (LAN) or a wide area network (WAN), or may be connected to an external computer (e.g., via the Internet using an Internet service provider).

[0182] The flow chart and block diagram in the accompanying drawings illustrate the possible architecture, function and operation of the system, method and computer program product according to various embodiments of the present application. In this regard, each square box in the flow chart or block diagram can represent a module, a program segment or a part of a code, and the module, the program segment or a part of the code contains one or more executable instructions for realizing the specified logical function. It should also be noted that in some alternative implementations, the functions marked in the square box can also occur in a sequence different from that marked in the accompanying drawings. For example, two square boxes represented in succession can actually be executed substantially in parallel, and they can sometimes be executed in the opposite order, depending on the functions involved. It should also be noted that each square box in the block diagram and / or flow chart, and the combination of the square boxes in the block diagram and / or flow chart can be implemented with a dedicated hardware-based system that performs a specified function or operation, or can be implemented with a combination of dedicated hardware and computer instructions.

[0183] The modules involved in the embodiments described in this application may be implemented by software or hardware, wherein the name of the module does not constitute a limitation on the unit itself in some cases.

[0184] The readable storage medium provided by the present application is a computer-readable storage medium, which stores computer-readable program instructions (i.e., computer programs) for executing the above-mentioned vehicle cornering vibration reduction method, and can solve the technical problems of the related art that the roll resistance of the vehicle when cornering has hysteresis and the vehicle driving experience is not good. Compared with the prior art, the beneficial effects of the computer-readable storage medium provided by the present application are the same as the beneficial effects of the vehicle cornering vibration reduction method provided by the above-mentioned embodiment, and will not be repeated here.

[0185] The present application also provides a computer program product, including a computer program, which implements the steps of the vehicle cornering vibration reduction method as described above when the computer program is executed by a processor.

[0186] The computer program product provided by the present application can solve the technical problem that the relevant technology has a hysteresis in the roll resistance of the vehicle when cornering, and the vehicle driving experience is not good. Compared with the prior art, the beneficial effects of the computer program product provided by the present application are the same as the beneficial effects of the vehicle cornering vibration reduction method provided by the above embodiment, and will not be repeated here.

[0187] The above descriptions are only some embodiments of the present application, and are not intended to limit the patent scope of the present application. All equivalent structural changes made using the contents of the present application specification and drawings under the technical concept of the present application, or direct / indirect applications in other related technical fields are included in the patent protection scope of the present application.

Claims

1. A vehicle cornering vibration reduction method, characterized in that: The method comprises: estimating a simulated roll force of the vehicle when cornering according to a curve prompt signal, wherein the curve prompt signal is a signal prompting the vehicle to approach or enter a curve; determining a target roll moment according to the simulated roll force; determining a target damping coefficient according to the target roll moment; An electronically controlled shock absorber in the vehicle is controlled based on the target damping coefficient.

2. The vehicle cornering vibration reduction method according to claim 1, characterized in that: The curve prompt signal includes a curve prompt signal fed back by a map software, or a curve identification signal fed back by an image acquisition device; The method of estimating the simulated roll force of the vehicle when turning according to the curve prompt signal includes: Extracting road curvature information from the curve warning signal and acquiring the current speed of the vehicle; Determining a simulated centripetal force according to the road curvature information and the current speed of the vehicle; A simulated rolling force is determined according to the simulated centripetal force.

3. The vehicle cornering vibration reduction method according to claim 1, characterized in that: The curve prompt signal includes a vehicle steering signal fed back by an automatic driving function; The method of estimating the simulated roll force of the vehicle when turning according to the curve prompt signal includes: Determine the turning radius of the vehicle according to the curve prompt signal, and obtain the current speed of the vehicle; Determining a simulated centripetal force according to the turning radius of the vehicle and the current speed of the vehicle; A simulated rolling force is determined according to the simulated centripetal force.

4. The vehicle cornering vibration reduction method according to claim 3, characterized in that: The determining of the vehicle turning radius according to the curve prompt signal comprises: Extracting a steering wheel angle signal from the curve prompt signal, and obtaining a total transmission ratio of the steering system; Determining a vehicle tire angle according to the steering wheel angle signal and the total transmission ratio of the steering system; The vehicle turning radius is determined according to the vehicle tire angle.

5. The vehicle cornering vibration reduction method according to claim 1, characterized in that: The step of determining a target roll moment according to the simulated roll force comprises: Substituting the simulated roll force into a four-degree-of-freedom half-car model for calculation to generate a roll angle vector; Obtaining a roll control type of the vehicle; determining a torque determination method according to the roll control type; A target roll moment is determined according to the moment determination method and the roll angle vector.

6. The vehicle cornering vibration reduction method according to claim 1, characterized in that: Determining a target damping coefficient according to the target roll moment comprises: Obtaining a vehicle suspension category of the vehicle; Obtaining a damping force generation method corresponding to the vehicle suspension type; According to the damping force generation method, a target damping coefficient is determined according to the target rolling moment.

7. The vehicle cornering vibration reduction method according to any one of claims 1 to 6, characterized in that: The step of determining a target roll moment according to the simulated roll force comprises: Get the pre-adjustment coefficient; generating an adjustment roll force according to the pre-adjustment coefficient and the simulated roll force; A target control torque is determined according to the adjusted roll force.

8. A vehicle cornering vibration reduction device, characterized in that: The device comprises: an estimation module, used for estimating a simulated roll force of the vehicle when cornering according to a curve prompt signal, wherein the curve prompt signal is a signal indicating that the vehicle is approaching or entering a curve; A determination module, configured to determine a target roll moment according to the simulated roll force; A determination module, used for determining a target damping coefficient according to the target roll moment; A control module is used to control an electronically controlled shock absorber in a vehicle based on the target damping coefficient.

9. A vehicle cornering vibration reduction device, characterized in that: The device comprises: a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the computer program is configured to implement the steps of the vehicle cornering vibration reduction method according to any one of claims 1 to 7.

10. A storage medium, characterized in that: The storage medium is a computer-readable storage medium, and a computer program is stored on the storage medium. When the computer program is executed by a processor, the steps of the vehicle cornering vibration reduction method according to any one of claims 1 to 7 are implemented.

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