Vehicle vibration reduction control methods, devices, equipment and storage media
By estimating simulated roll force and controlling electronically controlled shock absorbers when large vehicles approach, the lag problem of traditional vehicle control methods is solved, improving vehicle stability and driving experience.
Patent Information
- Authority / Receiving Office
- CN · China
- Patent Type
- Patents(China)
- Current Assignee / Owner
- DONGFENG MOTOR CO LTD DONGFENG NISSAN PASSENGER VEHICLE CO
- Filing Date
- 2025-01-20
- Publication Date
- 2026-05-26
AI Technical Summary
Traditional vehicle control methods suffer from lag when large vehicles pass by, causing vehicle tilting and affecting the driving experience.
By detecting the approach of large vehicles, the simulated roll force is estimated, and the target roll moment and damping coefficient are determined based on the simulated roll force. The electronically controlled shock absorber is then controlled to counteract or reduce vehicle roll.
By anticipating the roll effect before large vehicles approach, the electronically controlled shock absorbers are controlled to output appropriate damping force, thereby reducing vehicle roll and improving driving stability.
Smart Images
Figure CN119636329B_ABST
Abstract
Description
Technical Field
[0001] This application relates to the field of vehicle control technology, and in particular to vehicle vibration reduction control methods, devices, equipment and storage media. Background Technology
[0002] Because large vehicles (such as engineering vehicles, semi-trailers, etc.) are generally large in size and mass, when they pass by other vehicles, the airflow they create can disturb the normal driving of other vehicles, causing them to tilt. Traditional vehicle control methods can only take action to counteract or reduce the tilt after the large vehicle has passed and the vehicle has tilted, based on the degree of tilt. The overall control process is lagging, and the vehicle will inevitably tilt, resulting in a poor driving experience. Summary of the Invention
[0003] The main purpose of this application is to provide a vehicle vibration reduction control method, device, equipment and storage medium, which aims to solve the technical problem of lagging vehicle control process, resulting in poor actual driving experience.
[0004] To achieve the above objectives, this application proposes a vehicle vibration reduction control method, the method comprising:
[0005] When a large vehicle is detected approaching, the simulated roll force of the large vehicle as it passes is estimated.
[0006] The target roll moment is determined based on the simulated roll force;
[0007] Determine the target damping coefficient based on the target roll moment;
[0008] The electronically controlled shock absorber in the vehicle is controlled based on the target damping coefficient.
[0009] Optionally, estimating the simulated roll force of a large vehicle as it passes by when its approach is detected includes:
[0010] When a large vehicle is detected approaching, the external pressure of the vehicle and the relative speed between the two vehicles are obtained, wherein the relative speed between the large vehicle and the vehicle is the relative speed between the large vehicle and the vehicle.
[0011] The external pressure of the vehicle passing by is determined based on the external pressure of the vehicle itself and the relative speed of the two vehicles. The external pressure of the vehicle passing by is the external pressure of the vehicle itself when the large vehicle passes by its side.
[0012] The airflow disturbance force is determined based on the external pressure of the vehicle and the external pressure of the passing vehicle.
[0013] The simulated tilting force is generated based on the airflow disturbance dynamics.
[0014] Optionally, generating the simulated roll force based on the airflow disturbance includes:
[0015] Obtain the vehicle type corresponding to the large vehicle;
[0016] Obtain the disturbance correction coefficient corresponding to the vehicle type;
[0017] The airflow disturbance force is corrected according to the disturbance correction coefficient to generate a corrected disturbance force;
[0018] The simulated roll force is generated based on the modified disturbance force.
[0019] Optionally, determining the target roll moment based on the simulated roll force includes:
[0020] The simulated roll force is substituted into the four-degree-of-freedom half-vehicle model for calculation to generate the roll angle vector;
[0021] Obtain the vehicle's roll control type;
[0022] The torque determination method is determined based on the roll control type.
[0023] The target roll moment is determined based on the torque determination method and the roll angle vector.
[0024] Optionally, determining the target damping coefficient based on the target roll moment includes:
[0025] Get the vehicle suspension type of the vehicle;
[0026] Obtain the damping force generation method corresponding to the vehicle suspension type;
[0027] Based on the damping force generation method, the target damping coefficient is determined according to the target roll moment.
[0028] Optionally, before estimating the simulated roll force of a large vehicle as it passes by upon detection of its approach, the method further includes:
[0029] Detect whether there are oncoming vehicles;
[0030] If there is an oncoming vehicle, determine whether the oncoming vehicle is a large vehicle;
[0031] If it is a large vehicle, then obtain the relative speed between the oncoming vehicle and the vehicle itself;
[0032] If the relative speed is greater than a preset speed threshold, it is determined that a large vehicle is approaching.
[0033] Optionally, before estimating the simulated roll force of a large vehicle as it passes by upon detection of its approach, the method further includes:
[0034] Check for vehicles approaching from ahead or behind;
[0035] If present, detect whether the vehicle in front or behind is a large vehicle;
[0036] If it is a large vehicle, then obtain the relative speed between the vehicle in front or behind and the vehicle itself;
[0037] If the relative speed is negative and the absolute value of the relative speed is greater than a preset speed threshold, then it is determined that a large vehicle is detected approaching.
[0038] Furthermore, to achieve the above objectives, this application also provides a vehicle vibration damping control device, the device comprising:
[0039] The detection module is used to estimate the simulated lateral tilt force of a large vehicle as it passes by when an approaching large vehicle is detected.
[0040] The determination module is used to determine the target roll moment based on the simulated roll force;
[0041] The stabilization module is used to determine the target damping coefficient based on the target roll moment;
[0042] The control module is used to control the electronically controlled shock absorbers in the vehicle based on the target damping coefficient.
[0043] In addition, to achieve the above objectives, this application also provides a vehicle vibration damping control device, the device comprising: a memory, a processor, and a computer program stored in the memory and executable on the processor, the computer program being configured to implement the steps of the vehicle vibration damping control method as described above.
[0044] In addition, to achieve the above objectives, this application also provides a storage medium, which is a computer-readable storage medium, on which a computer program is stored, and when the computer program is executed by a processor, it implements the steps of the vehicle vibration reduction control method as described above.
[0045] In addition, to achieve the above objectives, this application also provides a computer program product, which includes a computer program that, when executed by a processor, implements the steps of the vehicle vibration reduction control method described above.
[0046] One or more technical solutions proposed in this application have at least the following technical effects:
[0047] Because it can estimate the vehicle's roll effect when a large vehicle approaches but before it affects the vehicle, and calculate the corresponding parameters to control the electronically controlled shock absorber, it can output reasonable damping force to counteract or reduce the vehicle roll caused by the large vehicle passing by, ensuring that the vehicle does not roll as much as possible when a large vehicle passes by, thereby improving the vehicle's driving stability. Attached Figure Description
[0048] The accompanying drawings, which are incorporated in and form part of this specification, illustrate embodiments consistent with this application and, together with the description, serve to explain the principles of this application.
[0049] To more clearly illustrate the technical solutions in the embodiments of this application or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, for those skilled in the art, other drawings can be obtained based on these drawings without creative effort.
[0050] Figure 1 This is a flowchart illustrating an embodiment of the vehicle vibration reduction control method of this application.
[0051] Figure 2 This is a schematic diagram of a four-degree-of-freedom half-vehicle model according to an embodiment of this application;
[0052] Figure 3 This is a schematic diagram of the solution process for a four-degree-of-freedom half-vehicle model according to an embodiment of this application;
[0053] Figure 4 This is a flowchart illustrating Embodiment 2 of the vehicle vibration reduction control method of this application.
[0054] Figure 5 This is a schematic diagram of the module structure of the vehicle vibration reduction control device according to an embodiment of this application;
[0055] Figure 6 This is a schematic diagram of the equipment structure of the hardware operating environment involved in the vehicle vibration reduction control method in the embodiments of this application.
[0056] The purpose, features, and advantages of this application will be further explained in conjunction with the embodiments and with reference to the accompanying drawings. Detailed Implementation
[0057] It should be understood that the specific embodiments described herein are merely illustrative of the technical solutions of this application and are not intended to limit this application.
[0058] To better understand the technical solution of this application, a detailed description will be provided below in conjunction with the accompanying drawings and specific implementation methods.
[0059] Based on this, this application provides a vehicle vibration reduction control method, referring to... Figure 1 , Figure 1 This is a flowchart illustrating the first embodiment of the vehicle vibration reduction control method of this application.
[0060] In this embodiment, the vehicle vibration reduction control method includes steps S10 to S40:
[0061] Step S10: When a large vehicle is detected approaching, estimate the simulated roll force as the large vehicle passes by.
[0062] It should be noted that the executing entity in this embodiment can be the vehicle itself or the vehicle vibration damping control device installed in the vehicle. The vehicle vibration damping control device can be a controller installed in the vehicle, such as an ECU controller, or other devices that can achieve the same or similar functions. This embodiment does not limit this. In this embodiment and the following embodiments, the vehicle vibration damping control device is used as an example to illustrate the vehicle vibration damping control method of the present invention.
[0063] It should be noted that large vehicles can be vehicles that are large in size and / or heavy in mass, such as large trucks, large buses, semi-trailers, etc.
[0064] During the driving process, the trend of the distance between the large vehicle and the self-vehicle is to decrease. When the distance is less than a certain distance, it can be determined that the large vehicle is approaching. The self-vehicle can be the vehicle that is the subject of this embodiment, or a vehicle equipped with vehicle vibration control equipment to perform the vehicle vibration control method.
[0065] In practical use, if a large vehicle approaches the vehicle, it means that the large vehicle may pass by the vehicle's perimeter in a short period of time (such as passing by the left or right side of the vehicle). At this time, the airflow generated by the large vehicle may disturb the vehicle's operation, causing the vehicle to tilt. In order to avoid the vehicle tilting, the impact of the large vehicle passing by the vehicle can be estimated before the large vehicle actually passes by. Therefore, the simulated tilting force when the large vehicle passes by can be estimated.
[0066] The simulated roll force can be the force that a large vehicle would exert when it passes by, causing the vehicle to roll.
[0067] In a specific implementation, if a large vehicle approaching from the opposite direction may affect the vehicle, then before step S10 in this embodiment, the following may also be included:
[0068] Detect whether there are oncoming vehicles;
[0069] If there is an oncoming vehicle, determine whether the oncoming vehicle is a large vehicle;
[0070] If it is a large vehicle, then obtain the relative speed between the oncoming vehicle and the vehicle itself;
[0071] If the relative speed is greater than a preset speed threshold, it is determined that a large vehicle is approaching.
[0072] It should be noted that oncoming vehicles can be vehicles traveling in the opposite direction to the vehicle. When detecting the presence of oncoming vehicles, the front-facing camera in the vehicle can capture an image of the area in front of the vehicle. By analyzing this image, it can be determined whether an oncoming vehicle is present. If an oncoming vehicle is present, its feature parameters can be extracted from the image, and based on these feature parameters, it can be determined whether the oncoming vehicle is a large vehicle.
[0073] The feature parameters can include vehicle license plate information (including license plate color and number), vehicle height, vehicle color, vehicle shape, number of wheels, and vehicle accessories. During identification, a vehicle classification model can be used to determine whether an oncoming vehicle is a large vehicle based on these feature parameters. This vehicle classification model can be a pre-trained image recognition model built using deep learning.
[0074] In practical use, since a large vehicle will only have a significant impact on other vehicles when the relative speed between the two vehicles is relatively large, when it is determined that the oncoming vehicle is a large vehicle, the relative speed between the oncoming vehicle and the vehicle can also be obtained. If the relative speed is greater than a preset speed threshold, it is determined that a large vehicle has been detected approaching and subsequent steps are executed.
[0075] The preset speed threshold can be set in advance by the personnel in charge of the vehicle vibration control equipment according to the actual situation. For example, when the relative speed between two vehicles is greater than 20 km / h, large vehicles will have a greater impact on other vehicles. In this case, the preset speed threshold can be set to 20 km / h.
[0076] In practical applications, the distance between oncoming vehicles and the vehicle itself can be determined by recognizing the images captured by the front-facing camera, and the relative speed can be determined based on how the distance changes over time.
[0077] Of course, laser ranging or ultrasonic ranging can also be used to determine the distance between the oncoming vehicle and the vehicle itself, and then the relative speed can be determined based on how the distance changes over time.
[0078] In actual implementation, subsequent detection (such as detecting whether it is a large vehicle or relative speed) can only be performed when the distance between the oncoming vehicle and the vehicle is less than a certain threshold (such as 15m). This ensures that the current driving state is maintained. Large vehicles will be around the vehicle within a short time (such as 2 seconds), ensuring reasonable vehicle vibration control.
[0079] Of course, the front-facing camera can also capture images at closer range, and when an oncoming vehicle appears in the image, subsequent steps can be executed.
[0080] In actual use, due to the impact of large vehicles passing by, the impact usually only occurs when the large vehicle is near the vehicle. Oncoming vehicles are usually in the opposite lane. In this case, the vehicle may be affected by oncoming vehicles only when it is in the leftmost lane in the same direction. Therefore, oncoming vehicles can be detected only when the vehicle is in the leftmost lane in the same direction.
[0081] In a specific implementation, during the driving process, the vehicle may overtake other vehicles to pass the vehicle in front. If the vehicle in front is a large vehicle, it will also affect the vehicle. At the same time, large vehicles may also approach the vehicle from behind, or pass the vehicle and continue to move forward, which may also affect the vehicle. Therefore, before step S10 in this embodiment, the following steps may be included:
[0082] Check for vehicles approaching from ahead or behind;
[0083] If present, detect whether the vehicle in front or behind is a large vehicle;
[0084] If it is a large vehicle, then obtain the relative speed between the vehicle in front or behind and the vehicle itself;
[0085] If the relative speed is negative and the absolute value of the relative speed is greater than a preset speed threshold, then it is determined that a large vehicle is detected approaching.
[0086] It should be noted that the vehicle in front can be a vehicle traveling in the same direction as the vehicle and located in front of it, while the vehicle behind can be a vehicle traveling in the same direction as the vehicle and located behind it. The vehicle can be equipped with a rear-view camera or a surround-view camera. The rear-view camera or surround-view camera can capture images behind the vehicle, and by identifying the images behind the vehicle, it can determine whether there is a vehicle approaching from behind. Similarly, by identifying the images captured by the front-view camera, it can determine whether there is a vehicle in front of it.
[0087] In practical use, if there is a vehicle approaching from ahead or behind, and that vehicle is a large vehicle, it indicates that the subsequent movement of the vehicle in front or behind may affect your vehicle. Therefore, you can obtain the relative speed between the vehicle in front or behind and your own vehicle. The method for obtaining the relative speed is similar to that for obtaining the relative speed between an oncoming vehicle and your own vehicle, and will not be repeated here.
[0088] In practical applications, if the relative speed between the vehicle in front or behind and the vehicle itself is negative, it means that the vehicle in front or behind is gradually approaching the vehicle. If this driving state continues, the vehicle in front or behind will eventually move to the vicinity of the vehicle. However, if the absolute value of the relative speed is greater than the preset speed threshold, it means that the relative speed between the vehicle and the vehicle in front or behind is large and will affect the vehicle. Therefore, it can be determined that a large vehicle is detected approaching.
[0089] Similarly, subsequent detection (such as detecting whether it is a large vehicle or relative speed) can only be performed when the distance between the vehicle in front or behind is less than a certain threshold (such as 15m), so as to ensure that the current driving state is maintained. Large vehicles will be around the vehicle in a short time (such as 2 seconds), ensuring reasonable vehicle vibration control.
[0090] Of course, the front camera, rear camera, or surround view camera can also capture images at closer distances, and when a vehicle appears in front or behind in the image, subsequent steps can be executed.
[0091] Step S20: Determine the target roll moment based on the simulated roll force.
[0092] It should be noted that the target roll moment can be the torque required by the corresponding anti-roll components in the vehicle to counteract the simulated roll force.
[0093] In practical use, the managers of vehicle vibration reduction control equipment can perform pre-calibration, set different target roll forces according to the direction and magnitude of the roll force, and store the calibration results in the roll moment mapping table. Then, the target roll moment can be determined by looking up the target roll moment corresponding to the simulated roll force in the roll moment mapping table.
[0094] Since calibration requires a lot of manual labor, it may not be possible to calibrate too many values. In this case, a small number of roll force ranges can be calibrated, and corresponding roll moment can be set for each roll force range. In this case, the corresponding roll force range can be determined first based on the simulated roll force, and then the roll moment corresponding to the roll force range can be used as the target roll moment.
[0095] In practical implementation, due to the calibration method, there will be some error. To avoid this, it is also possible to choose to calculate the target roll moment in real time. In this case, step S20 of this embodiment may include:
[0096] The simulated roll force is substituted into the four-degree-of-freedom half-vehicle model for calculation to generate the roll angle vector;
[0097] Obtain the vehicle's roll control type;
[0098] The torque determination method is determined based on the roll control type.
[0099] The target roll moment is determined based on the torque determination method and the roll angle vector.
[0100] It should be noted that the four-degree-of-freedom and a half-vehicle model can be a mathematical model used to characterize the state of a vehicle system. By substituting the simulated roll force into the four-degree-of-freedom and a half-vehicle model for calculation, the roll angle vector required to counteract the simulated roll force can be calculated. The roll angle vector can include the roll angle, roll rate, and roll acceleration required to achieve the roll control torque.
[0101] It should be noted that the roll control type can be the control method used by the vehicle when performing corresponding roll torque control, and can include PID control, similar to sky-hook control, etc.
[0102] In practical applications, different control types require different parameters to generate roll control torque, and the calculation methods for roll control torque also differ. To reasonably determine the target roll torque, we can first obtain the vehicle's roll control type, determine the torque determination method based on the roll control type, and finally determine the target roll torque based on the torque determination method and the roll angle vector.
[0103] For example: assuming the roll angle vector in, For roll angle, For roll rate, Let T be the roll acceleration, and T be the matrix transpose.
[0104] If the vehicle is using PID control, then the roll control torque can be defined. Among them, K P K I K D These are the PID control coefficients;
[0105] If a sky-hook-like control method is used, a roll-hook control method can be defined, in which case the roll control torque can be defined as follows: Where K is the Roll-hook coefficient.
[0106] To facilitate understanding, we will now combine... Figure 2 and 3 This explanation does not limit the scope of this solution. Figure 2 This is a schematic diagram of the four-degree-of-freedom half-vehicle model in this embodiment. Figure 3 This is a schematic diagram of the solution process for the four-degree-of-freedom half-vehicle model in this embodiment.
[0107] The four-degree-of-freedom half-car model can be like... Figure 2 As shown, the system state equation in this model can be characterized as:
[0108]
[0109] The equation of state includes:
[0110] State parameter vector:
[0111] Side roll angle vector:
[0112] External force input vector: U = (f l +f l，roll f r +f r，roll ) T ;
[0113] Road surface input vector: W = (z tl z tr ) T ;
[0114] A, B, C, F, and D are all matrix parameters:
[0115]
[0116]
[0117] In the above formula, Z S Z represents the vertical displacement at the center of mass. ul and Z ur Z represents the vertical displacement of the left and right wheels in their unsprung positions. tl and Z tr This represents the displacement of the left and right wheels at the tire contact points. The roll angle of the vehicle body; m S Let m be the sprung mass. ul and m ur k represents the unsprung mass of the left and right wheels. sl and k sr c represents the suspension spring stiffness of the left and right wheels; sl and c srThe damping coefficients (or passive damping coefficients) of the current shock absorber outputs for the left and right wheels; f and l r l represents the distance from the center of the left and right wheels to the center of mass. f =l r = L / 2, where L is the wheel spacing in the vehicle; I x Let be the moment of inertia.
[0118] And such Figure 3 As shown, the elevation information of the road surface detected by the front-facing camera in the vehicle can be used as the road surface input vector W. The pressure change dp is calculated based on the relative speed of the two vehicles and Bernoulli's equation. Then, the tilting moment (simulating roll force) is calculated based on the pressure change and used as the external force input matrix U. W, U, and A are then used as control vectors input into the four-degree-of-freedom half-vehicle model for calculation to obtain the output vector Y (i.e., the roll angle vector). The roll angle is then extracted from Y. roll rate and roll acceleration Next, the tilt control moment M can be calculated based on the vector Y, decomposed, and the forward and backward tilt control forces f can be determined. l and f r Finally, the target damping coefficient c was determined.
[0119] Step S30: Determine the target damping coefficient based on the target roll moment.
[0120] In practical use, the managers of vehicle vibration reduction control equipment can pre-calibrate the correspondence between the target roll moment and the damping coefficient, and construct a moment coefficient mapping table based on the calibration results. Then, the corresponding damping coefficient can be found in the moment coefficient mapping table based on the target roll moment, and the found damping coefficient can be used as the target damping coefficient.
[0121] Similarly, since calibration requires a lot of manual labor, multiple intervals can be set for calibration when constructing the torque coefficient mapping table. The implementation method is similar to the above-mentioned tilt force interval method, and will not be elaborated here.
[0122] In practical implementation, due to the calibration method, there will be a certain error. To avoid this, it is also possible to choose to calculate the target roll moment in real time. In this case, step S30 of this embodiment may include:
[0123] Get the vehicle suspension type of the vehicle;
[0124] Obtain the damping force generation method corresponding to the vehicle suspension type;
[0125] Based on the damping force generation method, the target damping coefficient is determined according to the target roll moment.
[0126] It should be noted that, based on different control methods, vehicle suspensions can be categorized into active suspensions and semi-active suspensions. Of course, more categories can be defined according to actual needs, and this embodiment does not impose any limitations on this. The administrator of the vehicle damping control equipment can pre-set different damping force generation methods for different types of vehicle suspensions.
[0127] In practical applications, different methods can be used to calculate the target damping coefficient based on the target tilting moment, depending on how the damping force is generated.
[0128] For example, if the vehicle's suspension type is active suspension, then the active force f of the left suspension can be defined. l =M / 2L, the main force f of the rear suspension r =M / 2L, where L is the wheel spacing in the vehicle and M is the target roll moment;
[0129] If the vehicle's suspension type is a semi-active suspension, then because the electronically controlled shock absorbers in this type of suspension do not generate a negative damping coefficient, the damping force f of the left suspension can be defined. l =M / L, the rear suspension does not generate additional damping force. Then, the suspension relative speed can be obtained by differentiating the suspension displacement output by the height sensor at this time, and the damping force can be divided by the suspension relative speed to obtain the target damping coefficient c.
[0130] In practical applications, the generated active force or damping force can be added to the external force input vector U, and then input into the four-degree-of-freedom half-vehicle model for calculation, thereby obtaining the roll angle vector and the corresponding roll control torque at subsequent moments.
[0131] Step S40: Control the electronically controlled shock absorber in the vehicle based on the target damping coefficient.
[0132] It should be noted that vehicles can now be equipped with electronically controlled shock absorbers. By adjusting the parameters of the electronically controlled shock absorber, the damping force during damping can be adjusted. In this case, the electronically controlled shock absorber in the vehicle can be controlled and adjusted so that its output damping force is the damping force corresponding to the target damping coefficient.
[0133] Specifically, the current value corresponding to the target damping coefficient can be output to the solenoid valve of the electronically controlled vibration damper through the electronically controlled vibration damper controller, thereby generating the damping force corresponding to the target damping coefficient.
[0134] Of course, it can also be directly output to the active suspension system in the vehicle to generate corresponding active force to counteract the vehicle's roll.
[0135] In practical applications, the damping coefficient that an electronically controlled vibration damper can generate actually has an upper limit, that is, the damping force that the electronically controlled vibration damper can generate has an upper limit. In order to ensure that the electronically controlled vibration damper can be reasonably controlled, after obtaining the target damping coefficient, the target damping coefficient can be compared with the maximum damping coefficient supported by the electronically controlled vibration damper. The electronically controlled vibration damper can be controlled according to the smaller value to avoid generating a damping coefficient that exceeds the upper limit of the electronically controlled vibration damper.
[0136] This embodiment provides a vehicle vibration reduction control method. Because it can estimate the vehicle roll effect caused by the large vehicle approaching but before it affects the vehicle, and calculate the corresponding parameters to control the electronically controlled shock absorber, so as to output reasonable damping force to offset or reduce the vehicle roll caused by the large vehicle passing by, and ensure that the vehicle does not roll as much as possible when the large vehicle passes by, thereby improving the stability of the vehicle driving.
[0137] Based on the first embodiment of this application, in the second embodiment of this application, the content that is the same as or similar to that in Embodiment 1 above can be referred to the above description, and will not be repeated hereafter. Based on this, please refer to... Figure 4 Step S10 includes steps S101 to S104:
[0138] Step S101: When a large vehicle is detected approaching, the external pressure of the vehicle and the relative speed between the two vehicles are obtained.
[0139] It should be noted that the external pressure of the vehicle can be the external pressure of the vehicle itself (such as the air pressure on the side of the vehicle body), and the relative speed between the two vehicles can be the relative speed between the large vehicle and the vehicle itself.
[0140] Step S102: Determine the external pressure of the passing vehicle based on the external pressure of the vehicle and the relative speed of the two vehicles.
[0141] It should be noted that the external pressure of a passing vehicle can be the external pressure of the vehicle when a large vehicle passes by its side.
[0142] In practical applications, Bernoulli's equation can be used to predict the external pressure on a vehicle when a large vehicle passes by its side, which can be characterized as follows:
[0143] P0+ρv0 2 / 2=P1+ρv1 2 / 2
[0144] In the formula, v0 is the speed of the vehicle relative to itself, which can be 0 since the vehicle is used as the reference; v1 is the relative speed between the two vehicles; P0 is the external pressure of the vehicle and P1 is the external pressure of the passing vehicle.
[0145] Step S103: Determine the airflow disturbance force based on the external pressure of the vehicle and the external pressure of the passing vehicle.
[0146] In practical applications, the disturbance force can be calculated using the disturbance force calculation formula based on the external pressure of the vehicle and the external pressure of passing vehicles. The disturbance force calculation formula is as follows:
[0147] F = (P1 - P0) * A
[0148] In the formula, P0 is the external pressure of the vehicle, P1 is the external pressure of the vehicle passing through, and A is the projected area of the side of the vehicle, that is, the projected area of the vehicle on the plane perpendicular to the ground in the vehicle's front-to-back direction.
[0149] Step S104: Generate a simulated tilting force based on the airflow disturbance force.
[0150] In practical applications, after determining the airflow disturbance force, it can be decomposed to determine the simulated roll force generated by the airflow disturbance force on the components in the vehicle.
[0151] For example: if the airflow disturbance force is F, then the resulting roll moment is M = FH, and the simulated roll force is F. roll =M / L, where H is the height difference between the centroid and the center of mass of the vehicle's side projection, and L is the wheel spacing in the vehicle;
[0152] Based on this, further decomposition can be performed, at which point the simulated roll force f of the vehicle's left wheel can be obtained. l,roll =F roll / 2, simulated roll force f of the right wheel r,roll =-F roll / 2.
[0153] In a specific implementation, in order to reasonably calculate the simulated roll force, step S104 in this embodiment may include:
[0154] Obtain the vehicle type corresponding to the large vehicle;
[0155] Obtain the disturbance correction coefficient corresponding to the vehicle type;
[0156] The airflow disturbance force is corrected according to the disturbance correction coefficient to generate a corrected disturbance force;
[0157] The simulated roll force is generated based on the modified disturbance force.
[0158] It should be noted that the airflow disturbance forces caused by different types of large vehicles (such as different weights, different lengths, etc.) will actually have certain differences. The airflow disturbance forces calculated by the above method do not take into account the vehicle type of large vehicles. In order to ensure a more reasonable calculation and simulation of the roll force, the airflow disturbance forces can be corrected based on the different vehicle types.
[0159] In practical applications, when training a vehicle classification model to identify large vehicles, the training samples can be adjusted so that the trained vehicle classification model can be further divided. After identifying large vehicles, the vehicle type of large vehicles can be further determined. Therefore, obtaining the vehicle type corresponding to large vehicles can be done by extracting the vehicle type corresponding to large vehicles from the recognition results of the vehicle classification model.
[0160] In practical applications, vehicle vibration reduction control can be pre-calibrated to set corresponding disturbance correction coefficients for various types of large vehicles (the disturbance correction coefficient is greater than 1, and the longer the vehicle, the greater the weight of the vehicle, and the larger the vehicle volume, the greater the disturbance correction coefficient). A corresponding type coefficient mapping table is constructed, and the process of obtaining the disturbance correction coefficient corresponding to the vehicle type can be to look up the corresponding disturbance correction coefficient in the type coefficient mapping table according to the vehicle type.
[0161] In practical applications, the disturbance correction coefficient can be multiplied by the airflow disturbance force, and the resulting product can be used as the corrected disturbance force. The method of generating the simulated tilt force based on the corrected disturbance force is the same as the method of generating the simulated roll force based on the airflow disturbance force, which will not be elaborated here.
[0162] This embodiment provides a vehicle vibration reduction control method. Since the change of airflow on the side of the vehicle can be estimated based on the relative speed of the two, and the degree of vehicle roll can be determined based on the change of airflow, the simulated roll force can be reasonably estimated, so as to ensure that when the vehicle is controlled in the future, an appropriate damping force can be generated to resist or reduce the roll caused by the passing of a large vehicle, and minimize the occurrence of vehicle roll.
[0163] This application also provides a vehicle vibration damping control device; please refer to... Figure 5 The vehicle vibration damping control device includes:
[0164] Detection module 10 is used to estimate the simulated lateral tilt force of a large vehicle when it is detected to be approaching.
[0165] Module 20 is used to determine the target roll moment based on the simulated roll force;
[0166] The stabilization module 30 is used to determine the target damping coefficient based on the target tilting moment;
[0167] The control module 40 is used to control the electronically controlled shock absorber in the vehicle based on the target damping coefficient.
[0168] The vehicle vibration damping control device provided in this application, employing the vehicle vibration damping control method in the above embodiments, can solve the technical problem of lagging vehicle control processes leading to a poor actual driving experience in related technologies. Compared with the prior art, the beneficial effects of the vehicle vibration damping control device provided in this application are the same as those of the vehicle vibration damping control method provided in the above embodiments, and other technical features in the vehicle vibration damping control device are the same as those disclosed in the methods of the above embodiments, and will not be repeated here.
[0169] This application provides a vehicle vibration damping control 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 to enable the at least one processor to perform the vehicle vibration damping control method in the above embodiment 1.
[0170] The following is for reference. Figure 6 The diagram illustrates a structural schematic suitable for implementing a vehicle vibration damping control device according to embodiments of this application. The vehicle vibration damping control device in these embodiments may include, but is not limited to, mobile terminals such as mobile phones, laptops, digital radio receivers, PDAs (Personal Digital Assistants), PADs (Portable Application Description), PMPs (Portable Media Players), in-vehicle terminals (e.g., in-vehicle navigation terminals), and fixed terminals such as digital TVs and desktop computers. Figure 6 The vehicle vibration damping control device shown is merely an example and should not impose any limitations on the functionality and scope of use of the embodiments of this application.
[0171] like Figure 6As shown, the vehicle damping control device may include a processing unit 1001 (e.g., a central processing unit, a graphics processing unit, etc.), which can perform various appropriate actions and processes according to a program stored in a read-only memory (ROM) 1002 or a program loaded from a storage device 1003 into a random access memory (RAM) 1004. The RAM 1004 also stores various programs and data required for the operation of the vehicle damping control device. The processing unit 1001, ROM 1002, and RAM 1004 are interconnected via a bus 1005. An input / output (I / O) interface 1006 is also connected to the bus. Typically, the following systems can be connected to the I / O interface 1006: input devices 1007 including, for example, a touchscreen, touchpad, keyboard, mouse, image sensor, microphone, accelerometer, gyroscope, etc.; output devices 1008 including, for example, a liquid crystal display (LCD), speaker, vibrator, etc.; storage devices 1003 including, for example, magnetic tape, hard disk, etc.; and communication devices 1009. Communication device 1009 allows the vehicle damping control device to communicate wirelessly or wiredly with other devices to exchange data. Although the figures show vehicle damping control devices with various systems, it should be understood that implementation or possession of all the systems shown is not required. More or fewer systems may be implemented alternatively.
[0172] Specifically, according to the embodiments disclosed in this application, the processes described above with reference to the flowcharts can be implemented as computer software programs. For example, embodiments disclosed in this application include a computer program product comprising a computer program carried on a computer-readable medium, the computer program containing program code for performing the methods shown in the flowcharts. In such embodiments, the computer program can be downloaded and installed from a network via a communication device, or installed from storage device 1003, or installed from ROM 1002. When the computer program is executed by processing device 1001, it performs the functions defined in the methods of the embodiments disclosed in this application.
[0173] The vehicle vibration damping control device provided in this application, employing the vehicle vibration damping control method in the above embodiments, can solve the technical problem of lagging vehicle control processes leading to a poor actual driving experience in related technologies. Compared with the prior art, the beneficial effects of the vehicle vibration damping control device provided in this application are the same as those of the vehicle vibration damping control method provided in the above embodiments, and other technical features in this vehicle vibration damping control device are the same as those disclosed in the previous embodiment method, and will not be repeated here.
[0174] It should be understood that the various parts disclosed in this application can be implemented using 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 suitable manner in one or more embodiments or examples.
[0175] The above description is merely a specific embodiment of this application, but the scope of protection of this application is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the technical scope disclosed in this application should be included within the scope of protection of this application. Therefore, the scope of protection of this application should be determined by the scope of the claims.
[0176] This application provides a computer-readable storage medium having computer-readable program instructions (i.e., a computer program) stored thereon, the computer-readable program instructions being used to execute the vehicle vibration reduction control method in the above embodiments.
[0177] The computer-readable storage medium provided in this application may be, for example, a USB flash drive, but is not limited to, electrical, magnetic, optical, electromagnetic, infrared, or semiconductor systems, devices, or any combination thereof. More specific examples of computer-readable storage media may include, but are not limited to: electrical connections having one or more wires, portable computer disks, hard disks, random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM or flash memory), optical fiber, portable compact disk read-only memory (CD-ROM), optical storage devices, magnetic storage devices, or any suitable combination thereof. 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 conjunction with an instruction execution system, system, or device. The program code contained on the computer-readable storage medium may be transmitted using any suitable medium, including but not limited to: wires, optical cables, RF (Radio Frequency), etc., or any suitable combination thereof.
[0178] The aforementioned computer-readable storage medium may be included in the vehicle vibration damping control device; or it may exist independently and not be assembled into the vehicle vibration damping control device.
[0179] The aforementioned computer-readable storage medium carries one or more programs that, when executed by a vehicle vibration damping control device, cause the vehicle vibration damping control device to: estimate a simulated roll force when a large vehicle approaches; determine a target roll moment based on the simulated roll force; determine a target damping coefficient based on the target roll moment; and control the electronically controlled vibration damper in the vehicle based on the target damping coefficient.
[0180] Computer program code for performing the operations of this application can be written in one or more programming languages or a combination thereof, including object-oriented programming languages such as Java, Smalltalk, and C++, and conventional procedural programming languages such as the "C" language or similar programming languages. The program code can be executed entirely on the user's computer, partially on the user's computer, as a standalone software package, partially on the user's computer and partially on a remote computer, or entirely on a remote computer or server. In cases involving remote computers, the remote computer can be connected to the user's computer via any type of network—including a Local Area Network (LAN) or a Wide Area Network (WAN)—or can be connected to an external computer (e.g., via the Internet using an Internet service provider).
[0181] The flowcharts and block diagrams in the accompanying drawings illustrate the architecture, functionality, and operation of possible implementations of systems, methods, and computer program products according to various embodiments of this application. In this regard, each block in a flowchart or block diagram may represent a module, segment, or portion of code containing one or more executable instructions for implementing a specified logical function. It should also be noted that in some alternative implementations, the functions indicated in the blocks may occur in a different order than those indicated in the drawings. For example, two consecutively indicated blocks may actually be executed substantially in parallel, and they may sometimes be executed in reverse order, depending on the functions involved. It should also be noted that each block in the block diagrams and / or flowcharts, and combinations of blocks in the block diagrams and / or flowcharts, can be implemented using a dedicated hardware-based system that performs the specified function or operation, or using a combination of dedicated hardware and computer instructions.
[0182] The modules described in the embodiments of this application can be implemented in software or hardware. The names of the modules do not necessarily limit the functionality of the unit itself.
[0183] The readable storage medium provided in this application is a computer-readable storage medium that stores computer-readable program instructions (i.e., a computer program) for executing the above-described vehicle vibration damping control method. This solves the technical problem of lagging vehicle control processes in related technologies, leading to a poor actual driving experience. Compared with the prior art, the beneficial effects of the computer-readable storage medium provided in this application are the same as those of the vehicle vibration damping control method provided in the above embodiments, and will not be elaborated upon here.
[0184] This application also provides a computer program product, including a computer program that, when executed by a processor, implements the steps of the vehicle vibration reduction control method described above.
[0185] The computer program product provided in this application can solve the technical problem of lagging vehicle control processes, resulting in a poor actual driving experience. Compared with the prior art, the beneficial effects of the computer program product provided in this application are the same as those of the vehicle vibration reduction control method provided in the above embodiments, and will not be repeated here.
[0186] The above description is only a part of the embodiments of this application and does not limit the patent scope of this application. All equivalent structural transformations made under the technical concept of this application and using the contents of the specification and drawings of this application, or direct / indirect applications in other related technical fields, are included in the patent protection scope of this application.
Claims
1. A vehicle damping control method characterized by comprising: The method includes: When a large vehicle is detected approaching, the simulated roll force of the large vehicle as it passes is estimated. The target roll moment is determined based on the simulated roll force; Determine the target damping coefficient based on the target roll moment; The electronically controlled shock absorber in the vehicle is controlled based on the target damping coefficient; The step of estimating the simulated roll force of a large vehicle as it passes by when an approaching large vehicle is detected includes: When a large vehicle is detected approaching, the external pressure of the vehicle and the relative speed between the two vehicles are obtained, wherein the relative speed between the large vehicle and the vehicle is the relative speed between the large vehicle and the vehicle. The external pressure of the vehicle passing by is determined based on the external pressure of the vehicle itself and the relative speed of the two vehicles. The external pressure of the vehicle passing by is the external pressure of the vehicle itself when the large vehicle passes by its side. The airflow disturbance force is determined based on the external pressure of the vehicle, the external pressure of the passing vehicle, and the side projection area of the vehicle. The airflow disturbance force is decomposed to determine the simulated roll force generated by the airflow disturbance force on the components in the vehicle; The step of determining the target roll moment based on the simulated roll force includes: The road surface elevation information detected by the front-facing camera in the vehicle is used as the road surface input vector; an external force input matrix is constructed based on the simulated roll force; the road surface input vector and the external force input matrix are substituted into the four-degree-of-freedom half-vehicle model to calculate the roll angle vector required to counteract the simulated roll force; the roll control type of the vehicle is obtained; the torque determination method is determined based on the roll control type; and the target roll torque is determined based on the torque determination method and the roll angle vector.
2. The vehicle vibration reduction control method as described in claim 1, characterized in that, The step of generating a simulated roll force based on the airflow disturbance includes: Obtain the vehicle type corresponding to the large vehicle; Obtain the disturbance correction coefficient corresponding to the vehicle type; The airflow disturbance force is corrected according to the disturbance correction coefficient to generate a corrected disturbance force; The simulated roll force is generated based on the modified disturbance force.
3. The vehicle vibration reduction control method as described in claim 1, characterized in that, Determining the target damping coefficient based on the target roll moment includes: Get the vehicle suspension type of the vehicle; Obtain the damping force generation method corresponding to the vehicle suspension type; Based on the damping force generation method, the target damping coefficient is determined according to the target roll moment.
4. The vehicle vibration reduction control method according to any one of claims 1-3, characterized in that, Before estimating the simulated roll force of a large vehicle as it passes by upon detection of its approach, the method further includes: Detect whether there are oncoming vehicles; If there is an oncoming vehicle, determine whether the oncoming vehicle is a large vehicle; If it is a large vehicle, then obtain the relative speed between the oncoming vehicle and the vehicle itself; If the relative speed is greater than a preset speed threshold, it is determined that a large vehicle is approaching.
5. The vehicle vibration reduction control method according to any one of claims 1-3, characterized in that, Before estimating the simulated roll force of a large vehicle as it passes by upon detection of its approach, the method further includes: Check for vehicles approaching from ahead or behind; If present, detect whether the vehicle in front or behind is a large vehicle; If it is a large vehicle, then obtain the relative speed between the vehicle in front or behind and the vehicle itself; If the relative speed is negative and the absolute value of the relative speed is greater than a preset speed threshold, then it is determined that a large vehicle is detected approaching.
6. A vehicle vibration damping control device, characterized in that, The device includes: The detection module is used to estimate the simulated lateral tilt force of a large vehicle as it passes by when an approaching large vehicle is detected. The determination module is used to determine the target roll moment based on the simulated roll force; The stabilization module is used to determine the target damping coefficient based on the target roll moment; The control module is used to control the electronically controlled shock absorbers in the vehicle based on the target damping coefficient; The detection module is further configured to, upon detecting the approach of a large vehicle, acquire the external pressure of the vehicle and the relative speed between the two vehicles, wherein the relative speed between the two vehicles is the relative speed between the large vehicle and the vehicle; determine the external pressure of the vehicle passing by based on the external pressure of the vehicle and the relative speed between the two vehicles, wherein the external pressure of the vehicle passing by is the external pressure of the vehicle when the large vehicle passes by from the side; determine the airflow disturbance force based on the external pressure of the vehicle, the external pressure of the vehicle passing by, and the projected area of the side of the vehicle; and decompose the airflow disturbance force to determine the simulated roll force generated by the airflow disturbance force on the components in the vehicle. The determining module is further configured to use the road surface elevation information detected by the front-facing camera in the vehicle as the road surface input vector; construct an external force input matrix based on the simulated roll force; substitute the road surface input vector and the external force input matrix into the four-degree-of-freedom half-vehicle model to calculate the roll angle vector required to counteract the simulated roll force; obtain the roll control type of the vehicle; determine the torque determination method based on the roll control type; and determine the target roll torque based on the torque determination method and the roll angle vector.
7. A vehicle vibration damping control device, characterized in that, The device includes: a memory, a processor, and a computer program stored in the memory and executable on the processor, the computer program being configured to implement the steps of the vehicle vibration reduction control method as described in any one of claims 1 to 5.
8. 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, it implements the steps of the vehicle vibration reduction control method as described in any one of claims 1 to 5.