Damping control method of vehicle semi-active suspension, terminal and storage medium

Abstract

The invention discloses a damping control method of a vehicle semi-active suspension, a terminal and a storage medium, the vehicle semi-active suspension comprises an electromagnetic shock absorber and an electromagnetic controller, the electromagnetic controller is configured to adjust the damping coefficient of the electromagnetic shock absorber, and the method is applied to a simulation test scene. The damping control method comprises the steps that the vertical relative speed of a vehicle body and wheels, the vertical acceleration of the vehicle body and the vertical speed of the vehicle body are input into an electromagnetic controller, and control current output by the electromagnetic controller is obtained; the control current is input into the electromagnetic shock absorber for damping control; wherein the control current, the damping force generated by the electromagnetic shock absorber and the vertical relative speed have corresponding external characteristic curves. The control model of the electromagnetic shock absorber, which is obtained by the scheme, is more in line with the operation condition under the actual working condition.

Description

Technical Field

[0001] The present application relates to the technical field of vehicle suspension, and in particular to a damping control method, terminal and storage medium of a vehicle semi-active suspension. Background Art

[0002] The suspension system is an important part of the vehicle chassis system. It is responsible for connecting the vehicle body and wheels, and is also responsible for buffering and attenuating the impact load transmitted from the road surface to the vehicle body, reducing the irregular vibration of the wheels and the vehicle body, and improving the vehicle's driving smoothness and ride comfort. The suspension system of the car plays a decisive role in improving the safety, handling and comfort of the car. According to the control type, the suspension can be divided into three categories: passive, active and semi-active. Most semi-active suspensions use shock absorbers with adjustable damping coefficients (such as electromagnetic shock absorbers) to replace the passive shock absorbers of traditional passive suspensions. They are superior to active suspensions in terms of structure, energy consumption, cost and reliability. Although the semi-active suspension system cannot provide large energy, its effect of suppressing vibration is not inferior to that of active suspension. Therefore, more and more cars are beginning to adopt semi-active suspensions.

[0003] In order to determine whether the electromagnetic shock absorber in the semi-active suspension meets the load requirements as early as possible, it is necessary to perform corresponding modeling and simulation on the electromagnetic shock absorber. In related technologies, the modeling method applicable to passive shock absorbers may be applied to construct a simulation model of the electromagnetic shock absorber. This method does not take into account the structural characteristics and working characteristics of the electromagnetic shock absorber. The modeling and simulation results obtained by this method are greatly different from the test results under actual working conditions. Summary of the invention

[0004] The present application provides a damping control method, a terminal and a storage medium for a semi-active suspension of a vehicle.

[0005] A technical solution adopted in the present application is to provide a damping control method for a semi-active suspension of a vehicle, wherein the semi-active suspension of the vehicle includes an electromagnetic shock absorber and an electromagnetic controller, wherein the electromagnetic controller is configured to adjust the damping coefficient of the electromagnetic shock absorber, and the method is applied to a simulation test scenario, and the method includes:

[0006] The vertical relative speed between the vehicle body and the wheel, the vertical acceleration of the vehicle body, and the vertical speed of the vehicle body are input into the electromagnetic controller to obtain the control current output by the electromagnetic controller;

[0007] The control current is input into the electromagnetic shock absorber for damping control; wherein the control current has a corresponding external characteristic curve with the damping force generated by the electromagnetic shock absorber and the vertical relative speed.

[0008] Optionally, the vertical relative speed between the vehicle body and the wheel, the vertical acceleration of the vehicle body, and the vertical speed of the vehicle body are input into the electromagnetic controller to obtain the control current output by the electromagnetic controller, including:

[0009] Obtain the frequency division results of the frequency division function corresponding to the vehicle body vertical acceleration and vehicle body vertical velocity; wherein the frequency division function is: In the formula, is the vertical acceleration of the vehicle body, β is the frequency selection coefficient, is the vertical velocity of the vehicle body;

[0010] In response to the frequency division result being greater than the first threshold, the acceleration drive control current is used as the control current; wherein the acceleration drive control current is determined by the vertical relative speed and the vertical speed of the vehicle body,

[0011] In response to the frequency division result being less than or equal to the first threshold, the skyhook control current is used as the control current; wherein the skyhook control current is determined by the vertical relative speed and the vertical acceleration of the vehicle body.

[0012] Optionally, the acceleration drive control current is determined by:

[0013] Calculate the product of the vertical relative velocity and the vertical acceleration of the vehicle body to obtain a first product;

[0014] In response to the first product being less than or equal to the second threshold, using the minimum current value output by the electromagnetic controller as the acceleration drive control current;

[0015] In response to the first product being greater than the second threshold, the maximum current output by the electromagnetic controller is used as the acceleration drive control current.

[0016] Optionally, the ceiling control current is determined by:

[0017] Calculate the product of the vertical relative velocity and the vertical velocity of the vehicle body to obtain a second product;

[0018] In response to the second product being less than or equal to a third threshold, using the minimum current value output by the electromagnetic controller as the ceiling control current;

[0019] In response to the second product being greater than the third threshold, the maximum current output by the electromagnetic controller is used as the ceiling control current.

[0020] Optionally, the control current is input into the electromagnetic shock absorber for damping control, including:

[0021] From the external characteristic curve, obtaining a target external characteristic curve corresponding to the control current;

[0022] The damping force corresponding to the vertical relative velocity is obtained from the target external characteristic curve.

[0023] Optionally, before the step of inputting the vertical relative speed between the vehicle body and the wheel, the vertical acceleration of the vehicle body, and the vertical speed of the vehicle body into the electromagnetic controller to obtain the control current output by the electromagnetic controller, the method includes:

[0024] Construct a semi-active suspension multi-body model of a vehicle semi-active suspension; the semi-active suspension multi-body model consists of multiple groups of single-sided suspensions, and the single-sided suspension consists of a single-sided suspension body and a single-sided suspension wheel;

[0025] The vehicle body acceleration sensor is arranged on the single-side suspension vehicle body; the vehicle body acceleration sensor is used to obtain the vehicle body vertical acceleration and vehicle body vertical velocity;

[0026] A wheel acceleration sensor is arranged on a single-side suspension wheel; the wheel acceleration sensor is used to obtain the vertical velocity of the wheel, wherein the vertical relative velocity is determined by the vertical velocity of the vehicle body and the vertical velocity of the wheel.

[0027] Optionally, after the step of inputting the control current into the electromagnetic shock absorber for damping control, the method further comprises:

[0028] The suspension characteristics and handling performance of the semi-active suspension multi-body model are simulated and analyzed using different vertical relative speeds, vehicle body vertical accelerations, and vehicle body vertical speeds.

[0029] Optionally, after the step of inputting the control current into the electromagnetic shock absorber for damping control, the method further comprises:

[0030] The semi-active suspension multi-body model is integrated into the whole vehicle multi-body model, and the handling stability and ride performance analysis and durability load calculation of the whole vehicle multi-body model are carried out using different vertical relative velocities, vehicle body vertical accelerations, and vehicle body vertical velocities.

[0031] Another technical solution adopted by the present application is to provide a terminal device, the terminal device comprising a memory and a processor connected to the memory;

[0032] The memory is used to store program data, and the processor is used to execute the program data to implement the damping control method of the vehicle semi-active suspension as described above.

[0033] Another technical solution adopted by the present application is to provide a computer storage medium, which is used to store program data. When the program data is executed by the computer, it is used to implement the damping control method of the vehicle semi-active suspension as mentioned above.

[0034] The beneficial effect of the present application is that in the modeling and simulation process of the semi-active suspension, taking into account the structural characteristics and working characteristics of the electromagnetic shock absorber, the acquired vertical relative velocity between the vehicle body and the wheel, the vertical acceleration of the vehicle body, and the vertical velocity of the vehicle body are input into the electromagnetic controller to obtain the control current output by the electromagnetic controller, and then the control current is input into the electromagnetic shock absorber for damping control, so that the control model obtained is more in line with the operation of the electromagnetic shock absorber under actual working conditions. BRIEF DESCRIPTION OF THE DRAWINGS

[0035] In order to more clearly illustrate the technical solutions in the embodiments of the present application, the drawings required for use in the description of the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying any creative work.

[0036] Figure 1 It is a flow chart of an embodiment of a damping control method for a vehicle semi-active suspension provided by the present application;

[0037] Figure 2 It is a structural schematic diagram of an embodiment of a traditional shock absorber provided by the present application;

[0038] Figure 3 It is a structural schematic diagram of an embodiment of an electromagnetic vibration absorber provided by the present application;

[0039] Figure 4 is a schematic diagram of the relationship between the vertical relative velocity and the damping force of an embodiment of the shock absorber provided by the present application;

[0040] Figure 5 is a schematic diagram of an embodiment of a semi-active suspension multi-body model provided by the present application;

[0041] Figure 6 It is a schematic diagram of an embodiment of an external characteristic curve provided by the present application;

[0042] Figure 7 It is a schematic diagram of an embodiment of a whole vehicle multi-body model provided by the present application;

[0043] Figure 8 It is a structural diagram of an embodiment of a terminal device provided by the present application;

[0044] Fig. 9 It is a structural diagram of an embodiment of a computer storage medium provided by the present application. DETAILED DESCRIPTION

[0045] The following will be combined with the drawings in the embodiments of the present application to clearly and completely describe the technical solutions in the embodiments of the present application. Obviously, the described embodiments are only part of the embodiments of the present application, not all of the embodiments. Based on the embodiments in the present application, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of this application.

[0046] The terms "first", "second", etc. in this application are used to distinguish different objects, rather than to describe a specific order. In addition, the terms "including" and "having" and any variations thereof are intended to cover non-exclusive inclusions. For example, a process, method, system or device that includes a series of steps or units is not limited to the listed steps or units, but optionally includes steps or units that are not listed, or optionally includes other steps or units inherent to these processes, methods or devices.

[0047] In addition, although the terms "first", "second", etc. are used many times in this application to describe various data (or various applications or various instructions or various operations), etc., these data (or applications or instructions or operations) should not be limited by these terms. These terms are only used to distinguish one type of data (or application or instruction or operation) from another type of data (or application or instruction or operation).

[0048] Please refer to Figure 1 , Figure 1 It is a flow chart of an embodiment of a damping control method for a vehicle semi-active suspension provided in the present application.

[0049] like Figure 1 As shown, the damping control method of the vehicle semi-active suspension of the embodiment of the present application may specifically include the following steps:

[0050] S1, inputting the vertical relative speed between the vehicle body and the wheels, the vertical acceleration of the vehicle body, and the vertical speed of the vehicle body into the electromagnetic controller.

[0051] The vehicle semi-active suspension includes an electromagnetic shock absorber and an electromagnetic controller, the electromagnetic controller is configured to adjust the damping coefficient of the electromagnetic shock absorber, and the method is applied to a simulation test scenario.

[0052] It should be noted that the damping control method of the semi-active suspension of a vehicle provided in the present application is mainly used in the semi-active suspension of a vehicle containing an electromagnetic shock absorber. Furthermore, the damping control method provided in the present application is mainly used in simulation application test scenarios.

[0053] The damping control method of the semi-active suspension of the vehicle provided in the present application is mainly performed by a damping control device. In some embodiments, the damping control device can be a device for monitoring images, a user equipment (UE), a mobile device, a user terminal, a terminal, a cellular phone, a cordless phone, a personal digital assistant (PDA), a handheld device, a computing device, a vehicle-mounted device, a wearable device, and an autonomous vehicle, a robot, a security system, and any one or more products of glasses and helmets for augmented reality or virtual reality. In some possible implementations, the damping control method of the semi-active suspension of the vehicle can be implemented by a processor calling a computer-readable instruction stored in a memory.

[0054] Please read together Figure 2 and Figure 3 , the traditional shock absorber includes a piston rod 1, a piston 2, and a working rod tube 3. The electromagnetic shock absorber adds an intermediate cylinder 4 and a solenoid valve 5 on the basis of the traditional shock absorber. During the stretching and compression process of the traditional shock absorber, the oil in the traditional shock absorber flows through the damping hole in the piston to provide a damping force. The stiffness of the traditional shock absorber depends on the internal structure of the traditional shock absorber, such as the valve system, cylinder size, etc. After the structure of the traditional shock absorber is determined, the stiffness of the shock absorber (also known as the damping coefficient) is determined, and the stiffness of the shock absorber cannot be controlled in real time. The electromagnetic shock absorber introduced in this application realizes dynamic adjustment of the damping coefficient of the shock absorber by adjusting the control current input to the electromagnetic shock absorber.

[0055] The electromagnetic shock absorber introduced in this embodiment is a solenoid valve shock absorber. It can be understood that other electromagnetic shock absorbers, such as electrorheological shock absorbers, can also be applied to this method.

[0056] Specifically, the damping control device obtains the vertical relative speed between the vehicle body and the wheel Vertical acceleration of the vehicle and the vertical speed of the vehicle The vertical relative velocity Vertical acceleration of the vehicle and the vertical speed of the vehicle The electromagnetic controller outputs the control current I based on the above parameters.

[0057] In some possible embodiments, the electromagnetic controller outputs a control current I according to a SH-ADD algorithm (skyhook-acceleration drive damping hybrid control algorithm).

[0058] In some possible embodiments, the semi-active suspension is provided with a velocity sensor and an acceleration sensor for respectively collecting the vertical velocity and the vertical acceleration of the vehicle body.

[0059] In some possible embodiments, the wheel is provided with a speed sensor for collecting the vertical speed of the wheel. Further, the vertical relative speed can be obtained by subtracting the vertical speed of the vehicle body from the vertical speed of the wheel.

[0060] S2, inputs the control current into the electromagnetic shock absorber for damping control.

[0061] Among them, the control current, the damping force generated by the electromagnetic shock absorber and the vertical relative speed have corresponding external characteristic curves.

[0062] In some embodiments, the magnitude of the damping force is positively correlated with the magnitude of the control current.

[0063] In some embodiments, when the magnitude of the control current remains unchanged, the magnitude relationship between the vertical relative velocity and the damping force is as follows: Figure 4 shown.

[0064] In the above scheme, during the modeling and simulation process of the semi-active suspension, the structural characteristics and working characteristics of the electromagnetic shock absorber are taken into consideration, and the vertical relative velocity between the vehicle body and the wheel, the vertical acceleration of the vehicle body, and the vertical velocity of the vehicle body are input into the electromagnetic controller to obtain the control current output by the electromagnetic controller, and then the control current is input into the electromagnetic shock absorber for damping control. The control model obtained in this way is more in line with the operation of the electromagnetic shock absorber under actual working conditions.

[0065] Another embodiment of the damping control method of the vehicle semi-active suspension provided in the present application may specifically include the following steps:

[0066] S11, obtaining the frequency division result of the frequency division function corresponding to the vehicle body vertical acceleration and the vehicle body vertical velocity.

[0067] The frequency division function is: In the formula, is the vertical acceleration of the vehicle body, β is the frequency selection coefficient, is the vertical velocity of the vehicle body.

[0068] Specifically, the damping control device adjusts the vertical acceleration of the vehicle body Vertical speed of vehicle body Substitute the frequency division function The frequency division result is obtained

[0069] S12, in response to the frequency division result being greater than the first threshold, using the acceleration drive control current as the control current.

[0070] The acceleration drive control current is determined by the vertical relative velocity and the vertical velocity of the vehicle body.

[0071] Specifically, in response to the frequency division result is greater than the first threshold, the damping control device drives the acceleration control current I ADD As the control current I.

[0072] In some embodiments, the first threshold is 0.

[0073] The frequency division result is greater than the first threshold, indicating that the impact vibration of the semi-active suspension at the current moment is high-frequency vibration. By using the acceleration drive control current as the control current, the shock absorber can better mitigate the impact.

[0074] In some embodiments, the acceleration drive control current is determined by:

[0075] S121, calculating the product of the vertical relative velocity and the vertical acceleration of the vehicle body to obtain a first product.

[0076] Specifically, the damping control device calculates the vertical relative velocity Vertical acceleration of the vehicle body The first product is obtained by multiplying

[0077] S122, in response to the first product being less than or equal to the second threshold, using the minimum current output by the electromagnetic controller as the acceleration drive control current.

[0078] Specifically, in response to the first product is less than or equal to the second threshold value, the damping control device sets the minimum current I that the electromagnetic controller can output min , as the acceleration drive control current I ADD .

[0079] In some embodiments, the second threshold is 0.

[0080] It can be understood that, when the vertical relative velocity remains unchanged, the magnitude of the control current is positively correlated with the magnitude of the damping force. The smaller the acceleration drive control current, the smaller the damping force.

[0081] It should be noted that the first product is less than or equal to the second threshold, indicating that the frequency of the impact vibration to which the current suspension is subjected is relatively high. According to the amplitude-frequency characteristics of the single-mass system, the damping control device adjusts the control current to a small current through adjustment to achieve a better vibration reduction effect.

[0082] S123, in response to the first product being greater than the second threshold, using the maximum current output by the electromagnetic controller as the acceleration drive control current.

[0083] Specifically, in response to the first product If the maximum current I that the electromagnetic controller can output is greater than the second threshold, the damping control device max, as the acceleration drive control current I ADD .

[0084] It should be noted that the first product is greater than the second threshold, indicating that the frequency of the impact vibration to which the semi-active suspension is subjected at the current moment is relatively low. According to the amplitude-frequency characteristics of the single-mass system, the damping control device adjusts the control current to a large current through adjustment to achieve a better vibration reduction effect.

[0085] S13, in response to the frequency division result being less than or equal to the first threshold, using the ceiling control current as the control current.

[0086] Among them, the ceiling control current is determined by the vertical relative velocity and the vertical acceleration of the vehicle body.

[0087] Specifically, in response to the frequency division result is less than or equal to the first threshold, the damping control device controls the ceiling current I sky As the control current I.

[0088] The frequency division result is less than or equal to the first threshold, indicating that the impact vibration of the semi-active suspension at the current moment is low-frequency vibration. By using the ceiling control current as the control current, the shock absorber can better mitigate the impact.

[0089] In some embodiments, the ceiling control current is determined by:

[0090] S131, calculating the product of the vertical relative velocity and the vertical velocity of the vehicle body to obtain a second product.

[0091] Specifically, the damping control device calculates the vertical relative velocity Vertical speed of the vehicle body The second product is obtained by multiplying

[0092] S132, in response to the second product being less than or equal to the third threshold, using the minimum current output by the electromagnetic controller as the ceiling control current.

[0093] Specifically, in response to the second product is less than or equal to the third threshold value, the damping control device sets the minimum current I output by the electromagnetic controller to min , as the ceiling control current I sky .

[0094] In some embodiments, the third threshold is 0.

[0095] Similarly, the second product is less than or equal to the third threshold, indicating that the frequency of the impact vibration to which the current suspension is subjected is relatively high. According to the amplitude-frequency characteristics of the single-mass system, the damping control device adjusts the control current to a small current to achieve a better vibration reduction effect.

[0096] S133, in response to the second product being greater than the third threshold, using the maximum current output by the electromagnetic controller as the ceiling control current.

[0097] Specifically, in response to the second product is greater than the third threshold, the damping control device will output the maximum current I max , as the ceiling control current I sky .

[0098] Similarly, the second product is greater than the third threshold, indicating that the frequency of the impact vibration to which the current suspension is subjected is relatively low. According to the amplitude-frequency characteristics of the single-mass system, the damping control device adjusts the control current to a large current to achieve a better vibration reduction effect.

[0099] In the above scheme, during the modeling and simulation process of the semi-active suspension, the structural characteristics and working characteristics of the electromagnetic shock absorber are taken into consideration, and the vertical relative velocity between the vehicle body and the wheel, the vertical acceleration of the vehicle body, and the vertical velocity of the vehicle body are input into the electromagnetic controller to obtain the control current output by the electromagnetic controller, and then the control current is input into the electromagnetic shock absorber for damping control. The control model obtained in this way is more in line with the operation of the electromagnetic shock absorber under actual working conditions.

[0100] Furthermore, a frequency division result is determined according to the vertical relative velocity, the vertical acceleration of the vehicle body, and the vertical velocity of the vehicle body. Based on the frequency division result, the type of impact vibration to which the suspension is subjected is judged. Then, based on the type of impact vibration, it is determined which control algorithm to use in order to mitigate the impact vibration to the vehicle and improve comfort.

[0101] Another embodiment of the damping control method of the vehicle semi-active suspension provided in the present application may specifically include the following steps:

[0102] S21, construct a semi-active suspension multi-body model of the vehicle semi-active suspension.

[0103] Among them, the semi-active suspension multi-body model is composed of multiple groups of single-sided suspensions, and the single-sided suspension is composed of a single-sided suspension body and a single-sided suspension wheel.

[0104] Optionally, the number of single-sided suspension groups may be greater than or equal to 2 groups.

[0105] It can be understood that the single-sided suspension body and the single-sided suspension wheel are connected via an electromagnetic shock absorber.

[0106] Furthermore, the obtained multi-body model of the semi-active suspension is as follows: Figure 5 As shown. Figure 5 In the example, there are 4 groups of single-sided suspension.

[0107] S22, disposing a vehicle body acceleration sensor on the single-side suspension vehicle body.

[0108] The vehicle body acceleration sensor is used to obtain the vehicle body vertical acceleration and vehicle body vertical velocity.

[0109] Specifically, the vehicle body vertical acceleration refers to the vertical acceleration of a vehicle body with a single-side suspension, and the vehicle body vertical velocity refers to the vertical velocity of a vehicle body with a single-side suspension.

[0110] In some embodiments, the vehicle body acceleration sensor collects the vertical acceleration of the vehicle body, and then performs filtering and integration operations on the vertical acceleration of the vehicle body to obtain the vertical velocity of the vehicle body.

[0111] Exemplarily, the damping control device installs four vehicle body acceleration sensors on four single-sided suspension bodies respectively.

[0112] It should be noted that the present embodiment does not limit the specific location of the vehicle body acceleration sensor on the single-side suspension vehicle body.

[0113] S23, setting a wheel acceleration sensor on the single-side suspension wheel.

[0114] The wheel acceleration sensor is used to obtain the vertical velocity of the wheel, and the vertical relative velocity is determined by the vertical velocity of the vehicle body and the vertical velocity of the wheel.

[0115] In some embodiments, the wheel acceleration sensor is used to collect the vertical acceleration of the wheel, and then filter and integrate the vertical acceleration of the wheel to obtain the vertical velocity of the wheel.

[0116] Likewise, the present embodiment does not limit the specific location of the wheel acceleration sensor on the single-sided suspension wheel.

[0117] It can be understood that the vertical relative speed is the vertical relative speed of the single-sided suspension, that is, the difference between the vertical speed of the vehicle body of the single-sided suspension and the vertical speed of the wheel of the single-sided suspension.

[0118] S24, inputting the vertical relative speed between the vehicle body and the wheel, the vertical acceleration of the vehicle body, and the vertical speed of the vehicle body into the electromagnetic controller to obtain a control current output by the electromagnetic controller.

[0119] S25, inputting the control current into the electromagnetic shock absorber for damping control.

[0120] In some possible embodiments, S25 may include the following sub-steps:

[0121] S251, obtaining a target external characteristic curve corresponding to the control current from the external characteristic curve.

[0122] Specifically, the damping control device obtains a target external characteristic curve corresponding to the control current from the external characteristic curve.

[0123] For example, the external characteristic curve is as follows Figure 6 As shown, it can be understood that the damping coefficients of the target external characteristic curves under different control currents are different. Figure 6 It can be seen that the larger the control current is, the larger the corresponding damping force is at the same vertical relative speed.

[0124] In some possible application scenarios, the damping control device obtains an external characteristic curve by pre-calibrating the electromagnetic shock absorber.

[0125] S252: Obtain the damping force corresponding to the vertical relative speed from a target external characteristic curve.

[0126] Specifically, the damping force corresponding to the vertical relative speed is obtained from a target external characteristic curve.

[0127] In some embodiments, the damping force satisfies the following relationship:

[0128]

[0129] Among them, Force is the damping force, current_i is the control current, and 3DSpline is the external characteristic curve.

[0130] It can be understood that the damping control device switches between large and small damping by adjusting the magnitude of the control current to adapt to vertical excitation (ie, vertical relative speed) under different road conditions.

[0131] In the above scheme, during the modeling and simulation process of the semi-active suspension, the structural characteristics and working characteristics of the electromagnetic shock absorber are taken into consideration, and the vertical relative velocity between the vehicle body and the wheel, the vertical acceleration of the vehicle body, and the vertical velocity of the vehicle body are input into the electromagnetic controller to obtain the control current output by the electromagnetic controller, and then the control current is input into the electromagnetic shock absorber for damping control. The control model obtained in this way is more in line with the operation of the electromagnetic shock absorber under actual working conditions.

[0132] Another embodiment of the damping control method of the vehicle semi-active suspension provided in the present application may specifically include the following steps:

[0133] S31, constructing a semi-active suspension multi-body model of a vehicle semi-active suspension.

[0134] Among them, the semi-active suspension multi-body model is composed of multiple groups of single-sided suspensions, and the single-sided suspension is composed of a single-sided suspension body and a single-sided suspension wheel.

[0135] S32, disposing a vehicle body acceleration sensor on the single-side suspension vehicle body.

[0136] The vehicle body acceleration sensor is used to obtain the vehicle body vertical acceleration and vehicle body vertical velocity.

[0137] S33, setting a wheel acceleration sensor on the single-side suspension wheel.

[0138] The wheel acceleration sensor is used to obtain the vertical velocity of the wheel, and the vertical relative velocity is determined by the vertical velocity of the vehicle body and the vertical velocity of the wheel.

[0139] S34, inputting the vertical relative speed between the vehicle body and the wheel, the vertical acceleration of the vehicle body, and the vertical speed of the vehicle body into the electromagnetic controller to obtain a control current output by the electromagnetic controller.

[0140] S35, inputting the control current into the electromagnetic shock absorber for damping control.

[0141] S36, using different vertical relative speeds, vehicle body vertical accelerations, and vehicle body vertical speeds, the suspension characteristics and handling performance of the semi-active suspension multi-body model are simulated and analyzed.

[0142] Specifically, the damping control device uses different vertical relative speeds, vehicle body vertical accelerations, and vehicle body vertical speeds to simulate and analyze the suspension characteristics and handling performance of the semi-active suspension multi-body model.

[0143] In some embodiments, the damping force satisfies the following relationship:

[0144] Force=Akispl(VR(body,wheel),current_i,3DSpline)

[0145] Among them, VR (body, wheel) is used to represent the vertical relative velocity. VR is the relative velocity function built into Adams. Body refers to the installation position of the vehicle body acceleration sensor, and wheel refers to the installation position of the wheel acceleration sensor. That is to say, the vertical relative velocity is related to the position of the acceleration sensor on the vehicle body and the wheel. Therefore, the vertical relative velocity can be adjusted by adjusting the spatial position of the acceleration sensor.

[0146] In some possible embodiments, the damping control device performs suspension characteristics and handling performance simulation analysis on the semi-active suspension multi-body model to achieve strength and durability verification of chassis components of the semi-active suspension equipped with the shock absorber. Compared with the multi-body model under the traditional modeling method, the semi-active suspension multi-body model provided in this embodiment can simulate the actual force and movement of the semi-active suspension, and further, load calculation and motion verification of related components such as shock absorbers can be performed.

[0147] In the above scheme, during the modeling and simulation process of the semi-active suspension, the structural characteristics and working characteristics of the electromagnetic shock absorber are taken into consideration, and the vertical relative velocity between the vehicle body and the wheel, the vertical acceleration of the vehicle body, and the vertical velocity of the vehicle body are input into the electromagnetic controller to obtain the control current output by the electromagnetic controller, and then the control current is input into the electromagnetic shock absorber for damping control. The control model obtained in this way is more in line with the operation of the electromagnetic shock absorber under actual working conditions.

[0148] Another embodiment of the damping control method of the vehicle semi-active suspension provided in the present application may specifically include the following steps:

[0149] S41, constructing a semi-active suspension multi-body model of a vehicle semi-active suspension.

[0150] Among them, the semi-active suspension multi-body model is composed of multiple groups of single-sided suspensions, and the single-sided suspension is composed of a single-sided suspension body and a single-sided suspension wheel.

[0151] S42, a vehicle body acceleration sensor is arranged on the single-side suspension vehicle body.

[0152] The vehicle body acceleration sensor is used to obtain the vehicle body vertical acceleration and vehicle body vertical velocity.

[0153] S43, setting a wheel acceleration sensor on the single-side suspension wheel.

[0154] The wheel acceleration sensor is used to obtain the vertical velocity of the wheel, and the vertical relative velocity is determined by the vertical velocity of the vehicle body and the vertical velocity of the wheel.

[0155] S44, inputting the vertical relative speed between the vehicle body and the wheel, the vertical acceleration of the vehicle body, and the vertical speed of the vehicle body into the electromagnetic controller to obtain a control current output by the electromagnetic controller.

[0156] S45, inputting the control current into the electromagnetic shock absorber for damping control.

[0157] S46, integrates the semi-active suspension multi-body model into the whole vehicle multi-body model, and uses different vertical relative speeds, body vertical accelerations, and body vertical speeds to perform handling and ride performance analysis and durability load calculation on the whole vehicle multi-body model.

[0158] Specifically, the damping control device integrates the semi-active suspension multi-body model into the whole vehicle multi-body model, and uses different vertical relative velocities, vehicle body vertical accelerations, and vehicle body vertical velocities to perform handling stability and smoothness performance analysis and durability load calculation on the whole vehicle multi-body model.

[0159] Compared with the multi-body model under the traditional modeling method, the multi-body model of the whole vehicle provided in this embodiment can be used to simulate the whole vehicle's handling stability and smoothness performance during control intervention, improve the performance evaluation accuracy in the early stage of vehicle development, and reduce a certain amount of later adjustment costs.

[0160] In the above scheme, during the modeling and simulation process of the semi-active suspension, the structural characteristics and working characteristics of the electromagnetic shock absorber are taken into consideration, and the vertical relative velocity between the vehicle body and the wheel, the vertical acceleration of the vehicle body, and the vertical velocity of the vehicle body are input into the electromagnetic controller to obtain the control current output by the electromagnetic controller, and then the control current is input into the electromagnetic shock absorber for damping control. The control model obtained in this way is more in line with the operation of the electromagnetic shock absorber under actual working conditions.

[0161] Another embodiment of the damping control method of the vehicle semi-active suspension provided in the present application may specifically include the following steps:

[0162] S101, actuator modeling.

[0163] The following is an introduction to the working process of the electromagnetic shock absorber. First, the vertical relative speed of the vehicle body and wheels during driving is obtained by the sensor. Vertical acceleration of the vehicle and the vertical speed of the vehicle The controller's control law SH-ADD algorithm then provides a suitable control current I τ , so that the actuator controls the current I τ , and the vertical relative velocity The corresponding damping force F is output to significantly reduce the vertical acceleration of the vehicle body to meet the target requirements of vehicle ride comfort.

[0164] Electromagnetic shock absorbers, such as electromagnetic shock absorbers, are based on the structure of traditional shock absorbers with an intermediate cylinder and a solenoid valve added. Based on the above structure, the damping control device constructs a structural model of the actuator (i.e., electromagnetic shock absorber). Furthermore, the damping control device constructs a semi-active suspension model based on the actuator structural model.

[0165] Among them, the shock absorber mechanical model of the semi-active suspension can be created based on the Akima interpolation algorithm shown in the following formula, which can characterize the relationship between the relative speed of the suspension, the control current and the damping force.

[0166] Force=Akispl(VR(body,wheel),current_i,3DSpline) (1)

[0167] Among them, Force is the damping force generated by the shock absorber, Akispl is the built-in interpolation function of Adams, VR(body,wheel) is the relative motion speed of the suspension (or corresponds to the vertical relative speed mentioned above), VR is the built-in relative motion speed function of Adams, body is the body position point, wheel is the wheel position point, current_i is the control current, and 3DSpline is the external characteristic curve that characterizes the damping force of the shock absorber, the relative motion speed of the suspension and the control current.

[0168] In some possible embodiments, the damping force may satisfy the following formula:

[0169]

[0170] It can be understood that the damping force generated by the shock absorber can be determined by the collected relative movement speed of the suspension and the control current.

[0171] In some possible embodiments, by pre-calibrating the electromagnetic shock absorber, an external characteristic curve of the electromagnetic shock absorber is obtained, and the shock absorber control current can be appropriately adjusted through a vertical control algorithm to achieve switching between large and small damping to adapt to vertical excitation under different road conditions.

[0172] S102, controller modeling.

[0173] Among them, the controller corresponds to the electromagnetic controller mentioned above.

[0174] In some embodiments, the controller model adopts a hybrid skyhook acceleration driven damping algorithm for ride comfort algorithm, as shown in formulas (3)-(5) below, which has control characteristics for reducing vehicle body vibration acceleration in the full frequency domain.

[0175]

[0176]

[0177] Where c is the controller output damping, c ADD is the acceleration driven damping, c sky is the ceiling damping, is the vertical acceleration of the vehicle body, β is the frequency selection coefficient, is the vertical velocity of the vehicle body, is the frequency division function, c min is the minimum damping of the shock absorber, c max is the maximum damping of the shock absorber, is the relative movement speed of the suspension (i.e. the vertical relative speed).

[0178] It should be noted that the main application objects of formulas (3)-(5) are shock absorbers with constant damping, rather than electromagnetic shock absorbers as targeted by this application. The modeling method adopted by the relevant technology is often used for modeling passive suspensions. It cannot characterize the regulatory relationship between the control current and the shock absorber damping force in the variable damping shock absorber, and lacks the control unit necessary for the semi-active suspension. The modeling method adopted by the relevant technology cannot simulate the actual force and movement of the semi-active suspension, and it is difficult to complete the load calculation and motion verification of the shock absorber and related components, which can easily cause design redundancy of the chassis structure. In addition, the modeling method adopted by the relevant technology cannot simulate the vehicle's handling stability and smoothness performance when the control intervenes, which affects the performance evaluation in the early stage of vehicle development and is prone to generate more later tuning costs.

[0179] Unlike shock absorbers with constant damping, electromagnetic shock absorbers can adjust the damping coefficient of the shock absorber by adjusting the magnitude of the control current. At the same time, the external characteristic curve of the variable damping shock absorber shows that there is a certain mapping relationship between its damping and the control current, that is, when the relative motion speed of the suspension is constant, the greater the control current, the greater the damping of the shock absorber, and vice versa. For this reason, the above control model can be improved as shown in formulas (6)-(8) below, and the control current can be used as the current input of the above shock absorber interpolation model (1) or (2).

[0180]

[0181] Where, I is the controller output current, I ADD is the acceleration drive control current, I sky Control current for the ceiling, is the vertical acceleration of the vehicle body, β is the frequency selection coefficient, is the vertical velocity of the vehicle body, is the frequency division function, I min is the minimum control current of the shock absorber, I max is the maximum control current of the shock absorber, is the relative movement speed of the suspension.

[0182] The controller output current I corresponds to the control current current_i mentioned above.

[0183] In some possible embodiments, the damping control device builds the above control model in Simulink and compiles and outputs it as a dll file, which can then be called in Adams software to generate an esl file to configure the controller model.

[0184] S103, sensor modeling.

[0185] In this embodiment, the damping control device installs four body acceleration sensors on four single-sided suspension bodies respectively, and each body acceleration sensor is used to collect the sprung mass acceleration signal, that is, to collect the (suspension) body vertical acceleration.

[0186] Furthermore, the damping control device installs four wheel acceleration sensors at four single-sided suspension wheels respectively, and each wheel acceleration sensor is used to collect unsprung mass acceleration signals respectively, that is, respectively used to collect wheel vertical accelerations.

[0187] In some embodiments, the damping control device filters and integrates the vertical acceleration of the vehicle body to obtain the vertical velocity of the vehicle body. Similarly, the damping control device filters and integrates the vertical acceleration of the wheel to obtain the vertical velocity of the wheel. Further, by subtracting the vertical velocity of the vehicle body and the vertical velocity of the wheel, the relative vertical velocity between the vehicle body and the wheel is obtained.

[0188] S104, vehicle integration.

[0189] In some embodiments, the damping control device integrates the modeled semi-active suspension and controller into the multi-body model of the vehicle, such as Figure 7 shown.

[0190] Furthermore, the damping control device can integrate and package the electromagnetic shock absorber and (electromagnetic) controller designed and built based on the model into a high-precision vehicle model based on multiple bodies, which can be used for handling stability and smoothness performance analysis and durability load calculation under real-time damping control, and can also perform operations such as controller parameter adjustment and sensor spatial position optimization.

[0191] In some possible embodiments, the damping control device may integrate the modeled semi-active suspension and controller into the chassis for checking the strength and durability of chassis components.

[0192] In the above scheme, during the modeling and simulation process of the semi-active suspension, the structural characteristics and working characteristics of the electromagnetic shock absorber are taken into consideration, and the vertical relative velocity between the vehicle body and the wheel, the vertical acceleration of the vehicle body, and the vertical velocity of the vehicle body are input into the electromagnetic controller to obtain the control current output by the electromagnetic controller, and then the control current is input into the electromagnetic shock absorber for damping control. The control model obtained in this way is more in line with the operation of the electromagnetic shock absorber under actual working conditions.

[0193] Please continue to see Figure 8 , Figure 8 The terminal device 500 of the embodiment of the present application includes a processor 51 and a memory 52 .

[0194] The processor 51 and the memory 52 are connected to the bus. The memory 52 stores program data. The processor 51 is used to execute the program data to implement the damping control method of the vehicle semi-active suspension described in the above embodiment.

[0195] In the embodiment of the present application, the processor 51 may also be referred to as a CPU (Central Processing Unit). The processor 51 may be an integrated circuit chip having the ability to process signals. The processor 51 may also be a general-purpose processor, a digital signal processor (DSP), an application-specific integrated circuit (ASIC), a field programmable gate array (FPGA), or other programmable logic devices, discrete gates or transistor logic devices, or discrete hardware components. A general-purpose processor may be a microprocessor or the processor 51 may also be any conventional processor, etc.

[0196] This application also provides a computer storage medium, please continue to refer to Fig. 9 , Fig. 9 It is a structural diagram of an embodiment of a computer storage medium provided in the present application. The computer storage medium 600 stores program data 61. When the program data 61 is executed by the processor, it is used to implement the damping control method of the vehicle semi-active suspension of the above embodiment.

[0197] When the embodiments of the present application are implemented in the form of software functional units and sold or used as independent products, they can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of the present application is essentially or the part that contributes to the prior art or all or part of the technical solution can be embodied in the form of a software product, and the computer software product is stored in a storage medium, including several instructions to enable a computer device (which can be a personal computer, a server, or a network device, etc.) or a processor to perform all or part of the steps of the method described in each embodiment of the present application. The aforementioned storage medium includes: various media that can store program codes, such as a USB flash drive, a mobile hard disk, a read-only memory (ROM), a random access memory (RAM), a disk or an optical disk.

[0198] The above description is only an implementation method of the present application, and does not limit the patent scope of the present application. Equivalent structures or equivalent process changes made by utilizing the contents of the present application specification and drawings, or directly or indirectly applied in other related technical fields, are also included in the patent protection scope of the present application.

Claims

1. A damping control method for a semi-active suspension of a vehicle, characterized in that: The vehicle semi-active suspension includes an electromagnetic shock absorber and an electromagnetic controller, wherein the electromagnetic controller is configured to adjust a damping coefficient of the electromagnetic shock absorber. The method is applied to a simulation test scenario, and the method includes: Inputting the vertical relative speed between the vehicle body and the wheel, the vertical acceleration of the vehicle body, and the vertical speed of the vehicle body into the electromagnetic controller to obtain the control current output by the electromagnetic controller; The control current is input into the electromagnetic shock absorber for damping control; wherein the control current, the damping force generated by the electromagnetic shock absorber and the vertical relative speed have corresponding external characteristic curves.

2. The method according to claim 1, characterized in that The step of inputting the vertical relative speed between the vehicle body and the wheel, the vertical acceleration of the vehicle body, and the vertical speed of the vehicle body into the electromagnetic controller to obtain the control current output by the electromagnetic controller includes: Obtain the frequency division result of the frequency division function corresponding to the vehicle body vertical acceleration and the vehicle body vertical velocity; wherein the frequency division function is: In the formula, is the vertical acceleration of the vehicle body, β is the frequency selection coefficient, is the vertical velocity of the vehicle body; In response to the frequency division result being greater than a first threshold, using the acceleration drive control current as the control current; wherein the acceleration drive control current is determined by the vertical relative speed and the vertical speed of the vehicle body; In response to the frequency division result being less than or equal to the first threshold, a ceiling control current is used as the control current; wherein the ceiling control current is determined by the vertical relative speed and the vertical acceleration of the vehicle body.

3. The method according to claim 2, characterized in that The acceleration drive control current is determined by: Calculating the product of the vertical relative velocity and the vertical acceleration of the vehicle body to obtain a first product; In response to the first product being less than or equal to a second threshold, using the minimum current value output by the electromagnetic controller as the acceleration drive control current; In response to the first product being greater than the second threshold, the maximum current output by the electromagnetic controller is used as the acceleration drive control current.

4. The method according to claim 2, characterized in that: The ceiling control current is determined by the following method: Calculating the product of the vertical relative velocity and the vertical velocity of the vehicle body to obtain a second product; In response to the second product being less than or equal to a third threshold, using the minimum current value output by the electromagnetic controller as the ceiling control current; In response to the second product being greater than the third threshold, the maximum current output by the electromagnetic controller is used as the ceiling control current.

5. The method according to claim 1, characterized in that The step of inputting the control current into the electromagnetic shock absorber for damping control comprises: From the external characteristic curve, obtaining a target external characteristic curve corresponding to the control current; The damping force corresponding to the vertical relative speed is obtained from the target external characteristic curve.

6. The method according to claim 1, characterized in that Before the step of inputting the vertical relative speed between the vehicle body and the wheel, the vertical acceleration of the vehicle body, and the vertical speed of the vehicle body into the electromagnetic controller to obtain the control current output by the electromagnetic controller, the method includes: Constructing a semi-active suspension multi-body model of the semi-active suspension of the vehicle; the semi-active suspension multi-body model is composed of multiple groups of single-sided suspensions, and the single-sided suspension is composed of a single-sided suspension body and a single-sided suspension wheel; A vehicle body acceleration sensor is arranged on the single-side suspension vehicle body; the vehicle body acceleration sensor is used to obtain the vertical acceleration and the vertical velocity of the vehicle body; A wheel acceleration sensor is arranged on the single-sided suspension wheel; the wheel acceleration sensor is used to obtain the vertical velocity of the wheel, wherein the vertical relative velocity is determined by the vertical velocity of the vehicle body and the vertical velocity of the wheel.

7. The method according to claim 6, characterized in that After the step of inputting the control current into the electromagnetic shock absorber for damping control, the method further comprises: The suspension characteristics and handling performance of the semi-active suspension multi-body model are simulated and analyzed by using different vertical relative speeds, vehicle body vertical accelerations, and vehicle body vertical speeds.

8. The method according to claim 6, characterized in that After the step of inputting the control current into the electromagnetic shock absorber for damping control, the method further comprises: The semi-active suspension multi-body model is integrated into the whole vehicle multi-body model, and the handling stability and ride performance analysis and durability load calculation of the whole vehicle multi-body model are performed using different vertical relative speeds, vehicle body vertical accelerations, and vehicle body vertical speeds.

9. A terminal device, characterized in that: The terminal device includes a processor and a memory connected to the processor, wherein: The memory stores program instructions; The processor is configured to execute program instructions stored in the memory to implement the method according to any one of claims 1 to 8.

10. A computer-readable storage medium, characterized in that: The storage medium stores program instructions, and when the program instructions are executed, the method according to any one of claims 1 to 8 is implemented.

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