Full-active suspension control method and device

Abstract

The invention discloses a full-active suspension control method and device. The method comprises the steps that running state information of a vehicle is monitored in real time; obtaining a vehicle body state and a suspension state of the vehicle based on the sensor signal; demand force parameters of the vehicle suspension in the multiple vehicle frame movement directions are determined based on the sprung speeds, the vertical relative displacements and the vehicle driving signals corresponding to the multiple vehicle frame movement directions; and determining a control signal of the vehicle suspension based on each demand force parameter in combination with an effective output acting force of an actuator of the vehicle suspension. According to the method, demand force parameters of a vehicle suspension in multiple vehicle frame movement directions are obtained based on the vehicle body state and the suspension state of a vehicle, and acting force generated by the vehicle suspension in all the vehicle frame movement directions is controlled based on all the demand force parameters and effective output acting force of an actuator as reference bases. Therefore, the stable running of the vehicle is maintained, and the control precision of the full-active suspension is effectively improved.

Description

Technical Field

[0001] The present application relates to the field of automotive electronic technology, and in particular to a fully active suspension control method and device. Background Art

[0002] Fully active suspension requires very high power. With the popularization of 48V or even higher voltage systems, it has gradually become possible to mass-produce real vehicles. The entire system and control method are relatively new. Secondly, there are many hardware solutions for fully active suspension. Different hardware solutions have different response speeds to control methods, which puts higher requirements on control methods. Thirdly, the control effect of active suspension has a great impact on the driving experience of the whole vehicle. Unreasonable control methods will directly undermine the driver's driving confidence.

[0003] Therefore, how to improve the control accuracy of the fully active suspension to enhance vehicle handling performance and comfort has become a research hotspot in vehicle control. Summary of the invention

[0004] The present application provides a fully active suspension control method and device, the purpose of which is to improve the control accuracy of the fully active suspension.

[0005] In order to achieve the above objectives, this application provides the following technical solutions:

[0006] A fully active suspension control method, comprising:

[0007] Real-time monitoring of vehicle operation status information; the operation status information includes sensor signals and vehicle driving signals;

[0008] Based on the sensor signal, a body state and a suspension state of the vehicle are obtained; the body state includes sprung velocities corresponding to a plurality of frame movement directions; the suspension state includes a vertical relative displacement;

[0009] Determining the required force parameters of the vehicle suspension in the plurality of frame movement directions based on the sprung velocities corresponding to the plurality of frame movement directions, the vertical relative displacement, and the vehicle driving signal;

[0010] Based on each of the required force parameters and in combination with the effective output force of the actuator of the vehicle suspension, a control signal of the vehicle suspension is determined; the control signal is used to control the force generated by the vehicle suspension in each direction of movement of the frame to maintain the smooth driving of the vehicle.

[0011] Optionally, determining the required force parameters of the vehicle suspension in the plurality of frame movement directions based on the sprung velocities corresponding to the plurality of frame movement directions, the vertical relative displacement, and the vehicle driving signal comprises:

[0012] Based on the sprung velocities corresponding to the plurality of frame movement directions, the vertical relative displacement and the vehicle driving signal, the input parameters of the control module corresponding to the plurality of frame movement directions are determined; wherein the plurality of frame movement directions include a vertical direction, a roll direction, a pitch direction and a torsion direction; the vehicle driving signal includes a vehicle speed signal, a steering wheel angle signal, a steering wheel speed signal, an accelerator pedal signal, a brake pedal signal, a front axle torque signal and a rear axle torque signal; the control module is used to determine the output parameters corresponding to the input parameters according to the controller; the types of the controller include a feedforward controller and a feedback controller;

[0013] Based on the output parameters of the control module corresponding to the plurality of frame movement directions, required force parameters of the vehicle suspension in the plurality of frame movement directions are determined.

[0014] Optionally, determining input parameters of a control module corresponding to the plurality of frame movement directions based on the sprung velocities corresponding to the plurality of frame movement directions, the vertical relative displacement, and the vehicle driving signal comprises:

[0015] Determining, based on the sprung vertical velocity corresponding to the vertical direction and the vertical relative displacement, an input parameter of a vertical control module corresponding to the vertical direction;

[0016] Determining, based on the sprung roll speed corresponding to the roll direction, the vehicle speed signal, the steering wheel angle signal, and the steering wheel speed signal, an input parameter of a roll control module corresponding to the roll direction;

[0017] Determining an input parameter of a pitch control module corresponding to the pitch direction based on the sprung pitch speed corresponding to the pitch direction, as well as the vehicle speed signal, the accelerator pedal signal, the brake pedal signal, the front axle torque signal, and the rear axle torque signal;

[0018] Based on the sprung torsion speed corresponding to the torsion direction, an input parameter of the torsion control module corresponding to the torsion direction is determined.

[0019] Optionally, determining the required force parameters of the vehicle suspension in the plurality of frame movement directions based on the output parameters of the control module corresponding to the plurality of frame movement directions includes:

[0020] Obtaining the vertical force determined by the vertical control module according to the feedback controller;

[0021] Obtaining a roll moment determined by the roll control module according to a feedforward controller and a feedback controller;

[0022] Obtaining a pitch moment determined by the pitch control module according to the feedforward controller and the feedback controller;

[0023] Obtaining the torsion torque determined by the torsion control module according to the feedback controller;

[0024] Based on the vertical force, the rolling moment, the pitching moment and the torsional moment, required force parameters of the vehicle suspension in a plurality of the frame movement directions are determined.

[0025] Optionally, determining the control signal of the vehicle suspension based on each of the required force parameters in combination with the effective output force of the actuator of the vehicle suspension includes:

[0026] Determining a total demand force based on the cumulative sum of each of the demand force parameters;

[0027] Obtaining an effective output force of an actuator of the vehicle suspension;

[0028] Determining force parameters in each direction of movement of the frame according to a comparison result between the total required force and the effective output force;

[0029] Based on the force parameters in each of the movement directions of the frame, a control signal for the vehicle suspension is determined.

[0030] Optionally, determining the force parameters in each direction of movement of the frame according to the comparison result between the total required force and the effective output force includes:

[0031] determining a comparison result between the total required force and the effective output force;

[0032] If the comparison result indicates that the total required force is greater than the effective output force, the force parameters of each frame movement direction are determined according to the priority of the control modules corresponding to each required force parameter; wherein, the higher the priority corresponding to the frame movement direction, the smaller the parameter value deviation between the force parameter of the frame movement direction and the required force parameter.

[0033] Optionally, the method further includes:

[0034] If the comparison result indicates that the total required force is less than or equal to the effective output force, the force parameters of each frame movement direction are determined based on each required force parameter, wherein the parameter values ​​of the force parameters and required force parameters in the same frame movement direction are the same.

[0035] A fully active suspension control device, comprising:

[0036] A vehicle monitoring unit, used to monitor the running status information of the vehicle in real time; the running status information includes sensor signals and vehicle driving signals;

[0037] A state determination unit, for obtaining a body state and a suspension state of the vehicle based on the sensor signal; the body state includes sprung velocities corresponding to a plurality of frame movement directions; the suspension state includes a vertical relative displacement;

[0038] a parameter determination unit, configured to determine a required force parameter of the vehicle suspension in the plurality of frame movement directions based on the sprung velocities corresponding to the plurality of frame movement directions, the vertical relative displacement, and the vehicle driving signal;

[0039] A signal determination unit is used to determine a control signal of the vehicle suspension based on each of the required force parameters and in combination with the effective output force of the actuator of the vehicle suspension; the control signal is used to control the force generated by the vehicle suspension in each direction of movement of the frame to maintain the smooth driving of the vehicle.

[0040] A storage medium includes a stored program, wherein the program is executed by a processor to execute the fully active suspension control method.

[0041] A vehicle, comprising: a processor, a memory and a bus; the processor and the memory are connected via the bus;

[0042] The memory is used to store a program, and the processor is used to run the program, wherein the program executes the fully active suspension control method when the processor runs the program.

[0043] The technical solution provided by the present application monitors the vehicle's operating status information in real time, and obtains the vehicle's body status and suspension status based on sensor signals. Based on the sprung velocities, vertical relative displacements, and vehicle driving signals corresponding to multiple frame movement directions, the required force parameters of the vehicle suspension in multiple frame movement directions are determined. Based on each required force parameter, combined with the effective output force of the actuator of the vehicle suspension, the control signal of the vehicle suspension is determined. Based on the vehicle's body status and suspension status, the present application obtains the required force parameters of the vehicle suspension in multiple frame movement directions, and uses each required force parameter and the effective output force of the actuator as a reference basis to control the force generated by the vehicle suspension in each frame movement direction to maintain the vehicle's smooth driving, thereby effectively improving the control accuracy of the fully active suspension. BRIEF DESCRIPTION OF THE DRAWINGS

[0044] In order to more clearly illustrate the embodiments of the present application or the technical solutions in the prior art, the drawings required for use in the embodiments or the description of the prior art will be briefly introduced below. Obviously, 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 creative work.

[0045] Figure 1 A schematic flow chart of a fully active suspension control method provided in an embodiment of the present application;

[0046] Figure 2 A schematic flow chart of another fully active suspension control method provided in an embodiment of the present application;

[0047] Figure 3 A schematic flow chart of another fully active suspension control method provided in an embodiment of the present application;

[0048] Figure 4 A schematic flow chart of another fully active suspension control method provided in an embodiment of the present application;

[0049] Figure 5 A schematic flow chart of another fully active suspension control method provided in an embodiment of the present application;

[0050] Figure 6 A schematic diagram of a fully active suspension control logic provided in an embodiment of the present application;

[0051] Figure 7 A schematic diagram of the architecture of a fully active suspension control device provided in an embodiment of the present application. DETAILED DESCRIPTION

[0052] 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.

[0053] In this application, relational terms such as first and second, etc. are used only to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply any such actual relationship or order between these entities or operations. The terms "include", "comprise" or any other variants thereof are intended to cover non-exclusive inclusion, so that a process, method, article or device including a series of elements includes not only those elements, but also other elements not explicitly listed, or also includes elements inherent to such process, method, article or device. In the absence of more restrictions, the elements defined by the sentence "comprise one..." do not exclude the existence of other identical elements in the process, method, article or device including the elements.

[0054] like Figure 1 As shown, it is a flow chart of a fully active suspension control method provided in an embodiment of the present application, which can be applied to the ECU (Electronic Control Unit) of a vehicle and includes the following steps.

[0055] S101: Monitor the vehicle's operating status information in real time.

[0056] The operating status information includes sensor signals and vehicle driving signals.

[0057] It should be noted that the sensor signal is collected based on an external sensor preset on the vehicle, and the vehicle driving signal is obtained by accessing the corresponding signal source based on the on-board CAN network.

[0058] In some examples, the external sensors include, but are not limited to, altitude sensors, acceleration sensors, and IMUs (Inertial Measurement Units).

[0059] In a possible implementation, a height sensor pre-installed on the vehicle is used to detect the vehicle body height (i.e., the relative displacement of the vehicle body and the lower cantilever or the shock absorber lower bracket in the up and down directions). The number of height sensors can be set to four, which are used to detect the vehicle body heights at the measurement points corresponding to the four tires respectively.

[0060] Optionally, the vehicle driving signal includes a vehicle speed signal, a steering wheel angle signal, a steering wheel speed signal, an accelerator pedal signal, a brake pedal signal, a front axle torque signal, and a rear axle torque signal.

[0061] S102: Based on the sensor signal, obtain the body state and suspension state of the vehicle.

[0062] The vehicle body state includes the sprung velocities corresponding to multiple vehicle frame movement directions, and the suspension state includes the vertical relative displacement.

[0063] In some examples, sprung speed refers to the speed of the vehicle body (the mass of the vehicle body can be regarded as sprung mass) relative to the ground while the vehicle is moving.

[0064] Optionally, the multiple frame movement directions include a vertical direction, a roll direction, a pitch direction and a torsion direction.

[0065] In some examples, the frame movement direction may be understood as the direction of the force between the wheels and the vehicle suspension, the types of which include force and moment.

[0066] In some examples, the vertical direction corresponds to a sprung vertical velocity, the roll direction corresponds to a sprung roll velocity, the pitch direction corresponds to a sprung pitch velocity, and the torsion direction corresponds to a sprung torsion velocity.

[0067] ‌Sprung vertical velocity‌ refers to the speed of the vehicle body in the vertical direction. In the automobile suspension system, the sprung vertical velocity is one of the important parameters affecting the suspension performance and vehicle ride comfort.

[0068] Sprung roll speed refers to the speed of the sprung mass (i.e. the mass supported by the suspension system, including the vehicle body, passengers and cargo, etc.) relative to the ground during the vehicle's roll process. The sprung roll speed is an important parameter to measure the vehicle's roll performance and is usually used to evaluate the vehicle's handling stability and ride comfort.

[0069] The sprung pitch velocity refers to the pitching speed of the sprung mass relative to the ground during the vehicle's driving process. The sprung pitch velocity has an important impact on the stability and comfort of the vehicle.

[0070] Sprung torsional velocity refers to the torsional movement speed of the sprung mass relative to the unsprung mass (such as wheels and suspension system) during vehicle driving. Sprung torsional velocity is very important for evaluating the smoothness and handling of the vehicle.

[0071] In a possible implementation, if the sensor pre-installed in the vehicle is an IMU (or acceleration sensor), when determining the sprung vertical velocity using the sensor signal collected in real time by the IMU (or acceleration sensor), it is necessary to convert the installation position of the IMU (or acceleration sensor) to the center of mass position of the vehicle to ensure that the acceleration measured by the IMU (or acceleration sensor) is the vertical acceleration of the vehicle body, and then integrate the vertical acceleration of the vehicle body to obtain the sprung vertical velocity.

[0072] In a possible implementation manner, the sprung roll speed may be understood as the roll speed of the vehicle body relative to the vehicle suspension. The speeds of the various corners of the vehicle body (the vehicle body is regarded as a rectangle, and the various corners may be regarded as the four right angles of the rectangle) may be determined by means of sensor signals, and then the corresponding roll speed may be calculated according to the positive direction of the roll. Specifically, taking the direction of the front of the vehicle as the positive direction and clockwise rotation as the positive direction of the roll motion, the speed of the left side of the vehicle body calculated by the height sensor (assuming that upward is the positive direction) minus the speed of the right side may be regarded as the roll speed.

[0073] In a possible implementation, the sprung pitch velocity may be understood as the pitch velocity of the vehicle body relative to the vehicle suspension. The velocity of each corner of the vehicle body may be determined by the sensor signal, and then the corresponding pitch velocity may be calculated according to the positive direction of the pitch. Specifically, the pitch velocity may be calculated using an acceleration sensor with the positive direction of the pitch motion being the upward lifting of the front of the vehicle.

[0074] In a possible embodiment, the sprung pitch velocity The calculation formula of can be seen in formula (1).

[0075] (1)

[0076] In formula (1), , , as well as The speed of each corner is determined by four height sensors. and represents the two angular velocities of the front axle, and represents the two angular velocities of the rear axle, , , as well as Determined based on the installation positions of the four height sensors.

[0077] In a possible implementation, the sprung torsional velocity may be understood as the torsional velocity of the vehicle body relative to the vehicle suspension. The velocity of each corner of the vehicle body may be determined by the sensor signal, and then the corresponding torsional velocity may be calculated according to the positive direction of the torsional motion. Specifically, the torsional velocity may be calculated using an acceleration sensor with clockwise rotation as the positive direction of the torsional motion.

[0078] The vertical relative displacement can be understood as the distance between the vehicle body and the vehicle suspension. In a possible implementation, the vertical relative displacement can be obtained by weighted averaging the sensor signals of four height sensors on the vehicle (i.e., the vehicle body height), thereby improving the measurement accuracy of the vertical relative displacement.

[0079] In a possible embodiment, the vertical relative displacement The calculation formula of can be seen in formula (2).

[0080] (2)

[0081] In formula (2), , , as well as Respectively represent the vehicle heights measured by four height sensors. , , as well as Represent the weights corresponding to the four height sensors respectively.

[0082] It should be noted that the sprung vertical velocity, sprung roll velocity, sprung pitch velocity, sprung torsion velocity and vertical relative displacement can all be measured by sensor signals collected in real time by external sensors pre-installed on the vehicle. The higher the measurement accuracy of the external sensor, the higher the accuracy of the determined sprung vertical velocity, sprung roll velocity, sprung pitch velocity, sprung torsion velocity and vertical relative displacement.

[0083] S103: Determine required force parameters of the vehicle suspension in the multiple frame movement directions based on the sprung velocities, the vertical relative displacements, and the vehicle driving signals corresponding to the multiple frame movement directions.

[0084] The required force parameters include vertical force, rolling moment, pitching moment and torsional moment.

[0085] In some examples, the required force parameter of the vehicle suspension in the vertical direction is the vertical force, the required force parameter of the vehicle suspension in the roll direction is the roll moment, the required force parameter of the vehicle suspension in the pitch direction is the pitch moment, and the required force parameter of the vehicle suspension in the torsional direction is the torsional moment.

[0086] Optionally, the implementation process of determining the required force parameters of the vehicle suspension in multiple frame movement directions based on the sprung velocities, vertical relative displacements, and vehicle driving signals corresponding to multiple frame movement directions can be found in Figure 2 The steps are shown and the corresponding explanations.

[0087] S104: Determine a control signal for the vehicle suspension based on various required force parameters and in combination with an effective output force of an actuator of the vehicle suspension.

[0088] The control signal is used to control the force generated by the vehicle suspension in each direction of frame movement to maintain the smooth driving of the vehicle.

[0089] Optionally, based on each demand force parameter and in combination with the effective output force of the actuator of the vehicle suspension, the realization process of determining the control signal of the vehicle suspension can be referred to Figure 4 The steps are shown and the corresponding explanations.

[0090] In some examples, combined Figure 2-Figure 5 The control logic of the fully active suspension control method shown in the embodiment of the present application can be found in Figure 6 As shown. Figure 6 In the content shown, the arbitration module can be regarded as Figure 5 The functional module of the method shown utilizes the arbitration module to achieve effective distribution of force and torque, which can be regarded as the technical effect achieved by S104.

[0091] The process shown in S101-S104 above obtains the required force parameters of the vehicle suspension in multiple frame movement directions based on the vehicle body state and suspension state, and controls the force generated by the vehicle suspension in each frame movement direction based on each required force parameter and the effective output force of the actuator as a reference to maintain the smooth driving of the vehicle, thereby effectively improving the control accuracy of the fully active suspension.

[0092] like Figure 2 As shown, it is a flow chart of another fully active suspension control method provided in an embodiment of the present application, including the following steps.

[0093] S201: Determine input parameters of a control module corresponding to the plurality of vehicle frame movement directions based on sprung velocities, vertical relative displacements, and vehicle driving signals corresponding to the plurality of vehicle frame movement directions.

[0094] The control module is used to determine output parameters corresponding to input parameters based on a controller, and the types of controllers include feedforward controllers and feedback controllers.

[0095] In some examples, the feedforward controller can be considered as an open-loop control logic that can compensate for predictable disturbances. The feedback controller can be considered as a closed-loop control logic that can be adjusted based on the deviation. Generally speaking, the feedforward controller generally has control accuracy problems, which require the feedback controller to compensate for it to ensure that the body posture remains stable in the corresponding frame movement direction.

[0096] It should be noted that the control modules corresponding to the multiple frame movement directions include a vertical control module, a roll control module, a pitch control module and a torsion control module, and the input parameters of each control module are different.

[0097] In some examples, the control module corresponding to the vertical direction is a vertical control module, the control module corresponding to the roll direction is a roll control module, the control module corresponding to the pitch direction is a pitch control module, and the control module corresponding to the torsion direction is a torsion control module.

[0098] Optionally, the implementation process of determining the input parameters of the control module corresponding to the multiple frame movement directions based on the sprung speed, vertical relative displacement and vehicle driving signal corresponding to the multiple frame movement directions can be found in Figure 3 The steps are shown and the corresponding explanations.

[0099] S202: Determine the required force parameters of the vehicle suspension in the multiple frame movement directions based on the output parameters of the control module corresponding to the multiple frame movement directions.

[0100] For each frame movement direction, the required force parameters of the vehicle suspension in the frame movement direction may be determined based on the output parameters of the control module corresponding to the frame movement direction.

[0101] Optionally, the implementation process of determining the required force parameters of the vehicle suspension in multiple frame movement directions based on the output parameters of the control module corresponding to multiple frame movement directions can be: obtaining the vertical force determined by the vertical control module based on the feedback controller; obtaining the roll moment determined by the roll control module based on the feedforward controller and the feedback controller; obtaining the pitch moment determined by the pitch control module based on the feedforward controller and the feedback controller; obtaining the torsional moment determined by the torsional control module based on the feedback controller; based on the vertical force, roll moment, pitch moment and torsional moment, determine the required force parameters of the vehicle suspension in multiple frame movement directions.

[0102] In some examples, the vertical control module, the roll control module, the pitch control module and the torsion control module will output the required force or required torque (i.e., output parameters) respectively. The required force and required torque are calculated by a feedforward controller or a feedback controller. Taking the roll control module as an example, the feedforward controller is to start control as soon as possible before the actual roll motion of the vehicle occurs to achieve the effect of "walking on flat ground". If the roll control uses the steering wheel speed as the input of the feedforward controller, when the driver inputs the steering wheel angle, the controller calculates the roll control torque according to the vehicle speed and the steering wheel speed. The torque can be obtained by calibration or theoretical calculation. The feedforward controller does not use the vehicle state as the controller input. In addition, the feedforward control has a poor control effect on random excitation of the road surface, and the output roll control torque may have low accuracy. Therefore, the feedback controller can be designed based on the calculated state quantities such as the roll speed.

[0103] The process shown in S201-S202 above can determine the required force parameters of the vehicle suspension in multiple frame movement directions based on the sprung velocities, vertical relative displacements and vehicle driving signals corresponding to the multiple frame movement directions, thereby providing an effective reference for the precise control of the vehicle suspension.

[0104] like Figure 3 As shown, it is a flow chart of another fully active suspension control method provided in an embodiment of the present application, including the following steps.

[0105] S301: Determine input parameters of a vertical control module corresponding to the vertical direction based on the sprung vertical velocity and the vertical relative displacement corresponding to the vertical direction.

[0106] Among them, the vertical control module is based on the sprung vertical velocity and vertical relative displacement as input. Because the vertical control mainly suppresses unexpected road excitation, the vertical control module can be based on a feedback controller. The controllers that can be implemented include LQR (Linear Quadratic Regulator), PID (Proportional-Integral-Derivative, proportional, integral, differential controller), etc. If there is a camera or lidar recognition result as input, the vertical control module can also include a feedforward controller.

[0107] It should be noted that based on the sprung vertical velocity and the vertical relative displacement, which are input parameters of the vertical control module, the output parameter determined by the vertical control module using the controller may be the vertical force.

[0108] S302: Determine an input parameter of a roll control module corresponding to the roll direction based on the sprung roll speed corresponding to the roll direction, as well as a vehicle speed signal, a steering wheel angle signal, and a steering wheel speed signal.

[0109] Among them, the roll control module is based on the sprung roll velocity, vehicle speed signal, steering wheel angle signal and / or steering wheel speed signal as input, and adopts a control method that combines a feedforward controller and a feedback controller. The feedforward controller outputs a corresponding roll torque based on the vehicle speed signal, and one or more of the steering wheel angle signal and the steering wheel speed signal before the vehicle body produces a large roll movement. Since the feedforward controller has a control accuracy problem, it is necessary to combine the feedback controller to compensate for the roll torque to ensure that the vehicle body posture remains stable in the roll direction.

[0110] It should be noted that based on the sprung roll velocity, as well as the vehicle speed signal, the steering wheel angle signal, and the steering wheel speed signal, as input parameters of the roll control module, the output parameter determined by the roll control module using the controller may be the roll moment.

[0111] S303: Determine input parameters of a pitch control module corresponding to the pitch direction based on the sprung pitch velocity corresponding to the pitch direction, as well as a vehicle speed signal, an accelerator pedal signal, a brake pedal signal, a front axle torque signal, and a rear axle torque signal.

[0112] Among them, the pitch control module is based on the sprung pitch velocity, as well as the vehicle speed signal, accelerator pedal signal, brake pedal signal, front axle torque signal, and rear axle torque signal as input, and adopts a control method that combines a feedforward controller and a feedback controller. The feedforward controller is based on the sprung pitch velocity, as well as the vehicle speed signal, accelerator pedal signal, brake pedal signal, front axle torque signal, and rear axle torque signal, and outputs the corresponding pitch moment before the vehicle body produces a large pitch motion. Since the feedforward controller has control accuracy problems, it is necessary to combine the feedback controller to compensate for the pitch moment to ensure that the vehicle body posture remains stable in the pitch direction.

[0113] It should be noted that based on the sprung pitch velocity, as well as the vehicle speed signal, the accelerator pedal signal, the brake pedal signal, the front axle torque signal, and the rear axle torque signal, as input parameters of the pitch control module, the output parameter determined by the pitch control module using the controller can be the pitch moment.

[0114] S304: Based on the sprung torsional velocity corresponding to the torsional direction, determine an input parameter of a torsional control module corresponding to the torsional direction.

[0115] Among them, the torsion control module is based on the sprung torsion velocity as input. When the vehicle body is in a torsion motion trend, the torsion control module calculates the corresponding torsion torque according to the sprung torsion velocity.

[0116] It should be noted that based on the sprung torsion velocity as an input parameter of the torsion control module, the output parameter determined by the torsion control module using the controller may be the torsion torque.

[0117] The process shown in the above S301-S304 can determine the input parameters of the control module corresponding to multiple frame movement directions based on the sprung speed, vertical relative displacement and vehicle driving signal corresponding to multiple frame movement directions, thereby providing a reliable and effective reference basis for the precise control of the vehicle suspension.

[0118] like Figure 4 As shown, it is a flow chart of another fully active suspension control method provided in an embodiment of the present application, including the following steps.

[0119] S401: Determine the total demand force based on the cumulative sum of each demand force parameter.

[0120] The total required force is determined based on the cumulative sum of the vertical force, the rolling moment, the pitching moment and the torsional moment.

[0121] S402: Obtaining the effective output force of the actuator of the vehicle suspension.

[0122] The effective output force of the actuator can be obtained by querying the vehicle's ECU. The so-called effective output force can be understood as the maximum force that the actuator can output.

[0123] S403: Determine force parameters in each frame movement direction according to a comparison result between the total required force and the effective output force.

[0124] Among them, the required force parameters corresponding to each control module are different, and the effective output force of the actuator is fixed. When the total required force is greater than the effective output force, the force output by the actuator cannot meet the required force or torque of each control module. Therefore, the force parameters of each frame movement direction are determined based on the comparison result between the total required force and the effective output force.

[0125] Optionally, the implementation process of determining the force parameters of each frame movement direction based on the comparison result between the total required force and the effective output force can be found in Figure 5 The steps are shown and the corresponding explanations.

[0126] S404: Determine a control signal for the vehicle suspension based on force parameters in each frame movement direction.

[0127] Among them, the force parameters in each frame movement direction can be different. Based on the force parameters in each frame movement direction, the control signal of the vehicle suspension is determined, so that the control signal is used to control the force generated by the vehicle suspension in each frame movement direction to maintain the smooth driving of the vehicle and effectively improve the vehicle's handling and comfort.

[0128] In some examples, maneuverability can be understood as the vehicle body rolling when the vehicle is driving at high speed, changing lanes urgently, etc. By controlling the force generated by the vehicle suspension in the rolling direction, the vehicle body is not in a rolling posture, making the vehicle easier to control.

[0129] In some examples, comfort can be understood as when a vehicle passes over a bumpy road, the vehicle body usually rolls and pitches. By controlling the force generated by the vehicle suspension in the roll and pitch directions, the vehicle body is not in a roll posture and a pitch posture, making the vehicle feel like it is on flat ground.

[0130] The process shown in S401-S404 above determines the force parameters in each frame movement direction based on the comparison result between the total required force and the effective output force, so as to further determine the control signal of the vehicle suspension, so that the force generated by the vehicle suspension in each frame movement direction can cope with the corresponding driving conditions, so as to maintain the smooth driving of the vehicle and improve the vehicle's handling and comfort.

[0131] like Figure 5 As shown, it is a flow chart of another fully active suspension control method provided in an embodiment of the present application, including the following steps.

[0132] S501: Determine a comparison result between the total required force and the effective output force.

[0133] The total required force is compared with the effective output force to obtain a comparison result.

[0134] S502: If the comparison result indicates that the total required force is greater than the effective output force, the force parameters of each frame movement direction are determined according to the priority of the control modules corresponding to each required force parameter.

[0135] The higher the priority corresponding to the frame movement direction, the smaller the parameter value deviation between the force parameter in the frame movement direction and the required force parameter.

[0136] It can be understood that there is a corresponding relationship between the demand force parameters, the control modules and the movement direction of the frame. The priority of the control module corresponding to each demand force parameter can be understood as the priority corresponding to each movement direction of the frame.

[0137] It should be noted that the priority of each control module can be set by technical personnel according to actual conditions. In a possible implementation manner, the priority of each control module can also refer to the priority of the controller of each control module. For example, the order of priority of each controller can be: roll feedforward controller>pitch feedforward controller>roll feedback controller>pitch feedback controller>vertical controller>torsion controller, wherein the roll feedforward controller and the roll feedback controller are controllers of the roll control module, the pitch feedforward controller and the pitch feedback controller are controllers of the pitch control module, the vertical controller is the controller of the vertical control module, and the torsion controller is the controller of the torsion control module.

[0138] In some examples, the smaller the parameter value deviation between the force parameter in the direction of frame movement and the required force parameter, the force generated by the vehicle suspension in the direction of frame movement will be preferentially satisfied. The larger the parameter value deviation between the force parameter in the direction of frame movement and the required force parameter, the force generated by the vehicle suspension in the direction of frame movement will be preferentially ignored.

[0139] In a possible implementation, the comparison result indicates that the total required force is greater than the effective output force, the roll moment and the pitch moment will be satisfied first, and the vertical force and the torsional moment will be ignored first. Specifically, assuming that the required force parameters are 1000N for the roll moment, 500N for the pitch moment, 20N for the vertical force, and 10N for the torsional moment, and the effective output force is 1400N, the force parameters for each frame movement direction are finally determined as follows: the force generated by the vehicle suspension in the roll direction is 1000N, the force generated in the pitch direction is 400N, the force generated in the vertical direction is 0N, and the force generated in the torsional direction is 0N.

[0140] S503: If the comparison result indicates that the total required force is less than or equal to the effective output force, the force parameters of each frame movement direction are determined according to each required force parameter.

[0141] Among them, the parameter values ​​between the force parameters and the required force parameters in the same frame movement direction are the same.

[0142] It can be understood that, since the total required force is less than or equal to the effective output force, the forces generated by the vehicle suspension in each direction of frame movement will be satisfied.

[0143] In a possible implementation, assuming that the required force parameters are a roll moment of 500N, a pitch moment of 500N, a vertical force of 20N, a torsional moment of 10N, and an effective output force of 1400N, the force parameters for each frame movement direction finally determined are: the force generated by the vehicle suspension in the roll direction is 500N, the force generated in the pitch direction is 400N, the force generated in the vertical direction is 20N, and the force generated in the torsional direction is 10N.

[0144] The process shown in S501-S503 above can define the priority of each control module based on the safety and comfort of the vehicle. Compared with the existing method of calculating the unsprung force (which can be understood as the force parameter) based on the mathematical model, there is no need to spend computing resources to accurately calculate the vehicle posture and suspension posture, thereby improving the application scenarios, control effects and robustness of the vehicle suspension control.

[0145] like Figure 7 , which is a schematic diagram of the architecture of a fully active suspension control device provided in an embodiment of the present application, including the units shown below.

[0146] The vehicle monitoring unit 100 is used to monitor the running status information of the vehicle in real time; the running status information includes sensor signals and vehicle driving signals.

[0147] The state determination unit 200 is used to obtain the vehicle body state and suspension state based on the sensor signal; the vehicle body state includes the sprung speed corresponding to multiple frame movement directions; the suspension state includes the vertical relative displacement.

[0148] The parameter determination unit 300 is used to determine the required force parameters of the vehicle suspension in multiple frame movement directions based on the sprung velocities, vertical relative displacements and vehicle driving signals corresponding to the multiple frame movement directions.

[0149] Optionally, the parameter determination unit 300 is specifically used to: determine the input parameters of the control module corresponding to multiple frame movement directions based on the sprung velocities, vertical relative displacements and vehicle driving signals corresponding to multiple frame movement directions; wherein the multiple frame movement directions include vertical direction, roll direction, pitch direction and torsion direction; the vehicle driving signals include vehicle speed signals, steering wheel angle signals, steering wheel speed signals, accelerator pedal signals, brake pedal signals, front axle torque signals and rear axle torque signals; the control module is used to determine the output parameters corresponding to the input parameters based on the controller; the types of controllers include feedforward controllers and feedback controllers; based on the output parameters of the control module corresponding to the multiple frame movement directions, determine the required force parameters of the vehicle suspension in the multiple frame movement directions.

[0150] Optionally, the parameter determination unit 300 is specifically used to: determine the input parameter of the vertical control module corresponding to the vertical direction based on the sprung vertical velocity corresponding to the vertical direction, and the vertical relative displacement; determine the input parameter of the roll control module corresponding to the roll direction based on the sprung roll velocity corresponding to the roll direction, and the vehicle speed signal, the steering wheel angle signal, and the steering wheel speed signal; determine the input parameter of the pitch control module corresponding to the pitch direction based on the sprung pitch velocity corresponding to the pitch direction, and the vehicle speed signal, the accelerator pedal signal, the brake pedal signal, the front axle torque signal, and the rear axle torque signal; determine the input parameter of the torsion control module corresponding to the torsion direction based on the sprung torsion velocity corresponding to the torsion direction.

[0151] Optionally, the parameter determination unit 300 is specifically used to: obtain the vertical force determined by the vertical control module based on the feedback controller; obtain the roll moment determined by the roll control module based on the feedforward controller and the feedback controller; obtain the pitch moment determined by the pitch control module based on the feedforward controller and the feedback controller; obtain the torsional moment determined by the torsional control module based on the feedback controller; based on the vertical force, roll moment, pitch moment and torsional moment, determine the required force parameters of the vehicle suspension in multiple frame movement directions.

[0152] The signal determination unit 400 is used to determine the control signal of the vehicle suspension based on various required force parameters and the effective output force of the actuator of the vehicle suspension; the control signal is used to control the force generated by the vehicle suspension in various frame movement directions to maintain the smooth driving of the vehicle.

[0153] Optionally, the signal determination unit 400 is specifically used to: determine the total required force based on the cumulative sum of each required force parameter; obtain the effective output force of the actuator of the vehicle suspension; determine the force parameters of each frame movement direction based on the comparison result between the total required force and the effective output force; determine the control signal of the vehicle suspension based on the force parameters of each frame movement direction.

[0154] Optionally, the signal determination unit 400 is specifically used to: determine a comparison result between the total required force and the effective output force; if the comparison result indicates that the total required force is greater than the effective output force, determine the force parameters of each frame movement direction according to the priority of the control module corresponding to each required force parameter; wherein, the higher the priority corresponding to the frame movement direction, the smaller the parameter value deviation between the force parameter of the frame movement direction and the required force parameter.

[0155] Optionally, the signal determination unit 400 is also used to: if the comparison result indicates that the total required force is less than or equal to the effective output force, determine the force parameters of each frame movement direction based on each required force parameter, wherein the parameter values ​​of the force parameters and the required force parameters in the same frame movement direction are the same.

[0156] Each of the above-mentioned units obtains the required force parameters of the vehicle suspension in multiple frame movement directions based on the vehicle body state and suspension state, and controls the force generated by the vehicle suspension in each frame movement direction based on each required force parameter and the effective output force of the actuator as a reference to maintain the smooth driving of the vehicle, thereby effectively improving the control accuracy of the fully active suspension.

[0157] The present application also provides a computer-readable storage medium, which includes a stored program, wherein the program executes the fully active suspension control method provided by the present application.

[0158] The present application also provides a vehicle, including: a processor, a memory and a bus. The processor and the memory are connected via the bus, the memory is used to store a program, and the processor is used to run the program, wherein the fully active suspension control method provided by the present application is executed when the program is run.

[0159] In addition, the functions described above in the embodiments of the present application may be at least partially performed by one or more hardware logic components. For example, without limitation, exemplary types of hardware logic components that may be used include: field programmable gate arrays (FPGAs), application specific integrated circuits (ASICs), application specific standard products (ASSPs), systems on chips (SOCs), complex programmable logic devices (CPLDs), and the like.

[0160] Although several specific implementation details are included in the above discussion, these should not be interpreted as limiting the scope of the present application. Certain features described in the context of a separate embodiment can also be implemented in a single embodiment in combination. On the contrary, the various features described in the context of a single embodiment can also be implemented in multiple embodiments individually or in any suitable sub-combination.

[0161] The above description is only a preferred embodiment of the present application and an explanation of the technical principles used. Those skilled in the art should understand that the scope of disclosure involved in the present application is not limited to the technical solution formed by a specific combination of the above technical features, but should also cover other technical solutions formed by any combination of the above technical features or their equivalent features without departing from the above disclosed concept. For example, the above features are replaced with the technical features with similar functions disclosed in this application (but not limited to) by each other to form a technical solution.

Claims

1. A fully active suspension control method, characterized in that: include: Real-time monitoring of vehicle operation status information; the operation status information includes sensor signals and vehicle driving signals; Based on the sensor signal, a body state and a suspension state of the vehicle are obtained; the body state includes sprung velocities corresponding to a plurality of frame movement directions; the suspension state includes a vertical relative displacement; Determining the required force parameters of the vehicle suspension in the plurality of frame movement directions based on the sprung velocities corresponding to the plurality of frame movement directions, the vertical relative displacement, and the vehicle driving signal; Determining a control signal for the vehicle suspension based on each of the required force parameters in combination with an effective output force of an actuator of the vehicle suspension; The control signal is used to control the force generated by the vehicle suspension in each direction of movement of the frame to maintain the smooth driving of the vehicle.

2. The method according to claim 1, characterized in that Determining the required force parameters of the vehicle suspension in the plurality of frame movement directions based on the sprung velocities corresponding to the plurality of frame movement directions, the vertical relative displacement, and the vehicle driving signal, includes: Based on the sprung velocities corresponding to the plurality of frame movement directions, the vertical relative displacement and the vehicle driving signal, the input parameters of the control module corresponding to the plurality of frame movement directions are determined; wherein the plurality of frame movement directions include a vertical direction, a roll direction, a pitch direction and a torsion direction; the vehicle driving signal includes a vehicle speed signal, a steering wheel angle signal, a steering wheel speed signal, an accelerator pedal signal, a brake pedal signal, a front axle torque signal and a rear axle torque signal; the control module is used to determine the output parameters corresponding to the input parameters according to the controller; the types of the controller include a feedforward controller and a feedback controller; Based on the output parameters of the control module corresponding to the plurality of frame movement directions, required force parameters of the vehicle suspension in the plurality of frame movement directions are determined.

3. The method according to claim 2, characterized in that Determining input parameters of a control module corresponding to the plurality of frame movement directions based on the sprung velocities corresponding to the plurality of frame movement directions, the vertical relative displacement, and the vehicle driving signal, comprises: Determining, based on the sprung vertical velocity corresponding to the vertical direction and the vertical relative displacement, an input parameter of a vertical control module corresponding to the vertical direction; Determining, based on the sprung roll speed corresponding to the roll direction, the vehicle speed signal, the steering wheel angle signal, and the steering wheel speed signal, an input parameter of a roll control module corresponding to the roll direction; Determining an input parameter of a pitch control module corresponding to the pitch direction based on the sprung pitch speed corresponding to the pitch direction, as well as the vehicle speed signal, the accelerator pedal signal, the brake pedal signal, the front axle torque signal, and the rear axle torque signal; Based on the sprung torsion speed corresponding to the torsion direction, an input parameter of the torsion control module corresponding to the torsion direction is determined.

4. The method according to claim 3, characterized in that Determining the required force parameters of the vehicle suspension in the plurality of frame movement directions based on the output parameters of the control module corresponding to the plurality of frame movement directions includes: Obtaining a vertical force determined by the vertical control module according to a feedback controller; Obtaining a roll moment determined by the roll control module according to a feedforward controller and a feedback controller; Obtaining a pitch moment determined by the pitch control module according to the feedforward controller and the feedback controller; Obtaining the torsion torque determined by the torsion control module according to the feedback controller; Based on the vertical force, the rolling moment, the pitching moment and the torsional moment, required force parameters of the vehicle suspension in a plurality of the frame movement directions are determined.

5. The method according to claim 1, characterized in that Based on each of the required force parameters and in combination with the effective output force of the actuator of the vehicle suspension, a control signal of the vehicle suspension is determined, including: Determining a total demand force based on the cumulative sum of each of the demand force parameters; Obtaining an effective output force of an actuator of the vehicle suspension; Determining force parameters in each direction of movement of the frame according to a comparison result between the total required force and the effective output force; Based on the force parameters in each of the movement directions of the frame, a control signal for the vehicle suspension is determined.

6. The method according to claim 5, characterized in that Determining force parameters in each direction of motion of the frame according to a comparison result between the total required force and the effective output force includes: determining a comparison result between the total required force and the effective output force; If the comparison result indicates that the total required force is greater than the effective output force, the force parameters of each frame movement direction are determined according to the priority of the control modules corresponding to each required force parameter; wherein, the higher the priority corresponding to the frame movement direction, the smaller the parameter value deviation between the force parameter of the frame movement direction and the required force parameter.

7. The method according to claim 6, characterized in that The method further comprises: If the comparison result indicates that the total required force is less than or equal to the effective output force, the force parameters of each frame movement direction are determined based on each required force parameter, wherein the parameter values ​​of the force parameters and required force parameters in the same frame movement direction are the same.

8. A fully active suspension control device, characterized in that: include: Vehicle monitoring unit, used to monitor the vehicle's operating status information in real time; The operating status information includes sensor signals and vehicle driving signals; a state determination unit, configured to obtain a body state and a suspension state of the vehicle based on the sensor signal; The vehicle body state includes sprung velocities corresponding to a plurality of vehicle frame movement directions; the suspension state includes vertical relative displacement; a parameter determination unit, configured to determine a required force parameter of the vehicle suspension in the plurality of frame movement directions based on the sprung velocities corresponding to the plurality of frame movement directions, the vertical relative displacement, and the vehicle driving signal; a signal determination unit, configured to determine a control signal of the vehicle suspension based on each of the required force parameters in combination with an effective output force of an actuator of the vehicle suspension; The control signal is used to control the force generated by the vehicle suspension in each direction of movement of the frame to maintain the smooth driving of the vehicle.

9. A storage medium, characterized in that: The storage medium includes a stored program, wherein the program, when executed by a processor, executes the fully active suspension control method according to any one of claims 1 to 7.

10. A vehicle, characterized in that: include: processor, memory, and bus; The processor is connected to the memory via the bus; The memory is used to store programs, and the processor is used to run programs, wherein the program, when run by the processor, executes the full-active suspension control method according to any one of claims 1 to 7.

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