Fully Active Suspension Control Method and Device

Abstract

This application discloses a fully active suspension control method and apparatus. The method involves: real-time monitoring of vehicle operating status information; obtaining the vehicle's body state and suspension state based on sensor signals; determining the required force parameters of the vehicle suspension in multiple frame movement directions based on sprung speeds, vertical relative displacements, and vehicle driving signals corresponding to multiple frame movement directions; and determining the control signal of the vehicle suspension based on each required force parameter and the effective output force of the vehicle suspension actuators. This method obtains the required force parameters of the vehicle suspension in multiple frame movement directions based on the vehicle's body state and suspension state. Using these required force parameters and the effective output force of the actuators as references, it controls the forces generated by the vehicle suspension in each frame movement direction to maintain stable vehicle operation, thereby effectively improving the control accuracy of the fully active suspension.

Description

Technical Field

[0001] This application relates to the field of automotive electronics technology, and in particular to a fully active suspension control method and device. Background Technology

[0002] Fully active suspension requires high power, and its mass production in actual vehicles has only become possible with the increasing prevalence of 48V and even higher voltage systems. The entire system and control methods are relatively new. Secondly, fully active suspension hardware solutions vary widely, and different hardware solutions have different response speeds to the control methods, placing higher demands on the control methods. Thirdly, the effectiveness of active suspension control has a significant impact on the overall driving experience; an unreasonable control method can directly undermine the driver's confidence.

[0003] Therefore, improving the control precision of fully active suspension to enhance vehicle handling performance and comfort has become a research hotspot in vehicle control. Summary of the Invention

[0004] This application provides a fully active suspension control method and device, with the aim of improving the control accuracy of fully active suspension.

[0005] To achieve the above objectives, this application provides the following technical solution:

[0006] A fully active suspension control method includes:

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

[0008] Based on the sensor signals, the vehicle body state and suspension state are obtained; the body state includes sprung velocities corresponding to multiple frame movement directions; the suspension state includes vertical relative displacement.

[0009] Based on the sprung velocities corresponding to multiple vehicle frame movement directions, the vertical relative displacement, and the vehicle driving signals, the required force parameters of the vehicle suspension in multiple vehicle frame movement directions are determined.

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

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

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

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

[0014] Optionally, based on the sprung velocities corresponding to the multiple vehicle frame movement directions, the vertical relative displacement, and the vehicle driving signal, input parameters for the control module corresponding to the multiple vehicle frame movement directions are determined, including:

[0015] Based on the spring vertical velocity corresponding to the vertical direction and the vertical relative displacement, the input parameters of the vertical control module corresponding to the vertical direction are determined.

[0016] Based on the sprung roll speed corresponding to the roll direction, as well as the vehicle speed signal, the steering wheel angle signal, and the steering wheel speed signal, the input parameters of the roll control module corresponding to the roll direction are determined.

[0017] 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, the input parameters of the pitch control module corresponding to the pitch direction are determined.

[0018] Based on the spring torsional speed corresponding to the torsional direction, the input parameters of the torsional control module corresponding to the torsional direction are determined.

[0019] Optionally, based on the output parameters of the control modules corresponding to the multiple vehicle frame movement directions, the required force parameters of the vehicle suspension in the multiple vehicle frame movement directions are determined, including:

[0020] The vertical force determined by the vertical control module based on the feedback controller is obtained;

[0021] The roll moment is obtained by the roll control module based on the feedforward controller and the feedback controller;

[0022] The pitch control module obtains the pitch torque determined by the feedforward controller and the feedback controller.

[0023] The torsional torque determined by the torsion control module based on the feedback controller is obtained;

[0024] Based on the vertical force, the roll moment, the pitch moment, and the torsional moment, the required force parameters of the vehicle suspension in multiple vehicle frame movement directions are determined.

[0025] Optionally, based on each of the required force parameters and in conjunction with the effective output force of the actuators of the vehicle suspension, the control signal of the vehicle suspension is determined, including:

[0026] The total demand is determined by summing up all the aforementioned demand parameters.

[0027] To obtain the effective output force of the actuator of the vehicle suspension;

[0028] Based on the comparison between the total demand force and the effective output force, the force parameters for each of the frame movement directions are determined;

[0029] The control signal for the vehicle suspension is determined based on the force parameters acting in each of the vehicle frame's movement directions.

[0030] Optionally, based on the comparison between the total demand force and the effective output force, the force parameters for each of the frame movement directions are determined, including:

[0031] Determine the comparison result between the total demand force and the effective output force;

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

[0033] Optionally, the method further includes:

[0034] If the comparison result indicates that the total demand force is less than or equal to the effective output force, the force parameters for each of the frame movement directions are determined based on the respective demand force parameters, wherein the force parameters for the same frame movement direction have the same parameter value as the demand force parameters.

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

[0036] The vehicle monitoring unit is used to monitor the vehicle's operating status information in real time; the operating status information includes sensor signals and vehicle driving signals.

[0037] A state determination unit is used to obtain the vehicle body state and suspension state based on the sensor signals; the vehicle body state includes sprung velocities corresponding to multiple frame movement directions; the suspension state includes vertical relative displacement.

[0038] The parameter determination unit is used to determine the required force parameters of the vehicle suspension in the multiple directions of vehicle frame movement based on the sprung speeds corresponding to the multiple directions of vehicle frame movement, the vertical relative displacements, and the vehicle driving signals.

[0039] The signal determination unit is used to determine the control signal of the vehicle suspension based on each of the 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 each of the frame movement directions to maintain the stable driving of the vehicle.

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

[0041] A vehicle includes: 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 is executed by the processor to perform the fully active suspension control method.

[0043] The technical solution provided in this application monitors the vehicle's operating status information in real time, obtaining the vehicle's body and suspension status based on sensor signals. Based on the sprung speed, vertical relative displacement, and vehicle driving signals corresponding to multiple chassis movement directions, the required force parameters of the vehicle suspension in these directions are determined. Based on these required force parameters, combined with the effective output force of the vehicle suspension actuators, the control signals for the vehicle suspension are determined. This application obtains the required force parameters of the vehicle suspension in multiple chassis movement directions based on the vehicle's body and suspension status. Using these required force parameters and the effective output force of the actuators as references, it controls the forces generated by the vehicle suspension in each chassis movement direction to maintain stable vehicle operation, thereby effectively improving the control accuracy of the fully active suspension. Attached Figure Description

[0044] To more clearly illustrate the technical solutions in the embodiments of this application or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0045] Figure 1 A flowchart illustrating a fully active suspension control method provided in this application embodiment;

[0046] Figure 2 A flowchart illustrating another fully active suspension control method provided in this application embodiment;

[0047] Figure 3 A flowchart illustrating another fully active suspension control method provided in this application embodiment;

[0048] Figure 4 A flowchart illustrating another fully active suspension control method provided in this application embodiment;

[0049] Figure 5 A flowchart illustrating another fully active suspension control method provided in this application embodiment;

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

[0051] Figure 7 This is a schematic diagram of the architecture of a fully active suspension control device provided in an embodiment of this application. Detailed Implementation

[0052] The technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, and not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0053] In this application, relational terms such as "first" and "second" are used merely to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. The terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitation, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes said element.

[0054] like Figure 1 The diagram shown is a flowchart of a fully active suspension control method provided in an embodiment of this application, which can be applied to a vehicle's ECU (Electronic Control Unit) and includes the following steps.

[0055] S101: Real-time monitoring of vehicle operating status information.

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

[0057] It should be noted that the sensor signals are collected from external sensors pre-installed on the vehicle, while the vehicle driving signals are obtained by accessing the corresponding signal source through the onboard CAN network.

[0058] In some examples, external sensors include, but are not limited to, height 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 height (i.e., the relative displacement between the vehicle body and the lower suspension arm or shock absorber lower support in the vertical direction). The number of height sensors can be set to four, which are used to detect the vehicle height at the four tire corresponding measurement points.

[0060] Optionally, vehicle driving signals include vehicle speed signal, steering wheel angle signal, steering wheel speed signal, accelerator pedal signal, brake pedal signal, front axle torque signal, and rear axle torque signal.

[0061] S102: Based on sensor signals, obtain the vehicle's body state and suspension state.

[0062] Among them, the vehicle body status includes the sprung speeds corresponding to multiple vehicle frame movement directions, and the suspension status 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 considered as sprung mass) relative to the ground while the vehicle is in motion.

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

[0065] In some examples, the direction of frame movement can be understood as the direction of the force between the wheels and the vehicle suspension, which can be either force or torque.

[0066] In some examples, the vertical direction corresponds to the spring vertical velocity, the lateral direction corresponds to the spring lateral velocity, the pitch direction corresponds to the spring pitch velocity, and the torsion direction corresponds to the spring torsion velocity.

[0067] Sprout vertical velocity refers to the speed of a vehicle's body in the vertical direction. In the automotive suspension system, sprout vertical velocity is one of the important parameters affecting suspension performance and vehicle ride comfort.

[0068] Sprout roll speed refers to the speed of sprout mass (i.e., the mass supported by the suspension system, including the vehicle body, passengers, and cargo) relative to the ground during a vehicle roll. Sprout roll speed is an important parameter for measuring a vehicle's roll performance and is commonly used to evaluate a vehicle's handling stability and ride comfort.

[0069] Sprout pitch speed refers to the pitch speed of the sprung mass relative to the ground during vehicle operation. Sprout pitch speed has a significant impact on vehicle stability and comfort.

[0070] Sprout torsional speed refers to the torsional speed of sprung mass relative to unsprung mass (such as wheels and suspension system) during vehicle operation. Sprout torsional speed is very important for evaluating vehicle ride comfort and handling.

[0071] In a possible implementation, if the vehicle is equipped with an IMU (or an acceleration sensor), when determining the sprung vertical velocity using the sensor signals 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 position of the vehicle's center of gravity to ensure that the acceleration measured by the IMU (or acceleration sensor) is the vertical acceleration of the vehicle body. Then, the vertical acceleration of the vehicle body is integrated to obtain the sprung vertical velocity.

[0072] In a possible implementation, the sprung roll speed can be understood as the roll speed of the vehicle body relative to the vehicle suspension. The speed of each corner of the vehicle body (considering the vehicle body as a rectangle, and each corner as the four right angles of the rectangle) can be determined by sensor signals. Then, the corresponding roll speed is calculated according to the positive direction of the roll. Specifically, with the direction the front of the vehicle is pointing as the positive direction, clockwise rotation is the positive direction of the roll motion. The speed of the left side of the vehicle body calculated by the height sensor (assuming upward is the positive direction) minus the speed of the right side can be regarded as the roll speed.

[0073] In a possible implementation, the sprung pitch speed can be understood as the pitch speed of the vehicle body relative to the vehicle suspension. The speed of each angle of the vehicle body can be determined by sensor signals, and then the corresponding pitch speed can be calculated according to the positive direction of pitch. Specifically, the pitch speed is calculated using an acceleration sensor with the front of the vehicle rising upward as the positive direction of pitch motion.

[0074] In a possible implementation, the sprung pitch speed The calculation formula can be found in formula (1).

[0075] (1)

[0076] In formula (1), , , as well as The angular velocity determined by the four height sensors. and The velocities of the two angular representations of the front axle and The velocities of the two angular representations of the rear axle , , as well as The location was determined based on the installation positions of the four height sensors.

[0077] In a possible implementation, the sprung torsional speed can be understood as the torsional speed of the vehicle body relative to the vehicle suspension. The speed of each angle of the vehicle body can be determined by sensor signals, and then the corresponding torsional speed can be calculated according to the positive direction of the torsion. Specifically, clockwise rotation is taken as the positive direction of the torsional motion, and the torsional speed is calculated using an acceleration sensor.

[0078] 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 of the sensor signals (i.e., vehicle height) from four height sensors on the vehicle, thereby improving the measurement accuracy of the vertical relative displacement.

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

[0080] (2)

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

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

[0083] S103: Based on the sprung speed, vertical relative displacement and vehicle driving signals corresponding to multiple frame movement directions, determine the required force parameters of the vehicle suspension in multiple frame movement directions.

[0084] The required force parameters include vertical force, tilting 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 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 [reference needed]. Figure 2 The steps shown are accompanied by corresponding explanations.

[0087] S104: Based on various demand force parameters and the effective output force of the vehicle suspension actuators, determine the control signal of the vehicle suspension.

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

[0089] Optionally, based on various demand force parameters and the effective output force of the vehicle suspension actuators, the implementation process of the vehicle suspension control signals can be determined. (See also...) Figure 4 The steps shown are accompanied by corresponding explanations.

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

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

[0092] like Figure 2 The diagram shown is a flowchart of another fully active suspension control method provided in this application embodiment, including the following steps.

[0093] S201: Based on the sprung speed, vertical relative displacement and vehicle driving signal corresponding to multiple frame movement directions, determine the input parameters of the control module corresponding to the multiple frame movement directions.

[0094] 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.

[0095] In some examples, a feedforward controller can be viewed as an open-loop control logic that compensates for predictable disturbances. A feedback controller, on the other hand, can be viewed as a closed-loop control logic that adjusts based on deviations. Generally, feedforward controllers tend to have accuracy issues, requiring a feedback controller to compensate for them and ensure stable vehicle body posture in the corresponding chassis movement direction.

[0096] It should be noted that the control modules corresponding to multiple chassis 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 called the vertical control module, the control module corresponding to the roll direction is called the roll control module, the control module corresponding to the pitch direction is called the pitch control module, and the control module corresponding to the torsion direction is called the torsion control module.

[0098] Optionally, the process of determining the input parameters of the control modules corresponding to multiple frame movement directions based on the sprung speeds, vertical relative displacements, and vehicle driving signals can be found in [reference needed]. Figure 3 The steps shown are accompanied by corresponding explanations.

[0099] S202: Based on the output parameters of the control modules corresponding to multiple frame movement directions, determine the required force parameters of the vehicle suspension in multiple frame movement directions.

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

[0101] Optionally, the process of determining the required force parameters of the vehicle suspension in multiple frame movement directions based on the output parameters of the control modules corresponding to multiple frame movement directions can be as follows: 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 torsion control module based on the feedback controller; and determining the required force parameters of the vehicle suspension in multiple frame movement directions based on the vertical force, roll moment, pitch moment, and torsional moment.

[0102] In some examples, the vertical control module, roll control module, pitch control module, and torsion control module will output demand force or demand torque (i.e., output parameters), respectively. The demand force and demand torque are calculated by a feedforward controller or a feedback controller. Taking the roll control module as an example, the feedforward controller aims to initiate control as soon as possible before the actual roll motion of the vehicle occurs, achieving a "smooth driving" effect. If the roll control uses the steering wheel speed as the input to the feedforward controller, when the driver inputs the steering wheel angle, the controller calculates the roll control torque based on the vehicle speed and steering wheel speed. This torque can be obtained through calibration or theoretical calculation. The feedforward controller does not utilize the vehicle state as its input. Furthermore, feedforward control is not effective for controlling random road surface excitations, and the output roll control torque may have low accuracy. Therefore, a feedback controller can be designed based on calculated roll speed and other state variables.

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

[0104] like Figure 3 The diagram shown is a flowchart of another fully active suspension control method provided in this application embodiment, including the following steps.

[0105] S301: Based on the spring vertical velocity corresponding to the vertical direction and the vertical relative displacement, the input parameters of the vertical control module corresponding to the vertical direction are determined.

[0106] The vertical control module is based on the sprung vertical velocity and vertical relative displacement as inputs. Since vertical control mainly suppresses unpredictable road surface excitation, the vertical control module can be based on a feedback controller. Controllers that can be implemented include LQR (Linear Quadratic Regulator) and PID (Proportional-Integral-Derivative) controllers. If there are camera or LiDAR recognition results as inputs, the vertical control module can also include a feedforward controller.

[0107] It should be noted that, based on the vertical velocity and vertical relative displacement of the spring, which serve as input parameters for the vertical control module, the output parameter determined by the controller can be the vertical force.

[0108] S302: Based on the sprung roll speed corresponding to the roll direction, as well as the vehicle speed signal, steering wheel angle signal, and steering wheel speed signal, the input parameters of the roll control module corresponding to the roll direction are determined.

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

[0110] It should be noted that, based on the sprung roll speed, as well as the vehicle speed signal, steering wheel angle signal, and steering wheel speed signal, the roll control module uses the output parameters determined by the controller to generate the roll torque.

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

[0112] The pitch control module is based on sprung pitch speed, as well as vehicle speed, accelerator pedal, brake pedal, front axle torque, and rear axle torque signals as inputs. It adopts a control method combining a feedforward controller and a feedback controller. The feedforward controller outputs the corresponding pitch torque before the vehicle body produces a large pitch movement, based on the sprung pitch speed, vehicle speed, accelerator pedal, brake pedal, front axle torque, and rear axle torque signals. Since the feedforward controller has control accuracy issues, it is necessary to combine it with the feedback controller to compensate for the pitch torque and ensure that the vehicle body attitude remains stable in the pitch direction.

[0113] It should be noted that, based on the sprung pitch speed, as well as vehicle speed signal, accelerator pedal signal, brake pedal signal, front axle torque signal, and rear axle torque signal, the pitch control module uses the output parameters determined by the controller to be the pitch torque.

[0114] S304: Based on the spring torsional speed corresponding to the torsional direction, the input parameters of the torsional control module corresponding to the torsional direction are determined.

[0115] The torsion control module is based on the sprung torsion speed as input. When the vehicle body is in a torsional motion trend, the torsion control module calculates the corresponding torsional torque based on the sprung torsion speed.

[0116] It should be noted that, based on the spring torsional speed as the input parameter of the torsional control module, the output parameter of the torsional control module determined by the controller can be the torsional torque.

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

[0118] like Figure 4 The diagram shown is a flowchart of another fully active suspension control method provided in this application embodiment, which includes the following steps.

[0119] S401: Determine the total demand force based on the sum of all demand force parameters.

[0120] The total required force is determined by summing the vertical force, tilting moment, pitching moment, and torsional moment.

[0121] S402: Obtain the effective output force of the actuators of the vehicle suspension.

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

[0123] S403: Determine the force parameters for each frame movement direction based on the comparison between the total demand force and the effective output force.

[0124] The required force parameters for 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 for each frame movement direction are determined based on the comparison between the total required force and the effective output force.

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

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

[0127] The force parameters in each direction of frame movement can be different. Based on the force parameters in each direction of frame movement, the control signal of the vehicle suspension is determined. The control signal is then used to control the force generated by the vehicle suspension in each direction of frame movement to maintain stable vehicle driving and effectively improve vehicle handling and comfort.

[0128] In some examples, handling can be understood as the ability to control a vehicle when it is traveling at high speed or making an emergency lane change, as the vehicle body will tilt. By controlling the force generated by the vehicle suspension in the tilt direction, the vehicle body is prevented from being in a tilted posture, making the vehicle easier to control.

[0129] In some examples, comfort can be understood as the vehicle body typically rolls and pitches when driving over bumpy roads. By controlling the forces generated by the vehicle suspension in the roll and pitch directions, the vehicle body is prevented from being in a roll or pitch position, allowing the vehicle to move as if on flat ground.

[0130] The processes shown in S401-S404 above determine the force parameters in each frame movement direction based on the comparison between the total demand force and the effective output force. This further determines the control signals for the vehicle suspension, ensuring that the forces generated by the vehicle suspension in each frame movement direction can cope with the corresponding driving conditions, thereby maintaining stable vehicle operation and improving vehicle handling and comfort.

[0131] like Figure 5 The diagram shown is a flowchart of another fully active suspension control method provided in this application embodiment, which includes the following steps.

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

[0133] The comparison involves comparing the total demand force with the effective output force to obtain the comparison result.

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

[0135] Among them, the higher the priority corresponding to the direction of frame movement, the smaller the deviation between the force parameters and the required force parameters in the direction of frame movement.

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

[0137] It should be noted that the priority of each control module can be set by technicians according to the actual situation. In possible implementations, 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 between the controllers can be: yaw feedforward controller > pitch feedforward controller > yaw feedback controller > pitch feedback controller > vertical controller > torsion controller. Among them, the yaw feedforward controller and the yaw feedback controller are the controllers of the yaw control module, the pitch feedforward controller and the pitch feedback controller are the 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 deviation between the force parameters and the required force parameters in the direction of frame movement, the more likely the force generated by the vehicle suspension in that direction of frame movement will be satisfied. Conversely, the larger the deviation between the force parameters and the required force parameters in the direction of frame movement, the more likely the force generated by the vehicle suspension in that direction of frame movement will be ignored.

[0139] In a possible implementation, if the comparison result indicates that the total demand force is greater than the effective output force, the roll moment and pitch moment will be prioritized to be satisfied, while the vertical force and torsional moment will be prioritized to be ignored. Specifically, assuming the demand force parameters are a roll moment of 1000N, a pitch moment of 500N, a vertical force of 20N, and a torsional moment of 10N, and the effective output force is 1400N, then the final determined force parameters for each frame movement direction are: 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 demand force is less than or equal to the effective output force, determine the force parameters for each frame movement direction based on the individual demand force parameters.

[0141] Among them, the force parameters and the required force parameters in the same direction of frame movement have the same value.

[0142] It can be understood that, since the total demand 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 the required force parameters are 500N for roll moment, 500N for pitch moment, 20N for vertical force, and 10N for torsional moment, and the effective output force is 1400N, then the final determined force parameters for each vehicle frame movement direction are: 500N for roll direction, 400N for pitch direction, 20N for vertical direction, and 10N for torsional direction.

[0144] The processes 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 unsprung force (which can be understood as force parameters) by relying on mathematical models, it does not require computational resources to accurately calculate the vehicle attitude and suspension attitude, thus improving the application scenarios, control effect and robustness of vehicle suspension control.

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

[0146] The vehicle monitoring unit 100 is used to monitor the vehicle's operating status information in real time; the operating 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 sensor signals; the body state includes sprung velocities corresponding to multiple frame movement directions; the suspension state includes 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 speed, vertical relative displacement and vehicle driving signals corresponding to 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 the multiple frame movement directions based on the sprung speed, vertical relative displacement, and vehicle driving signals corresponding to the multiple frame movement directions; wherein, the multiple frame movement directions include the vertical direction, roll direction, pitch direction, and torsional direction; the vehicle driving signals include vehicle speed signal, steering wheel angle signal, steering wheel speed signal, accelerator pedal signal, brake pedal signal, front axle torque signal, and rear axle torque signal; the control module is used to determine the output parameters corresponding to the input parameters based on the controller; the controller type includes a feedforward controller and a feedback controller; and 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 parameters of the vertical control module corresponding to the vertical direction based on the sprung vertical velocity and the vertical relative displacement corresponding to the vertical direction; determine the input parameters of the roll control module corresponding to the roll direction based on the sprung roll velocity, vehicle speed signal, steering wheel angle signal, and steering wheel speed signal corresponding to the roll direction; determine the input parameters of the pitch control module corresponding to the pitch direction based on the sprung pitch velocity, vehicle speed signal, accelerator pedal signal, brake pedal signal, front axle torque signal, and rear axle torque signal corresponding to the pitch direction; and determine the input parameters of the torsion control module corresponding to the torsion direction based on the sprung torsional 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 torsion control module based on the feedback controller; and determine the required force parameters of the vehicle suspension in multiple frame movement directions based on the vertical force, roll moment, pitch moment, and torsional moment.

[0152] The signal determination unit 400 is used to determine the control signal of the vehicle suspension based on various demand force parameters and the effective output force of the actuators of the vehicle suspension; the control signal is used to control the force generated by the vehicle suspension in each frame movement direction to maintain the stable driving of the vehicle.

[0153] Optionally, the signal determination unit 400 is specifically used for: determining the total demand force based on the sum of various demand force parameters; obtaining the effective output force of the actuator of the vehicle suspension; determining the force parameters of each frame movement direction based on the comparison result between the total demand force and the effective output force; and determining 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 the comparison result between the total demand force and the effective output force; if the comparison result indicates that the total demand 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 demand force parameter; wherein, the higher the priority corresponding to the frame movement direction, the smaller the parameter value deviation between the force parameters of the frame movement direction and the demand force parameters.

[0155] Optionally, the signal determination unit 400 is further configured to: if the comparison result indicates that the total demand force is less than or equal to the effective output force, determine the force parameters for each frame movement direction based on each demand force parameter, wherein the force parameters for the same frame movement direction have the same parameter value as the demand force parameters.

[0156] The units described above obtain the required force parameters of the vehicle suspension in multiple frame movement directions based on the vehicle's body state and suspension state. Based on these required force parameters and the effective output force of the actuators, they control the forces generated by the vehicle suspension in each frame movement direction to maintain stable vehicle operation, thereby effectively improving the control accuracy of the fully active suspension.

[0157] This application also provides a computer-readable storage medium including a stored program, wherein the program executes the fully active suspension control method provided in this application.

[0158] This 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. When the program runs, it executes the fully active suspension control method provided in this application.

[0159] Furthermore, the functions described above in the embodiments of this application can be performed at least in part by one or more hardware logic components. For example, without limitation, exemplary types of hardware logic components that can be used include: Field Programmable Gate Arrays (FPGAs), Application-Specific Integrated Circuits (ASICs), Application Standard Products (ASSPs), System-on-Chip (SOCs), Complex Programmable Logic Devices (CPLDs), and so on.

[0160] While several specific implementation details are included in the foregoing discussion, these should not be construed as limiting the scope of this application. Certain features described in the context of individual embodiments may also be implemented in combination in a single embodiment. Conversely, various features described in the context of a single embodiment may also be implemented individually or in any suitable sub-combination in multiple embodiments.

[0161] The above description is merely a preferred embodiment of this application and an explanation of the technical principles employed. Those skilled in the art should understand that the scope of disclosure in this application is not limited to technical solutions formed by specific combinations of the above-described technical features, but should also cover other technical solutions formed by arbitrary combinations of the above-described technical features or their equivalents without departing from the above-described concept. For example, technical solutions formed by substituting the above features with (but not limited to) technical features with similar functions disclosed in this application.

Claims

1. A fully active suspension control method, characterized in that, include: Real-time monitoring of vehicle operating status information; the operating status information includes sensor signals and vehicle driving signals; Based on the sensor signals, the vehicle body state and suspension state are obtained; the body state includes sprung velocities corresponding to multiple frame movement directions; the suspension state includes vertical relative displacement. Based on the sprung velocities corresponding to multiple vehicle frame movement directions, the vertical relative displacement, and the vehicle driving signals, the required force parameters of the vehicle suspension in multiple vehicle frame movement directions are determined. Based on the various required force parameters and the effective output force of the actuators of the vehicle suspension, the control signal of the vehicle suspension is determined. The process of determining the control signal includes: determining the total demand force based on the sum of the various demand force parameters; obtaining the effective output force of the actuators of the vehicle suspension; if the comparison result between the total demand force and the effective output force indicates that the total demand force is greater than the effective output force, determining the force parameters for each of the vehicle frame movement directions according to the priority of the control modules corresponding to each demand force parameter; the higher the priority of the vehicle frame movement direction, the smaller the parameter value deviation between the force parameters for the vehicle frame movement direction and the demand force parameters; determining the control signal of the vehicle suspension based on the force parameters for each of the vehicle frame movement directions; the control signal is used to control the force generated by the vehicle suspension in each of the vehicle frame movement directions to maintain the stable driving of the vehicle.

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

3. The method according to claim 2, characterized in that, Based on the sprung velocities corresponding to multiple vehicle frame movement directions, the vertical relative displacement, and the vehicle driving signal, the input parameters of the control module corresponding to the multiple vehicle frame movement directions are determined, including: Based on the spring vertical velocity corresponding to the vertical direction and the vertical relative displacement, the input parameters of the vertical control module corresponding to the vertical direction are determined. Based on the sprung roll speed corresponding to the roll direction, as well as the vehicle speed signal, the steering wheel angle signal, and the steering wheel speed signal, the input parameters of the roll control module corresponding to the roll direction are determined. 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, the input parameters of the pitch control module corresponding to the pitch direction are determined. Based on the spring torsional speed corresponding to the torsional direction, the input parameters of the torsional control module corresponding to the torsional direction are determined.

4. The method according to claim 3, characterized in that, Based on the output parameters of the control modules corresponding to the multiple vehicle frame movement directions, the required force parameters of the vehicle suspension in the multiple vehicle frame movement directions are determined, including: The vertical force determined by the vertical control module based on the feedback controller is obtained; The roll moment is obtained by the roll control module based on the feedforward controller and the feedback controller; The pitch control module obtains the pitch torque determined by the feedforward controller and the feedback controller. The torsional torque determined by the torsion control module based on the feedback controller is obtained; Based on the vertical force, the roll moment, the pitch moment, and the torsional moment, the required force parameters of the vehicle suspension in multiple vehicle frame movement directions are determined.

5. The method according to claim 1, characterized in that, The method further includes: If the comparison result indicates that the total demand force is less than or equal to the effective output force, the force parameters for each of the frame movement directions are determined based on the respective demand force parameters, wherein the force parameters for the same frame movement direction have the same parameter value as the demand force parameters.

6. A fully active suspension control device, characterized in that, include: The vehicle monitoring unit is used to monitor the vehicle's operating status information in real time. The operational status information includes sensor signals and vehicle driving signals; A state determination unit is used to obtain the vehicle body state and suspension state based on the sensor signals. The vehicle body state includes sprung velocities corresponding to multiple vehicle frame movement directions; the suspension state includes vertical relative displacement. The parameter determination unit is used to determine the required force parameters of the vehicle suspension in the multiple directions of vehicle frame movement based on the sprung speeds corresponding to the multiple directions of vehicle frame movement, the vertical relative displacements, and the vehicle driving signals. A signal determination unit is used to determine a control signal for the vehicle suspension based on each of the required force parameters and the effective output force of the actuators of the vehicle suspension. The process of determining the control signal includes: determining a total required force based on the sum of the required force parameters; obtaining the effective output force of the actuators of the vehicle suspension; if the comparison result between the total required force and the effective output force indicates that the total required force is greater than the effective output force, determining the force parameters for each of the vehicle frame movement directions according to the priority of the control modules corresponding to each required force parameter; the higher the priority of the vehicle frame movement direction, the smaller the parameter value deviation between the force parameters for that direction and the required force parameters; determining the control signal for the vehicle suspension based on the force parameters for each of the vehicle frame movement directions; the control signal is used to control the force generated by the vehicle suspension in each of the vehicle frame movement directions to maintain the stable driving of the vehicle.

7. A storage medium, characterized in that, The storage medium includes a stored program, wherein the program is executed by a processor to perform the fully active suspension control method according to any one of claims 1-5.

8. A vehicle, characterized in that, include: Processor, memory, and 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 program is executed by the processor to perform the fully active suspension control method according to any one of claims 1-5.

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