Active suspension system adjusting method, active suspension system and vehicle

Abstract

The invention relates to the technical field of active suspension system control, and discloses an active suspension system adjusting method, an active suspension system and a vehicle. The method comprises the steps that the upper end acceleration value of an elastic element of the active suspension system is obtained, and the target impact force of a vehicle body is determined according to the upper end acceleration value and the equivalent mass of the vehicle body; target buffering force corresponding to the target impact force is determined; target electromagnetic output force is determined according to the target buffering force, and an electromagnetic force generator of the active suspension system is controlled to generate the target electromagnetic output force so as to buffer the target impact force; the electromagnetic force generator and the elastic element are arranged in parallel. According to the active suspension system, the structure is simple, the installation space is reduced, the adaptability to different road conditions is improved, and the comfort during vehicle driving is improved.

Description

Technical Field

[0001] The present invention relates to the technical field of active suspension system control, and in particular to an active suspension system adjustment method, an active suspension system and a vehicle. Background Art

[0002] At present, the requirements for intelligent control of active suspension systems are getting higher and higher. In the prior art, a force generator such as a motor is usually used to generate the main force to achieve active control. In this way, the active suspension system needs to add a mechanical connection structure such as a rod to install the force generator such as a motor, which will lead to a complex structure and increased cost, and the mechanical connection structure and the motor will take up more layout space; at the same time, the force generator has relatively poor adaptability to the real-time changing road conditions during vehicle driving, which will lead to low comfort when the vehicle is driving. Summary of the invention

[0003] Based on this, it is necessary to provide an active suspension system adjustment method, an active suspension system and a vehicle to address the above technical problems, so as to solve the technical problems in the prior art such as the complex structure of the active suspension system and the poor adaptability to different road conditions.

[0004] An active suspension system adjustment method, comprising: Obtaining an upper end acceleration value of an elastic element of an active suspension system, and determining a target impact force of a vehicle body according to the upper end acceleration value and an equivalent mass of the vehicle body; determining a target buffer force corresponding to the target impact force; The target electromagnetic output force is determined according to the target buffering force, and the electromagnetic force generator of the active suspension system is controlled to generate the target electromagnetic output force to buffer the target impact force; the electromagnetic force generator is arranged in parallel with the elastic element.

[0005] An active suspension system, comprising: An elastic element and an electromagnetic force generator connected in parallel with each other, and a controller for executing the active suspension system adjustment method; the controller is connected to the electromagnetic force generator.

[0006] A vehicle comprises the active suspension system.

[0007] In the above-mentioned active suspension system adjustment method, active suspension system and vehicle, the method includes: obtaining the upper end acceleration value of the elastic element of the active suspension system, and determining the target impact force of the vehicle body according to the upper end acceleration value and the equivalent mass of the vehicle body; determining the target buffering force corresponding to the target impact force; determining the target electromagnetic output force according to the target buffering force, and controlling the electromagnetic force generator of the active suspension system to generate the target electromagnetic output force to buffer the target impact force; the electromagnetic force generator is arranged in parallel with the elastic element.

[0008] In the present invention, the electromagnetic force generator of the active suspension system is arranged in parallel with the elastic element, and the main force (i.e., the target electromagnetic output force) generated by the electromagnetic force generator can realize the controllable damping of the active suspension system, and the above-mentioned target electromagnetic output force is determined by the magnitude and direction of the current. Therefore, the active suspension system of the present invention does not need to set up an additional mechanical connection structure to install the motor and other force generators, so that the structure of the active suspension system is simplified, the installation space is reduced, and the cost is reduced. In the present invention, after obtaining the upper end acceleration value of the elastic element of the active suspension system, the target impact force of the vehicle body can be determined according to the upper end acceleration value and the equivalent mass of the vehicle body, and the target buffering force can be determined according to the target impact force. After that, the target electromagnetic output force is determined according to the target buffering force, and then the electromagnetic force generator of the active suspension system can be controlled to generate the target electromagnetic output force to buffer the target impact force. Since the main force (i.e., the target electromagnetic output force) generated by the electromagnetic force generator is determined by the magnitude and direction of the current, it can be adjusted in real time and accurately according to different road conditions, which improves the adaptability to different road conditions and thus improves the comfort of the vehicle when driving. BRIEF DESCRIPTION OF THE DRAWINGS

[0009] In order to more clearly illustrate the technical solutions of the embodiments of the present invention, the accompanying drawings required for use in the description of the embodiments of the present invention will be briefly introduced below. Obviously, the accompanying drawings in the following description are only some embodiments of the present invention. For ordinary technicians in this field, other accompanying drawings can be obtained based on these accompanying drawings without paying creative labor.

[0010] Figure 1 is a schematic flow chart of an active suspension system adjustment method in one embodiment of the present invention; Figure 2 is a schematic flow chart of an active suspension system adjustment method in another embodiment of the present invention; Figure 3 is a schematic flow chart of an active suspension system adjustment method in yet another embodiment of the present invention; Figure 4 Schematic diagram of the structure of an active suspension system in one embodiment of the present invention. DETAILED DESCRIPTION

[0011] The following will be combined with the drawings in the embodiments of the present invention to clearly and completely describe the technical solutions in the embodiments of the present invention. Obviously, the described embodiments are part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the present invention.

[0012] The present invention provides an active suspension system adjustment method, which can be applied in the following aspects: Figure 4 In an active suspension system shown in the figure, the active suspension system includes an elastic element 100 and an electromagnetic force generator 200 connected in parallel, and a controller 300 for executing the active suspension system adjustment method; the controller 300 is connected to the electromagnetic force generator 200. The electromagnetic force generator 200 includes a first electromagnetic part 210 and a second electromagnetic part 220 arranged opposite to each other. The connection line between the first electromagnetic part 210 and the second electromagnetic part 220 is parallel to the central axis of the elastic element 100. The upper end of the elastic element 100 and the first electromagnetic part 210 can be connected to the vehicle body, and the lower end of the elastic element 100 and the second electromagnetic part 220 can be connected to the wheel or connected to the wheel through the lower arm. Among them, the elastic element 100 can be a non-adjustable elastic part, such as a spring, etc.; the elastic element 100 can also be an adjustable elastic part, such as an air spring, etc. The electromagnetic force generator 200 can control the current through the controller 300 to adjust the direction and magnitude of the electromagnetic force.

[0013] In the active suspension system of the above embodiment of the present invention, the electromagnetic force generator 200 is arranged in parallel with the elastic element 100, and the main force (that is, the target electromagnetic output force) generated by the electromagnetic force generator 200 can realize the controllable damping of the active suspension system, and the above target electromagnetic output force is determined by the magnitude and direction of the current. Therefore, the active suspension system of the present invention does not need to set up an additional mechanical connection structure to install a force generator such as a motor. In this way, the structure of the active suspension system is simplified, the installation space is reduced, and the cost is reduced.

[0014] In one embodiment, if Figure 1 As shown, a method for adjusting an active suspension system is provided, comprising the following steps S10-S30: S10, obtaining the upper end acceleration value of the elastic element 100 of the active suspension system, and determining the target impact force of the vehicle body according to the upper end acceleration value and the equivalent mass of the vehicle body. It can be understood that the target impact force can be the product of the upper end acceleration value and the equivalent mass of the vehicle body. The upper end acceleration value can be obtained by installing an upper acceleration sensor 600 on the upper end of the elastic element 100 or on a component (such as a vehicle body, etc.) that is fixedly connected to the upper end of the elastic element 100 and moves together, and then performing real-time or timed detection by the upper acceleration sensor 600. The equivalent mass of the vehicle body can be set according to actual conditions, for example, it can be set considering information such as the curb weight of the vehicle and the number of passengers. The direction of the upper end acceleration value can be the direction from the first electromagnetic component 210 to the second electromagnetic component 220, or the direction from the second electromagnetic component 220 to the first electromagnetic component 210.

[0015] In one embodiment, if Figure 2 As shown, in the step S10, obtaining the upper end acceleration value of the elastic element 100 of the active suspension system includes: S11, obtaining a driving mode of the vehicle, and determining an adjustment frequency corresponding to the driving mode. The adjustment frequency refers to the frequency of periodically obtaining the upper end acceleration value of the elastic element 100, and the adjustment frequency can also be regarded as the frequency of controlling the electromagnetic force generator 200 of the active suspension system to generate the target electromagnetic output force.

[0016] It can be understood that the driving mode refers to the current driving state of the vehicle. There are multiple driving modes associated with the vehicle. The driving mode of the vehicle can be set according to information such as driving conditions. For example, the driving mode can include sports mode, off-road mode, daily driving mode, etc.; and the correspondence between the driving mode and the adjustment frequency needs to be pre-associated and configured based on the test. For example, the daily driving mode can be associated with a lower adjustment frequency, the off-road mode can be associated with a higher adjustment frequency, etc., which is not limited here.

[0017] It should be noted that the vehicle's current driving model can be switched by the user by triggering a preset mode switching button or by sending a voice command to the vehicle controller; the vehicle's driving mode can also be set by the vehicle controller based on the real-time driving status and road conditions of the vehicle after receiving the real-time driving status and road conditions of the vehicle obtained by the acceleration sensor 600.

[0018] S12, obtaining the upper end acceleration value of the elastic element 100 at the adjustment frequency. Further, the active suspension system further comprises an upper acceleration sensor 600 mounted on the lower end surface of the upper mounting member 400; the upper acceleration sensor 600 is connected to the controller 300 and is used to send the detected upper end acceleration value to the controller 300. That is, after determining the driving mode and obtaining the adjustment frequency corresponding to the driving mode according to the above driving mode, the upper acceleration sensor 600 can be controlled to obtain the upper end acceleration value at different adjustment moments (preset time interval between two adjacent adjustment moments) according to the adjustment frequency, and the upper end acceleration value is sent to the controller 300. The upper end acceleration value is the upper end acceleration value corresponding to the upper end of the elastic element 100, which can represent the impact force on the upper end of the active suspension system.

[0019] S20. Determine a target buffering force corresponding to the target impact force. It is understandable that the target buffering force refers to an ideal damping force that is opposite in direction to the target impact force and can completely offset the target impact force. In one embodiment, the target buffering force is equal in magnitude to the target impact force and opposite in direction. In other embodiments, the magnitude of the target buffering force can also be set according to actual conditions. For example, the magnitude of the target buffering force can also be slightly larger than or smaller than the target impact force, as long as the target impact force can be ideally offset and buffered.

[0020] S30, determining a target electromagnetic output force according to the target buffering force, and controlling the electromagnetic force generator 200 of the active suspension system to generate the target electromagnetic output force to buffer the target impact force; the electromagnetic force generator 200 is arranged in parallel with the elastic element 100.

[0021] Understandably, in Figure 4In the embodiment shown, if the target impact force is generated at the connection between the upper end of the elastic element 100 and the vehicle body, and the direction of the target impact force at this point is to compress the elastic element 100 from top to bottom; and the first electromagnetic member 210 of the electromagnetic force generator 200 is connected to the vehicle body, and one end of the second electromagnetic member 220 of the electromagnetic force generator 200 is connected to the wheel, at this time, a mutually repulsive force should be generated between the first electromagnetic member 210 and the second electromagnetic member 220 of the electromagnetic force generator 200, and then, the direction of the target electromagnetic output force acting on the upper end surface of the vehicle body is from bottom to top, so that the target electromagnetic output force can buffer the target impact force. When the direction of the target impact force is from bottom to top, the above embodiment can also be referred to, so that the first electromagnetic member 210 and the second electromagnetic member 220 of the electromagnetic force generator 200 should generate a mutually attractive force, and then, the direction of the target electromagnetic output force acting on the upper end surface of the vehicle body is from top to bottom, so that the target electromagnetic output force can buffer the target impact force. It is understandable that the target electromagnetic output force may be equal to the target buffering force; or it may not be equal to the target buffering force, as long as the target electromagnetic output force can ultimately buffer the target impact force, thereby improving the comfort of the vehicle.

[0022] The active suspension system adjustment method provided by the present invention can determine the target impact force of the vehicle body according to the upper end acceleration value and the equivalent mass of the vehicle body after obtaining the upper end acceleration value of the elastic element 100 of the active suspension system, and determine the target buffering force according to the target impact force. Thereafter, the target electromagnetic output force is determined according to the target buffering force, and then the electromagnetic force generator 200 of the active suspension system can be controlled to generate the target electromagnetic output force to buffer the target impact force. Since the main force (that is, the target electromagnetic output force) generated by the electromagnetic force generator 200 is determined by the magnitude and direction of the power-on current, it can be adjusted in real time and accurately according to different road conditions, thereby improving the adaptability to different road conditions and thus improving the comfort of the vehicle during driving.

[0023] In one embodiment, in step S30, determining the target electromagnetic output force according to the target buffer force includes: When it is determined that the target buffer force is less than or equal to the preset minimum force value, the target electromagnetic output force is determined to be zero. It can be understood that when the target impact force is small, that is, when the impact on comfort is small, if the electromagnetic force generator 200 also adjusts the target electromagnetic output force, at this time, the electromagnetic force generator 200 will adjust the target electromagnetic output force too frequently, resulting in excessive burden; therefore, in this embodiment, the preset minimum force value is set to avoid the excessive burden caused by too frequent adjustment of the target electromagnetic output force, that is, when it is determined that the target buffer force is less than or equal to the preset minimum force value, the target electromagnetic output force is determined to be zero, so that when the target buffer force is less than or equal to the preset minimum force value, the target electromagnetic output force will not be output. In this embodiment, the preset minimum force value can be set according to actual conditions, for example, it can be set according to the results obtained by conducting specific tests on the active suspension system of the vehicle.

[0024] In one embodiment, if Figure 3 As shown, in the step S30, determining the target electromagnetic output force according to the target buffer force includes: S31. When it is determined that the target buffer force is greater than the preset minimum force value, determine whether the absolute value of the buffer difference is greater than the preset maximum change threshold; the buffer difference refers to the difference between the target buffer force and the current electromagnetic output force. The current electromagnetic output force refers to the electromagnetic output force generated by the electromagnetic force generator 200 according to the active suspension system adjustment method at the last adjustment moment before the current adjustment moment according to the adjustment frequency. Similarly, the target electromagnetic output force refers to the electromagnetic output force that the electromagnetic force generator 200 will generate according to the active suspension system adjustment method at the current adjustment moment according to the adjustment frequency.

[0025] It is understandable that the direction of the preset maximum change threshold is the same as the direction of the target buffer force. The preset maximum change threshold is used to limit the maximum adjustable force value of the electromagnetic force generator 200 based on the current electromagnetic output force, so as to avoid the electromagnetic force generator 200 adjusting the target electromagnetic output force too much at one time, thereby causing excessive impact on the active suspension system, thereby affecting the life of the active suspension system, etc.; and too much adjustment at one time will also make the adjustment time too long, which may easily lead to the situation that the previous adjustment has not been completed, while the next adjustment has arrived, which may easily lead to adjustment errors. It is understandable that the preset maximum change threshold can be set according to actual conditions, for example, it can be set according to the results of system debugging, as long as the fluctuation of the adjustment amount of the target electromagnetic output force can be guaranteed to be stable.

[0026] S32. When it is determined that the absolute value of the buffer difference is greater than the preset maximum change threshold, determine the target electromagnetic output force according to the current electromagnetic output force and the preset maximum change threshold.

[0027] It can be understood that the absolute value of the buffer difference is greater than the preset maximum change threshold, including the target buffer force is greater than the current electromagnetic output force, and the target buffer force is less than the current electromagnetic output force. In the above two cases, as long as the absolute value of the buffer difference is greater than the preset maximum change threshold, it means that if the target electromagnetic output force equal to the target buffer force is directly generated, the target electromagnetic output force will be adjusted too much at one time, resulting in excessive impact on the active suspension system. Therefore, at this time, it is necessary to further determine the target electromagnetic output force based on the current electromagnetic output force and the preset maximum change threshold, that is, to adjust according to the preset maximum change threshold on the basis of the current electromagnetic output force to determine the target electromagnetic output force, thereby avoiding the situation where the electromagnetic force generator 200 adjusts the target electromagnetic output force too much at one time.

[0028] In one embodiment, in step S32, determining the target electromagnetic output force according to the current electromagnetic output force and the preset maximum change threshold value includes: S321. If the target buffer force is greater than the current electromagnetic output force, the target electromagnetic output force is determined to be the sum of the current electromagnetic output force and the preset maximum change threshold. It can be understood that if the target buffer force is greater than the current electromagnetic output force, it means that the current electromagnetic output force is not sufficient to buffer the target impact force in the opposite direction to the target buffer force. Therefore, it is necessary to increase a certain electromagnetic output force on the basis of the current electromagnetic output force so that the current electromagnetic output force is closer to the target buffer force after being increased. At this time, the target electromagnetic output force is determined to be the sum of the current electromagnetic output force and the preset maximum change threshold, which can ensure the maximum buffering degree of the target impact force while avoiding the situation where the electromagnetic force generator 200 adjusts the target electromagnetic output force too much at one time.

[0029] S322, if the target buffer force is less than the current electromagnetic output force, the target electromagnetic output force is determined to be the difference between the current electromagnetic output force and the preset maximum change threshold. It can be understood that if the target buffer force is less than the current electromagnetic output force, it means that the current electromagnetic output force has exceeded the target buffer force required for ideal buffering of the target impact force. Therefore, it is necessary to reduce a certain amount of electromagnetic output force on the basis of the current electromagnetic output force so that the reduced current electromagnetic output force is adjusted to be closer to the target buffer force. At this time, the target electromagnetic output force is determined to be the difference between the current electromagnetic output force and the preset maximum change threshold, which can ensure the most appropriate buffering degree for the target impact force while avoiding the situation where the electromagnetic force generator 200 adjusts the target electromagnetic output force too much at one time.

[0030] In one embodiment, if Figure 3 As shown, after the step S32, that is, after determining whether the absolute value of the buffer difference is greater than the preset maximum change threshold, the following further includes: S33, when it is determined that the absolute value of the buffer difference is less than or equal to the preset maximum change threshold, the target electromagnetic output force is determined as the target buffer force. It can be understood that if the absolute value of the buffer difference is less than or equal to the preset maximum change threshold, it means that if the target electromagnetic output force equal to the target buffer force is directly generated, the adjustment amount of the target electromagnetic output force will not be too large at one time. At this time, the electromagnetic force generator 200 can keep outputting the target electromagnetic output force at the target buffer force before the next adjustment time arrives, that is, the target electromagnetic output force is equal to the target buffer force, which can ensure the best buffering effect on the target impact force.

[0031] It should be understood that the order of execution of the steps in the above embodiment does not necessarily mean the order of execution. The execution order of each process should be determined by its function and internal logic, and should not constitute any limitation on the implementation process of the embodiment of the present invention.

[0032] In one embodiment, an active suspension system is provided, and the active suspension system corresponds one-to-one to the active suspension system adjustment method in the above embodiment. Figure 4 As shown, the active suspension system includes an elastic element 100 and an electromagnetic force generator 200 connected in parallel, and a controller 300 for executing the active suspension system adjustment method; the controller 300 is connected to the electromagnetic force generator 200 .

[0033] It can be understood that the specific definition of the controller 300 can refer to the definition of the active suspension system adjustment method above, which will not be repeated here. The controller 300 may include multiple sub-modules, and each sub-module may be implemented in whole or in part by software, hardware, and a combination thereof. The above-mentioned sub-modules may be embedded in or independent of the processor in the computer device in the form of hardware, or may be stored in the memory in the computer device in the form of software, so that the processor can call and execute the operations corresponding to the above sub-modules. The elastic element 100 may be a non-adjustable elastic member, such as a spring, etc.; the elastic element 100 may also be an adjustable elastic member, such as an air spring, etc. The electromagnetic force generator 200 may control the current through the controller 300 to adjust the direction and magnitude of the electromagnetic force.

[0034] In the active suspension system in the embodiment of the present invention, the electromagnetic force generator 200 is arranged in parallel with the elastic element 100, and the main force (that is, the target electromagnetic output force) generated by the electromagnetic force generator 200 can realize the controllable damping of the active suspension system, and the above-mentioned target electromagnetic output force is determined by the magnitude and direction of the current. Therefore, the active suspension system of the present invention does not need to set up an additional mechanical connection structure to install a force generator such as a motor. In this way, the structure of the active suspension system is simplified, the installation space is reduced, and the cost is reduced. In addition, the electromagnetic force generator 200 can control the current through the controller 300 to adjust the direction and size of the electromagnetic force. After obtaining the upper end acceleration value of the elastic element 100, the target impact force of the vehicle body is determined according to the upper end acceleration value and the equivalent mass of the vehicle body, and the target buffering force is determined according to the target impact force. Finally, the target electromagnetic output force is determined according to the target buffering force, and then the electromagnetic force generator 200 can be controlled to generate the target electromagnetic output force to buffer the target impact force. Since the main force (that is, the target electromagnetic output force) generated by the electromagnetic force generator 200 is determined by the size and direction of the current, it can be adjusted in real time and accurately according to different road conditions, thereby improving the adaptability to different road conditions and thus improving the comfort of the vehicle during driving.

[0035] In one embodiment, if Figure 4 As shown, the active suspension system also includes an upper mounting member 400 and a lower mounting member 500 that are relatively spaced apart; the elastic element 100 is connected between the lower end surface of the upper mounting member 400 and the upper end surface of the lower mounting member 500; the electromagnetic force generator 200 includes a first electromagnetic member 210 installed on the lower end surface of the upper mounting member 400 and a second electromagnetic member 220 installed on the upper end surface of the lower mounting member 500; the first electromagnetic member 210 and the second electromagnetic member 220 are relatively arranged; and the connecting line between the first electromagnetic member 210 and the second electromagnetic member 220 is parallel to the central axis of the elastic element 100.

[0036] It can be understood that the upper mounting member 400 can be connected to the vehicle body, and the upper end of the elastic element 100 and the first electromagnetic member 210 are connected to the vehicle body through the upper mounting member 400. The lower mounting member 500 can be connected to the wheel or connected to the wheel through the lower swing arm, and the lower end of the elastic element 100 and the second electromagnetic member 220 are connected to the wheel through the lower mounting member 500. The first electromagnetic member 210 and the second electromagnetic member 220 are both connected to the controller 300. The electromagnetic forces between the first electromagnetic member 210 and the second electromagnetic member 220 are in opposite directions.

[0037] In one embodiment, if Figure 4 As shown, the active suspension system further includes an upper acceleration sensor 600 mounted on the lower end surface of the upper mounting member 400 ; the upper acceleration sensor 600 is connected to the controller 300 and is used to send the detected upper end acceleration value to the controller 300 .

[0038] It can be understood that the upper mounting member 400 can be connected to the vehicle body, and the upper end of the elastic element 100 is mounted on the upper mounting member 400. Therefore, the acceleration value of the upper end of the elastic element 100 detected by the upper acceleration sensor 600 is also the acceleration value of the vehicle body connected to the upper end of the elastic element 100.

[0039] In one embodiment, if Figure 4 As shown, the active suspension system further includes a lower acceleration sensor 700 mounted on the upper end surface of the lower mounting member 500 ; the lower acceleration sensor 700 is connected to the controller 300 and is used to send the detected lower end acceleration value to the controller 300 .

[0040] It can be understood that the lower mounting member 500 can be connected to the wheel or connected to the wheel through the lower swing arm, and the lower end of the elastic element 100 is mounted on the lower mounting member 500. Therefore, the lower end acceleration value detected by the lower acceleration sensor 700 is the lower end acceleration value of the elastic element 100, that is, the acceleration value of the wheel connected to the lower end of the elastic element 100. The controller 300 can determine the working condition of the active suspension system through the lower end acceleration value and the upper end acceleration value, and then adjust the active suspension system according to the working condition.

[0041] In one embodiment, a vehicle is provided, comprising the active suspension system. The active suspension system is used to execute the active suspension system adjustment method.

[0042] It is understandable that the vehicle may include a plurality of active suspension systems, for example, one active suspension system may be installed at each of the four wheels of the vehicle. When the vehicle is traveling in a straight line, the active suspension systems at the four wheels of the vehicle may maintain substantially the same height. When the vehicle is turning, there may be a certain amount of height difference between the active suspension systems at the two wheels in the left and right directions of the vehicle, thereby maintaining the stability of the turn. The upper acceleration sensor 600 and / or the lower acceleration sensor 700 in the active suspension system at the front wheels of the vehicle may be used to determine whether the vehicle has a working condition such as passing through a pit (for example, if the upper acceleration sensor 600 detects a sudden downward acceleration, it may be determined that the vehicle has a working condition of passing through a pit), thereby allowing the active suspension system at the rear wheels of the vehicle to prepare for adjustment in advance.

[0043] In the vehicle in the embodiment of the present invention, the electromagnetic force generator 200 can control the current through the controller 300 to adjust the direction and size of the electromagnetic force. After obtaining the upper end acceleration value of the elastic element 100, the target impact force of the vehicle body is determined according to the upper end acceleration value and the equivalent mass of the vehicle body, and the target buffering force is determined according to the target impact force. Finally, the target electromagnetic output force is determined according to the target buffering force, and then the electromagnetic force generator 200 can be controlled to generate the target electromagnetic output force to buffer the target impact force. Since the main force (that is, the target electromagnetic output force) generated by the electromagnetic force generator 200 is determined by the size and direction of the current, it can be adjusted in real time and accurately according to different road conditions, thereby improving the adaptability to different road conditions and thus improving the comfort of the vehicle during driving.

[0044] Those of ordinary skill in the art can understand that all or part of the processes in the above-mentioned embodiment methods can be implemented by instructing related hardware through computer-readable instructions, and the computer-readable instructions can be stored in a non-volatile readable storage medium or a volatile readable storage medium. When the computer-readable instructions are executed, they may include the processes of the embodiments of the above-mentioned methods. Among them, any reference to memory, storage, database or other media used in the embodiments provided in this application may include non-volatile and / or volatile memory. Non-volatile memory may include read-only memory (ROM), programmable ROM (PROM), electrically programmable ROM (EPROM), electrically erasable programmable ROM (EEPROM) or flash memory. Volatile memory may include random access memory (RAM) or external cache memory. By way of illustration and not limitation, RAM is available in many forms, such as static RAM (SRAM), dynamic RAM (DRAM), synchronous DRAM (SDRAM), double data rate SDRAM (DDRSDRAM), enhanced SDRAM (ESDRAM), synchronous link (Synchlink) DRAM (SLDRAM), memory bus (Rambus) direct RAM (RDRAM), direct memory bus dynamic RAM (DRDRAM), and memory bus dynamic RAM (RDRAM), etc.

[0045] Those skilled in the art can clearly understand that for the convenience and simplicity of description, only the division of the above-mentioned functional units and modules is used as an example. In actual applications, the above-mentioned functions can be distributed and completed by different functional units and modules as needed, that is, the internal structure of the device can be divided into different functional units or modules to complete all or part of the functions described above.

[0046] The embodiments described above are only used to illustrate the technical solutions of the present invention, rather than to limit the same. Although the present invention has been described in detail with reference to the aforementioned embodiments, those skilled in the art should understand that the technical solutions described in the aforementioned embodiments may still be modified, or some of the technical features may be replaced by equivalents. Such modifications or replacements do not deviate the essence of the corresponding technical solutions from the spirit and scope of the technical solutions of the embodiments of the present invention, and should all be included in the protection scope of the present invention.

Claims

1. A method for adjusting an active suspension system, characterized in that: include: Obtaining an upper end acceleration value of an elastic element of an active suspension system, and determining a target impact force of a vehicle body according to the upper end acceleration value and an equivalent mass of the vehicle body; determining a target buffer force corresponding to the target impact force; The target electromagnetic output force is determined according to the target buffering force, and the electromagnetic force generator of the active suspension system is controlled to generate the target electromagnetic output force to buffer the target impact force; the electromagnetic force generator is arranged in parallel with the elastic element.

2. The active suspension system adjustment method according to claim 1, characterized in that: The step of determining the target electromagnetic output force according to the target buffer force comprises: When it is determined that the target buffer force is greater than the preset minimum force value, determining whether the absolute value of the buffer difference is greater than the preset maximum change threshold; the buffer difference refers to the difference between the target buffer force and the current electromagnetic output force; When it is determined that the absolute value of the buffer difference is greater than the preset maximum change threshold, the target electromagnetic output force is determined according to the current electromagnetic output force and the preset maximum change threshold.

3. The active suspension system adjustment method according to claim 2, characterized in that: The step of determining the target electromagnetic output force according to the current electromagnetic output force and the preset maximum change threshold comprises: If the target buffer force is greater than the current electromagnetic output force, determining the target electromagnetic output force as the sum of the current electromagnetic output force and the preset maximum change threshold; If the target buffer force is smaller than the current electromagnetic output force, the target electromagnetic output force is determined to be the difference between the current electromagnetic output force and the preset maximum change threshold.

4. The active suspension system adjustment method according to claim 2, characterized in that: After determining whether the absolute value of the buffer difference is greater than the preset maximum change threshold, the method further includes: When it is determined that the absolute value of the buffer difference is less than or equal to the preset maximum change threshold, the target electromagnetic output force is determined as the target buffer force.

5. The active suspension system adjustment method according to claim 1, characterized in that: The step of determining the target electromagnetic output force according to the target buffer force comprises: When it is determined that the target buffer force is less than or equal to the preset minimum force value, the target electromagnetic output force is determined to be zero.

6. The active suspension system adjustment method according to claim 1, characterized in that: The obtaining of the upper end acceleration value of the elastic element of the active suspension system comprises: Acquiring a driving mode of the vehicle and determining an adjustment frequency corresponding to the driving mode; The upper end acceleration value of the elastic element is obtained regularly at the adjustment frequency.

7. An active suspension system, characterized in that: It comprises an elastic element and an electromagnetic force generator connected in parallel with each other, and a controller for executing the active suspension system adjustment method as described in any one of claims 1 to 6; the controller is connected to the electromagnetic force generator.

8. The active suspension system according to claim 7, characterized in that: The active suspension system also includes an upper mounting member and a lower mounting member that are relatively spaced apart; the elastic element is connected between the lower end surface of the upper mounting member and the upper end surface of the lower mounting member; the electromagnetic force generator includes a first electromagnetic member installed on the lower end surface of the upper mounting member and a second electromagnetic member installed on the upper end surface of the lower mounting member; the first electromagnetic member and the second electromagnetic member are relatively arranged; and the connecting line between the first electromagnetic member and the second electromagnetic member is parallel to the central axis of the elastic element.

9. The active suspension system according to claim 8, characterized in that: The active suspension system further comprises an upper acceleration sensor mounted on the lower end surface of the upper mounting member; the upper acceleration sensor is connected to the controller and is used to send the detected upper end acceleration value to the controller.

10. A vehicle, characterized in that: Comprising an active suspension system as claimed in any one of claims 7 to 9.

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