Active suspension system adjustment method, active suspension system, and vehicle

Abstract

The application 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 following steps: obtaining an upper end acceleration value of an elastic element of an active suspension system; 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; determining a target electromagnetic output force according to the target buffer force, and controlling an electromagnetic force generator of the active suspension system to generate the target electromagnetic output force so as to buffer the target impact force; and the electromagnetic force generator is arranged in parallel with the elastic element.The active suspension system has simple structure, reduced installation space, improved adaptability to different road conditions, and improved comfort during vehicle driving.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of active suspension system control, and particularly relates to an active suspension system adjusting method, an active suspension system and a vehicle. BACKGROUND

[0002] At present, the intelligent control requirement of the active suspension system is higher and higher. In the prior art, a motor or the like force generator is usually used to generate active force to realize active control. Thus, a mechanical connecting structure such as a rod needs to be added to the active suspension system to install the motor or the like force generator. This will lead to complex structure, increased cost, and more occupied arrangement space of the mechanical connecting structure and the motor or the like. Meanwhile, the adaptability of the force generator to the real-time changing road conditions in the vehicle driving process is relatively poor, which will lead to low comfort of the vehicle driving. SUMMARY

[0003] Therefore, it is necessary to provide an active suspension system adjusting method, an active suspension system and a vehicle to solve the technical problems of complex structure and poor adaptability to different road conditions of the active suspension system in the prior art.

[0004] An active suspension system adjusting method comprises the following steps.

[0005] An upper end acceleration value of an elastic element of an active suspension system is obtained, and a target impact force of a vehicle body is determined according to the upper end acceleration value and a vehicle body equivalent mass.

[0006] A target buffer force corresponding to the target impact force is determined.

[0007] A target electromagnetic output force is determined according to the target buffer force, and an 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.

[0008] An active suspension system comprises the following.

[0009] An elastic element and an electromagnetic force generator arranged in parallel with each other, and a controller for executing the active suspension system adjusting method. The controller is connected to the electromagnetic force generator.

[0010] A vehicle comprises the active suspension system.

[0011] The active suspension system adjusting method, the active suspension system and the vehicle, the method comprises: obtaining an upper end acceleration value of an elastic element of the active suspension system, 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; determining a target electromagnetic output force according to the target buffer force, and controlling an electromagnetic force generator of the active suspension system to generate the target electromagnetic output force to buffer the target impact force; and the electromagnetic force generator is arranged in parallel with the elastic element.

[0012] In the present application, the electromagnetic force generator of the active suspension system is arranged in parallel with the elastic element, and the active force (i.e. the target electromagnetic output force) generated by the electromagnetic force generator can realize controllable damping of the active suspension system, and the target electromagnetic output force is determined by the current size and direction, so that the active suspension system of the present application does not need to additionally set a mechanical connection structure to install a motor or other force generator, thereby simplifying the structure of the active suspension system, reducing the installation space, and reducing the cost. In the present application, 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 buffer force can be determined according to the target impact force. Then, the target electromagnetic output force is determined according to the target buffer 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. Since the active force (i.e. the target electromagnetic output force) generated by the electromagnetic force generator is determined by the current size and direction, it can be adjusted in real time and accurately according to different road conditions, improving the adaptability to different road conditions, and thereby improving the comfort of the vehicle during driving. BRIEF DESCRIPTION OF DRAWINGS

[0013] In order to more clearly illustrate the technical solutions of the embodiments of the present application, the following will briefly introduce the drawings needed to be used in the description of the embodiments of the present application. Obviously, the drawings in the following description are only some embodiments of the present application, and other drawings can be obtained by those skilled in the art without creative labor.

[0014] Figure 1 is a flowchart of an active suspension system adjusting method in an embodiment of the present application;

[0015] Figure 2 is a flowchart of an active suspension system adjusting method in another embodiment of the present application;

[0016] Figure 3 is a flowchart of an active suspension system adjusting method in another embodiment of the present application;

[0017] Figure 4is a structural schematic diagram of an active suspension system in an embodiment of the present application. DETAILED DESCRIPTION

[0018] The technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the drawings in the embodiments of the present application. Obviously, the described embodiments are only some of the embodiments of the present application, rather than all the embodiments. Based on the embodiments in the present application, all other embodiments obtained by those skilled in the art without creative efforts belong to the scope of the present application.

[0019] The present application provides an active suspension system adjusting method, which can be applied to an active suspension system as shown in Figure 4 The active suspension system includes elastic elements 100 and electromagnetic force generators 200 connected in parallel with each other, and a controller 300 for executing the active suspension system adjusting method; the controller 300 is connected to the electromagnetic force generators 200. The electromagnetic force generators 200 include first electromagnetic members 210 and second electromagnetic members 220 arranged oppositely. The connection line between the first electromagnetic members 210 and the second electromagnetic members 220 is parallel to the central axis of the elastic elements 100. The upper end of the elastic elements 100 and the first electromagnetic members 210 can be connected to a vehicle body, and the lower end of the elastic elements 100 and the second electromagnetic members 220 can be connected to a vehicle wheel or connected to the vehicle wheel through a lower swing arm. The elastic elements 100 can be non-adjustable elastic members, such as springs, etc.; the elastic elements 100 can also be adjustable elastic members, such as air springs, etc. The electromagnetic force generators 200 can control the current through the controller 300 to adjust the direction and size of the electromagnetic force.

[0020] In the active suspension system of the above embodiment of the present application, the electromagnetic force generators 200 are connected in parallel with the elastic elements 100, and the active force (i.e. target electromagnetic output force) generated by the electromagnetic force generators 200 can realize controllable damping of the active suspension system, and the above target electromagnetic output force is determined by the size and direction of the current, so the active suspension system of the present application does not need to additionally set a mechanical connection structure to install a motor or other force generator, thus simplifying the structure of the active suspension system, reducing the installation space, and reducing the cost.

[0021] In an embodiment, as shown in Figure 1 An active suspension system adjusting method is provided, including the following steps S10-S30:

[0022] S10, obtain an upper end acceleration value of the elastic element 100 of the active suspension system, and determine a target impact force of the vehicle body according to the upper end acceleration value and a body equivalent mass. It can be understood that the target impact force can be the product of the upper end acceleration value and the body equivalent mass. 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 a component (such as a vehicle body, etc.) fixedly connected to the upper end of the elastic element 100 and co-moving, and then detected by the upper acceleration sensor 600 in real time or at a timing. The body equivalent mass can be set according to actual conditions, for example, the information such as the curb weight of the vehicle and the number of occupants can be considered for setting. The direction of the upper end acceleration value can be the direction of the first electromagnetic member 210 towards the second electromagnetic member 220, or the direction of the second electromagnetic member 220 towards the first electromagnetic member 210.

[0023] In an embodiment, as shown in Figure 2 In the step S10, the obtaining of the upper end acceleration value of the elastic element 100 of the active suspension system includes:

[0024] S11, obtain a driving mode of the vehicle, and determine an adjustment frequency corresponding to the driving mode. The adjustment frequency is the frequency at which the upper end acceleration value of the elastic element 100 is obtained at a specified time, and the adjustment frequency can also be regarded as the frequency at which the electromagnetic force generator 200 of the active suspension system generates the target electromagnetic output force.

[0025] It can be understood that the driving mode refers to the current driving state of the vehicle, and the vehicle is associated with a plurality of driving modes. The driving mode of the vehicle can be set according to the information such as the driving road condition, such as the driving mode can include a sports mode, an off-road mode, a daily driving mode, etc.; and the corresponding relationship between the driving mode and the adjustment frequency needs to be pre-associated and configured according to 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 herein.

[0026] It should be noted that the current driving model of the vehicle can be switched by the user through the mode switching button or by sending a voice command to the vehicle controller, etc. The driving mode of the vehicle can also be set by the vehicle controller after receiving the real-time driving state and the driving road condition of the vehicle obtained by the upper acceleration sensor 600, etc. according to the real-time driving state and the driving road condition.

[0027] S12, acquiring the upper end acceleration value of the elastic element 100 at the adjusting frequency. Further, the active suspension system further comprises an upper acceleration sensor 600 installed 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 acquiring the adjusting frequency corresponding to the driving mode, the upper acceleration sensor 600 can be controlled to acquire the upper end acceleration value at different adjusting time (the interval between two adjacent adjusting time is a preset time length) at the adjusting frequency, and send the upper end acceleration value 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 received by the upper end of the active suspension system.

[0028] S20, determining a target damping force corresponding to the target impact force. It can be understood that the target damping force refers to an ideal damping force which is opposite in direction to the target impact force and can completely hedge the target impact force. In an embodiment, the target damping force is equal in size and opposite in direction to the target impact force. In other embodiments, the size of the target damping force can also be set according to actual conditions, for example, the size of the target damping force can be slightly larger or slightly smaller than the target impact force, as long as it can hedge and buffer the target impact force ideally.

[0029] S30, determining a target electromagnetic output force according to the target damping 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.

[0030] It can be understood that, in the process of determining the target damping force, the controller 300 can determine the target damping force according to the target impact force and the target impact force, and the target impact force can be determined according to the upper end acceleration value of the elastic element 100 and the target impact force. Figure 4In the shown embodiment, if the target impact force is generated at the upper end of the elastic element 100 connected to 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, the first electromagnetic member 210 and the second electromagnetic member 220 of the electromagnetic force generator 200 should generate repulsive force between each other, 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 first electromagnetic member 210 and the second electromagnetic member 220 of the electromagnetic force generator 200 should generate attractive force between each other, 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. Understandably, the target electromagnetic output force can be equal to the target buffer force; or can not be equal to the target buffer force, as long as the target electromagnetic output force can ultimately buffer the target impact force, so as to improve the comfort of the vehicle.

[0031] The active suspension system adjusting method provided by the application can determine the target impact force of the vehicle body according to the upper end acceleration value of the elastic element 100 of the active suspension system and the equivalent mass of the vehicle body after obtaining the upper end acceleration value, determine the target buffer force according to the target impact force, then determine the target electromagnetic output force according to the target buffer force, and then control the electromagnetic force generator 200 of the active suspension system to generate the target electromagnetic output force to buffer the target impact force. Since the active force (i.e. 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, improve the adaptability to different road conditions, and improve the comfort of the vehicle during driving.

[0032] In one embodiment, the step S30 of determining the target electromagnetic output force according to the target buffer force comprises:

[0033] When it is determined that the target cushioning force is less than or equal to a preset minimum force value, it is determined that the target electromagnetic output force is zero. Understandably, in the case that the target impact force is small, that is, the impact on comfort is small, if the electromagnetic force generator 200 also adjusts the target electromagnetic output force, the electromagnetic force generator 200 will be too frequent to adjust the target electromagnetic output force, resulting in excessive burden. Therefore, in the embodiment, the preset minimum force value is set to avoid the situation that the burden is too large due to the excessive frequency of adjusting the target electromagnetic output force, that is, when it is determined that the target cushioning force is less than or equal to a preset minimum force value, it is determined that the target electromagnetic output force is zero, so that the target electromagnetic output force is not output when the target cushioning force is less than or equal to the preset minimum force value. In the 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 specific tests on the active suspension system of the vehicle.

[0034] In an embodiment, as shown in FIG. 8, in step S30, the target electromagnetic output force is determined according to the target cushioning force, including: Figure 3

[0035] S31, when it is determined that the target cushioning force is greater than a preset minimum force value, it is determined whether the absolute value of the cushioning difference is greater than a preset maximum change threshold value; the cushioning difference is the difference between the target cushioning 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 time before the current adjustment time according to the adjustment frequency. Similarly, the target electromagnetic output force refers to the electromagnetic output force that the electromagnetic force generator 200 is about to generate according to the active suspension system adjustment method at the current adjustment time according to the adjustment frequency.

[0036] Understandably, the direction of the preset maximum change threshold value is the same as the direction of the target cushioning force. The preset maximum change threshold value 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 that the adjustment amount of the electromagnetic force generator 200 to the target electromagnetic output force is too large at one time, thereby causing the impact on the active suspension system to be too large, and further affecting the service life of the active suspension system, etc. A too large adjustment amount at one time will also make the adjustment time too long, which is easy to cause the situation that the last adjustment has not been completed, while the next adjustment has already come, thereby easily leading to adjustment errors. Understandably, the preset maximum change threshold value 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 is smooth.

[0037] ​S32, when it is determined that the absolute value of the buffer difference is greater than the preset maximum change threshold, determining the target electromagnetic output force according to the current electromagnetic output force and the preset maximum change threshold.

[0038] It can be understood that the absolute value of the buffer difference being greater than the preset maximum change threshold includes two cases: the target buffer force being greater than the current electromagnetic output force and the target buffer force being 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 indicates that if a target electromagnetic output force equal to the target buffer force is directly generated, the adjustment amount of the target electromagnetic output force at one time will be too large, thereby causing the impact on the active suspension system to be too large. Therefore, at this time, the target electromagnetic output force needs to be further determined according to the current electromagnetic output force and the preset maximum change threshold, that is, the target electromagnetic output force is determined by adjusting the current electromagnetic output force according to the preset maximum change threshold, so as to avoid the situation that the adjustment amount of the target electromagnetic output force at one time by the electromagnetic force generator 200 is too large.

[0039] In an embodiment, in the step S32, the determining the target electromagnetic output force according to the current electromagnetic output force and the preset maximum change threshold includes:

[0040] S321, 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. It can be understood that if the target buffer force is greater than the current electromagnetic output force, it indicates that the current electromagnetic output force is not enough to buffer the target impact force in the direction opposite to the target buffer force. Therefore, a certain electromagnetic output force needs to be added on the basis of the current electromagnetic output force to make the current electromagnetic output force more close to the target buffer force after being increased. At this time, the target electromagnetic output force is determined as 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 in the state of avoiding the situation that the adjustment amount of the target electromagnetic output force at one time by the electromagnetic force generator 200 is too large.

[0041] S322. If the target buffering force is less than the current electromagnetic output force, then 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 buffering force is less than the current electromagnetic output force, it means that the current electromagnetic output force has exceeded the target buffering force required for ideal buffering of the target impact force. Therefore, it is necessary to reduce the electromagnetic output force by a certain amount based on the current electromagnetic output force so that the reduced current electromagnetic output force is adjusted to be closer to the target buffering force. In this case, determining the target electromagnetic output force as the difference between the current electromagnetic output force and the preset maximum change threshold can ensure the most appropriate degree of buffering against the target impact force while avoiding the situation where the electromagnetic force generator 200 adjusts the target electromagnetic output force too much at once.

[0042] In one embodiment, such as Figure 3 As shown, after step S32, that is, after determining whether the absolute value of the buffer difference is greater than the preset maximum change threshold, the method further includes:

[0043] S33. When the absolute value of the buffer difference is determined to be 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 directly generating a target electromagnetic output force equal to the target buffer force will not result in an excessively large adjustment of the target electromagnetic output force at one time. In this case, the electromagnetic force generator 200 can maintain the target electromagnetic output force as the target buffer force until the next adjustment time arrives. That is, the target electromagnetic output force is equal to the target buffer force, thus ensuring the best buffering effect against the target impact force.

[0044] It should be understood that the sequence number of each step in the above embodiments does not imply 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 embodiments of the present invention.

[0045] In one embodiment, an active suspension system is provided, which corresponds one-to-one with the active suspension system adjustment method described in the above embodiments. For example... Figure 4 As shown, the active suspension system includes elastic elements 100 and electromagnetic force generator 200 connected in parallel, and a controller 300 for performing the active suspension system adjustment method; the controller 300 is connected to the electromagnetic force generator 200.

[0046] It can be understood that the specific definition of the controller 300 can refer to the definition of the active suspension system adjustment method in the foregoing, which will not be repeated here. The controller 300 can include a plurality of sub-modules, each of which can be implemented in whole or in part by software, hardware, and combinations thereof. Each of the above sub-modules can be embedded in the processor in the computer device in hardware form or independent of the processor in the computer device, or can be stored in the memory in the computer device in software form, so that the processor invokes the execution of the operation corresponding to each of the above sub-modules. The elastic element 100 can be a non-adjustable elastic element, such as a spring, etc.; the elastic element 100 can also be an adjustable elastic element, such as an air spring, etc. The electromagnetic force generator 200 can control the current through the controller 300 to adjust the direction and size of the electromagnetic force.

[0047] In the active suspension system in the embodiment of the present application, the electromagnetic force generator 200 is connected in parallel with the elastic element 100, and the active force (i.e., the target electromagnetic output force) generated by the electromagnetic force generator 200 can realize controllable damping of the active suspension system, and the above target electromagnetic output force is determined by the size and direction of the current, so the active suspension system of the present application does not need to additionally set a mechanical connection structure to install a motor or other force generator, thus simplifying the structure of the active suspension system, reducing the installation space, and reducing the cost. Moreover, 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 acceleration value of the upper end of the elastic element 100, the target impact force of the vehicle body is determined according to the acceleration value of the upper end and the equivalent mass of the vehicle body, the target buffer force is determined according to the target impact force, and finally the target electromagnetic output force is determined according to the target buffer force, so as to control the electromagnetic force generator 200 to generate the target electromagnetic output force to buffer the target impact force. Since the active force (i.e., 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, improving the adaptability to different road conditions, and thus improving the comfort during vehicle driving.

[0048] In an embodiment, as shown in Figure 4 The active suspension system further includes an upper mounting member 400 and a lower mounting member 500 arranged in relative spacing; 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 mounted on the lower end surface of the upper mounting member 400 and a second electromagnetic member 220 mounted on the upper end surface of the lower mounting member 500; the first electromagnetic member 210 and the second electromagnetic member 220 are arranged oppositely; 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.

[0049] It can be understood that the upper mount 400 can be connected with the vehicle body, and the upper end of the elastic element 100 and the first electromagnetic element 210 are connected with the vehicle body through the upper mount 400. The lower mount 500 can be connected with the wheel or connected with the wheel through a lower swing arm, and the lower end of the elastic element 100 and the second electromagnetic element 220 are connected with the wheel through the lower mount 500. The first electromagnetic element 210 and the second electromagnetic element 220 are connected with the controller 300. The electromagnetic force between the first electromagnetic element 210 and the second electromagnetic element 220 is opposite in direction.

[0050] In an embodiment, as shown in Figure 4 The active suspension system further comprises an upper acceleration sensor 600 mounted on the lower end surface of the upper mount 400. The upper acceleration sensor 600 is connected with the controller 300 and is used to send the detected upper end acceleration value to the controller 300.

[0051] It can be understood that the upper mount 400 can be connected with the vehicle body, and the upper end of the elastic element 100 is mounted on the upper mount 400. Therefore, the upper end acceleration value of the elastic element 100 detected by the upper acceleration sensor 600 is the acceleration value of the vehicle body connected with the upper end of the elastic element 100.

[0052] In an embodiment, as shown in Figure 4 The active suspension system further comprises a lower acceleration sensor 700 mounted on the upper end surface of the lower mount 500. The lower acceleration sensor 700 is connected with the controller 300 and is used to send the detected lower end acceleration value to the controller 300.

[0053] It can be understood that the lower mount 500 can be connected with the wheel or connected with the wheel through a lower swing arm, and the lower end of the elastic element 100 is mounted on the lower mount 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 with 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.

[0054] In an embodiment, a vehicle is provided, comprising the active suspension system. The active suspension system is used to perform the active suspension system adjustment method described above.

[0055] It can be understood that a plurality of active suspension systems can be included in the vehicle, for example, one active suspension system is installed at each of the four wheels of the vehicle. When the vehicle is driving in a straight line, the active suspension systems at the four wheels of the vehicle can maintain substantially the same height. When the vehicle is driving in a turn, the active suspension systems at the two wheels in the left and right directions of the vehicle can have a certain amount of height difference, so as to maintain the stability of the turn. The upper acceleration sensor 600 and / or the lower acceleration sensor 700 in the active suspension system located at the front wheel of the vehicle can be used to determine whether the vehicle is in a pit or other working condition (for example, if the upper acceleration sensor 600 detects a sudden downward acceleration, it can be determined that the vehicle is in a pit working condition), so that the active suspension system located at the rear wheel of the vehicle can be prepared in advance for adjustment.

[0056] The vehicle in the embodiment of the present application, 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 buffer force is determined according to the target impact force, and finally the target electromagnetic output force is determined according to the target buffer force, and then the target electromagnetic output force can be generated by the electromagnetic force generator 200 to buffer the target impact force. The active force generated by the electromagnetic force generator 200 (i.e. the target electromagnetic output force) is determined by the size and direction of the current, which can be adjusted in real time and accurately according to different road conditions, improving the adaptability to different road conditions, and improving the comfort of the vehicle when driving.

[0057] Those skilled in the art can understand that all or part of the processes in the above-mentioned embodiment methods can be completed by instructing relevant 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, the processes of the above-mentioned embodiments of the methods can be included. Any reference to memory, storage, database or other medium used in each embodiment provided by the present application can include non-volatile and / or volatile memory. Non-volatile memory can include read-only memory (ROM), programmable ROM (PROM), electrically programmable ROM (EPROM), electrically erasable programmable ROM (EEPROM) or flash memory. Volatile memory can include random access memory (RAM) or external cache memory. As an illustration but not limitation, RAM is available in various forms, such as static RAM (SRAM), dynamic RAM (DRAM), synchronous DRAM (SDRAM), double data rate SDRAM (DDR SDRAM), 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.

[0058] Those skilled in the art can clearly understand that, for the convenience and brevity of description, only the above-mentioned division of functional units and modules is exemplified, and in actual application, the above-mentioned functions can be completed by different functional units and modules according to needs, that is, the internal structure of the device is divided into different functional units or modules to complete all or part of the functions described above.

[0059] The above-mentioned embodiments are only used to illustrate the technical solutions of the present application, but not to limit it; although the present application has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that the technical solutions recorded in the foregoing embodiments can be modified, or some technical features can be replaced by equivalents; and these modifications or replacements do not make the essence of the corresponding technical solutions deviate from the spirit and scope of the technical solutions of the embodiments of the present application, and should be included in the protection scope of the present application.

Claims

1. An active suspension system adjustment method characterized by, The method comprises: acquiring an upper end acceleration value of a resilient element of an active suspension system, 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 damping force corresponding to the target impact force; determining a target electromagnetic output force according to the target damping force, and controlling an electromagnetic force generator of the active suspension system to generate the target electromagnetic output force to damp the target impact force; the electromagnetic force generator is arranged in parallel with the resilient element; the acquiring of the upper end acceleration value of the resilient element of the active suspension system comprises: acquiring a driving mode of the vehicle, and determining an adjusting frequency corresponding to the driving mode; the driving mode comprises a sports mode, an off-road mode and a daily driving mode; the daily driving mode is associated with a lower adjusting frequency, and the off-road mode is associated with a higher adjusting frequency; the upper end acceleration value of the resilient element is acquired at the adjusting frequency.

2. The method of adjusting an active suspension system of claim 1, wherein, the determining of the target electromagnetic output force according to the target damping force comprises: when it is determined that the target damping force is greater than a preset minimum force value, determining whether an absolute value of a damping difference value is greater than a preset maximum change threshold value; the damping difference value is a difference between the target damping force and a current electromagnetic output force; when it is determined that the absolute value of the damping difference value is greater than the preset maximum change threshold value, determining the target electromagnetic output force according to the current electromagnetic output force and the preset maximum change threshold value.

3. The method of adjusting an active suspension system of claim 2, wherein, the determining of the target electromagnetic output force according to the current electromagnetic output force and the preset maximum change threshold value comprises: if the target damping force is greater than the current electromagnetic output force, determining the target electromagnetic output force as a sum of the current electromagnetic output force and the preset maximum change threshold value; if the target damping force is less than the current electromagnetic output force, determining the target electromagnetic output force as a difference between the current electromagnetic output force and the preset maximum change threshold value.

4. The method of adjusting an active suspension system of claim 2, wherein, after the determining of whether the absolute value of the damping difference value is greater than the preset maximum change threshold value, the method further comprises: when it is determined that the absolute value of the damping difference value is less than or equal to the preset maximum change threshold value, determining the target electromagnetic output force as the target damping force.

5. The method of adjusting an active suspension system of claim 1, wherein, the determining of the target electromagnetic output force according to the target damping force comprises: when it is determined that the target damping force is less than or equal to a preset minimum force value, determining the target electromagnetic output force as zero.

6. An active suspension system characterized by, The active suspension system comprises the resilient element and the electromagnetic force generator arranged in parallel with each other, and a controller for executing the active suspension system adjusting method according to any one of claims 1 to 5; the controller is connected to the electromagnetic force generator.

7. The active suspension system of claim 6, wherein The active suspension system further comprises an upper mounting member and a lower mounting member arranged in relative spacing; the resilient element is connected between a lower end surface of the upper mounting member and an upper end surface of the lower mounting member; the electromagnetic force generator comprises a first electromagnetic member mounted on the lower end surface of the upper mounting member and a second electromagnetic member mounted on the upper end surface of the lower mounting member; the first electromagnetic member and the second electromagnetic member are arranged in relative spacing; a connecting line between the first electromagnetic member and the second electromagnetic member is parallel to a central axis of the resilient element.

8. The active suspension system of claim 7, wherein, The active suspension system further comprises an upper acceleration sensor mounted on the lower end surface of the upper mount; the upper acceleration sensor is connected to the controller and is used to send the detected upper end acceleration value to the controller.

9. A vehicle characterized by comprising: An active suspension system comprising any one of the features of claims 6 to 8.

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