Vehicle vibration reduction control method, device and equipment and storage medium

Abstract

The invention relates to the technical field of vehicle control, and discloses a vehicle vibration reduction control method and device, equipment and a storage medium, and the method comprises the steps: obtaining vehicle data according to a parameter category corresponding to a preview delay calculation type, and generating curve related parameters; curve related parameters are substituted into the vehicle dynamics model for solving, and a calculation solving curve is generated; comparing the calculation solution curve with a real-time acquisition curve, and determining preview delay; and performing delay control on an electric control shock absorber in the vehicle according to the preview delay. A fixed time delay value is not directly set according to experience, the data of the vehicle are collected to calculate the corresponding data curve in a backstepping mode, the data curve is compared with the actually-collected data curve, the preview time delay is determined, it is guaranteed that the preview time delay can be accurately obtained, and therefore accurate control over vibration reduction is achieved, and the vibration reduction effect is prevented from being improved in advance or after vibration reduction control.

Description

Technical Field

[0001] The present application relates to the field of vehicle control technology, and in particular to a vehicle vibration reduction control method, device, equipment and storage medium. Background Art

[0002] Corresponding electronic shock absorbers will be installed in the vehicle, which will provide corresponding damping force to reduce or resist the vibration of the vehicle or the influence of other factors. In order to ensure that the vehicle can use the road preview function while driving, the electronic shock absorber will be activated in advance according to the elevation information of the road ahead to ensure that it can be controlled before the vehicle actually vibrates, so as to reduce or resist the possible vibration.

[0003] The road preview function generally includes road image recognition, distance and elevation calculation, signal sending and receiving, and solenoid valve adjustment process of the electronically controlled shock absorber. The whole process takes a certain amount of time (about 200 to 300ms). At present, a fixed preset delay is generally used to deal with it. However, if the delay time of the road preview function cannot be accurately calculated, even if the preview delay time is considered in the damping adjustment, the damping coefficient signal and the road elevation signal that control the electronically controlled shock absorber may be advanced or delayed, resulting in poor actual shock absorption effect, affecting the handling performance or ride comfort. Summary of the invention

[0004] The main purpose of the present application is to provide a vehicle vibration reduction control method, device, equipment and storage medium, aiming to solve the technical problem that the related technology cannot accurately calculate the delay time of the road preview function, resulting in poor actual vibration reduction effect.

[0005] To achieve the above objectives, the present application proposes a vehicle vibration reduction control method, the method comprising:

[0006] Obtain vehicle data according to the parameter category corresponding to the preview delay calculation type and generate curve related parameters;

[0007] Substituting the relevant parameters of the curve into the vehicle dynamics model for solution to generate a calculation solution curve;

[0008] Comparing the calculated solution curve with the real-time acquisition curve to determine the preview delay, the real-time acquisition curve being a curve of the signal collected by the sensor or acquisition device in the vehicle relative to time;

[0009] The electronically controlled shock absorber in the vehicle is delayed controlled according to the preview delay.

[0010] Optionally, the curve-related parameters include an inertial sensor signal, a height sensor signal, and a damping coefficient signal;

[0011] The calculated solution curve is a road surface elevation curve, which is a curve of the calculated road surface elevation signal relative to time;

[0012] Substituting the curve-related parameters into the vehicle dynamics model for solution to generate a calculation solution curve includes:

[0013] Constructing a system state vector according to the inertial sensor signal, and constructing a system state matrix and an external force input vector according to the damping coefficient signal;

[0014] Substitute the system state vector, the system state matrix and the external force input vector into a vehicle dynamics model for solution to generate a road elevation curve.

[0015] Optionally, the curve-related parameters include a damping coefficient signal, a road elevation signal, and a vehicle state parameter;

[0016] The calculated solution curve is an unsprung acceleration curve, and the unsprung acceleration curve is a curve of the calculated unsprung acceleration signal relative to time;

[0017] Substituting the curve-related parameters into the vehicle dynamics model for solution to generate a calculation solution curve includes:

[0018] Constructing a system state matrix and an external force input vector according to the damping coefficient signal, and constructing a road surface input vector according to the road surface elevation signal;

[0019] Substituting the system state matrix, the external force input vector and the road surface input vector into a vehicle dynamics model for solution, an unsprung acceleration curve is generated.

[0020] Optionally, comparing the calculated solution curve with the real-time acquisition curve to determine the preview delay includes:

[0021] Comparing the calculated solution curve with the real-time acquisition curve to generate a first curve matching degree;

[0022] If the matching degree of the first curve is less than or equal to the preset matching threshold, setting the delay time;

[0023] Adjusting the calculation solution curve according to the delay time;

[0024] Comparing the adjusted calculated solution curve with the real-time acquisition curve to generate a second curve matching degree;

[0025] If the second curve matching degree is greater than the preset matching threshold, the delay duration is used as the preview delay.

[0026] Optionally, after comparing the adjusted calculated solution curve with the real-time acquisition curve to generate a second curve matching degree, the method further includes:

[0027] If the second curve matching degree is less than or equal to the preset matching threshold, obtaining the adjustment time step;

[0028] The delay duration is adjusted according to the adjustment time step to generate a new delay duration, and the step of adjusting the calculation solution curve according to the delay duration is returned.

[0029] Optionally, obtaining the adjustment time step includes:

[0030] Obtaining a matching degree interval corresponding to the matching degree of the second curve;

[0031] Find the adjustment time step corresponding to the matching degree interval.

[0032] Optionally, the delay control of the electronically controlled shock absorber in the vehicle according to the preview delay includes:

[0033] Delaying the road elevation signal according to the preview delay, the road elevation signal is a signal generated by the road preview device and sent to the electronically controlled shock absorber controller, the electronically controlled shock absorber controller constructs a damping coefficient signal according to the road elevation signal, and controls the electronically controlled shock absorber according to the damping coefficient signal;

[0034] or,

[0035] The damping coefficient signal of the electronically controlled shock absorber controller is delayed in time according to the preview delay, and the damping coefficient signal is a control signal sent by the electronically controlled shock absorber controller to the electronically controlled shock absorber.

[0036] In addition, to achieve the above-mentioned purpose, the present application also provides a vehicle vibration reduction control device, the device comprising:

[0037] An acquisition module, used to acquire vehicle data according to the parameter category corresponding to the preview delay calculation type and generate curve related parameters;

[0038] A calculation module, used for substituting the relevant parameters of the curve into the vehicle dynamics model for solution, and generating a calculation solution curve;

[0039] A determination module, used to compare the calculated solution curve with a real-time acquisition curve to determine the preview delay, wherein the real-time acquisition curve is a curve of the signal collected by the sensor or acquisition device in the vehicle relative to time;

[0040] A control module is used to perform delay control on an electronically controlled shock absorber in a vehicle according to the preview delay.

[0041] In addition, to achieve the above-mentioned purpose, the present application also provides a vehicle vibration reduction control device, which includes: a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the computer program is configured to implement the steps of the vehicle vibration reduction control method as described above.

[0042] In addition, to achieve the above-mentioned purpose, the present application also provides a storage medium, which is a computer-readable storage medium, and a computer program is stored on the storage medium. When the computer program is executed by a processor, the steps of the vehicle vibration reduction control method as described above are implemented.

[0043] In addition, to achieve the above-mentioned purpose, the present application also provides a computer program product, which includes a computer program, and when the computer program is executed by a processor, the steps of the vehicle vibration reduction control method described above are implemented.

[0044] One or more technical solutions proposed in this application have at least the following technical effects:

[0045] Since a fixed delay value is not set directly based on experience, the corresponding data curve is calculated by reverse calculation based on the vehicle data, and compared with the actual collected data curve to determine the preview delay. This ensures that the preview delay can be accurately obtained, thereby achieving precise control of the vibration reduction, avoiding early or late vibration reduction control, and improving the vibration reduction effect. BRIEF DESCRIPTION OF THE DRAWINGS

[0046] The accompanying drawings, which are incorporated in and constitute a part of this specification, illustrate embodiments consistent with the present application and, together with the description, serve to explain the principles of the present application.

[0047] In order to more clearly illustrate the embodiments of the present application or the technical solutions in the prior art, the drawings required for use in the embodiments or the description of the prior art will be briefly introduced below. Obviously, for ordinary technicians in this field, other drawings can be obtained based on these drawings without paying any creative labor.

[0048] Figure 1 A flow chart of the first embodiment of the vehicle vibration reduction control method of the present application;

[0049] Figure 2 A schematic diagram of a vehicle dynamics model according to an embodiment of the present application;

[0050] Figure 3 This is a schematic diagram of the delayed vibration reduction control execution flow of an embodiment of the present application;

[0051] Figure 4 A flow chart of the second embodiment of the vehicle vibration reduction control method of the present application;

[0052] Figure 5 This is a schematic diagram of the module structure of the vehicle vibration reduction control device according to an embodiment of the present application;

[0053] Figure 6 Schematic diagram of the device structure of the hardware operating environment involved in the vehicle vibration reduction control method in the embodiment of the present application.

[0054] The purpose, features and advantages of this application will be further described in conjunction with the embodiments and with reference to the accompanying drawings. DETAILED DESCRIPTION

[0055] It should be understood that the specific embodiments described herein are only used to explain the technical solutions of the present application and are not used to limit the present application.

[0056] In order to better understand the technical solution of the present application, a detailed description will be given below in conjunction with the accompanying drawings and specific implementation methods.

[0057] Based on this, the embodiment of the present application provides a vehicle vibration reduction control method, referring to Figure 1 , Figure 1 This is a flow chart of the first embodiment of the vehicle vibration reduction control method of the present application.

[0058] In this embodiment, the vehicle vibration reduction control method includes steps S10 to S40:

[0059] Step S10: Acquire vehicle data according to the parameter category corresponding to the preview delay calculation type and generate curve related parameters.

[0060] Step S20: Substituting the curve-related parameters into the vehicle dynamics model for solution to generate a calculation solution curve.

[0061] It should be noted that the executor of this embodiment may be the vehicle itself, or a vehicle vibration reduction control device arranged in the vehicle. The vehicle vibration reduction control device may be a controller in the vehicle, such as an ECU controller, or other devices that can achieve the same or similar functions. This embodiment is not limited to this. In this embodiment and the following embodiments, the vehicle vibration reduction control method of this application is described by taking the vehicle vibration reduction control device as an example.

[0062] It should be noted that in order to accurately calculate the delay of the road preview function, it is actually possible to collect relevant vehicle data and substitute it into the vehicle dynamics model for calculation, and compare it with the data actually collected from the vehicle to determine the overall time consumption. In the road preview process, the data related to vibration reduction can actually include multiple types.

[0063] For example, the unsprung acceleration data collected by the vehicle's unsprung sensor is actually of high reference value. Therefore, the unsprung acceleration signal can be inferred by collecting vehicle-related data and compared with the unsprung acceleration signal collected by the unsprung sensor to determine the delay of the road preview function.

[0064] Of course, when the road preview function is in use, the road elevation signal generated by identifying the image captured by the preview camera (or possibly other image acquisition devices) also has a high reference value. Therefore, the delay of the road preview function can also be determined by the phase difference between the road elevation signal inferred from the collected vehicle-related data and the road elevation signal output by the preview camera.

[0065] In order to ensure the accuracy of the delay calculation, the comparison can be performed continuously for a period of time. Therefore, the unsprung acceleration data or road elevation signal within a period of time can be reversed to construct a corresponding calculation solution curve. After that, the curve is compared with the signal curve collected by the sensor or generated by the corresponding device.

[0066] In actual use, the data required for reverse calculation will be different due to different comparison data used. Based on this, different preview delay calculation types can be set, and different parameter categories can be set for different preview delay calculation types. Based on this, when delay calculation is required, vehicle data can be collected according to the parameter category corresponding to the preview delay calculation type currently used, thereby generating curve-related parameters. Among them, the correspondence between the preview delay calculation type and the parameter category can be pre-set by the manager of the vehicle vibration reduction control device.

[0067] In practical applications, the vehicle dynamics model may be a mathematical model pre-set according to the structure of the vehicle.

[0068] For ease of understanding, now combined Figure 2 This is for illustration only, but not for limitation. Figure 2 Schematic diagram of the vehicle dynamics model of this embodiment.

[0069] like Figure 2 As shown, the vehicle dynamics model can be a seven-degree-of-freedom vehicle dynamics model, and the system state equation in the model can be characterized as:

[0070]

[0071] Among them, the system state matrix is:

[0072]

[0073]

[0074]

[0075] W=(z rlf z rrf z rlr z rrr ) T

[0076] In the above formula, the y-axis is the direction of the vehicle's front, and the x-axis is the direction perpendicular to the vehicle's front; (z tlf 、z trf 、z tlr 、z trr ) is the unsprung displacement signal; (z slf 、z srf 、z slr 、z srr ) is the sprung displacement signal; is the vehicle body pitch angle and roll angle signal; (c 0lf 、c 0rf 、c 0lr 、c 0rr ) is the current damping coefficient of the electronically controlled shock absorber; (c lf 、c rf 、c lr 、c rr ) is the damping coefficient adjustment; (z rlf 、z rrf 、z rlr 、z rrr ) is the road elevation signal, where Z rlr , Z rrr Compared to Z rlf , Z rrf Delay by one wheelbase distance l, k srr , k srf , k slf and k slr are the suspension spring stiffness of the four wheels, Ztlf, Ztlr, Ztrf and Ztrr are the displacements of the four wheels at the tire contact points.

[0077] In actual use, the collected curve-related parameters are substituted into the vehicle dynamics model to solve the problem, infer the corresponding data, and construct a calculation solution curve.

[0078] In practical application, if the calculated solution curve is a road elevation curve, that is, a curve of the road elevation signal relative to time obtained by reverse calculation, then the curve-related parameters may include an inertial sensor signal, a height sensor signal, and a damping coefficient signal. In this case, step S20 in this embodiment may include:

[0079] Constructing a system state vector according to the inertial sensor signal, and constructing a system state matrix and an external force input vector according to the damping coefficient signal;

[0080] Substitute the system state vector, the system state matrix and the external force input vector into a vehicle dynamics model for solution to generate a road elevation curve.

[0081] It should be noted that the inertial sensor signal may include the vehicle speed roll angle, pitch angle, and displacement signals of the top (on spring) positions of the four shock absorber towers of the vehicle body collected by the inertial (IMU) sensor in the vehicle; the height sensor signal may include the suspension displacement (relative displacement on spring and unsprung) signal output by the height sensor in the vehicle; the damping coefficient signal may be a control signal output by the electronically controlled shock absorber controller to the electronically controlled shock absorber for controlling the damping coefficient of the electronically controlled shock absorber.

[0082] In actual use, the sprung displacement signal (z slf 、z srf 、z slr 、z srr ) to obtain the sprung velocity signal Differentiate again to get the sprung acceleration signal The relative displacement signal (z slf -z tlf 、z srf -z trf 、z slr -z tlr 、z srr -z trr ) to perform differential processing to obtain the relative speed signal between the sprung and unsprung Subtract the sprung displacement signal from the sprung and unsprung relative displacement signals to obtain the unsprung displacement signal (z tlf 、z trf 、z tlr 、z trr ), subtract the sprung speed signal from the sprung and unsprung relative speed signals to obtain the unsprung speed signal After differentiation, the unsprung acceleration signal is obtained At the same time, the vehicle body pitch angle and roll angle signals will be obtained Perform differentiation to obtain the roll angle rate and pitch angle rate signals According to the above signal, the system state parameter vector X and

[0083] According to the damping coefficient of the current electronically controlled shock absorber (c 0lf 、c 0rf 、c 0lr 、c 0rr) and vehicle state parameters (sprung and unsprung mass, moment of inertia, wheelbase, suspension stiffness, etc.) to obtain the system state matrix A. According to the current damping coefficient adjustment amount (c lf 、c rf 、c lr 、c rr ) as the external force input vector U, and obtain other transfer matrices B and F according to the vehicle state parameters (sprung and unsprung mass, moment of inertia, track width, wheelbase, suspension stiffness, etc.);

[0084] A, B, F, U, X and Substitute into the system state equation Solve the road input vector W in the equation to obtain the wheel end displacement (z rlf 、z rrf 、z rlr 、z rrr );

[0085] Finally, the wheel end displacement curves Z of the two front wheels can be rlf , Z rrf The road elevation curve regarded as the vehicle's travel trajectory.

[0086] If the calculated solution curve is an unsprung acceleration curve, that is, a curve of the calculated unsprung acceleration signal relative to time, then the curve-related parameters may include a damping coefficient signal, a road elevation signal, and a vehicle state parameter. In this case, step S20 in this embodiment may include:

[0087] Constructing a system state matrix and an external force input vector according to the damping coefficient signal, and constructing a road surface input vector according to the road surface elevation signal;

[0088] Substituting the system state matrix, the external force input vector and the road surface input vector into a vehicle dynamics model for solution, an unsprung acceleration curve is generated.

[0089] It should be noted that the damping coefficient signal can be the output of the electronic shock absorber controller to the electronic shock absorber, which is a control signal for the damping coefficient of the electronic shock absorber; the road surface elevation signal can be a signal including road surface elevation information generated after the road surface preview camera recognizes the collected road surface image; the vehicle state parameters may include the vehicle's sprung and unsprung mass, moment of inertia, wheelbase, wheelbase, suspension stiffness and other data.

[0090] In actual use, the sprung displacement signal (z slf 、z srf 、z slr 、z srr ) to obtain the sprung velocity signal Differentiate again to get the sprung acceleration signal The relative displacement signal (z slf -z tlf 、z srf -z trf 、z slr -z tlr 、z srr -z trr ) to perform differential processing to obtain the relative speed signal between the sprung and unsprung Subtract the sprung displacement signal from the sprung and unsprung relative displacement signals to obtain the unsprung displacement signal (z tlf 、z trf 、z tlr 、z trr ), subtract the sprung speed signal from the sprung and unsprung relative speed signals to obtain the unsprung speed signal After differentiation, the unsprung acceleration signal is obtained At the same time, the vehicle body pitch angle and roll angle signals will be obtained Perform differentiation to obtain the roll angle rate and pitch angle rate signals The calculated initial time value of the above signal is used as the initial value to obtain the initial value of the system state parameter vector X0 and

[0091] According to the damping coefficient of the current electronically controlled shock absorber (c 0lf 、c 0rf 、c 0lr 、c 0rr ) and vehicle state parameters (sprung and unsprung mass, moment of inertia, wheelbase, suspension stiffness, etc.) to obtain the system state matrix A. According to the current damping coefficient adjustment amount (c lf 、c rf 、c lr 、c rr ) as the external force input vector U, and obtain other transfer matrices B and F according to the vehicle state parameters (sprung and unsprung mass, moment of inertia, wheelbase, suspension stiffness, etc.); obtain the road surface input (z rlf 、z rrf 、z rlr 、z rrr ), where Zrlr and Zrrr are delayed by a wheelbase distance compared to Zrlf and Zrrf, generating a road surface input vector W;

[0092] A, B, F, U, X and The initial value X0 and Substitute into the system state equation Solve the system state variables X and To obtain the unsprung acceleration signal Finally, the unsprung acceleration curve is constructed according to the corresponding relationship between the unsprung acceleration signal and time.

[0093] Step S30: Compare the calculated solution curve with the real-time acquisition curve to determine the preview delay.

[0094] It should be noted that the real-time acquisition curve is a curve of the signal collected by the sensor or acquisition device in the vehicle relative to time.

[0095] In actual use, by comparing the calculated solution curve with the real-time acquisition curve, the delay length between the reversed data and the actual acquired data can be determined, thereby obtaining the preview delay.

[0096] Step S40: Delay control of the electronically controlled shock absorber in the vehicle according to the preview delay.

[0097] In actual use, after the preview delay is determined, the electronically controlled shock absorber in the vehicle can be delayed controlled according to the preview delay to ensure that the control conforms to the actual situation of the vehicle and avoid the phenomenon of early or delayed control.

[0098] In a specific implementation, in order to ensure the accuracy of control, step S40 shown in this embodiment may include:

[0099] Delaying the road elevation signal in time according to the preview delay;

[0100] or,

[0101] A time delay is performed on the damping coefficient signal of the electronically controlled shock absorber controller according to the preview delay.

[0102] It should be noted that the vibration reduction control process of road preview is generally that the road preview device (such as a road preview camera) collects road images, recognizes the road images, and generates road elevation signals. After that, the road preview device sends the road elevation signal to the electronically controlled shock absorber controller. The electronically controlled shock absorber controller constructs a damping coefficient signal according to the received road elevation signal, and sends the damping coefficient signal to control the electronically controlled shock absorber.

[0103] Based on the above process, after obtaining the preview delay, you can choose to delay the road elevation signal generated by the road preview device, or you can choose to delay the damping coefficient signal sent by the electronically controlled shock absorber controller to the electronically controlled shock absorber, both of which can achieve the effect of avoiding advance or lag in vibration damping control.

[0104] For ease of understanding, now combined Figure 3 This is for illustration only, but not for limitation. Figure 3Schematic diagram of the delayed vibration reduction control execution flow of this embodiment.

[0105] If the calculated preview delay is δt, then we can Figure 3 As shown in a, the road surface preview device can collect images, and the road surface elevation signal generated after recognition can be delayed by δt time in the time domain. After that, the road surface elevation signal is transmitted to the electronically controlled shock absorber controller, so that the electronically controlled shock absorber generates a target damping coefficient c according to the delayed road surface elevation signal, and generates a damping coefficient signal according to the target damping coefficient c for subsequent damping adjustment;

[0106] Of course, you can also Figure 3 As shown in FIG. 2 , the road surface preview device collects images, and the road surface elevation signal generated after recognition is not delayed and is directly sent to the electronically controlled shock absorber controller. At this time, the electronically controlled shock absorber will generate a target damping coefficient c according to the surface elevation signal, and generate a damping coefficient signal according to the target damping coefficient c. At this time, the generated damping coefficient signal is delayed by δt time and then sent to the electronically controlled shock absorber for damping adjustment.

[0107] The present embodiment provides a vehicle vibration reduction control method. Since a fixed delay value is not set directly based on experience, the corresponding data curve is calculated by collecting vehicle data, and compared with the actual collected data curve to determine the preview delay, it is ensured that the preview delay can be accurately obtained, thereby achieving precise control of vibration reduction, avoiding early or late vibration reduction control, and improving the vibration reduction effect.

[0108] Based on the first embodiment of the present application, in the second embodiment of the present application, the same or similar contents as those in the above-mentioned embodiment 1 can refer to the above introduction, and will not be repeated later. Figure 4 , step S30 includes steps S301 to S305:

[0109] Step S301: Compare the calculated solution curve with the real-time acquisition curve to generate a first curve matching degree.

[0110] In actual use, the peak value, valley value and / or shape of the calculated solution curve and the real-time acquisition curve may be compared to determine the similarity between the two curves, that is, the first curve matching degree.

[0111] Step S302: If the first curve matching degree is less than or equal to a preset matching threshold, a delay time is set.

[0112] In actual use, if the curve matching degree of the two curves is greater than the preset matching threshold, it means that the two curves are very similar and the numerical overlap is also very high. At this time, it can be determined that the delay is actually very small and almost invisible. In this case, it is highly likely that the vibration reduction control will not be affected, and the vibration reduction control will basically not be advanced or delayed. Even if it occurs, the impact is minimal, and no processing is required at this time;

[0113] If the curve matching degree is less than or equal to the preset matching threshold, it means that there is a large difference between the two curves, that is, there is a delay between the actual detected data and the calculated data, and a delay time can be set at this time. The preset matching threshold and the delay time can be set in advance by the management personnel of the vehicle vibration reduction control equipment, for example: setting the preset matching threshold to 90% or 95%; setting the delay time to 2ms, 5ms, etc.

[0114] Of course, the delay duration can also be set according to the estimated total delay range. For example, if the total delay is about 200ms-300ms, in order to accurately determine the delay, the delay duration can be set to a certain value less than 200ms (such as 170ms or 180ms, etc.) to avoid a single adjustment directly exceeding the actual delay.

[0115] Step S303: adjusting the calculation solution curve according to the delay time.

[0116] In actual use, the time axis in the calculation solution curve can be adjusted directly according to the delay time, such as adding the delay time to the time axis.

[0117] Of course, since this direct addition method may not be accurate, in order to ensure accuracy, the damping adjustment process can also be delayed according to the delay time. After that, the calculated solution curve is re-obtained based on the data after the time delay. For example, assuming that the calculated solution curve is an unsprung acceleration curve, then at this time, the road elevation signal and other parameters in the curve-related parameters can be delayed according to the delay time. After that, the calculated solution curve is re-inferred based on the parameters after the delay processing.

[0118] Step S304: Compare the adjusted calculated solution curve with the real-time acquisition curve to generate a second curve matching degree.

[0119] It is understandable that after the calculation solution curve is adjusted according to the set delay duration, it is not certain whether the adjustment is truly in line with the specific situation. In order to determine whether the set delay duration is the actual delay duration, the adjusted calculation solution curve can be compared with the real-time acquisition curve to generate a second curve matching degree.

[0120] The method for generating the second curve matching degree is the same as the method for generating the first curve matching degree, which will not be described in detail here.

[0121] Step S305: If the second curve matching degree is greater than the preset matching threshold, the delay duration is used as the preview delay.

[0122] It can be understood that if the matching degree of the second curve is greater than the preset matching threshold, it means that after the delay duration is adjusted, the similarity between the calculated solution curve and the real-time acquisition curve is already very high. At this time, it can be determined that the delay duration is basically consistent with the actual delay. Therefore, the delay duration can be used as the preview delay.

[0123] In a specific implementation, in order to ensure that the preview delay can be accurately obtained, after step S304 in this embodiment, the following may also be included:

[0124] If the second curve matching degree is less than or equal to the preset matching threshold, obtaining the adjustment time step;

[0125] The delay duration is adjusted according to the adjustment time step to generate a new delay duration, and the step of adjusting the calculation solution curve according to the delay duration is returned.

[0126] It should be noted that if the matching degree of the second curve is less than or equal to the preset matching threshold, it means that after the delay duration is adjusted, the similarity between the calculated solution curve and the real-time acquisition curve is still low. At this time, there is still a difference between the delay duration and the actual delay. Therefore, the adjustment time step can be obtained. After that, the delay duration is adjusted according to the adjustment time step to generate a new delay duration, and return to step S303, and use the new delay duration to re-adjust the calculated solution curve, and repeat this cycle until the preview delay can be obtained.

[0127] The adjustment time step may be a preset fixed value. To ensure that the preview delay can be accurately obtained, the adjustment time step may be set smaller. In this case, the adjustment time step is smaller than the initially set delay duration. For example, the adjustment time step is set to 1 ms.

[0128] The implementation process of adjusting the delay duration according to the adjustment time step may be to add the delay duration to the adjustment time step, and use the obtained sum as the new delay duration.

[0129] In a specific implementation, in order to speed up the efficiency of obtaining the preview delay, the step of obtaining the adjustment time step in this embodiment may include:

[0130] Obtaining a matching degree interval corresponding to the matching degree of the second curve;

[0131] Find the adjustment time step corresponding to the matching degree interval.

[0132] It should be noted that, to a certain extent, the matching degree of the second curve can actually represent the difference between the delay duration and the actual delay, that is, the smaller the matching degree of the second curve, the greater the difference between the delay duration and the actual delay.

[0133] Based on this, in order to speed up the efficiency of obtaining the preview delay, when the second curve matching degree is small, the adjustment time step can be set to be larger, and when the second curve matching degree is large, the adjustment time step can be set to be smaller to ensure that the set delay duration can quickly approach the actual delay.

[0134] However, in actual application, the relationship between the second curve matching degree and the adjustment time step is actually very difficult to calibrate and cannot be one-to-one matched. Based on this, the manager of the vehicle vibration reduction control equipment can pre-set multiple matching degree intervals, and perform test calibration based on the matching degree intervals, and set a suitable adjustment time step for each interval. Therefore, in application, the second curve matching degree can be compared with each preset matching degree interval to determine the matching degree interval corresponding to the second curve matching degree. After that, the adjustment time step corresponding to the matching degree interval corresponding to the second curve matching degree is found, and then the delay duration is adjusted according to the adjustment time step to ensure that the set delay duration can quickly approach the actual delay.

[0135] This embodiment provides a vehicle vibration reduction control method. Since the difference in curves is reflected by the curve matching degree, the time length is set for adjustment to ensure that the calculation complexity of the difference in the time axis of the curves can be simplified and the preview delay can be quickly obtained.

[0136] It should be noted that the above examples are only used to understand the present application and do not constitute a limitation on the vehicle vibration reduction control method of the present application. More simple transformations based on this technical concept are all within the scope of protection of the present application.

[0137] This application also provides a vehicle vibration reduction control device, please refer to Figure 5 , the vehicle vibration reduction control device comprises:

[0138] An acquisition module 10 is used to acquire vehicle data according to a parameter category corresponding to a preview delay calculation type and generate curve-related parameters;

[0139] A calculation module 20, used for substituting the curve related parameters into the vehicle dynamics model for solution, and generating a calculation solution curve;

[0140] A determination module 30 is used to compare the calculated solution curve with a real-time acquisition curve to determine the preview delay, wherein the real-time acquisition curve is a curve of the signal collected by the sensor or acquisition device in the vehicle relative to time;

[0141] The control module 40 is used to perform delay control on the electronically controlled shock absorber in the vehicle according to the preview delay.

[0142] The vehicle vibration reduction control device provided by the present application adopts the vehicle vibration reduction control method in the above embodiment, which can solve the technical problem that the related technology cannot accurately calculate the delay time of the road preview function, resulting in poor actual vibration reduction effect. Compared with the prior art, the beneficial effects of the vehicle vibration reduction control device provided by the present application are the same as the beneficial effects of the vehicle vibration reduction control method provided by the above embodiment, and the other technical features of the vehicle vibration reduction control device are the same as the features disclosed in the above embodiment method, which will not be repeated here.

[0143] The present application provides a vehicle vibration damping control device, which includes: at least one processor; and a memory connected to the at least one processor in communication; wherein the memory stores instructions that can be executed by the at least one processor, and the instructions are executed by the at least one processor so that the at least one processor can execute the vehicle vibration damping control method in the above-mentioned embodiment 1.

[0144] Reference below Figure 6 , which shows a schematic diagram of the structure of a vehicle vibration reduction control device suitable for implementing the embodiment of the present application. The vehicle vibration reduction control device in the embodiment of the present application may include but is not limited to mobile terminals such as mobile phones, laptop computers, digital broadcast receivers, PDAs (Personal Digital Assistants), PADs (Portable Application Descriptions), PMPs (Portable Media Players), vehicle-mounted terminals (such as vehicle-mounted navigation terminals), etc., and fixed terminals such as digital TVs, desktop computers, etc. Figure 6 The vehicle vibration reduction control device shown is merely an example and should not bring any limitation to the functions and scope of use of the embodiments of the present application.

[0145] like Figure 6As shown, the vehicle vibration reduction control device may include a processing device 1001 (e.g., a central processing unit, a graphics processor, etc.), which can perform various appropriate actions and processes according to a program stored in a read-only memory (ROM: Read Only Memory) 1002 or a program loaded from a storage device 1003 to a random access memory (RAM: Random Access Memory) 1004. In RAM1004, various programs and data required for the operation of the vehicle vibration reduction control device are also stored. The processing device 1001, ROM1002, and RAM1004 are connected to each other through a bus 1005. An input / output (I / O) interface 1006 is also connected to the bus. Generally, the following systems can be connected to the I / O interface 1006: an input device 1007 including, for example, a touch screen, a touch pad, a keyboard, a mouse, an image sensor, a microphone, an accelerometer, a gyroscope, etc.; an output device 1008 including, for example, a liquid crystal display (LCD: Liquid Crystal Display), a speaker, a vibrator, etc.; a storage device 1003 including, for example, a magnetic tape, a hard disk, etc.; and a communication device 1009. The communication device 1009 can allow the vehicle vibration reduction control device to communicate with other devices wirelessly or by wire to exchange data. Although the figure shows a vehicle vibration reduction control device with various systems, it should be understood that it is not required to implement or have all the systems shown. More or fewer systems can be implemented or have alternatively.

[0146] In particular, according to the embodiments disclosed in the present application, the process described above with reference to the flowchart can be implemented as a computer software program. For example, the embodiments disclosed in the present application include a computer program product, which includes a computer program carried on a computer-readable medium, and the computer program includes a program code for executing the method shown in the flowchart. In such an embodiment, the computer program can be downloaded and installed from a network through a communication device, or installed from a storage device 1003, or installed from a ROM 1002. When the computer program is executed by the processing device 1001, the above-mentioned functions defined in the method of the embodiment disclosed in the present application are executed.

[0147] The vehicle vibration reduction control device provided by the present application adopts the vehicle vibration reduction control method in the above embodiment, which can solve the technical problem that the related technology cannot accurately calculate the delay time of the road preview function, resulting in poor actual vibration reduction effect. Compared with the prior art, the beneficial effects of the vehicle vibration reduction control device provided by the present application are the same as the beneficial effects of the vehicle vibration reduction control method provided by the above embodiment, and the other technical features in the vehicle vibration reduction control device are the same as the features disclosed in the method of the previous embodiment, which will not be repeated here.

[0148] It should be understood that the various parts disclosed in this application can be implemented by hardware, software, firmware or a combination thereof. In the description of the above embodiments, specific features, structures, materials or characteristics can be combined in any one or more embodiments or examples in a suitable manner.

[0149] The above is only a specific implementation of the present application, but the protection scope of the present application is not limited thereto. Any person skilled in the art who is familiar with the present technical field can easily think of changes or substitutions within the technical scope disclosed in the present application, which should be included in the protection scope of the present application. Therefore, the protection scope of the present application should be based on the protection scope of the claims.

[0150] The present application provides a computer-readable storage medium having computer-readable program instructions (ie, computer programs) stored thereon, and the computer-readable program instructions are used to execute the vehicle vibration reduction control method in the above-mentioned embodiment.

[0151] The computer-readable storage medium provided in the present application may be, for example, a USB flash drive, but is not limited to electrical, magnetic, optical, electromagnetic, infrared, or semiconductor systems, systems or devices, or any combination of the above. More specific examples of computer-readable storage media may include, but are not limited to: an electrical connection with one or more wires, a portable computer disk, a hard disk, a random access memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM or flash memory), an optical fiber, a portable compact disk read-only memory (CD-ROM), an optical storage device, a magnetic storage device, or any suitable combination of the above. In this embodiment, the computer-readable storage medium may be any tangible medium containing or storing a program that can be used by or in combination with an instruction execution system, system or device. The program code contained on the computer-readable storage medium may be transmitted using any appropriate medium, including but not limited to: wires, optical cables, RF (Radio Frequency), etc., or any suitable combination of the above.

[0152] The computer-readable storage medium may be included in the vehicle vibration reduction control device; or may exist independently without being assembled into the vehicle vibration reduction control device.

[0153] The computer-readable storage medium carries one or more programs. When the one or more programs are executed by the vehicle vibration damping control device, the vehicle vibration damping control device: obtains vehicle data according to the parameter category corresponding to the preview delay calculation type to generate curve-related parameters; substitutes the curve-related parameters into the vehicle dynamics model for solution to generate a calculation solution curve; compares the calculation solution curve with the real-time acquisition curve to determine the preview delay, the real-time acquisition curve is a curve of the signal collected by the sensor or acquisition device in the vehicle relative to time; and delays the electronically controlled shock absorber in the vehicle according to the preview delay.

[0154] Computer program code for performing the operations of the present application may be written in one or more programming languages ​​or a combination thereof, including object-oriented programming languages ​​such as Java, Smalltalk, C++, and conventional procedural programming languages ​​such as "C" or similar programming languages. The program code may be executed entirely on the user's computer, partially on the user's computer, as a separate software package, partially on the user's computer and partially on a remote computer, or entirely on a remote computer or server. In the case of a remote computer, the remote computer may be connected to the user's computer through any type of network, including a local area network (LAN) or a wide area network (WAN), or may be connected to an external computer (e.g., via the Internet using an Internet service provider).

[0155] The flow chart and block diagram in the accompanying drawings illustrate the possible architecture, function and operation of the system, method and computer program product according to various embodiments of the present application. In this regard, each square box in the flow chart or block diagram can represent a module, a program segment or a part of a code, and the module, the program segment or a part of the code contains one or more executable instructions for realizing the specified logical function. It should also be noted that in some alternative implementations, the functions marked in the square box can also occur in a sequence different from that marked in the accompanying drawings. For example, two square boxes represented in succession can actually be executed substantially in parallel, and they can sometimes be executed in the opposite order, depending on the functions involved. It should also be noted that each square box in the block diagram and / or flow chart, and the combination of the square boxes in the block diagram and / or flow chart can be implemented with a dedicated hardware-based system that performs a specified function or operation, or can be implemented with a combination of dedicated hardware and computer instructions.

[0156] The modules involved in the embodiments described in this application may be implemented by software or hardware, wherein the name of the module does not constitute a limitation on the unit itself in some cases.

[0157] The readable storage medium provided by the present application is a computer-readable storage medium, which stores computer-readable program instructions (i.e., computer programs) for executing the above-mentioned vehicle vibration reduction control method, and can solve the technical problem that the related art cannot accurately calculate the delay time of the road preview function, resulting in poor actual vibration reduction effect. Compared with the prior art, the beneficial effects of the computer-readable storage medium provided by the present application are the same as the beneficial effects of the vehicle vibration reduction control method provided by the above-mentioned embodiment, and will not be repeated here.

[0158] The present application also provides a computer program product, comprising a computer program, wherein when the computer program is executed by a processor, the steps of the vehicle vibration reduction control method as described above are implemented.

[0159] The computer program product provided by the present application can solve the technical problem that the related technology cannot accurately calculate the delay time of the road preview function, resulting in poor actual vibration reduction effect. Compared with the prior art, the beneficial effects of the computer program product provided by the present application are the same as the beneficial effects of the vehicle vibration reduction control method provided by the above embodiment, and will not be repeated here.

[0160] The above descriptions are only some embodiments of the present application, and are not intended to limit the patent scope of the present application. All equivalent structural changes made using the contents of the present application specification and drawings under the technical concept of the present application, or direct / indirect applications in other related technical fields are included in the patent protection scope of the present application.

Claims

1. A vehicle vibration reduction control method, characterized in that: The method comprises: Obtain vehicle data according to the parameter category corresponding to the preview delay calculation type and generate curve related parameters; Substituting the relevant parameters of the curve into the vehicle dynamics model for solution to generate a calculation solution curve; Comparing the calculated solution curve with the real-time acquisition curve to determine the preview delay, the real-time acquisition curve being a curve of the signal collected by the sensor or acquisition device in the vehicle relative to time; The electronically controlled shock absorber in the vehicle is delayed controlled according to the preview delay.

2. The vehicle vibration reduction control method according to claim 1, characterized in that: The curve related parameters include inertial sensor signal, height sensor signal and damping coefficient signal; The calculated solution curve is a road surface elevation curve, which is a curve of the calculated road surface elevation signal relative to time; Substituting the curve-related parameters into the vehicle dynamics model for solution to generate a calculation solution curve includes: Constructing a system state vector according to the inertial sensor signal, and constructing a system state matrix and an external force input vector according to the damping coefficient signal; Substitute the system state vector, the system state matrix and the external force input vector into a vehicle dynamics model for solution to generate a road elevation curve.

3. The vehicle vibration reduction control method according to claim 1, characterized in that: The curve related parameters include a damping coefficient signal, a road elevation signal and a vehicle state parameter; The calculated solution curve is an unsprung acceleration curve, and the unsprung acceleration curve is a curve of the calculated unsprung acceleration signal relative to time; Substituting the curve-related parameters into the vehicle dynamics model for solution to generate a calculation solution curve includes: Constructing a system state matrix and an external force input vector according to the damping coefficient signal, and constructing a road surface input vector according to the road surface elevation signal; Substituting the system state matrix, the external force input vector and the road surface input vector into a vehicle dynamics model for solution, an unsprung acceleration curve is generated.

4. The vehicle vibration reduction control method according to claim 1, characterized in that: The step of comparing the calculated solution curve with the real-time acquisition curve to determine the preview delay includes: Comparing the calculated solution curve with the real-time acquisition curve to generate a first curve matching degree; If the matching degree of the first curve is less than or equal to the preset matching threshold, setting the delay time; Adjusting the calculation solution curve according to the delay time; Comparing the adjusted calculated solution curve with the real-time acquisition curve to generate a second curve matching degree; If the second curve matching degree is greater than the preset matching threshold, the delay duration is used as the preview delay.

5. The vehicle vibration reduction control method according to claim 4, characterized in that: After comparing the adjusted calculated solution curve with the real-time acquisition curve to generate a second curve matching degree, the method further includes: If the second curve matching degree is less than or equal to the preset matching threshold, obtaining the adjustment time step; The delay duration is adjusted according to the adjustment time step to generate a new delay duration, and the step of adjusting the calculation solution curve according to the delay duration is returned.

6. The vehicle vibration reduction control method according to claim 5, characterized in that: The step of obtaining the adjustment time step comprises: Obtaining a matching degree interval corresponding to the matching degree of the second curve; Find the adjustment time step corresponding to the matching degree interval.

7. The vehicle vibration reduction control method according to any one of claims 1 to 6, characterized in that: The delay control of the electronically controlled shock absorber in the vehicle according to the preview delay comprises: Delaying the road elevation signal according to the preview delay, the road elevation signal is a signal generated by the road preview device and sent to the electronically controlled shock absorber controller, the electronically controlled shock absorber controller constructs a damping coefficient signal according to the road elevation signal, and controls the electronically controlled shock absorber according to the damping coefficient signal; or, A time delay is performed on a damping coefficient signal of the electronically controlled shock absorber controller according to the preview delay, wherein the damping coefficient signal is a control signal sent by the electronically controlled shock absorber controller to the electronically controlled shock absorber.

8. A vehicle vibration reduction control device, characterized in that: The device comprises: An acquisition module, used to acquire vehicle data according to the parameter category corresponding to the preview delay calculation type and generate curve related parameters; A calculation module, used for substituting the relevant parameters of the curve into the vehicle dynamics model for solution, and generating a calculation solution curve; A determination module, used to compare the calculated solution curve with a real-time acquisition curve to determine the preview delay, wherein the real-time acquisition curve is a curve of the signal collected by the sensor or acquisition device in the vehicle relative to time; A control module is used to perform delay control on an electronically controlled shock absorber in a vehicle according to the preview delay.

9. A vehicle vibration reduction control device, characterized in that: The device comprises: a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the computer program is configured to implement the steps of the vehicle vibration reduction control method according to any one of claims 1 to 7.

10. A storage medium, characterized in that: The storage medium is a computer-readable storage medium, and a computer program is stored on the storage medium. When the computer program is executed by a processor, the steps of the vehicle vibration reduction control method according to any one of claims 1 to 7 are implemented.

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