Position adjustment device, control system, and control method for a vehicle

Abstract

The position adjusting device of a vehicle is used to adjust the relative position of the vehicle body and chassis, which comprises a lifting unit (10) and a damping unit (20). The lifting unit comprises a first lifting magnet (11) arranged on the vehicle body and a second lifting magnet (12) arranged on the chassis. The first lifting magnet and the second lifting magnet are arranged opposite to each other along the height direction of the vehicle. The distance between the vehicle body and the chassis along the height direction of the vehicle is controlled by adjusting the current through the first lifting magnet and / or the second lifting magnet. The damping unit comprises a first damping magnet (21) arranged on the vehicle body and a second damping magnet (22) arranged on the chassis. The first damping magnet and the second damping magnet are arranged opposite to each other along the length direction of the vehicle. The distance between the vehicle body and the chassis along the length direction of the vehicle is controlled by adjusting the current through the first damping magnet and / or the second damping magnet. The application also comprises a control system of the above position adjusting device and a control method using the control system.

Description

TECHNICAL FIELD

[0001] The present application relates to the field of vehicle manufacturing and control, in particular to a position adjusting device of a vehicle, a control system and a control method using the control system. BACKGROUND

[0002] With the popularization and application of new energy vehicles, intelligent sensing, multi-domain control and computing, and drive-by-wire technologies have gradually become important factors affecting and changing the layout and trend of the automotive industry. The skateboard chassis integrates multiple important modules such as power, chassis, braking, and steering, and serves as an application carrier for many high-tech technologies such as intelligentization and autonomous driving, and is increasingly pursued and welcomed by the automotive industry. At the same time, its highly integrated structure and decoupled design of the upper and lower bodies will greatly reduce the development cost of the vehicle and shorten the development cycle, and these advantages will make it have broad development prospects in the automotive industry.

[0003] Currently, the air spring or suspension adjusting device and the skateboard chassis still use mechanical connection, which cannot fundamentally solve the impact on the passenger compartment in the height direction brought by the chassis, and cannot avoid the impact on the vehicle body in the longitudinal direction brought by special working conditions such as sudden acceleration and sudden deceleration. SUMMARY

[0004] The purpose of the present application is to provide a position adjusting device of a vehicle, which is beneficial to alleviate the impact on the passenger compartment in the height direction and the length direction of the vehicle brought by the chassis.

[0005] Another purpose of the present application is to provide a control system of a vehicle including the position adjusting device, which can alleviate the impact on the passenger compartment in the height direction and the length direction of the vehicle brought by the chassis.

[0006] Still another purpose of the present application is to provide a control method using the control system, which can alleviate the impact on the passenger compartment in the height direction and the length direction of the vehicle brought by the chassis.

[0007] The present application provides a position adjustment device for a vehicle, which is used to adjust the relative position between a body and a chassis of the vehicle. The position adjustment device comprises a lifting unit and a damping unit. The lifting unit comprises a first lifting magnet arranged on the body and a second lifting magnet arranged on the chassis. The second lifting magnet is arranged opposite to the first lifting magnet along the height direction of the vehicle. The distance between the body and the chassis along the height direction of the vehicle is adjusted by adjusting the magnitude and direction of the current through the first lifting magnet and / or the second lifting magnet. One of the first lifting magnet and the second lifting magnet is an electromagnet. The damping unit comprises a first damping magnet arranged on the body and a second damping magnet arranged on the chassis. The second damping magnet is arranged opposite to the first damping magnet along the length direction of the vehicle. The distance between the body and the chassis along the length direction of the vehicle is adjusted by adjusting the magnitude and direction of the current through the first damping magnet and / or the second damping magnet. One of the first damping magnet and the second damping magnet is an electromagnet.

[0008] The present application provides a position adjustment device for a vehicle, which is used to adjust the relative position between a body and a chassis of the vehicle. The position adjustment device comprises a lifting unit and a damping unit. The lifting unit comprises a first lifting magnet arranged on the body and a second lifting magnet arranged on the chassis. The second lifting magnet is arranged opposite to the first lifting magnet along the height direction of the vehicle. The distance between the body and the chassis along the height direction of the vehicle is adjusted by adjusting the magnitude and direction of the current through the first lifting magnet and / or the second lifting magnet. One of the first lifting magnet and the second lifting magnet is an electromagnet. The damping unit comprises a first damping magnet arranged on the body and a second damping magnet arranged on the chassis. The second damping magnet is arranged opposite to the first damping magnet along the length direction of the vehicle. The distance between the body and the chassis along the length direction of the vehicle is adjusted by adjusting the magnitude and direction of the current through the first damping magnet and / or the second damping magnet. One of the first damping magnet and the second damping magnet is an electromagnet.

[0009] In one illustrative embodiment of the position adjustment device for a vehicle, the position adjustment device comprises two damping units. One of the damping units is arranged on the head or the tail of the body. The other damping unit is arranged on one side of the body. The first damping magnet and the second damping magnet of each damping unit are arranged opposite to each other along the width direction of the vehicle. This facilitates the reduction of the impact on the passenger compartment from the chassis along the length direction and the width direction of the vehicle.

[0010] In another illustrative embodiment of the position adjustment device for a vehicle, the position adjustment device comprises four damping units. Two of the damping units are arranged on the head and the tail of the body, respectively. The other two damping units are arranged on the two sides of the body, respectively. The first damping magnet and the second damping magnet of each damping unit are arranged opposite to each other along the width direction of the vehicle. This facilitates the efficient reduction of the impact on the body from the chassis along the length direction and the width direction of the vehicle.

[0011] In another exemplary embodiment of the position adjustment device of the vehicle, each damping unit further comprises a guide fixed to the first damping magnet and a resilient member. The guide is arranged opposite to the second damping magnet along the length direction or the width direction of the vehicle. One end of the resilient member is fixed to the chassis and the other end is fixed to the second damping magnet. The resilient member is stretched or compressed under the action of the first damping magnet and the second damping magnet. The end of the resilient member fixed to the second damping magnet extends into the guide. This facilitates the smooth damping of the impact from the chassis along the length direction and the width direction of the vehicle.

[0012] The present application provides a control system of a vehicle, comprising a signal input unit for measuring the state of the vehicle, a control unit and the above position adjustment device. The signal input unit comprises a wheel speed sensor for acquiring the vehicle speed, a steering wheel rotation angle sensor for acquiring the steering wheel angle, a lateral acceleration sensor for acquiring the lateral acceleration of the vehicle body, a longitudinal acceleration sensor for acquiring the longitudinal acceleration of the vehicle body, a yaw angular velocity sensor for acquiring the angular velocity of the axis swing of the vehicle body, a vehicle body posture sensor for acquiring the height variation value of the chassis, and a position sensing assembly for acquiring the actual relative position between the vehicle body and the chassis. The input end of the control unit is signal connected with the signal input unit, and outputs instructions according to the state of the vehicle acquired by the signal input unit. The lifting unit and the damping unit of the position adjustment device are signal connected with the output end of the control unit, so as to adjust the size and direction of the current through the first lifting magnet and / or the second lifting magnet, and the size and direction of the current through the first damping magnet and / or the second damping magnet according to the output instructions of the control unit, so as to adjust the relative position between the vehicle body and the chassis.

[0013] The control system of the vehicle provided by the present application can measure the running state of the vehicle through the signal input unit and input the state data to the control unit. The control unit outputs instructions to the position adjustment device by processing the state data. The position adjustment device adjusts the size and direction of the current through the magnets in the lifting unit and the damping unit after receiving the instructions, so as to adjust the relative position between the vehicle body and the chassis, thereby reducing the impact from the chassis to the passenger compartment along the height direction, the length direction and the width direction of the vehicle.

[0014] In an exemplary embodiment of the control system of the vehicle, the signal input unit further comprises a laser radar for obtaining the surrounding vehicle operation data, an inertial measurement assembly for obtaining the vehicle self-positioning, vehicle angular velocity and acceleration, a vehicle-road cooperation assembly for obtaining the traffic condition data, and an environmental perception sensor for obtaining the vehicle surrounding environment data and traffic sign data. The control system can obtain the surrounding vehicle operation data, the vehicle self-positioning, the traffic condition data, the vehicle surrounding environment data and the traffic sign data in advance, so that the vehicle can respond to special working conditions in time.

[0015] In another exemplary embodiment of the control system of the vehicle, the position sensing assembly comprises a height sensor, a longitudinal displacement sensor and a transverse displacement sensor. The height sensor is arranged on the first lifting magnet and is used to obtain the actual height value of the vehicle body relative to the chassis. The longitudinal displacement sensor is arranged on the first shock-absorbing magnet opposite to the second shock-absorbing magnet along the length direction of the vehicle and is used to obtain the actual longitudinal displacement value of the vehicle body relative to the chassis along the length direction of the vehicle body. The transverse displacement sensor is arranged on the first shock-absorbing magnet opposite to the second shock-absorbing magnet along the width direction of the vehicle and is used to obtain the actual transverse displacement value of the vehicle body relative to the chassis along the width direction of the vehicle body. The control system can obtain the actual height value, the actual longitudinal displacement value and the actual transverse displacement value of the vehicle body relative to the chassis.

[0016] The present application also provides a control method of a vehicle. The vehicle comprises the above control system. The control method comprises: the signal input unit obtains the vehicle speed in real time and inputs to the control unit; the control unit determines the interval in which the vehicle speed is located; the control unit obtains the model value according to the interval in which the vehicle speed is located; the control unit adjusts the current passing through the lifting unit and the shock-absorbing unit according to the model value, so as to adjust the relative position between the vehicle body and the chassis; and the control unit determines whether the vehicle speed is zero in real time, if not, repeats all the above steps; if yes, the control unit issues a parking instruction.

[0017] The present application provides a control method of a vehicle, which obtains the model value by determining the interval in which the vehicle speed is located, and adjusts the current passing through the lifting unit and the shock-absorbing unit according to the model value, so as to adjust the relative position between the vehicle body and the chassis, thereby reducing the impact on the passenger compartment of the vehicle body from the chassis along the height direction, the length direction and the width direction of the vehicle.

[0018] In another illustrative embodiment of the control method of the vehicle, the step of obtaining the model value according to the interval of the vehicle speed includes: the signal input unit further obtains the actual values of the steering wheel angle, lateral acceleration, longitudinal acceleration, yaw rate, chassis height change value and relative position between the vehicle body and the chassis in real time through the sensors included therein, and inputs the obtained data to the control unit in real time; the control unit obtains the initial value of the relative position between the vehicle body and the chassis according to the obtained vehicle speed, and the initial value is a factory setting value; and the control unit corrects the initial value to obtain the model value of the relative position according to the obtained steering wheel angle, lateral acceleration, longitudinal acceleration, yaw rate and chassis height change value. By means of the control system, the model value can be obtained on the basis of the initial value through less calculation, and the control method is simple and effective.

[0019] In another illustrative embodiment of the control method of the vehicle, the step of adjusting the relative position between the vehicle body and the chassis by the control unit further includes: the control unit compares the model value and the actual value; and the control unit outputs instructions to the lifting unit and the damping unit according to the comparison result to adjust the size and direction of the current through the first lifting magnet and / or the second lifting magnet, and the size and direction of the current through the first damping magnet and / or the second damping magnet, so as to adjust the actual value to the model value. By comparing the model value and the actual value, the current through the magnets inside the lifting unit and the damping unit can be adjusted, and the process is simple and easy to control.

[0020] In another illustrative embodiment of the control method of the vehicle, the signal input unit further includes: a laser radar for obtaining surrounding vehicle operation data, an inertial measurement assembly for obtaining vehicle self-positioning, vehicle angular velocity and acceleration, a vehicle-road cooperation assembly for obtaining traffic condition data, and an environmental perception sensor for obtaining vehicle surrounding environment data and traffic sign data. In the step of obtaining the model value according to the interval of the vehicle speed by the control unit,

[0021] The data obtained in real time by the signal input unit and input to the control unit further includes: surrounding vehicle operation data, vehicle self-positioning, traffic condition data, vehicle surrounding environment data and traffic sign data. The data used by the control unit to correct the initial value of the relative position further includes: surrounding vehicle operation data, vehicle self-positioning, traffic condition data, vehicle surrounding environment data and traffic sign data. By means of the above, the surrounding vehicle operation data, vehicle self-positioning, traffic condition data, vehicle surrounding environment data and traffic sign data can be obtained in advance, and the above data can be used to correct the initial value, so that the control method can intelligently and accurately enable the vehicle to respond to special working conditions in a timely manner.

[0022] In another exemplary embodiment of the control method of the vehicle, the position sensing assembly comprises a height sensor, a longitudinal displacement sensor and a lateral displacement sensor. The height sensor is arranged on the first lifting magnet for obtaining an actual height value of the vehicle body relative to the chassis. The longitudinal displacement sensor is arranged on the first damping magnet opposite to the second damping magnet along the length direction of the vehicle for obtaining an actual longitudinal displacement value of the vehicle body relative to the chassis along the length direction of the vehicle body. The lateral displacement sensor is arranged on the first damping magnet opposite to the second damping magnet along the width direction of the vehicle for obtaining an actual lateral displacement value of the vehicle body relative to the chassis along the width direction of the vehicle body. In the step of obtaining the model value according to the interval of the vehicle speed in the control unit, the actual value of the relative position between the vehicle body and the chassis comprises the actual height value, the actual longitudinal displacement value and the actual lateral displacement value between the vehicle body and the chassis. The initial value of the relative position between the vehicle body and the chassis comprises the initial height value, the initial longitudinal displacement value and the initial lateral displacement value between the vehicle body and the chassis. The model value of the relative position comprises the height model value, the longitudinal displacement model value and the lateral displacement model value. In this way, the initial value can be adjusted along the height direction, the length direction and the width direction of the vehicle, so that the adjustment result is more accurate and the control is facilitated. BRIEF DESCRIPTION OF DRAWINGS

[0023] The following drawings are only illustrative and explanatory of the present application, and do not limit the scope of the present application, in which:

[0024] Figure 1 FIG. 1 is a schematic view for illustrating a position adjustment device of a vehicle;

[0025] Figure 2 FIG. 2 is a schematic view for illustrating an arrangement of a damping unit on a vehicle body;

[0026] Figure 3 FIG. 3 is a schematic view for illustrating another exemplary embodiment of an arrangement of a damping unit on a vehicle body;

[0027] Figure 4 FIG. 4 is a structural schematic view for illustrating an exemplary embodiment of a damping unit;

[0028] Figure 5 FIG. 5 is a schematic view of a control system of a vehicle;

[0029] Figure 6 FIG. 6 is a flow chart for illustrating a control method of a vehicle;

[0030] Figure 7 FIG. 7 is a partial flow chart for illustrating a control method of a vehicle;

[0031] Figure 8 FIG. 8 is another partial flow chart for illustrating a control method of a vehicle.

[0032] REFERENCE NUMERALS

[0033] 10 lifting unit

[0034] 11 first lifting magnet

[0035] 12 second lifting magnet

[0036] 20 damping unit

[0037] 21 first damping magnet

[0038] 22 second damping magnet

[0039] 23 guide

[0040] 24 elastic member

[0041] 30 signal input unit

[0042] 31 wheel speed sensor

[0043] 32 steering angle sensor

[0044] 33 lateral acceleration sensor

[0045] 34 longitudinal acceleration sensor

[0046] 35 yaw rate sensor

[0047] 36 vehicle body attitude sensor

[0048] 37 position sensing assembly

[0049] 371 height sensor

[0050] 372 longitudinal displacement sensor

[0051] 373 lateral displacement sensor

[0052] 38 laser radar

[0053] 39 inertial measurement assembly

[0054] 310 vehicle-road cooperative assembly

[0055] 311 environment perception sensor

[0056] 40 control unit

[0057] 50 vehicle body

[0058] 60 chassis. DETAILED DESCRIPTION

[0059] In order to make the technical features, objectives and effects of the present application more clearly understood, the specific embodiments of the present application will be described with reference to the drawings, wherein the same reference numbers denote the same parts throughout the drawings.

[0060] In the present document, "schematic" means "serving as an example, illustration or explanation", and any illustration, embodiment described as "schematic" in the present document should not be interpreted as a more preferred or more advantageous technical solution.

[0061] In the present document, "first", "second" do not mean the importance or order, etc., but are only used to distinguish each other for the description of the document.

[0062] For the sake of simplicity of the drawings, only the parts related to the present application are schematically shown in the drawings, which do not represent the actual structure of the product.

[0063] Figure 1 A schematic view for explaining a position adjustment device of a vehicle. The present application provides a position adjustment device of a vehicle for adjusting the relative position of a vehicle body 50 and a chassis 60. The chassis 60 of the vehicle is, for example, a slide chassis, which can be separated from the vehicle body 50. Referring to Figure 1 , the left-right direction in the drawing is the vehicle length direction. The position adjustment device includes a lifting unit 10 and a damping unit 20.

[0064] The lifting unit 10 includes a first lifting magnet 11 which can be provided to the vehicle body 50 and a second lifting magnet 12 which can be provided to the chassis 60. The second lifting magnet 12 is provided opposite to the first lifting magnet 11 in the vehicle height direction, and the size and direction of the magnetic force between the first lifting magnet 11 and the second lifting magnet 12 is adjusted by adjusting the size and direction of the current through the first lifting magnet 11 and / or the second lifting magnet 12, so that the vehicle body 50 is floated up and down above the chassis 60, and the distance between the vehicle body 50 and the chassis 60 in the vehicle height direction is adjusted. One of the first lifting magnet 11 and the second lifting magnet 12 is an electromagnet, and the other can be an electromagnet or a permanent magnet.

[0065] The damping unit 20 includes a first damping magnet 21 arranged on the vehicle body 50 and a second damping magnet 22 arranged on the chassis 60. The second damping magnet 22 is arranged opposite to the first damping magnet 21 along the vehicle length direction. The current size and direction of the first damping magnet 21 and / or the second damping magnet 22 are adjusted to adjust the magnetic force between the first damping magnet 21 and the second damping magnet 22, so that the vehicle body 50 is moved above the chassis 60 along the vehicle length direction or the opposite direction to adjust the distance between the vehicle body 50 and the chassis 60 along the vehicle length direction. One of the first damping magnet 21 and the second damping magnet 22 is an electromagnet, and the other can be an electromagnet or a permanent magnet. The damping unit 20 can be arranged at the tail of the vehicle body 50 or at the head of the vehicle body 50.

[0066] When the vehicle starts, the current size and direction of the magnets inside the lifting unit 10 are adjusted to generate repulsive magnetic force between the first lifting magnet 11 and the second lifting magnet 12, so that the vehicle body 50 is separated from the chassis 60 along the vehicle height direction. During vehicle driving, the current size and direction of the magnets inside the lifting unit 10 can also be adjusted to adjust the height of the vehicle body 50 relative to the chassis 60. Therefore, the vehicle body 50 is separated from the chassis 60, which can greatly reduce the impact along the vehicle height direction from the chassis 60.

[0067] When the vehicle starts, the current size and direction of the magnets inside the damping unit 20 are adjusted to generate repulsive magnetic force between the first damping magnet 21 and the second damping magnet 22, so that the vehicle body 50 is pushed along the vehicle length direction to accelerate the delayed vehicle body 50 and reduce the impact caused by the launch. During vehicle driving, the current size and direction of the magnets inside the damping unit 20 can also be adjusted to generate repulsive or attractive magnetic force between the first damping magnet 21 and the second damping magnet 22 to accelerate or decelerate the vehicle body 50, so that it is synchronized with the chassis 60 and reduces the impact caused by acceleration or deceleration.

[0068] When the vehicle starts, the current size and direction of the magnets inside the damping unit 20 are adjusted to generate repulsive magnetic force between the first damping magnet 21 and the second damping magnet 22, so that the vehicle body 50 is pushed along the vehicle length direction to accelerate the delayed vehicle body 50 and reduce the impact caused by the launch. During vehicle driving, the current size and direction of the magnets inside the damping unit 20 can also be adjusted to generate repulsive or attractive magnetic force between the first damping magnet 21 and the second damping magnet 22 to accelerate or decelerate the vehicle body 50, so that it is synchronized with the chassis 60 and reduces the impact caused by acceleration or deceleration.

[0069] The vehicle position adjustment device provided by the present invention adjusts the relative position of the vehicle body 50 and the chassis 60 by setting a lifting unit 10 in the vehicle height direction and a shock-absorbing unit 20 in the vehicle length direction, and adjusting the magnitude and direction of the current of the magnets inside the lifting unit 10 and the shock-absorbing unit 20, so as to reduce the impact of the passenger compartment located on the vehicle body 50 on the chassis 60 along the vehicle height direction and the vehicle length direction.

[0070] Figure 2 This is a schematic diagram illustrating the arrangement of the shock absorber unit (not shown in the diagram) on vehicle body 50. See also... Figure 2 , Figure 2 The left and right directions are the width direction of the vehicle. The position adjustment device includes two damping units. One damping unit is located at the rear of the vehicle body 50, or it can be located at the front of the vehicle body 50. The other damping unit is located on one side of the vehicle body 50. In the damping unit located on one side of the vehicle body 50, the first damping magnet 21 and the second damping magnet 22 are arranged opposite each other along the width direction of the vehicle. The working principle of the damping unit 20 located at the rear or front of the vehicle body 50 has been explained and will not be repeated here.

[0071] For the shock absorber unit located on one side of the vehicle body 50, it can be as follows: Figure 2 As shown, it is located on the left side of the vehicle body 50. When turning left or right, as the chassis 60 begins to displace, the magnitude and direction of the current passing through the first damping magnet 21 and / or the second damping magnet 22 inside it are adjusted. The magnetic forces of mutual attraction or repulsion between the first damping magnet 21 and the second damping magnet 22 are adjusted in real time, so that the vehicle body 50 moves left or right in sync with the chassis 60, thereby mitigating the impact along the width direction of the vehicle caused by turning left or right.

[0072] The shock absorber unit, which is located on one side of the vehicle body 50, can also be located on the right side of the vehicle body 50. During left or right turns, when the chassis 60 begins to displace, the magnitude and direction of the current flowing through the first damping magnet 21 and / or the second damping magnet 22 are adjusted. This real-time adjustment of the repulsive or attractive magnetic forces between the first damping magnet 21 and the second damping magnet 22 allows the vehicle body 50 to move left or right in sync with the chassis 60, thereby mitigating the impact along the width of the vehicle caused by left or right turns.

[0073] Therefore, by setting a shock absorption unit at the rear or front of the vehicle body 50 and on one side of the vehicle body 50, the passenger compartment can reduce the impact from the chassis 60 in the length and width directions of the vehicle.

[0074] Figure 3 This is a schematic diagram illustrating another possible embodiment of the arrangement of a shock absorber unit (not shown) on the vehicle body 50. See also...Figure 3 , Figure 3 The left-right direction is the vehicle width direction. The position adjusting device includes four damping units. Two of the damping units are arranged at the head and tail of the vehicle body 50 respectively. The other two damping units are arranged at the two sides of the vehicle body 50 respectively. In the damping units arranged at the head and tail of the vehicle body 50, the first damping magnet 21 and the second damping magnet 22 are arranged opposite to each other along the vehicle length direction. In the damping units arranged at the two sides of the vehicle body 50, the first damping magnet 21 and the second damping magnet 22 are arranged opposite to each other along the vehicle width direction.

[0075] When the vehicle accelerates, for the damping unit arranged at the tail of the vehicle body 50, the current size and direction of the magnets inside the damping unit are adjusted so that the magnetic force between the first damping magnet 21 and the second damping magnet 22 is repulsive, thereby pushing the vehicle body 50 forward to accelerate it. For the damping unit arranged at the head of the vehicle body 50, the current size and direction of the magnets inside the damping unit are adjusted so that the magnetic force between the first damping magnet 21 and the second damping magnet 22 is attractive, thereby attracting the vehicle body 50 and the chassis 60 along the vehicle length direction to accelerate the vehicle body 50. The two damping units repel and attract respectively, and jointly push the vehicle body 50 to accelerate.

[0076] When the vehicle decelerates, for the damping unit arranged at the tail of the vehicle body 50, the current size and direction of the magnets inside the damping unit are adjusted so that the magnetic force between the first damping magnet 21 and the second damping magnet 22 is attractive to decelerate the vehicle body 50. For the damping unit arranged at the head of the vehicle body 50, the current size and direction of the magnets inside the damping unit are adjusted so that the magnetic force between the first damping magnet 21 and the second damping magnet 22 is repulsive to decelerate the vehicle body 50. The two damping units attract and repel respectively to decelerate the vehicle body 50.

[0077] When the vehicle turns left, for the damping unit arranged at the left side of the vehicle body 50, the current size and direction of the magnets inside the damping unit are adjusted so that the magnetic force between the first damping magnet 21 and the second damping magnet 22 is attractive to move the vehicle body 50 leftward. For the damping unit arranged at the right side of the vehicle body 50, the current size and direction of the magnets inside the damping unit are adjusted so that the magnetic force between the first damping magnet 21 and the second damping magnet 22 is repulsive to move the vehicle body 50 leftward. The two damping units attract and repel respectively to move the vehicle body 50 leftward synchronously with the chassis 60.

[0078] When the vehicle turns right, for the damping unit set on the left side of the vehicle body 50, the current size and direction through the magnets inside the damping unit are adjusted to make the magnetic force between the first damping magnet 21 and the second damping magnet 22 repulsive to move the vehicle body 50 rightward. For the damping unit set on the right side of the vehicle body 50, the current size and direction through the magnets inside the damping unit 20 are adjusted to make the magnetic force between the first damping magnet 21 and the second damping magnet 22 attractive to move the vehicle body 50 rightward. The repulsion and attraction of the two damping units make the vehicle body 50 move rightward in synchronization with the chassis 60.

[0079] Thus, by adjusting the current size and direction through the first damping magnet 21 and / or the second damping magnet 22 in each damping unit, the magnetic force size and direction between the first damping magnet 21 and the second damping magnet 22 can be adjusted, so as to adjust the distance between the vehicle body 50 and the chassis 60 along the vehicle length direction and the vehicle width direction on the same side. This facilitates the vehicle body 50 to efficiently dampen the impact from the chassis 60 along the vehicle length direction and the vehicle width direction.

[0080] Figure 4 Fig. 1 is a structural schematic diagram of an illustrative embodiment of the present application for explaining the damping unit. Referring to Fig. 1, the damping unit 20 includes a first damping magnet 21 and a second damping magnet 22. The first damping magnet 21 and the second damping magnet 22 are arranged in a magnetic field with the same polarity. Figure 4 The damping unit 20 further includes a guide 23 and a resilient member 24. The guide 23 is fixed to the first damping magnet 21 and arranged opposite to the second damping magnet 22 along the vehicle length direction. In the damping units 20 set on the two sides of the vehicle body 50, the guide 23 is arranged opposite to the second damping magnet 22 along the vehicle width direction.

[0081] The resilient member 24 has one end fixed to the chassis 60 and the other end fixed to the second damping magnet 22. The resilient member 24 is stretched or compressed under the action of the first damping magnet 21 and the second damping magnet 22. This facilitates the vehicle body 50 to smoothly dampen the impact from the chassis 60 along the vehicle length direction and the vehicle width direction. The end of the resilient member 24 fixed to the second damping magnet 22 extends into the guide 23. There is a gap between the guide 23 and the resilient member 24 extending therein to facilitate the adjustment of the lifting height of the vehicle body 50 relative to the chassis 60.

[0082] Figure 5 Fig. 2 is a schematic diagram of an illustrative embodiment of the control system of the vehicle of the present application. Referring to Fig. 2, the control system includes a signal input unit 30 for measuring the state of the vehicle, a control unit 40 and the position adjustment device of the present application. Figure 5

[0083] ​The signal input unit 30 includes a wheel speed sensor 31, a steering wheel angle sensor 32, a lateral acceleration sensor 33, a longitudinal acceleration sensor 34, a yaw rate sensor 35, a vehicle body posture sensor 36, and a position sensing assembly 37. The wheel speed sensor 31 is arranged on a wheel to acquire a vehicle speed. The steering wheel angle sensor 32 is arranged on a steering column to acquire a steering wheel angle. The lateral acceleration sensor 33 is arranged on a chassis 60 to acquire a lateral acceleration of the vehicle body. The longitudinal acceleration sensor 34 is arranged on the chassis 60 to acquire a longitudinal acceleration of the vehicle body. The yaw rate sensor 35 is arranged on the chassis 60 to acquire an angular velocity of a yaw of an axis of the vehicle body. The vehicle body posture sensor 36 is arranged on the chassis to acquire a height variation value of the chassis 60. The position sensing assembly 37 is arranged on the above-mentioned position adjustment device to acquire an actual relative position between the vehicle body and the chassis.

[0084] In the illustrative embodiment, the position sensing assembly 37 includes a height sensor 371, a longitudinal displacement sensor 372, and a lateral displacement sensor 373. The height sensor 371 is arranged on the first lifting magnet 11 to acquire an actual height value of the vehicle body 50 relative to the chassis 60. The longitudinal displacement sensor 372 is arranged on the first damping magnet 21 opposite to the second damping magnet 22 in a length direction of the vehicle to acquire an actual longitudinal displacement value of the vehicle body 50 relative to the chassis 60 in the length direction of the vehicle (see Figure 4 ). The lateral displacement sensor 373 (not shown in Figure 4 ) is arranged on the first damping magnet 21 opposite to the second damping magnet 22 in a width direction of the vehicle to acquire an actual lateral displacement value of the vehicle body 50 relative to the chassis 60 in the width direction of the vehicle. Thus, the control system can acquire the actual longitudinal displacement value, the actual lateral displacement value, and the actual height value of the vehicle body 50 relative to the chassis 60 (see Figure 1 ). The input of the control unit 40 is connected to the signals of the sensors included in the signal input unit 30, and outputs a command according to the state of the vehicle acquired by the sensors included in the signal input unit 30. The lifting unit 10 and the damping unit 20 of the position adjustment device are connected to the output of the control unit 40 to adjust the magnitude and direction of the current through the first lifting magnet 11 and / or the second lifting magnet 12, and the magnitude and direction of the current through the first damping magnet 21 and / or the second damping magnet 22 according to the output command of the control unit 40, so as to adjust the relative position between the vehicle body 50 and the chassis 60 (see Figure 1 ).

[0085] The control system of the vehicle provided by the application measures the running state of the vehicle through the signal input unit 30 and inputs the state data to the control unit 40, the control unit 40 outputs instructions to the position adjustment device by processing the state data, and the position adjustment device adjusts the current size and direction of the magnet inside the lifting unit 10 and the damping unit 20 to adjust the relative position between the vehicle body and the chassis, so as to slow down the impact on the passenger compartment in the height direction, the length direction and the width direction of the vehicle.

[0086] In the illustrative embodiment, the signal input unit 30 further includes a laser radar 38 for obtaining surrounding vehicle running data, an inertial measurement assembly 39 for obtaining vehicle positioning, vehicle angular velocity and acceleration, a vehicle-road cooperation assembly 310 for obtaining traffic condition data, and an environment perception sensor 311 for obtaining vehicle surrounding environment data and traffic sign data. In this way, the control system can obtain the surrounding vehicle running data, vehicle positioning, traffic condition data, vehicle surrounding environment data and traffic sign data in advance, so that the vehicle can respond to special working conditions in a timely manner.

[0087] The application further provides a control method of a vehicle. Figure 6 A flowchart for illustrating the control method of the vehicle. Figure 7 A partial flowchart for illustrating the control method of the vehicle. Figure 8 Another partial flowchart for illustrating the control method of the vehicle. In the illustrative embodiment (see Figure 6 , Figure 7 and Figure 8 ), the control method comprises the following steps.

[0088] S10: The signal input unit obtains the vehicle speed in real time and inputs it to the control unit.

[0089] During the starting stage, the driving stage or the parking stage of the vehicle, the wheel speed sensor of the signal input unit captures the vehicle dynamics in real time, calculates the vehicle speed, judges the vehicle working condition, and inputs the obtained vehicle speed to the control unit.

[0090] S20: The control unit judges the interval in which the vehicle speed is located.

[0091] After obtaining the vehicle speed, the control unit judges the interval in which the vehicle speed is located. For example, for a car, the vehicle speed is divided into low speed, medium speed and high speed during factory setting. Among them, the interval of low speed is, for example, less than 60 km / h; the interval of medium speed is, for example, 60-120 km / h; and the interval of high speed is, for example, more than 120 km / h. For different types of vehicles, their vehicle speed intervals can be the same or different.

[0092] S30: The control unit obtains the model value according to the interval of the vehicle speed, which includes the following steps (see Figure 7 ).

[0093] S31: The signal input unit also obtains the actual values of the steering wheel angle, lateral acceleration, longitudinal acceleration, yaw rate, chassis height change value, and relative position between the vehicle body and chassis through the sensors included therein in real time, and inputs the obtained data to the control unit in real time. The actual value of the relative position between the vehicle body and chassis includes the actual height value, actual longitudinal offset value, and actual lateral offset value between the vehicle body and chassis. The actual height value, actual longitudinal offset value, and actual lateral offset value between the vehicle body and chassis correspond to the actual current values of the magnets inside the lifting unit and damping unit, respectively, and the actual current values include the actual current magnitude and direction.

[0094] In the illustrative embodiment, since the signal input unit also includes a laser radar, an inertial measurement assembly, a vehicle-road cooperation assembly, and an environmental perception sensor, the data obtained and input to the control unit by the signal input unit in real time also includes surrounding vehicle operation data, vehicle self-positioning, traffic condition data, vehicle surrounding environment data, and traffic sign data.

[0095] S32: The control unit obtains the initial value of the relative position between the vehicle body and chassis according to the obtained vehicle speed.

[0096] The initial value is a factory setting value, and the initial value of the relative position between the vehicle body and chassis includes the initial height value, longitudinal offset initial value, and lateral offset initial value between the vehicle body and chassis. For example, for a car, different initial values are set for different speed intervals during factory setting. The initial value can be adjusted within a certain range according to the user's usage habits.

[0097] When the vehicle speed is low, the height initial value and the longitudinal offset initial value are a1 and b1, respectively; when the vehicle speed is medium-high, the height initial value and the longitudinal offset initial value are a2 and b2, respectively; and when the vehicle speed is super-high, the height initial value and the longitudinal offset initial value are 0 and b2, respectively. The lateral offset initial value only plays a role when the lateral acceleration of the vehicle is not zero, i.e., when the vehicle is turning or leaning, and its value is c in the low, medium-high, and super-high speed intervals. The values of a1, b1, a2, b2, and c are calculated according to the sensor data and big data model. It is worth noting that when the vehicle speed is super-high, the vehicle body and chassis are attracted to ensure safe driving, so the height initial value at this time is 0.

[0098] S33: The control unit corrects the initial value to obtain the model value of the relative position according to the obtained steering wheel angle, lateral acceleration, longitudinal acceleration, yaw rate, and chassis height change value.

[0099] The control unit corrects the initial value of the relative position between the vehicle body and the chassis according to the obtained steering wheel angle, lateral acceleration, longitudinal acceleration, yaw rate and chassis height change value, and the result of the big data model calculation, to obtain a height model value, a longitudinal offset model value and a lateral offset model value. Different height model values, longitudinal offset model values and lateral offset model values correspond to different model current values, and the model current values include model current size and direction.

[0100] In the illustrative embodiment, the data used by the control unit to correct the initial value of the relative position further includes surrounding vehicle operation data, vehicle self-positioning, traffic condition data, vehicle surrounding environment data and traffic sign data. In this way, the control system can obtain the model values on the basis of the initial values through less calculation, and the control method is simple and effective, and can obtain the surrounding vehicle operation data, vehicle self-positioning, traffic condition data, vehicle surrounding environment data and traffic sign data in advance, and use the above data to correct the initial value. The control method can intelligently and accurately enable the vehicle to respond to special working conditions in a timely manner.

[0101] S40: The control unit adjusts the current passing through the lifting unit and the damping unit according to the model value, to adjust the relative position between the vehicle body and the chassis, including the following steps (see Figure 8 ).

[0102] S41: The control unit compares the model value and the actual value.

[0103] The control unit compares the obtained height model value, longitudinal offset model value and lateral offset model value with the actual height value, actual longitudinal offset value and actual lateral offset value between the vehicle body and the chassis, to obtain a comparison result.

[0104] S42: The control unit outputs instructions to the lifting unit and the damping unit according to the comparison result, to adjust the size and direction of the current passing through the first lifting magnet and / or the second lifting magnet, and the size and direction of the current passing through the first damping magnet and / or the second damping magnet, to adjust the actual value to the model value.

[0105] Since the height model value, the longitudinal offset model value and the lateral offset model value correspond to different model current values respectively, the actual height value, the actual longitudinal offset value and the actual lateral offset value between the vehicle body and the chassis correspond to different actual current values respectively, according to the comparison result, the increase and decrease result between the model current value and the actual current value is obtained, the size and direction of the current passing through the first lifting magnet and / or the second lifting magnet and the size and direction of the current passing through the first damping magnet and / or the second damping magnet are adjusted, and the actual height value, the actual longitudinal offset value and the actual lateral offset value are adjusted to the height model value, the longitudinal offset model value and the lateral offset model value respectively. By comparing the model value with the actual value, the current passing through the magnets inside the lifting unit and the damping unit is adjusted, and the process is simple and easy to control.

[0106] S50: As shown in Figure 6 , the control unit determines whether the vehicle speed is zero in real time, if not, repeat all the above steps; if yes, the control unit issues a parking instruction.

[0107] In use, when the vehicle is stationary, the vehicle is in a power-off state, the magnets inside the lifting unit and the damping unit have no current, the vehicle body is attracted to the chassis under the action of gravity, and the spring inside the damping unit is in a natural state. At this time, the actual values in three directions between the vehicle body and the chassis, i.e. the actual height value, the actual longitudinal offset value and the actual lateral offset value, are all zero.

[0108] When the vehicle starts, the wheel speed sensor captures the vehicle dynamics in real time, calculates the vehicle speed, determines the vehicle working condition and inputs the obtained vehicle speed to the control unit. Since the vehicle speed is low at the start, the control unit receives the vehicle speed and determines that the interval in which the vehicle speed is located is the medium-low speed. The control unit obtains the initial values in three directions between the vehicle body and the chassis, i.e. the height initial value, the longitudinal offset initial value and the lateral offset initial value, which are a1, b1 and 0 respectively, and if there is a turn or a roll, the lateral offset initial value is c. According to the vehicle state data input by the sensors of the signal input unit, a1, b1 and c are corrected to obtain the model values in three directions at this time, i.e. the height model value, the longitudinal offset model value and the lateral offset model value. The model values in three directions are compared with the actual values in three directions respectively, and the increase and decrease result of the model current values and the actual current values in three directions is obtained. The actual current values of the magnets inside the lifting unit and the damping unit are adjusted to adjust the actual values in three directions to their corresponding model values, and the first real-time adjustment process in the medium-low speed interval is completed.

[0109] At this time, the control unit determines the vehicle speed, the vehicle speed is not zero and is in the medium-low speed interval, and the real-time adjustment process in the medium-low speed interval is repeated.

[0110] With the increasing speed, after the real-time adjustment process in the medium-low speed interval is completed for multiple times, the speed exceeds the medium-low speed interval, the control unit receives the speed and judges that the speed interval is medium-high speed. The control unit obtains the initial values of the three directions between the vehicle body and the chassis, which are a2, b2 and 0 respectively, and the lateral offset initial value is c if there is turning or rolling. Consistent with the first real-time adjustment process in the medium-low speed interval, the control unit completes the first real-time adjustment process in the medium-high speed interval.

[0111] At this time, the control unit judges the speed, the speed is not zero and is in the medium-high speed interval, and the real-time adjustment process in the medium-high speed interval is repeated.

[0112] With the increasing speed, after the real-time adjustment process in the medium-high speed interval is completed for multiple times, the speed exceeds the medium-high speed interval, the control unit receives the speed and judges that the speed interval is super-high speed. The control unit obtains the initial values of the three directions between the vehicle body and the chassis, which are 0, b2 and 0 respectively, and the lateral offset initial value is c if there is turning or rolling. Consistent with the first real-time adjustment process in the medium-low speed interval, the control unit completes the first real-time adjustment process in the super-high speed interval.

[0113] At this time, the control unit judges the speed, the speed is not zero and is in the super-high speed interval, and the real-time adjustment process in the super-high speed interval is repeated.

[0114] If it is necessary to stop, the vehicle gradually slows down, and its speed gradually enters the medium-high speed interval and the medium-low speed interval from the super-high speed interval. The adjustment process in the super-high speed interval, the medium-high speed interval and the medium-low speed interval is consistent with the foregoing process, which will not be described here.

[0115] With the gradual decrease of the speed to zero, the control unit judges that the speed is zero, adjusts the actual values of the three directions to zero, and issues a stop command, and the vehicle is parked.

[0116] The control method of the vehicle provided by the application can obtain the model value by judging the speed interval, and adjust the current through the lifting unit and the damping unit according to the model value, so as to adjust the relative position between the vehicle body and the chassis, which can reduce the impact on the passenger compartment on the vehicle body from the chassis in the vehicle height direction, the vehicle length direction and the vehicle width direction.

[0117] In this specification, the vehicle length direction, the vehicle width direction and the vehicle height direction are not strictly length direction, width direction and height direction, and there may be a slight deviation from the length direction, the width direction and the height direction.

[0118] It should be understood that although this specification is described according to various embodiments, not every embodiment contains only one independent technical solution. This way of describing the specification is only for clarity. Those skilled in the art should regard the specification as a whole. The technical solutions in each embodiment can also be appropriately combined to form other implementation methods that can be understood by those skilled in the art.

[0119] The detailed descriptions listed above are merely specific descriptions of feasible embodiments of the present invention and are not intended to limit the scope of protection of the present invention. All equivalent implementation schemes or modifications made without departing from the spirit of the present invention, such as combinations, divisions or repetitions of features, should be included within the scope of protection of the present invention.

Claims

1. A control method of a vehicle including a control system, characterized by, The control system comprises a signal input unit (30) for measuring the state of the vehicle; the signal input unit (30) comprises: a wheel speed sensor (31) for acquiring the vehicle speed, a steering wheel rotation angle sensor (32) for acquiring the steering wheel angle, a lateral acceleration sensor (33) for acquiring the vehicle body lateral acceleration, a longitudinal acceleration sensor (34) for acquiring the vehicle body longitudinal acceleration, a yaw rate sensor (35) for acquiring the angular velocity of the vehicle body axis swing, a vehicle body posture sensor (36) for acquiring the chassis height change value, and a position sensing assembly (37) for acquiring the actual relative position between the vehicle body and the chassis; a control unit (40) having a signal connection with the signal input unit (30) and outputting instructions according to the state of the vehicle acquired by the signal input unit (30); and a position adjusting device for adjusting the relative position between the vehicle body and the chassis, comprising a lifting unit (10) and a damping unit (20); The control method comprises: The signal input unit acquires the vehicle speed in real time and inputs it to the control unit; The control unit determines the interval in which the vehicle speed is located; The control unit acquires the model value according to the interval in which the vehicle speed is located; comprising: The signal input unit also acquires the actual values of the steering wheel angle, lateral acceleration, longitudinal acceleration, yaw rate, chassis height change value and relative position between the vehicle body and the chassis in real time through the sensors included therein, and inputs the acquired data to the control unit in real time; The control unit obtains the initial value of the relative position between the vehicle body and the chassis according to the acquired vehicle speed, and the initial value is the factory setting value; and The control unit corrects the initial value to obtain the model value of the relative position according to the acquired steering wheel angle, lateral acceleration, longitudinal acceleration, yaw rate and chassis height change value; The control unit adjusts the current through the lifting unit and the damping unit according to the model value to adjust the relative position between the vehicle body and the chassis; and The control unit determines whether the vehicle speed is zero in real time, if not, repeat all the above steps; If yes, the control unit issues a parking instruction.

2. The control method according to claim 1, characterized by, The lifting unit (10) includes: a first lifting magnet (11) that can be installed on the vehicle body and a second lifting magnet (12) that can be installed on the chassis. The second lifting magnet (12) is installed opposite to the first lifting magnet (11) along the vehicle height direction. The magnitude and direction of the current passing through the first lifting magnet (11) and / or the second lifting magnet (12) are adjusted to adjust the distance between the vehicle body and the chassis along the vehicle height direction. One of the first lifting magnet (11) and the second lifting magnet (12) is an electromagnet. The shock absorption unit (20) includes: a first shock absorption magnet (21) that can be installed on the vehicle body and a second shock absorption magnet (22) that can be installed on the chassis. The second shock absorption magnet (22) is installed opposite to the first shock absorption magnet (21) along the vehicle length direction. The magnitude and direction of the current passing through the first shock absorption magnet (21) and / or the second shock absorption magnet (22) are adjusted to adjust the distance between the vehicle body and the chassis on the same side along the vehicle length direction. One of the first shock absorption magnet (21) and the second shock absorption magnet (22) is an electromagnet. The step of adjusting the relative position between the vehicle body and the chassis by the control unit further includes: The control unit compares the model value with the actual value; and The control unit outputs commands to the lifting unit and the damping unit based on the comparison results, adjusting the magnitude and direction of the current passing through the first lifting magnet and / or the second lifting magnet, as well as the magnitude and direction of the current passing through the first damping magnet and / or the second damping magnet, to adjust the actual value to the model value.

3. The control method as described in claim 1, wherein the signal input unit further comprises: A lidar system used to acquire data on the movement of surrounding vehicles. An inertial measurement unit used to acquire the vehicle's self-position, angular velocity, and acceleration. A vehicle-road cooperative component for acquiring traffic condition data, and An environmental perception sensor used to acquire data on the vehicle's surrounding environment and traffic signs; The characteristic is that, in the step where the control unit obtains the model value according to the interval where the vehicle speed is located, The data that the signal input unit acquires and inputs into the control unit in real time also includes: surrounding vehicle operation data, vehicle self-positioning, traffic condition data, vehicle surrounding environment data, and traffic sign data; The data used by the control unit to correct the initial value of the relative position also includes: surrounding vehicle operation data, vehicle self-positioning, traffic condition data, vehicle surrounding environment data, and traffic sign data.

4. The control method as described in claim 2, wherein the position sensing component comprises: A height sensor, installed on the first lifting magnet, is used to acquire the actual height of the vehicle body relative to the chassis. A longitudinal displacement sensor, disposed opposite to the second damping magnet along the vehicle length direction, is used to acquire the actual longitudinal offset value of the vehicle body relative to the chassis along the vehicle length direction. a lateral displacement sensor disposed at the first damper magnet opposite the second damper magnet in a vehicle width direction, for acquiring an actual lateral displacement value of the vehicle body with respect to the chassis in a vehicle body width direction; characterized in that in the step of acquiring the model value by the control unit according to the section in which the vehicle speed is located, the actual value of the relative position between the vehicle body and the chassis includes an actual height value, an actual longitudinal displacement value, and an actual lateral displacement value between the vehicle body and the chassis; the initial value of the relative position between the vehicle body and the chassis includes a height initial value, a longitudinal displacement initial value, and a lateral displacement initial value between the vehicle body and the chassis; the model value of the relative position includes a height model value, a longitudinal displacement model value, and a lateral displacement model value.

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