Semi-active suspension control method, device, equipment, medium and program product

Abstract

The invention discloses a semi-active suspension control method, device and equipment, a medium and a program product, and relates to the technical field of vehicle control. The method comprises the steps that when the current three-axle vehicle is in an instantaneous steering state, the steady-state expected yaw velocity of the current three-axle vehicle is calculated according to the longitudinal vehicle speed, the front and rear wheel base, the front axle rotation angle and stability parameters in the current vehicle speed; the yaw velocity deviation is calculated; determining the steering state of the vehicle according to the yaw velocity deviation and the yaw velocity deviation threshold range; according to the vehicle steering state, the vehicle speed scale factor, the current vehicle speed, the yaw velocity deviation absolute value scale factor and the yaw velocity deviation absolute value, the front axle current of a front axle shock absorber and the rear axle current of each rear axle shock absorber are determined, and the front axle shock absorber and each rear axle shock absorber are controlled. Therefore, the semi-active suspension control of the current three-axle vehicle is realized. According to the technical scheme, the control cost of the semi-active suspension of the three-axle vehicle can be reduced.

Description

Technical Field

[0001] The present invention relates to the field of vehicle control technology, and in particular to a semi-active suspension control method, device, equipment, medium and program product. Background Art

[0002] The vehicle's semi-active suspension can improve the vehicle's anti-rolling ability.

[0003] Existing technologies mainly control semi-active suspension by adding vehicle sensors and using complex algorithms.

[0004] However, this method will greatly increase the control cost of the vehicle's semi-active suspension. For a large number of three-axle vehicles, the control cost is even higher and needs to be solved urgently. Summary of the invention

[0005] The present invention provides a semi-active suspension control method, device, equipment, medium and program product, which utilizes existing sensors of a three-axle vehicle to control the semi-active suspension of the three-axle vehicle and reduce the control cost of the semi-active suspension of the three-axle vehicle.

[0006] According to one aspect of the present invention, a semi-active suspension control method is provided, the method comprising:

[0007] When the current three-axle vehicle is in an instantaneous steering state, the yaw rate deviation threshold range, the vehicle speed proportional factor, the yaw rate deviation absolute value proportional factor, the actual yaw rate, the current vehicle speed, the front and rear wheelbases, the front axle angle and the stability parameters are obtained;

[0008] Calculating a steady-state expected yaw rate of the current three-axle vehicle according to the longitudinal vehicle speed in the current vehicle speed, the front and rear wheelbases, the front axle angle, and the stability parameter;

[0009] Calculating a yaw rate deviation based on the steady-state desired yaw rate and the actual yaw rate;

[0010] determining a vehicle steering state according to the yaw rate deviation and the yaw rate deviation threshold range;

[0011] According to the vehicle steering state, the vehicle speed proportional factor, the current vehicle speed, the yaw rate deviation absolute value proportional factor and the absolute value of the yaw rate deviation, the front axle current of the front axle shock absorber and the rear axle current of each rear axle shock absorber are determined, and the front axle shock absorber and each rear axle shock absorber are controlled to achieve semi-active suspension control of the current three-axle vehicle.

[0012] According to another aspect of the present invention, there is provided a semi-active suspension control device, the device comprising:

[0013] A current three-axle vehicle data acquisition module, configured to acquire a yaw rate deviation threshold range, a vehicle speed scale factor, an absolute value scale factor of yaw rate deviation, an actual yaw rate, a current vehicle speed, a front and rear wheelbase, a front axle steering angle, and a stability parameter when the current three-axle vehicle is in an instantaneous steering state;

[0014] A steady-state desired yaw rate calculation module, configured to calculate the steady-state desired yaw rate of the current three-axle vehicle according to the longitudinal vehicle speed in the current vehicle speed, the front and rear wheelbase, the front axle steering angle, and the stability parameter;

[0015] A yaw rate deviation calculation module, configured to calculate a yaw rate deviation based on the steady-state desired yaw rate and the actual yaw rate;

[0016] A vehicle steering state determination module, configured to determine the vehicle steering state according to the yaw rate deviation and the yaw rate deviation threshold range;

[0017] A shock absorber current determination module, configured to determine a front axle current of the front axle shock absorber and a rear axle current of each rear axle shock absorber according to the vehicle steering state, the vehicle speed scale factor, the current vehicle speed, the absolute value scale factor of yaw rate deviation, and the absolute value of the yaw rate deviation, and control the front axle shock absorber and each rear axle shock absorber to implement semi-active suspension control of the current three-axle vehicle.

[0018] According to another aspect of the present invention, there is provided an electronic device, the electronic device comprising:

[0019] At least one processor; and

[0020] A memory communicatively connected to the at least one processor; wherein,

[0021] The memory stores a computer program executable by the at least one processor, and the computer program is executed by the at least one processor so that the at least one processor can execute the semi-active suspension control method according to any embodiment of the present invention.

[0022] According to another aspect of the present invention, there is provided a computer-readable storage medium, the computer-readable storage medium storing computer instructions, and the computer instructions are used to implement the semi-active suspension control method according to any embodiment of the present invention when executed by a processor.

[0023] According to another aspect of the present invention, there is provided a computer program product, the computer program product comprising a computer program, and the computer program implements the semi-active suspension control method according to any embodiment of the present invention when executed by a processor.

[0024] In the technical solution of the embodiment of the present invention, without additionally increasing the sensors of the current three-axle vehicle, when the current three-axle vehicle is in an instantaneous steering state, the vehicle steering state is determined according to the yaw rate deviation and the yaw rate deviation threshold range. According to the vehicle steering state, the vehicle speed scale factor, the current vehicle speed, the absolute value scale factor of the yaw rate deviation, and the absolute value of the yaw rate deviation, the front axle current of the front axle shock absorber and the rear axle currents of each rear axle shock absorber are determined, and the front axle shock absorber and each rear axle shock absorber are controlled to achieve the semi-active suspension control of the current three-axle vehicle. By utilizing the existing sensors of the three-axle vehicle, the semi-active suspension control of the three-axle vehicle is realized, the control process of the semi-active suspension of the three-axle vehicle is simplified, the control cost of the semi-active suspension of the three-axle vehicle is reduced, the driving stability of the vehicle is ensured, and the driving safety of the vehicle is improved.

[0025] It should be understood that the content described in this part is not intended to identify the key or important features of the embodiments of the present invention, nor is it used to limit the scope of the present invention. Other features of the present invention will become easily understood through the following description. Description of the Drawings

[0026] In order to more clearly illustrate the technical solutions in the embodiments of the present invention, the following will briefly introduce the drawings required for the description of the embodiments. Obviously, the drawings in the following description are only some embodiments of the present invention. For those of ordinary skill in the art, without creative efforts, other drawings can be obtained based on these drawings.

[0027] Figure 1 is a flowchart of a semi-active suspension control method provided in Embodiment 1 of the present invention;

[0028] Figure 2 is a schematic diagram of a three-axle vehicle model provided in Embodiment 1 of the present invention;

[0029] Figure 3 is a flowchart of a semi-active suspension control method provided in Embodiment 2 of the present invention;

[0030] Figure 4 is a schematic diagram of the structure of a semi-active suspension control system provided in Embodiment 2 of the present invention;

[0031] Figure 5 is a flowchart of a semi-active suspension control method provided in Embodiment 2 of the present invention;

[0032] Figure 6 is a schematic diagram of the structure of a semi-active suspension control device provided in Embodiment 3 of the present invention;

[0033] Figure 7 It is a schematic structural diagram of an electronic device for implementing the semi - active suspension control method of the embodiments of the present invention. Detailed implementation manners

[0034] In order to enable those skilled in the art to better understand the solutions of the present invention, the technical solutions in the embodiments of the present invention will be clearly and completely described below in conjunction with the accompanying drawings in the embodiments of the present invention. Obviously, the described embodiments are only a part of the embodiments of the present invention, rather than all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those of ordinary skill in the art without creative efforts shall fall within the protection scope of the present invention.

[0035] It should be noted that the terms "first", "second", etc. in the specification and claims of the present invention and the above - mentioned drawings are used to distinguish similar objects, and do not necessarily need to describe a specific order or sequence. It should be understood that such data can be interchanged under appropriate circumstances so that the embodiments of the present invention described here can be implemented in an order other than those illustrated or described here. In addition, the terms "comprising" and "having" and any variations thereof are intended to cover non - exclusive inclusion. For example, a process, method, system, product or device comprising a series of steps or units does not necessarily have to be limited to those steps or units clearly listed, but may include other steps or units not clearly listed or inherent to these processes, methods, products or devices.

[0036] Embodiment 1

[0037] Figure 1 It is a flowchart of a semi - active suspension control method provided in Embodiment 1 of the present invention. The embodiments of the present invention are applicable to the situation of controlling the semi - active suspension of a three - axis vehicle. This method can be executed by a semi - active suspension control device, which can be implemented in the form of hardware and / or software, and the semi - active suspension control device can be configured in an electronic device with semi - active suspension control functions.

[0038] See Figure 1 The semi - active suspension control method shown includes:

[0039] S110. When the current three - axis vehicle is in an instantaneous steering state, obtain the yaw rate deviation threshold range, vehicle speed scale factor, absolute value scale factor of yaw rate deviation, actual yaw rate, current vehicle speed, front - rear wheelbase, front - axle steering angle, and stability parameter.

[0040] The current three-axle vehicle can be a three-axle vehicle that performs semi-active suspension adjustment control at the current moment. Exemplarily, the current three-axle vehicle can be a three-axle truck or a three-axle freight vehicle, etc. Among various types of vehicles, the usage proportion of three-axle vehicles is the largest. Therefore, the semi-active suspension control of three-axle vehicles has more stringent requirements for control costs. Thus, the method of controlling the semi-active suspension by adding vehicle sensors and / or adopting complex algorithms will greatly increase the control cost of the semi-active suspension of three-axle vehicles and is not applicable to three-axle vehicles.

[0041] The instantaneous steering state can include transient states such as the vehicle entering a curve, exiting a curve, or double lane change. Among them, the transient state can be the short-term behavioral characteristics of the vehicle during the dynamic change process (such as acceleration, braking, or steering, etc.) when transitioning from one steady state to another. The transient state reflects the response characteristics of the vehicle to the control command, system stability, and dynamic performance.

[0042] The yaw rate deviation threshold range can be used to measure whether the three-axle vehicle is within the range of the ideal turning radius. The yaw rate deviation threshold range can be pre-calibrated and adjusted according to the tests of technicians. Optionally, different current three-axle vehicle models can correspond to different yaw rate deviation threshold ranges.

[0043] The vehicle speed proportionality factor can be used to characterize the influence degree of the vehicle speed on the damping force. The absolute value proportionality factor of the yaw rate deviation can be used to characterize the influence degree of the absolute value of the yaw rate deviation on the damping force. The vehicle speed proportionality factor and the absolute value proportionality factor of the yaw rate deviation can be used to assist in calculating the damping force of the shock absorber. The actual yaw rate can be the detected value of the yaw rate of the current three-axle vehicle at the current moment. The current vehicle speed can be the detected value of the vehicle speed of the current three-axle vehicle at the current moment.

[0044] The front and rear wheelbase can be the distance between the front axle of the current three-axle vehicle and the virtual axle between the rear two axles. Exemplarily, Figure 2 is a schematic diagram of a three-axle vehicle model. When the vehicle is steering and driving under ideal conditions, in order to avoid additional driving resistance and excessive tire wear, it is required that the deflection angles of each steering wheel should satisfy a certain geometric relationship (such as the Ackerman steering principle). When all wheels turn around the same point, the wheels can complete pure rolling motion. This point O is called the instantaneous steering center. For a three-axle vehicle, since the second and third axles are non-steering axles, therefore, the instantaneous steering center is considered to be on the extension line of the center points of these two axles. Thus, it can be assumed that there is a virtual axle between the second and third axles (see Figure 2 the dashed line of the middle axle), it can be assumed that there is a virtual axle at the center position between the second and third axles. At this time, the three-axle vehicle can be equivalent to a conventional two-axle vehicle.

[0045] The front axle steering angle can be the steering angle of the front axle of the current three-axle vehicle at the current moment. The stability parameter can be used to characterize the vehicle handling stability of the current three-axle vehicle at the current moment. Exemplarily, the stability parameter can include stability factor, characteristic speed, steering radius, yaw rate gain, lateral acceleration, or yaw rate frequency response, etc.

[0046] In an alternative embodiment of the present invention, the stability parameter includes a stability factor or a characteristic speed. Correspondingly, obtaining the stability parameter includes: detecting whether there are calibrated front axle tire cornering stiffness and rear axle tire cornering stiffness for the vehicle model of the current three-axle vehicle; when there are calibrated front axle tire cornering stiffness and rear axle tire cornering stiffness for the vehicle model, obtaining the sprung mass of the current three-axle vehicle, and calculating the stability factor based on the sprung mass, the front and rear axle wheelbases, the front axle tire cornering stiffness, and the rear axle tire cornering stiffness, and determining the stability factor as the stability parameter; when there are no calibrated front axle tire cornering stiffness and rear axle tire cornering stiffness for the vehicle model, obtaining the steering wheel angle, the steering ratio, and the yaw rate sensor signal value of the current three-axle vehicle, and calculating the characteristic speed based on the longitudinal vehicle speed, the steering wheel angle, the steering ratio, the yaw rate sensor signal value, and the front and rear axle wheelbases in the current vehicle speed, and determining the characteristic speed as the stability parameter.

[0047] The stability factor can be used to quantify the vehicle steering characteristics of the current three-axle vehicle. The characteristic speed can be used to characterize the critical speed of the understeer state of the current three-axle vehicle. It can be understood that when the current vehicle speed of the current three-axle vehicle exceeds the characteristic speed, the understeer state of the current three-axle vehicle intensifies.

[0048] The front axle tire cornering stiffness can be the core parameter for measuring the ability of the front wheels to resist lateral deformation. The physical meaning of the front axle tire side stiffness is the lateral force required to be applied for each 1° of lateral deflection angle of the front wheels when the vehicle is turning. The rear axle tire cornering stiffness can be the core parameter for measuring the ability of the rear wheels to resist lateral deformation. The physical meaning of the rear axle tire side stiffness is the lateral force required to be applied for each 1° of lateral deflection angle of the rear wheels when the vehicle is turning. The front axle tire cornering stiffness and the rear axle tire cornering stiffness can be pre-calibrated by technicians for different vehicle models. The front axle tire cornering stiffness and the rear axle tire cornering stiffness correspond to the vehicle model.

[0049] The sprung mass can be the mass of the components and goods directly supported by the elastic elements (such as springs or shock absorbers, etc.) of the suspension system of the current three-axle vehicle. Optionally, the sprung mass can be the mass above the chassis of the current three-axle vehicle. It can be understood that the sprung mass is the part of the mass that affects the swing of the current three-axle vehicle. Exemplarily, the sprung mass can include the frame, the body, the powertrain (i.e., the engine and the transmission), and the goods carried by the vehicle, etc.

[0050] The steering wheel angle refers to the rotational angle between the center line of the steering wheel and its initial position when it is detected that the driver of the current three-axle vehicle turns the steering wheel. The steering wheel angle is an important input parameter for the vehicle steering system. The steering wheel angle directly affects the actual steering angle of the wheels and the driving trajectory of the current three-axle vehicle. The steering transmission ratio refers to the ratio of the increment of the steering wheel angle to the increment of the corresponding steering arm angle. The steering transmission ratio is an important parameter in the vehicle steering system of the current three-axle vehicle. The steering transmission ratio affects the ease of operation of the driver in steering the steering wheel of the current three-axle vehicle and the sensitivity of the vehicle's steering response, etc. The yaw rate sensor signal value can be the signal value detected by the yaw rate sensor of the current three-axle vehicle.

[0051] Specifically, it is detected whether there are pre-calibrated front axle tire cornering stiffness and rear axle tire cornering stiffness for the vehicle model of the current three-axle vehicle. When there are calibrated front axle tire cornering stiffness and rear axle tire cornering stiffness for the vehicle model, the sprung mass of the current three-axle vehicle is detected by using the sensors configured in the current three-axle vehicle. And the stability factor is calculated based on the sprung mass, the front and rear wheelbase, the front axle tire cornering stiffness, and the rear axle tire cornering stiffness. The stability factor is determined as the stability parameter. When there are no pre-calibrated front axle tire cornering stiffness and rear axle tire cornering stiffness for the vehicle model, the steering wheel angle, the steering transmission ratio, and the yaw rate sensor signal value of the current three-axle vehicle are detected by using the sensors configured in the current three-axle vehicle. According to the longitudinal vehicle speed, the steering wheel angle, the steering transmission ratio, the yaw rate sensor signal value, and the front and rear wheelbase in the current vehicle speed, the characteristic speed is calculated, and the characteristic speed is determined as the stability parameter.

[0052] Exemplarily, the following formula can be used to calculate the stability factor:

[0053]

[0054] In the formula, K is the stability factor; m is the sprung mass; L is the front and rear wheelbase; L f is the distance from the vehicle's center of mass to the front axle; L r is the distance from the vehicle's center of mass to the rear axle; among them, the vehicle's center of mass can be pre-calibrated based on the vehicle model; k1 is the front axle tire cornering stiffness; k2 is the rear axle tire cornering stiffness; u ch is the characteristic speed.

[0055] The following formula can be used to calculate the characteristic speed:

[0056]

[0057] In the formula, u ch is the characteristic speed; V x is the longitudinal vehicle speed in the current vehicle speed; δ H is the steering wheel angle; iS is the steering transmission ratio; γ r is the yaw rate sensor signal value; L is the wheelbase between the front and rear axles.

[0058] In this solution, the stability parameter is specified as the stability factor or the characteristic speed. Correspondingly, by detecting whether there are calibrated cornering stiffnesses of the front axle tires and the rear axle tires for the current three-axle vehicle model, when there are calibrated cornering stiffnesses of the front axle tires and the rear axle tires for the vehicle model, the stability factor is calculated based on the sprung mass, the wheelbase between the front and rear axles, the cornering stiffness of the front axle tires, and the cornering stiffness of the rear axle tires, and the stability factor is determined as the stability parameter; when there are no calibrated cornering stiffnesses of the front axle tires and the rear axle tires for the vehicle model, the sensors already configured on the current three-axle vehicle are used to detect the steering wheel angle, the steering transmission ratio, and the yaw rate sensor signal value, and the characteristic speed is calculated based on the longitudinal vehicle speed, the steering wheel angle, the steering transmission ratio, the yaw rate sensor signal value, and the wheelbase between the front and rear axles in the current vehicle speed, and the characteristic speed is determined as the stability parameter. The rapid determination of the stability parameter can be achieved, and the flexibility of determining the stability parameter of the current three-axle vehicle is improved based on the parameter calibration situation of the vehicle model corresponding to the current three-axle vehicle.

[0059] Specifically, when it is detected that the current three-axle vehicle is in an instantaneous steering state, the pre-calibrated yaw rate deviation threshold range, vehicle speed scale factor, and absolute value scale factor of the yaw rate deviation are obtained. The sensors already configured on the current three-axle vehicle are used to detect the actual yaw rate, the current vehicle speed, the wheelbase between the front and rear axles, the front axle angle, and the stability parameter.

[0060] Optionally, before obtaining the yaw rate deviation threshold range, vehicle speed scale factor, absolute value scale factor of the yaw rate deviation, actual yaw rate, current vehicle speed, wheelbase between the front and rear axles, front axle angle, and stability parameter of the current three-axle vehicle, it is detected whether there is a vehicle-wide reverse signal for the current three-axle vehicle. When it is detected that there is a vehicle-wide reverse signal for the current three-axle vehicle, it is determined that the current three-axle vehicle is in a reverse state. When the current three-axle vehicle is in a reverse state, it is determined that the front axle current of the front axle shock absorber and the rear axle currents of each rear axle shock absorber are both 0. When it is detected that there is no vehicle-wide reverse signal for the current three-axle vehicle, the yaw rate deviation threshold range, vehicle speed scale factor, absolute value scale factor of the yaw rate deviation, actual yaw rate, current vehicle speed, wheelbase between the front and rear axles, front axle angle, and stability parameter of the current three-axle vehicle are obtained.

[0061] Actually, when the current three-axle vehicle is in reverse, the current vehicle is at a relatively low speed, and the driving comfort of the vehicle is relatively high. At this time, it is determined that the front axle current of the front axle shock absorber and the rear axle currents of each rear axle shock absorber are both 0. It can be understood that there is no need to control the current three-axle vehicle too much, and the front axle shock absorber and each rear axle shock absorber of the current three-axle vehicle can be kept in the initial state.

[0062] By first detecting whether there is a vehicle-wide reverse signal in the current three-axle vehicle, when it is detected that there is a vehicle-wide reverse signal in the current three-axle vehicle, it is determined that the current three-axle vehicle is in reverse. When the current three-axle vehicle is in reverse, it is determined that the front axle current of the front axle shock absorber and the rear axle currents of each rear axle shock absorber are both 0, and the rapid determination of the shock absorber current of the current three-axle vehicle in the reverse state can be realized.

[0063] S120. Calculate the steady-state expected yaw rate of the current three-axle vehicle according to the longitudinal vehicle speed, the front and rear axle distances, the front axle angle, and the stability parameter in the current vehicle speed.

[0064] The steady-state expected yaw rate can be the yaw rate that the current three-axle vehicle expects to reach.

[0065] Specifically, the steady-state expected yaw rate calculation formula can be used to calculate the steady-state expected yaw rate of the current three-axle vehicle according to the longitudinal vehicle speed, the front and rear axle distances, the front axle angle, and the stability parameter in the current vehicle speed.

[0066] Exemplarily, the following steady-state expected yaw rate calculation formula can be used to calculate the steady-state expected yaw rate of the current three-axle vehicle:

[0067]

[0068] In the formula, γ d is the steady-state expected yaw rate of the current three-axle vehicle; V x is the longitudinal vehicle speed in the current vehicle speed; L is the front and rear axle distance; K is the stability factor; δ f is the front axle angle; u ch is the characteristic vehicle speed.

[0069] S130. Calculate the yaw rate deviation based on the steady-state expected yaw rate and the actual yaw rate.

[0070] The yaw rate deviation can be the difference between the steady-state expected yaw rate and the actual yaw rate.

[0071] Specifically, the difference between the steady-state expected yaw rate and the actual yaw rate can be calculated to obtain the yaw rate deviation.

[0072] S140. Determine the vehicle steering state according to the yaw rate deviation and the yaw rate deviation threshold range.

[0073] The vehicle steering state can be used to characterize whether the current three-axle vehicle can reach the range of the ideal turning radius at the instantaneous steering state.

[0074] Specifically, the absolute value of the yaw rate deviation can be compared with the yaw rate deviation threshold range. When the absolute value of the yaw rate deviation is within the yaw rate deviation threshold range, it is determined that the current three-axle vehicle is in a neutral state; when the absolute value of the yaw rate deviation exceeds the upper limit value of the yaw rate deviation threshold range, it is determined that the current three-axle vehicle is in an oversteering state; when the absolute value of the yaw rate deviation exceeds the lower limit value of the yaw rate deviation threshold range, it is determined that the current three-axle vehicle is in a non-steering state.

[0075] S150. Determine the front axle current of the front axle shock absorber and the rear axle currents of each rear axle shock absorber according to the vehicle steering state, the vehicle speed scale factor, the current vehicle speed, the absolute value scale factor of the yaw rate deviation, and the absolute value of the yaw rate deviation, and control the front axle shock absorber and each rear axle shock absorber to achieve semi-active suspension control of the current three-axle vehicle.

[0076] The current three-axle vehicle has one front axle shock absorber and two rear axle shock absorbers. The front axle current is used to control the front axle shock absorber. The rear axle current is used to control the corresponding rear axle shock absorber. The front axle shock absorber and each rear axle shock absorber are controlled by the front axle current of the front axle shock absorber and the rear axle currents of each rear axle shock absorber, so that the front axle shock absorber and the rear axle shock absorber perform actions to reach the corresponding damping force.

[0077] Specifically, when the current three-axle vehicle is in a neutral state, it is determined that the front axle current of the front axle shock absorber and the rear axle currents of each rear axle shock absorber are both 0. Calculate the desired damping force according to the vehicle speed scale factor, the current vehicle speed, the absolute value scale factor of the yaw rate deviation, and the absolute value of the yaw rate deviation. When the current three-axle vehicle is in an oversteering state, it is determined that the front axle current of the front axle shock absorber is 0. Determine the corresponding rear axle currents of each rear axle shock absorber based on the desired damping force. When the current three-axle vehicle is in an understeering state, it is determined that the rear axle currents of the rear axle shock absorbers are 0. Determine the corresponding front axle current of the front axle shock absorber based on the desired damping force. Control the front axle shock absorber with the front axle current of the front axle shock absorber and control the corresponding rear axle shock absorber with the rear axle currents of each rear axle shock absorber, so as to achieve semi-active suspension control of the current three-axle vehicle.

[0078] In an alternative embodiment of the present invention, the front axle current of the front axle shock absorber and the rear axle currents of each rear axle shock absorber are determined according to the vehicle steering state, vehicle speed proportionality factor, current vehicle speed, absolute value proportionality factor of yaw rate deviation, and absolute value of yaw rate deviation, including: when the current three-axle vehicle is in an oversteering state, determining that the front axle current of the front axle shock absorber is 0; calculating the product of the current vehicle speed, vehicle speed proportionality factor, absolute value of yaw rate deviation, and absolute value proportionality factor of yaw rate deviation to obtain the total rear axle damping force of the rear axle shock absorber; based on the total rear axle damping force of the rear axle shock absorber, evenly distributing the rear two axles of the current three-axle vehicle to obtain the rear axle damping force of each rear axle shock absorber; obtaining a damping force-current relationship table, and querying the damping force-current relationship table according to the rear axle damping force of each rear axle shock absorber to determine the rear axle current of each rear axle shock absorber; when the current three-axle vehicle is in an understeering state, determining that the rear axle current of each rear axle shock absorber is 0; calculating the product of the current vehicle speed, vehicle speed proportionality factor, absolute value of yaw rate deviation, and absolute value proportionality factor of yaw rate deviation to obtain the front axle damping force of the front axle shock absorber; querying the damping force-current relationship table according to the front axle damping force of the front axle shock absorber to determine the front axle current of the front axle shock absorber.

[0079] If the vehicle is in an oversteering state, the front axle wheel load transfer should be increased and the rear axle wheel load transfer should be decreased, so as to reduce the front axle average cornering stiffness to a certain extent and relatively increase the rear axle average cornering stiffness, thereby weakening the oversteering tendency of the three-axle vehicle. At the same time, considering the influence brought by the vehicle speed, the total rear axle control amount is the product of the vehicle speed proportionality factor and the absolute value proportionality factor of yaw rate deviation, and the rear axle shock absorbers are distributed according to the direction, while the front axle shock absorber is directly given the minimum control force. The front axle current of the front axle shock absorber being 0 can be used to represent giving the front axle shock absorber the minimum control force so that the front axle shock absorber maintains its initial state. The total rear axle damping force can be used to represent the total damping force required by the rear axle in the oversteering state. The rear axle damping force can be used to represent the damping force distributed to the rear axle in the oversteering state.

[0080] If the vehicle is in an understeer state, the wheel load transfer of the rear axle should be increased and that of the front axle should be decreased, so as to reduce the average cornering stiffness of the rear axle to a certain extent and relatively increase the average cornering stiffness of the front axle, thereby weakening the understeer tendency of the three-axle vehicle. Considering the influence brought by the vehicle speed at the same time, the total control amount of the front axle is the product of the vehicle speed proportionality factor and the absolute value proportionality factor of the yaw rate deviation, and the front axle shock absorbers are distributed according to the direction, while the rear axle shock absorbers are directly assigned the minimum control force. The front axle current of the rear axle shock absorber is 0, which can be used to represent that the minimum control force is given to the rear axle shock absorber so that the rear axle shock absorber maintains its initial state. The front axle damping force can be used to represent the damping force required by the front axle in the understeer state. The damping force-current relationship table can be used to represent the relationship table between the total damping force required by the current three-axle vehicle and the current.

[0081] In this solution, when in an oversteer state, the front axle current of the front axle shock absorber is directly determined to be 0. Based on the current vehicle speed, vehicle speed proportionality factor, absolute value of the yaw rate deviation, and absolute value proportionality factor of the yaw rate deviation, the total rear axle damping force of the rear axle shock absorber is calculated, and the damping force is evenly distributed to the second and third axles to obtain the rear axle damping force of each rear axle shock absorber. When in an understeer state, the rear axle current of the rear axle shock absorber is directly determined to be 0. Based on the current vehicle speed, vehicle speed proportionality factor, absolute value of the yaw rate deviation, and absolute value proportionality factor of the yaw rate deviation, the front axle damping force of the front axle shock absorber is calculated. By introducing the damping force-current relationship table, the rapid query of the rear axle current in the oversteer state or the front axle current in the understeer state of the three-axle vehicle is realized, the determination efficiency of the front axle current and rear axle current of the three-axle vehicle in the abnormal steering state is improved, and thus the control efficiency of the semi-active suspension of the three-axle vehicle is improved.

[0082] The technical solution of the embodiment of the present invention, without adding extra sensors to the current three-axle vehicle, when the current three-axle vehicle is in an instantaneous steering state, determines the vehicle steering state according to the yaw rate deviation and the yaw rate deviation threshold range, and determines the front axle current of the front axle shock absorber and the rear axle current of each rear axle shock absorber according to the vehicle steering state, vehicle speed proportionality factor, current vehicle speed, absolute value proportionality factor of the yaw rate deviation, and absolute value of the yaw rate deviation, and controls the front axle shock absorber and each rear axle shock absorber to realize the semi-active suspension control of the current three-axle vehicle. By using the existing sensors of the three-axle vehicle, the semi-active suspension control of the three-axle vehicle is realized, the control process of the semi-active suspension of the three-axle vehicle is simplified, the control cost of the semi-active suspension of the three-axle vehicle is reduced, the driving stability of the vehicle is ensured, and the driving safety of the vehicle is improved.

[0083] Embodiment 2

[0084] Figure 3Flowchart of a semi - active suspension control method provided in Embodiment 2 of the present invention. On the basis of the above - mentioned embodiment, in the embodiment of the present invention, "vehicle steering state" is specified as "neutral state, over - steering state and under - steering state", and "determining the vehicle steering state according to the yaw rate deviation and the yaw rate deviation threshold range" is specified as "comparing the absolute value of the yaw rate deviation of the current three - axis vehicle with the yaw rate deviation threshold range; when the absolute value of the yaw rate deviation is within the yaw rate deviation threshold range, determining that the current three - axis vehicle is in a neutral state; when the absolute value of the yaw rate deviation exceeds the yaw rate deviation threshold range, obtaining the actual yaw sign, and determining the abnormal steering state of the current three - axis vehicle according to the comparison result between the deviation sign of the yaw rate deviation and the actual yaw sign; wherein, the abnormal steering state includes over - steering state or under - steering state". By introducing the actual yaw sign, the rapid determination of the abnormal steering state of the three - axis vehicle is realized, and the control efficiency of the semi - active suspension of the three - axis vehicle is improved. It should be noted that for the parts not detailed in the embodiment of the present invention, reference can be made to the descriptions of other embodiments.

[0085] See Figure 3 The semi - active suspension control method shown, includes:

[0086] S310. When the current three - axis vehicle is in an instantaneous steering state, obtain the yaw rate deviation threshold range, vehicle speed scale factor, absolute value scale factor of yaw rate deviation, actual yaw rate, current vehicle speed, front - rear wheelbase, front axle angle and stability parameter.

[0087] S320. Calculate the steady - state expected yaw rate of the current three - axis vehicle according to the longitudinal vehicle speed in the current vehicle speed, front - rear wheelbase, front axle angle and stability parameter.

[0088] S330. Calculate the yaw rate deviation based on the steady - state expected yaw rate and the actual yaw rate.

[0089] S340. Compare the absolute value of the yaw rate deviation of the current three - axis vehicle with the yaw rate deviation threshold range.

[0090] S350. When the absolute value of the yaw rate deviation is within the yaw rate deviation threshold range, determine that the current three - axis vehicle is in a neutral state.

[0091] The absolute value of the yaw rate deviation being within the yaw rate deviation threshold range can be understood as that the current three - axis vehicle is within the ideal turning radius range and there is no need to excessively adjust the yaw rate of the current three - axis vehicle. The neutral state can be the normal steering state of the current three - axis vehicle.

[0092] Specifically, when the absolute value of the yaw rate deviation is within the yaw rate deviation threshold range, it can be determined that the current three-axle vehicle is in a neutral state.

[0093] S360. When the absolute value of the yaw rate deviation exceeds the yaw rate deviation threshold range, obtain the actual yaw sign, and determine the abnormal steering state of the current three-axle vehicle according to the comparison result between the deviation sign of the yaw rate deviation and the actual yaw sign.

[0094] The absolute value of the yaw rate deviation exceeding the yaw rate deviation threshold range can be understood as a state where the current three-axle vehicle is not within the ideal turning radius range and the yaw rate of the current three-axle vehicle needs to be adjusted.

[0095] The actual yaw sign can be used to characterize the steering state of the current three-axle vehicle. Exemplarily, the actual yaw sign can include left or right, etc. The deviation sign can be the sign of the difference between the steady-state desired yaw rate and the actual yaw rate. Optionally, the actual yaw sign and the deviation sign can be represented by "+" or "-". The comparison result between the deviation sign of the yaw rate deviation and the actual yaw sign can include the same and different. Among them, the deviation sign of the yaw rate deviation being the same as the actual yaw sign can be understood as that the current three-axle vehicle has abnormal steering and there is excessive steering in the steering corresponding to the actual yaw sign. The comparison result between the deviation sign of the yaw rate deviation and the actual yaw sign being different can be understood as that the current three-axle vehicle has abnormal steering and there is insufficient steering in the steering corresponding to the actual yaw sign. Among them, the abnormal steering state includes the excessive steering state or the insufficient steering state. The excessive steering state can be used to characterize that the current three-axle vehicle has abnormal steering and there is excessive steering in the steering corresponding to the actual yaw sign. The insufficient steering state can be used to characterize that there is abnormal steering and there is insufficient steering in the steering corresponding to the actual yaw sign.

[0096] Specifically, when the absolute value of the yaw rate deviation exceeds the yaw rate deviation threshold range, obtain the actual yaw sign, compare the deviation sign of the yaw rate deviation with the actual yaw sign, and obtain the comparison result between the deviation sign of the yaw rate deviation and the actual yaw sign. When the deviation sign of the yaw rate deviation is consistent with the actual deviation sign, determine that the current three-axle vehicle is in the excessive steering state. When the deviation sign of the yaw rate deviation is inconsistent with the actual deviation sign, determine that the current three-axle vehicle is in the insufficient steering state.

[0097] In an alternative embodiment of the present invention, after determining that the current three-axle vehicle is in a neutral state or determining the abnormal steering state of the current three-axle vehicle, the following steps are further included: assigning a characterization number to the vehicle steering state of the current three-axle vehicle to obtain a state characterization number of the current three-axle vehicle; obtaining a threshold value of the oversteering characterization number and the state characterization number signal of the current three-axle vehicle within a preset time period before the current moment; filtering the state characterization number signal to update the state characterization number signal; comparing the characterization number signal values at each acquisition moment in the filtered state characterization number signal with the threshold value of the oversteering characterization number, and setting the oversteering flag bit corresponding to each acquisition moment according to the comparison result between the characterization number signal value at each acquisition moment and the threshold value of the oversteering characterization number; updating the vehicle steering state of the current three-axle vehicle at the current moment according to the setting result of the oversteering flag bit corresponding to the current moment.

[0098] The state characterization number can be used to characterize the vehicle steering state of the current three-axle vehicle. Exemplarily, the state table integer can be -1, 0, and 1. Among them, -1 can be used to characterize the understeering state; 0 can be used to characterize the neutral state; 1 can be used to characterize the oversteering state. The preset time period can be a preset time period with the current moment as the latest data acquisition moment. The preset time period can be the data acquisition time period corresponding to the state characterization number signal. The state table integer signal can be used to characterize the change of the vehicle steering state of the current three-axle vehicle within the preset time period. The threshold value of the oversteering characterization number can be used to screen the oversteering state of the current three-axle vehicle. Optionally, the threshold value of the oversteering characterization number can include the value between the state characterization number corresponding to the neutral state and the state characterization number corresponding to the oversteering state or the state characterization number corresponding to the oversteering state. Optionally, the threshold value of the oversteering characterization number can be pre-calibrated and adjusted by a technician according to experience. From the perspective of vehicle driving safety, the danger level of the oversteering state is much higher than that of the understeering state. Thus, the priority of the oversteering state is higher than that of the understeering state.

[0099] The oversteering flag bit can be used to store the oversteering state of the current three-axle vehicle. Exemplarily, the setting result of the oversteering flag bit can include 0 and 1. Among them, the setting result of the oversteering flag bit corresponding to the current moment being 1 can be used to characterize that the current three-axle vehicle is in an oversteering state; the setting result of the oversteering flag bit corresponding to the current moment being 0 can be used to characterize that the current three-axle vehicle is not in an oversteering state.

[0100] Specifically, after determining that the current three-axle vehicle is in a neutral state or determining the abnormal steering state of the current three-axle vehicle, a characterization number is assigned to the vehicle steering state of the current three-axle vehicle to obtain the state characterization number of the current three-axle vehicle. Obtain a preset excessive steering characterization number threshold. Obtain the state characterization number signal of the current three-axle vehicle collected and determined within a preset time period before the current moment. Filter the state characterization number signal (such as PT1 (Proportional-T1-Glied, first-order low-pass) filtering) to update the state characterization number signal. Compare the characterization number signal values at each acquisition moment in the filtered state characterization number signal with the excessive steering characterization number threshold. When the characterization number corresponding to the acquisition moment in the state characterization number signal is greater than the excessive steering characterization number threshold, set the excessive steering flag to 1; otherwise, set the excessive steering flag to 0. When the setting result of the excessive steering flag corresponding to the current moment is 1, update the vehicle steering state of the current three-axle vehicle at the current moment to the excessive steering state; when the setting result of the excessive steering flag corresponding to the current moment is 0, update the vehicle steering state of the current three-axle vehicle at the current moment to the insufficient steering state.

[0101] After determining that the current three-axle vehicle is in a neutral state or determining the abnormal steering state of the current three-axle vehicle, this solution assigns a characterization number to the vehicle steering state of the current three-axle vehicle to obtain the state characterization number of the current three-axle vehicle, which is convenient for generating the characterization number state signal of the current three-axle vehicle and subsequent processing of the characterization number state signal; by filtering the state characterization number signal of the current three-axle vehicle within a preset time period before the current moment, the state characterization number signal of the current three-axle vehicle is updated, realizing the correction of the vehicle steering state of the current three-axle vehicle, avoiding the influence of the sensor acquisition error of the current three-axle vehicle on the vehicle steering state, and improving the accuracy of the vehicle steering state of the current three-axle vehicle; by using the excessive steering characterization number threshold to screen the excessive steering state of the current three-axle vehicle within the preset time period, considering the importance of the excessive steering state in terms of vehicle safety, the excessive steering state of the current three-axle vehicle is further confirmed, thus improving the accuracy of the excessive steering state.

[0102] In an alternative embodiment of the present invention, after updating the vehicle steering state of the current three-axle vehicle at the current moment according to the setting result at the current moment, the following steps are further included: obtaining a steering factor calculation proportional factor corresponding to the current vehicle speed; calculating the product between the absolute value of the yaw rate deviation and the steering factor calculation proportional factor to obtain an understeer factor; at the same time, when the oversteer flag bit corresponding to the current moment is set, calculating the product between the absolute value of the yaw rate deviation and the steering factor calculation proportional factor to obtain an oversteer factor; obtaining a steering factor threshold range, and comparing the understeer factor or the oversteer factor with the steering factor threshold range; when the understeer factor or the oversteer factor exceeds the steering factor threshold range, obtaining a limit vehicle speed and an understeer factor threshold value; comparing the current vehicle speed with the limit vehicle speed, and correcting the setting result of the oversteer flag bit corresponding to the oversteer factor according to the comparison result between the current vehicle speed and the limit vehicle speed; comparing the understeer factor with the understeer factor threshold value, and correcting the setting result of the understeer flag bit corresponding to the understeer factor according to the comparison result between the understeer factor and the understeer factor threshold value; determining the vehicle steering state of the current three-axle vehicle according to the setting result of the oversteer flag bit and the setting result of the understeer flag at the current moment.

[0103] The steering factor calculation proportional factor can be used to calculate the steering factor at different vehicle speeds. Optionally, the steering factor calculation proportional factor can be pre-calibrated by a technician and stored in this device corresponding to the vehicle speed.

[0104] When the oversteer flag bit corresponding to the current moment is set, it can be understood that after correcting the oversteer state of the current three-axle vehicle, it is determined that the current three-axle vehicle has an oversteer state.

[0105] The understeer factor can be used to assist in correcting the understeer state. The oversteer factor can be used to assist in correcting the oversteer state. The steering factor threshold range can be used to screen the understeer factor and the oversteer factor. The steering factor threshold range can be pre-calibrated and adjusted by a technician. Optionally, an error caused by wind speed can be introduced when determining the steering factor threshold range, so that abnormal steering states can be avoided from being missed during the vehicle steering confirmation process. When the understeer factor or the oversteer factor exceeds the steering factor threshold range, it can be used to characterize that after re-detection, it is confirmed that the current three-axle vehicle is in an abnormal steering state.

[0106] The limit vehicle speed can be used to re-confirm the oversteer state of the current three-axle vehicle. The understeer factor threshold value can be used to re-confirm the understeer state of the current three-axle vehicle. Exemplarily, the understeer factor threshold value can be 0.25.

[0107] The understeer flag bit can be used to store the understeer state of the current three-axle vehicle. Exemplarily, the setting results of the understeer flag bit can include 0 and 1. Among them, the setting result of the understeer flag bit corresponding to the current moment being 1 can be used to indicate that the current three-axle vehicle is in an understeer state; the setting result of the understeer flag bit corresponding to the current moment being 0 can be used to indicate that the current three-axle vehicle is not in an understeer state.

[0108] Specifically, after updating the vehicle steering state of the current three-axle vehicle at the current moment according to the setting result of the current moment, based on the current vehicle speed, query the steering factor calculation proportional factor corresponding to the current vehicle speed. Calculate the product of the absolute value of the yaw rate deviation and the steering factor calculation proportional factor to obtain the understeer factor; at the same time, when it is detected that the oversteer flag bit corresponding to the current moment has been set, calculate the product of the absolute value of the yaw rate deviation and the steering factor calculation proportional factor to obtain the oversteer factor. Obtain the pre-set steering factor threshold range, and compare the understeer factor or the oversteer factor with the steering factor threshold range. When the understeer factor or the oversteer factor exceeds the steering factor threshold range, obtain the pre-calibrated limit vehicle speed and the understeer factor threshold value. Compare the current vehicle speed with the limit vehicle speed, and when the current vehicle speed is less than or equal to the limit vehicle speed, set the oversteer factor corresponding to 0; when the current vehicle speed is greater than the limit vehicle speed, do not change the setting of the oversteer flag bit corresponding to the oversteer factor. Compare the understeer factor with the understeer factor threshold value, and when the understeer factor is greater than or equal to the understeer factor threshold value, set the understeer flag bit corresponding to the understeer factor to 1; when the understeer factor is less than the understeer factor threshold value, set the understeer flag bit corresponding to the understeer factor to 0. When it is detected that both the oversteer flag bit and the understeer flag bit are set to 1, determine that the current three-axle vehicle is in an oversteer state. When it is detected that the oversteer flag bit is set to 1, determine that the current three-axle vehicle is in an oversteer state; when it is detected that the understeer flag bits are all set to 1, determine that the current three-axle vehicle is in an understeer state.

[0109] This solution introduces a steering factor threshold range to re-screen excessive or insufficient steering factors, takes into account the error caused by wind speed, and further improves the accuracy of the vehicle steering state of a three-axle vehicle. Moreover, a comparison process between the current vehicle speed and the limited vehicle speed is introduced to re-correct the excessive steering state of the three-axle vehicle, and a comparison process between the insufficient steering factor and the insufficient steering factor threshold value is introduced to re-correct the excessive steering state of the three-axle vehicle. At the same time, the priority between the excessive steering state and the insufficient steering state is also considered. When both the excessive steering flag bit and the insufficient steering flag at the current moment are set, it is determined that the three-axle vehicle is in the excessive steering state, which further improves the accuracy of the vehicle steering state of the three-axle vehicle, thereby improving the vehicle driving safety of the three-axle vehicle during the semi-active suspension control process.

[0110] S370. Determine the front axle current of the front axle shock absorber and the rear axle currents of each rear axle shock absorber according to the vehicle steering state, vehicle speed ratio factor, current vehicle speed, absolute value ratio factor of yaw rate deviation, and absolute value of yaw rate deviation, and control the front axle shock absorber and each rear axle shock absorber to achieve the semi-active suspension control of the current three-axle vehicle.

[0111] The technical solution of the embodiment of the present invention compares the absolute value of the yaw rate deviation of the three-axle vehicle with the yaw rate deviation threshold range. When the absolute value of the yaw rate deviation is within the yaw rate deviation threshold range, it is determined that the three-axle vehicle is in the neutral state. When the absolute value of the yaw rate deviation exceeds the yaw rate deviation threshold range, according to the comparison result between the deviation sign of the yaw rate deviation and the actual yaw sign, the abnormal steering state of the three-axle vehicle is determined. The actual yaw sign is introduced to achieve the rapid determination of the abnormal steering state of the vehicle, and the control efficiency of the semi-active suspension of the three-axle vehicle is improved.

[0112] Figure 4 It is a structural schematic diagram of a semi-active suspension control system. As Figure 4 shown, the semi-active suspension control system includes a data acquisition device, a semi-active suspension controller, and shock absorbers. Among them, the data acquisition device includes the sensors already configured on the current three-axle vehicle and the CAN (Controller Area Network) bus. The semi-active suspension controller (i.e., this device) is used to process the wheel angle (i.e., the front axle angle), vehicle speed (i.e., the current vehicle speed), front axle wheelbase, yaw rate (i.e., the actual yaw rate), and stability parameters acquired by the data acquisition device, and calculate the front axle current of the front axle shock absorber and the rear axle currents of each rear axle shock absorber. The shock absorber can be used as an actuator to complete the action of changing the damping force, thereby achieving the control of the semi-active suspension of the three-axle vehicle.

[0113] Based on the above embodiments, the present invention further provides a preferred embodiment. The semi-active suspension control method includes:

[0114] Step 1, detect whether there is a vehicle-wide reverse signal for the current three-axle vehicle.

[0115] When it is detected that there is a vehicle-wide reverse signal for the current three-axle vehicle, it is determined that the current three-axle vehicle is in a reverse state, and it is determined that the front axle current of the front axle shock absorber and the rear axle currents of each rear axle shock absorber are both 0. When it is detected that there is no vehicle-wide reverse signal for the current three-axle vehicle, obtain the yaw rate deviation threshold range, vehicle speed scale factor, absolute value scale factor of yaw rate deviation, actual yaw rate, current vehicle speed, front and rear axle distances, front axle angle, and stability parameter (stability factor or characteristic speed) of the current three-axle vehicle.

[0116] Optionally, detect whether there are calibrated front axle tire cornering stiffness and rear axle tire cornering stiffness for the vehicle model of the current three-axle vehicle. When there are calibrated front axle tire cornering stiffness and rear axle tire cornering stiffness for the vehicle model, determine the stability factor as the stability parameter; when there are no calibrated front axle tire cornering stiffness and rear axle tire cornering stiffness for the vehicle model, determine the characteristic speed as the stability parameter.

[0117] Exemplarily, the following formula can be used to calculate the stability factor:

[0118]

[0119] In the formula, K is the stability factor; m is the sprung mass; L is the front and rear axle distance; L f is the distance from the vehicle center of mass to the front axle; L r is the distance from the vehicle center of mass to the rear axle; among them, the vehicle center of mass is pre-calibrated based on the vehicle model; k1 is the front axle tire cornering stiffness; k2 is the rear axle tire cornering stiffness; u ch is the characteristic speed.

[0120] The following formula can be used to calculate the characteristic speed:

[0121]

[0122] In the formula, u ch is the characteristic speed; V x is the longitudinal vehicle speed in the current vehicle speed; δ H is the steering wheel angle; i S is the steering ratio; γ r is the yaw rate sensor signal value; L is the front and rear axle distance.

[0123] Step 2: Using a two-degree-of-freedom model, calculate the steady-state desired yaw rate of the current three-axle vehicle based on the longitudinal vehicle speed, the front and rear axle distances, the front axle angle, and the stability parameters in the current vehicle speed.

[0124] Step 3: Calculate the difference between the steady-state desired yaw rate and the actual yaw rate to obtain the yaw rate deviation.

[0125] Step 4: Compare the absolute value of the yaw rate deviation of the current three-axle vehicle with the yaw rate deviation threshold range. When the absolute value of the yaw rate deviation is within the yaw rate deviation threshold range, determine that the current three-axle vehicle is in a neutral state; when the absolute value of the yaw rate deviation exceeds the yaw rate deviation threshold range, obtain the actual yaw sign, and compare the deviation sign of the yaw rate deviation with the actual yaw sign. When the deviation sign of the yaw rate deviation is consistent with the actual deviation sign, determine that the current three-axle vehicle is in an oversteering state; when the deviation sign of the yaw rate deviation is inconsistent with the actual deviation sign, determine that the current three-axle vehicle is in an understeering state.

[0126] Figure 5 It is a partial flowchart of the semi-active suspension control method. Among them, the yaw filter value is the threshold value of the oversteering characterization number; the last-week steering characterization number is the state characterization number signal within a preset time period.

[0127] Step 5: Assign a characterization number to the vehicle steering state of the current three-axle vehicle to obtain the state characterization number of the current three-axle vehicle; obtain the oversteering characterization number threshold value and the state characterization number signal of the current three-axle vehicle within a preset time period before the current moment; filter the state characterization number signal to update the state characterization number signal; compare the characterization number signal values at each acquisition moment in the filtered state characterization number signal with the oversteering characterization number threshold value; when the state characterization number corresponding to the acquisition moment in the state characterization number signal is greater than the oversteering characterization number threshold value, the oversteering flag can be set to 1; otherwise, the oversteering flag is set to 0.

[0128] When the setting result of the oversteering flag corresponding to the current moment is 1, update the vehicle steering state of the current three-axle vehicle at the current moment to the oversteering state; when the setting result of the oversteering flag corresponding to the current moment is 0, update the vehicle steering state of the current three-axle vehicle at the current moment to the understeering state.

[0129] Step 6: Based on the current vehicle speed, look up a table to determine the corresponding steering factor calculation scale factor; calculate the product of the absolute value of the yaw rate deviation and the steering factor calculation scale factor to obtain the understeer factor. Meanwhile, when it is detected that the oversteer flag bit corresponding to the current moment is set, calculate the product of the absolute value of the yaw rate deviation and the steering factor calculation scale factor to obtain the oversteer factor; obtain the steering factor threshold range, and compare the understeer factor or the oversteer factor with the steering factor threshold range. When the understeer factor or the oversteer factor exceeds the steering factor threshold range, obtain the pre-calibrated limit vehicle speed and the understeer factor threshold value, compare the current vehicle speed with the limit vehicle speed, and when the current vehicle speed is less than or equal to the limit vehicle speed, set the oversteer factor corresponding bit to 0; when the current vehicle speed is greater than the limit vehicle speed, do not change the setting of the oversteer flag bit corresponding to the oversteer factor. Compare the understeer factor with the understeer factor threshold value, and when the understeer factor is greater than or equal to the understeer factor threshold value, set the understeer flag bit corresponding to the understeer factor to 1; when the understeer factor is less than the understeer factor threshold value, set the understeer flag bit corresponding to the understeer factor to 0. When it is detected that both the oversteer flag bit and the understeer flag bit are set to 1, determine that the current three-axle vehicle is in an oversteer state; when it is detected that the oversteer flag bit is set to 1, determine that the current three-axle vehicle is in an oversteer state; when it is detected that the understeer flag bit is set to 1, determine that the current three-axle vehicle is in an understeer state.

[0130] Step 7: When the current three-axle vehicle is in an oversteer state, determine that the front axle current of the front axle shock absorber is 0; calculate the product of the current vehicle speed, the vehicle speed scale factor, the absolute value of the yaw rate deviation, and the yaw rate deviation absolute value scale factor to obtain the total rear axle damping force of the rear axle shock absorber; based on the total rear axle damping force of the rear axle shock absorber, evenly distribute it to the rear two axles of the current three-axle vehicle to obtain the rear axle damping force of each rear axle shock absorber; obtain the damping force-current relationship table, and query the damping force-current relationship table according to the rear axle damping force of each rear axle shock absorber to determine the rear axle current of each rear axle shock absorber. When the current three-axle vehicle is in an understeer state, determine that the rear axle current of each rear axle shock absorber is 0; calculate the product of the current vehicle speed, the vehicle speed scale factor, the absolute value of the yaw rate deviation, and the yaw rate deviation absolute value scale factor to obtain the front axle damping force of the front axle shock absorber; query the damping force-current relationship table according to the front axle damping force of the front axle shock absorber to determine the front axle current of the front axle shock absorber.

[0131] This solution simplifies the control process of the semi-active suspension of the three-axle vehicle, reduces the control cost of the semi-active suspension of the three-axle vehicle, ensures the stability of vehicle driving, and improves the safety of vehicle driving.

[0132] Embodiment III

[0133] Figure 6 The figure is a schematic structural diagram of a semi - active suspension control device provided by Embodiment III of the present invention. Embodiment of the present invention is applicable to the situation of controlling the semi - active suspension of a three - axle vehicle. The device can execute the semi - active suspension control method, and can be implemented in the form of hardware and / or software. The device can be configured in an electronic device with semi - active suspension control function.

[0134] Refer to Figure 6 The semi - active suspension control device shown in the figure includes: a current three - axle vehicle data acquisition module 610, a steady - state desired yaw rate calculation module 620, a yaw rate deviation calculation module 630, a vehicle steering state determination module 640, and a shock absorber current determination module 650. Among them, the current three - axle vehicle data acquisition module 610 is used to obtain the yaw rate deviation threshold range, vehicle speed scale factor, absolute value scale factor of yaw rate deviation, actual yaw rate, current vehicle speed, front - rear wheelbase, front axle angle, and stability parameter when the current three - axle vehicle is in an instantaneous steering state; the steady - state desired yaw rate calculation module 620 is used to calculate the steady - state desired yaw rate of the current three - axle vehicle according to the longitudinal vehicle speed in the current vehicle speed, the front - rear wheelbase, the front axle angle, and the stability parameter; the yaw rate deviation calculation module 630 is used to calculate the yaw rate deviation based on the steady - state desired yaw rate and the actual yaw rate; the vehicle steering state determination module 640 is used to determine the vehicle steering state according to the yaw rate deviation and the yaw rate deviation threshold range; the shock absorber current determination module 650 is used to determine the front - axle current of the front - axle shock absorber and the rear - axle current of each rear - axle shock absorber according to the vehicle steering state, the vehicle speed scale factor, the current vehicle speed, the absolute value scale factor of yaw rate deviation, and the absolute value of the yaw rate deviation, and control the front - axle shock absorber and each rear - axle shock absorber to achieve the semi - active suspension control of the current three - axle vehicle.

[0135] The technical solution of the embodiment of the present invention, without additionally increasing sensors of the current three-axle vehicle, determines the vehicle steering state according to the yaw rate deviation and the yaw rate deviation threshold range when the current three-axle vehicle is in an instantaneous steering state, and determines the front axle current of the front axle shock absorber and the rear axle currents of each rear axle shock absorber according to the vehicle steering state, the vehicle speed proportionality factor, the current vehicle speed, the absolute value proportionality factor of the yaw rate deviation, and the absolute value of the yaw rate deviation, and controls the front axle shock absorber and each rear axle shock absorber to achieve semi-active suspension control of the current three-axle vehicle. By using the existing sensors of the three-axle vehicle, the semi-active suspension control of the three-axle vehicle is realized, the control process of the semi-active suspension of the three-axle vehicle is simplified, the control cost of the semi-active suspension of the three-axle vehicle is reduced, the driving stability of the vehicle is ensured, and the driving safety of the vehicle is improved.

[0136] In an alternative embodiment of the present invention, the vehicle steering state includes a neutral state, an oversteering state, and an understeering state; correspondingly, the vehicle steering state determination module 640 includes: a yaw rate deviation threshold range comparison unit for comparing the absolute value of the yaw rate deviation of the current three-axle vehicle with the yaw rate deviation threshold range; a neutral state detection unit for determining that the current three-axle vehicle is in a neutral state when the absolute value of the yaw rate deviation is within the yaw rate deviation threshold range; and an abnormal steering state detection unit for, when the absolute value of the yaw rate deviation exceeds the yaw rate deviation threshold range, obtaining the actual yaw sign and determining the abnormal steering state of the current three-axle vehicle according to the comparison result between the deviation sign of the yaw rate deviation and the actual yaw sign; wherein the abnormal steering state includes an oversteering state or an understeering state.

[0137] In an alternative embodiment of the present invention, the vehicle steering state determination module 640 further includes: a vehicle steering state characterization number assignment unit, configured to assign a characterization number to the vehicle steering state of the current three-axle vehicle after determining that the current three-axle vehicle is in a neutral state or determining the abnormal steering state in which the current three-axle vehicle is located, so as to obtain the state characterization number of the current three-axle vehicle; a state characterization number signal acquisition unit, configured to acquire a threshold value of the excessive steering characterization number and the state characterization number signal of the current three-axle vehicle within a preset time period before the current moment; a state characterization number signal filtering unit, configured to filter the state characterization number signal and update the state characterization number signal; an excessive steering flag bit setting unit, configured to compare the characterization number signal value at each acquisition moment in the filtered state characterization number signal with the threshold value of the excessive steering characterization number, and set the corresponding excessive steering flag bit at each acquisition moment according to the comparison result between the characterization number signal value at each acquisition moment and the threshold value of the excessive steering characterization number; a vehicle steering state updating unit, configured to update the vehicle steering state of the current three-axle vehicle at the current moment according to the setting result of the excessive steering flag bit corresponding to the current moment.

[0138] In an alternative embodiment of the present invention, the vehicle steering state determination module 640 further includes: a steering factor calculation proportional factor acquisition unit, configured to acquire a steering factor calculation proportional factor corresponding to the current vehicle speed after updating the vehicle steering state of the current three-axle vehicle at the current moment according to the setting result at the current moment; a steering factor calculation unit, configured to calculate a product between the absolute value of the yaw rate deviation and the steering factor calculation proportional factor to obtain an understeer factor; and at the same time, when the oversteer flag bit corresponding to the current moment is set, calculate a product between the absolute value of the yaw rate deviation and the steering factor calculation proportional factor to obtain an oversteer factor; a steering factor threshold range comparison unit, configured to acquire a steering factor threshold range and compare the understeer factor or the oversteer factor with the steering factor threshold range; a limited vehicle speed acquisition unit, configured to acquire a limited vehicle speed and an understeer factor threshold value when the understeer factor or the oversteer factor exceeds the steering factor threshold range; an oversteer flag bit correction unit, configured to compare the current vehicle speed with the limited vehicle speed and correct the setting result of the oversteer flag bit corresponding to the oversteer factor according to a comparison result between the current vehicle speed and the limited vehicle speed; an understeer flag bit correction unit, configured to compare the understeer factor with the understeer factor threshold value and correct the setting result of the understeer flag bit corresponding to the understeer factor according to a comparison result between the understeer factor and the understeer factor threshold value; a vehicle steering state correction unit, configured to determine the vehicle steering state of the current three-axle vehicle according to the setting result of the oversteer flag bit and the setting result of the understeer flag at the current moment.

[0139] In an alternative embodiment of the present invention, the stability parameter includes a stability factor or a characteristic vehicle speed. Correspondingly, the current three-axle vehicle data acquisition module 610 includes: a tire cornering stiffness calibration detection unit for detecting whether the vehicle model of the current three-axle vehicle has calibrated front axle tire cornering stiffness and rear axle tire cornering stiffness; a stability factor calculation unit for obtaining the sprung mass of the current three-axle vehicle when the vehicle model has calibrated front axle tire cornering stiffness and rear axle tire cornering stiffness, and calculating the stability factor based on the sprung mass, the front and rear wheelbase, the front axle tire cornering stiffness, and the rear axle tire cornering stiffness, and determining the stability factor as the stability parameter; a characteristic vehicle speed calculation unit for obtaining the steering wheel angle, the steering ratio, and the yaw rate sensor signal value of the current three-axle vehicle when the vehicle model does not have calibrated front axle tire cornering stiffness and rear axle tire cornering stiffness, and calculating the characteristic vehicle speed based on the longitudinal vehicle speed in the current vehicle speed, the steering wheel angle, the steering ratio, the yaw rate sensor signal value, and the front and rear wheelbase, and determining the characteristic vehicle speed as the stability parameter.

[0140] In an alternative embodiment of the present invention, the shock absorber current determination module 650 includes: a first front axle current determination unit for determining that the front axle current of the front axle shock absorber is 0 when the current three-axle vehicle is in an oversteering state; a rear axle total damping force determination unit for calculating the product of the current vehicle speed, the vehicle speed scale factor, the absolute value of the yaw rate deviation, and the yaw rate deviation absolute value scale factor to obtain the rear axle total damping force of the rear axle shock absorber; a rear axle damping force determination unit for evenly distributing the rear two axles of the current three-axle vehicle based on the rear axle total damping force of the rear axle shock absorber to obtain the rear axle damping force of each rear axle shock absorber; a first rear axle current determination unit for obtaining a damping force current relationship table and querying the damping force current relationship table based on the rear axle damping force of each rear axle shock absorber to determine the rear axle current of each rear axle shock absorber; a second rear axle current determination unit for determining that the rear axle current of each rear axle shock absorber is 0 when the current three-axle vehicle is in an understeering state; a front axle damping force determination unit for calculating the product of the current vehicle speed, the vehicle speed scale factor, the absolute value of the yaw rate deviation, and the yaw rate deviation absolute value scale factor to obtain the front axle damping force of the front axle shock absorber; a second front axle current determination unit for querying the damping force current relationship table based on the front axle damping force of the front axle shock absorber to determine the front axle current of the front axle shock absorber.

[0141] The semi-active suspension control device provided by the embodiments of the present invention can execute the semi-active suspension control method provided by any embodiment of the present invention, and has the corresponding functional modules and beneficial effects for executing the method.

[0142] In the technical solution of the embodiment of the present invention, the acquisition, storage, and application of the yaw rate deviation threshold range, vehicle speed scale factor, absolute value scale factor of yaw rate deviation, actual yaw rate, current vehicle speed, front and rear wheelbase, front axle angle, stability parameter, excessive steering characterization number threshold value, state characterization number signal of the current three-axle vehicle within a preset time period before the current moment, steering factor calculation scale factor corresponding to the front vehicle speed, steering factor threshold range, limited vehicle speed, understeering factor threshold value, sprung mass of the current three-axle vehicle, steering wheel angle of the current three-axle vehicle, steering transmission ratio, and yaw rate sensor signal value, etc., all comply with the provisions of relevant laws and regulations and do not violate public order and good customs.

[0143] Embodiment 4

[0144] Figure 7 FIG. shows a schematic structural diagram of an electronic device 700 that can be used to implement the embodiments of the present invention. The electronic device is intended to represent various forms of digital computers, such as, laptop computers, desktop computers, workstations, personal digital assistants, servers, blade servers, mainframe computers, and other suitable computers. The electronic device can also represent various forms of mobile devices, such as, personal digital processors, cellular phones, smart phones, wearable devices (such as helmets, glasses, watches, etc.) and other similar computing devices. The components shown herein, their connections and relationships, and their functions are merely examples and are not intended to limit the implementation of the present invention described and / or claimed herein.

[0145] As Figure 7 shown, the electronic device 700 includes at least one processor 701, and a memory communicatively connected to at least one processor 701, such as a read-only memory (ROM) 702, a random access memory (RAM) 703, etc. Among them, the memory stores a computer program executable by at least one processor. The processor 701 can execute various appropriate actions and processes according to the computer program stored in the read-only memory (ROM) 702 or the computer program loaded from the storage unit 708 into the random access memory (RAM) 703. In the RAM 703, various programs and data required for the operation of the electronic device 700 can also be stored. The processor 701, the ROM 702, and the RAM 703 are connected to each other through a bus 704. The input / output (I / O) interface 705 is also connected to the bus 704.

[0146] Multiple components in the electronic device 700 are connected to the I / O interface 705, including: an input unit 706, such as a keyboard, a mouse, etc.; an output unit 707, such as various types of displays, speakers, etc.; a storage unit 708, such as a magnetic disk, an optical disc, etc.; and a communication unit 709, such as a network card, a modem, a wireless communication transceiver, etc. The communication unit 709 allows the electronic device 700 to exchange information / data with other devices via a computer network such as the Internet and / or various telecommunication networks.

[0147] The processor 701 can be various general-purpose and / or special-purpose processing components with processing and computing capabilities. Some examples of the processor 701 include, but are not limited to, a central processing unit (CPU), a graphics processing unit (GPU), various dedicated artificial intelligence (AI) computing chips, various processors running machine learning model algorithms, a digital signal processor (DSP), and any suitable processor, controller, microcontroller, etc. The processor 701 executes the various methods and processes described above, such as the semi-active suspension control method.

[0148] In some embodiments, the semi-active suspension control method can be implemented as a computer program, which is tangibly contained in a computer-readable storage medium, such as the storage unit 708. In some embodiments, part or all of the computer program can be loaded and / or installed onto the electronic device 700 via the ROM 702 and / or the communication unit 709. When the computer program is loaded into the RAM 703 and executed by the processor 701, one or more steps of the semi-active suspension control method described above can be executed. Alternatively, in other embodiments, the processor 701 can be configured to execute the semi-active suspension control method by any other suitable means (e.g., by means of firmware).

[0149] The various embodiments of the systems and technologies described above herein can be implemented in digital electronic circuit systems, integrated circuit systems, field programmable gate arrays (FPGAs), application specific integrated circuits (ASICs), application specific standard products (ASSPs), systems on a chip (SOCs), complex programmable logic devices (CPLDs), computer hardware, firmware, software, and / or combinations thereof. These various embodiments can include: being implemented in one or more computer programs, which can be executed and / or interpreted on a programmable system including at least one programmable processor, the programmable processor can be a special or general programmable processor, and can receive data and instructions from a storage system, at least one input device, and at least one output device, and transmit the data and instructions to the storage system, the at least one input device, and the at least one output device.

[0150] A computer program for implementing the method of the present invention may be written in any combination of one or more programming languages. These computer programs can be provided to a processor of a general-purpose computer, a special-purpose computer, or other programmable data processing device, such that when the computer programs are executed by the processor, the functions / operations specified in the flowchart and / or block diagram are implemented. The computer programs may be executed entirely on the machine, partially on the machine, as a stand-alone software package partially on the machine and partially on a remote machine, or entirely on a remote machine or server.

[0151] In the context of the present invention, a computer-readable storage medium may be a tangible medium that can contain or store a computer program for use by or in connection with an instruction execution system, apparatus, or device. The computer-readable storage medium may include, but is not limited to, electronic, magnetic, optical, electromagnetic, infrared, or semiconductor systems, apparatus, or devices, or any suitable combination of the foregoing. Alternatively, the computer-readable storage medium may be a machine-readable signal medium. More specific examples of the machine-readable storage medium would include an electrical connection based on 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 foregoing.

[0152] To provide interaction with a user, the systems and techniques described herein may be implemented on an electronic device having: a display device (e.g., a CRT (cathode ray tube) or LCD (liquid crystal display) monitor) for displaying information to the user; and a keyboard and a pointing device (e.g., a mouse or a trackball) by which the user can provide input to the electronic device. Other kinds of devices may also be used to provide interaction with the user; for example, the feedback provided to the user may be any form of sensory feedback (e.g., visual feedback, auditory feedback, or tactile feedback); and input from the user may be received in any form (including acoustic input, voice input, or tactile input).

[0153] The systems and techniques described herein can be implemented in a computing system including backend components (e.g., as a data server), or a computing system including middleware components (e.g., an application server), or a computing system including frontend components (e.g., a user computer having a graphical user interface or a web browser through which a user can interact with an implementation of the systems and techniques described herein), or a computing system including any combination of such backend components, middleware components, or frontend components. The components of the system can be interconnected to each other by digital data communication in any form or medium (e.g., a communication network). Examples of communication networks include: local area network (LAN), wide area network (WAN), blockchain network, and the Internet.

[0154] A computing system can include a client and a server. The client and the server are generally far from each other and typically interact through a communication network. The client-server relationship is created by computer programs running on respective computers and having a client-server relationship with each other. The server can be a cloud server, also known as a cloud computing server or a cloud host, which is a host product in the cloud computing service system, solving the defects of difficult management and weak business scalability existing in traditional physical hosts and VPS (Virtual Private Server) services.

[0155] It should be understood that various forms of the processes shown above can be used, with steps reordered, added, or deleted. For example, the steps recited in the present invention can be executed in parallel, sequentially, or in a different order, as long as the desired results of the technical solution of the present invention can be achieved, and no limitation is made herein.

[0156] The above specific embodiments do not constitute a limitation on the protection scope of the present invention. Those skilled in the art should understand that various modifications, combinations, sub-combinations, and substitutions can be made according to design requirements and other factors. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of the present invention shall be included within the protection scope of the present invention.

Claims

1. A semi-active suspension control method, characterized in that, The method includes: When the current three-axle vehicle is in an instantaneous steering state, obtaining a yaw rate deviation threshold range, a vehicle speed scale factor, an absolute value scale factor of the yaw rate deviation, an actual yaw rate, the current vehicle speed, the front and rear wheelbase, the front axle steering angle, and a stability parameter; Calculating a steady-state desired yaw rate of the current three-axle vehicle according to the longitudinal vehicle speed in the current vehicle speed, the front and rear wheelbase, the front axle steering angle, and the stability parameter; Calculating a yaw rate deviation based on the steady-state desired yaw rate and the actual yaw rate; Determining the vehicle steering state according to the yaw rate deviation and the yaw rate deviation threshold range; Determining a front axle current of the front axle shock absorber and a rear axle current of each rear axle shock absorber according to the vehicle steering state, the vehicle speed scale factor, the current vehicle speed, the absolute value scale factor of the yaw rate deviation, and the absolute value of the yaw rate deviation, and controlling the front axle shock absorber and each rear axle shock absorber to achieve semi-active suspension control of the current three-axle vehicle.

2. The method according to claim 1, characterized in that, The vehicle steering state includes a neutral state, an oversteering state, and an understeering state; correspondingly, the determining the vehicle steering state according to the yaw rate deviation and the yaw rate deviation threshold range includes: Comparing the absolute value of the yaw rate deviation of the current three-axle vehicle with the yaw rate deviation threshold range; When the absolute value of the yaw rate deviation is within the yaw rate deviation threshold range, determining that the current three-axle vehicle is in a neutral state; When the absolute value of the yaw rate deviation exceeds the yaw rate deviation threshold range, obtaining an actual yaw sign, and determining the abnormal steering state of the current three-axle vehicle according to the comparison result between the deviation sign of the yaw rate deviation and the actual yaw sign; wherein, the abnormal steering state includes an oversteering state or an understeering state.

3. The method according to claim 2, wherein After determining that the current three-axle vehicle is in a neutral state or determining the abnormal steering state of the current three-axle vehicle, it further includes: Assigning a characterization number to the vehicle steering state of the current three-axle vehicle to obtain a state characterization number of the current three-axle vehicle; Obtaining an oversteering characterization number threshold value and a state characterization number signal of the current three-axle vehicle within a preset time period before the current moment; Filtering the state characterization number signal to update the state characterization number signal; Comparing the characterization number signal values at each acquisition moment in the filtered state characterization number signal with the oversteering characterization number threshold value, and setting the oversteering flag bits corresponding to each acquisition moment according to the comparison result between the characterization number signal values at each acquisition moment and the oversteering characterization number threshold value; Updating the vehicle steering state of the current three-axle vehicle at the current moment according to the setting result of the oversteering flag bit corresponding to the current moment.

4. The method according to claim 3, characterized in that, After updating the vehicle steering state of the current three-axle vehicle at the current moment according to the setting result of the current moment, it further includes: Obtaining a steering factor calculation scale factor corresponding to the current vehicle speed; Calculate the product between the absolute value of the yaw rate deviation and the steering factor calculation scale factor to obtain the understeer factor; meanwhile, when the oversteer flag bit corresponding to the current moment is set, calculate the product between the absolute value of the yaw rate deviation and the steering factor calculation scale factor to obtain the oversteer factor; Obtain the steering factor threshold range, and compare the understeer factor or the oversteer factor with the steering factor threshold range; When the understeer factor or the oversteer factor exceeds the steering factor threshold range, obtain the limited vehicle speed and the understeer factor threshold value; Compare the current vehicle speed with the limited vehicle speed, and correct the setting result of the oversteer flag bit corresponding to the oversteer factor according to the comparison result between the current vehicle speed and the limited vehicle speed; Compare the understeer factor with the understeer factor threshold value, and correct the setting result of the understeer flag bit corresponding to the understeer factor according to the comparison result between the understeer factor and the understeer factor threshold value; Determine the vehicle steering state of the current three-axle vehicle according to the setting result of the oversteer flag bit and the setting result of the understeer flag at the current moment; 5. The method according to claim 1, wherein The stability parameter includes the stability factor or the characteristic vehicle speed. Correspondingly, obtaining the stability parameter includes: Detect whether there are calibrated front axle tire cornering stiffness and rear axle tire cornering stiffness for the vehicle model of the current three-axle vehicle; When there are calibrated front axle tire cornering stiffness and rear axle tire cornering stiffness for the vehicle model, obtain the sprung mass of the current three-axle vehicle, and calculate the stability factor according to the sprung mass, the front and rear axle distances, the front axle tire cornering stiffness and the rear axle tire cornering stiffness, and determine the stability factor as the stability parameter; When there are no calibrated front axle tire cornering stiffness and rear axle tire cornering stiffness for the vehicle model, obtain the steering wheel angle, the steering ratio and the yaw rate sensor signal value of the current three-axle vehicle, and calculate the characteristic vehicle speed according to the longitudinal vehicle speed in the current vehicle speed, the steering wheel angle, the steering ratio, the yaw rate sensor signal value and the front and rear axle distances, and determine the characteristic vehicle speed as the stability parameter; 6. The method according to claim 1, characterized in that The determining the front axle current of the front axle shock absorber and the rear axle currents of each of the rear axle shock absorbers according to the vehicle steering state, the vehicle speed scale factor, the current vehicle speed, the absolute value ratio factor of the yaw rate deviation and the absolute value of the yaw rate deviation includes: When the current three-axle vehicle is in an oversteer state, determine that the front axle current of the front axle shock absorber is 0; Calculate the product between the current vehicle speed, the vehicle speed scale factor, the absolute value of the yaw rate deviation and the absolute value ratio factor of the yaw rate deviation to obtain the total rear axle damping force of the rear axle shock absorber; Based on the total damping force of the rear axle shock absorber, evenly distribute it to the rear two axles of the current three-axle vehicle to obtain the rear axle damping force of each rear axle shock absorber; Obtain the damping force-current relationship table, and query the damping force-current relationship table according to the rear axle damping force of each rear axle shock absorber to determine the rear axle current of each rear axle shock absorber; When the current three-axle vehicle is in an understeer state, determine that the rear axle current of each rear axle shock absorber is 0; Calculate the product of the current vehicle speed, the vehicle speed proportionality factor, the absolute value of the yaw rate deviation, and the absolute value proportionality factor of the yaw rate deviation to obtain the front axle damping force of the front axle shock absorber; Query the damping force-current relationship table according to the front axle damping force of the front axle shock absorber to determine the front axle current of the front axle shock absorber.

7. A semi-active suspension control device, characterized in that, The device includes: A current three-axle vehicle data acquisition module, configured to acquire the yaw rate deviation threshold range, the vehicle speed proportionality factor, the absolute value proportionality factor of the yaw rate deviation, the actual yaw rate, the current vehicle speed, the front and rear axle distances, the front axle angle, and the stability parameter when the current three-axle vehicle is in an instantaneous steering state; A steady-state expected yaw rate calculation module, configured to calculate the steady-state expected yaw rate of the current three-axle vehicle according to the longitudinal vehicle speed in the current vehicle speed, the front and rear axle distances, the front axle angle, and the stability parameter; A yaw rate deviation calculation module, configured to calculate the yaw rate deviation based on the steady-state expected yaw rate and the actual yaw rate; A vehicle steering state determination module, configured to determine the vehicle steering state according to the yaw rate deviation and the yaw rate deviation threshold range; A shock absorber current determination module, configured to determine the front axle current of the front axle shock absorber and the rear axle current of each rear axle shock absorber according to the vehicle steering state, the vehicle speed proportionality factor, the current vehicle speed, the absolute value proportionality factor of the yaw rate deviation, and the absolute value of the yaw rate deviation, and control the front axle shock absorber and each rear axle shock absorber to achieve semi-active suspension control of the current three-axle vehicle.

8. An electronic device, characterized in that, The electronic device includes: At least one processor; and A memory communicatively connected to the at least one processor; wherein, The memory stores a computer program executable by the at least one processor, and the computer program is executed by the at least one processor so that the at least one processor can execute the semi-active suspension control method according to any one of claims 1-6.

9. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores computer instructions, and the computer instructions are used to enable the processor to execute the semi-active suspension control method according to any one of claims 1-6 when executed.

10. A computer program product, characterized in that, The computer program product includes a computer program, and the computer program realizes the semi-active suspension control method according to any one of claims 1-6 when executed by the processor.

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