Active suspension system and control method, device, equipment and medium thereof

Abstract

The invention provides an active suspension system and a control method, device, equipment and medium thereof. The active suspension control method comprises the following steps: acquiring a vibration signal and a current speed of a vehicle and road surface height information of a target road section; determining a current road surface type of the target road section according to the road surface height information and road surface types divided according to different height ranges in advance, setting a corresponding target correction strategy based on the road surface type and the current speed, and determining initial suspension parameters based on the current road surface type and the vibration signal, dynamically correcting the initial suspension parameters in real time according to a target correction strategy corresponding to the current road surface type so as to perform active suspension control on the vehicle; according to the method, the target road section where the vehicle is about to enter is recognized, and the suspension parameter correction strategies matched with the target road section are adopted based on different road surface types, so that the correlation between the suspension parameters and the road surface distance is enhanced, and the active suspension effect is effectively enhanced.

Description

Technical Field

[0001] This application relates to the field of intelligent control technology, and particularly relates to an active mount system and its control method, device, equipment, and medium. Background Art

[0002] A dynamic mount is a vibration isolation device that connects the powertrain and the body / subframe, which can reduce the vibration transmitted from the powertrain to the body during operation and also block the vibration transmitted from the road excitation to the powertrain. Currently, there are different types of dynamic mounts, such as rubber mounts, hydraulic mounts, semi-active mounts, and active mounts. Among them, an active mount is a controlled actuator installed on a hydraulic mount. When the actuator operates, it squeezes the upper liquid chamber through a decoupling membrane or other components, thereby outputting a force to the active end of the mount (i.e., the position where the powertrain is connected to the mount) to weaken or eliminate the vibration at the active end of the mount. Compared with traditional hydraulic mounts, it can better isolate the vibration transmitted from the powertrain to the body.

[0003] In the related art, the active mount control method mainly installs sensors (velocity or acceleration sensors) at the active end and the passive end of the mount, and adjusts the output frequency and output force of the active mount actuator by measuring and comparing the vibration signals at both ends in real time. Signal processing generally uses the least mean square algorithm (LMS) or an improved algorithm based on LMS, such as FxLMS, etc. It can calculate and estimate the trend (frequency, amplitude, etc.) of the signal in real time through the measured vibration signal of the powertrain, and output a vibration signal with equal frequency and opposite phase through the actuator to weaken the vibration. However, this method can only measure and identify the vibration excitation of the powertrain, and cannot actively identify the excitation transmitted from the road surface to the powertrain, that is, it can only weaken the vibration transmitted from the powertrain to the body, and cannot actively measure, identify, or actively isolate the vibration excitation transmitted from the road surface (such as when driving on a potholed road, the vibration excitation transmitted from the body to the powertrain). Summary of the Invention

[0004] In view of the above-mentioned disadvantages of the prior art, this application provides an active mount system and its control method, device, equipment, and medium to solve the above technical problems.

[0005] An active suspension control method provided by the present application, the method comprising: acquiring a vibration signal of a vehicle, a current speed, and road surface height information of a target section, where the target section is a section within a preset distance range on the vehicle driving path; determining a current road surface type of the target section according to the road surface height information and road surface types pre-divided according to different height ranges, and setting a corresponding target correction strategy based on the road surface type and the current speed; determining initial suspension parameters based on the current road surface type and the vibration signal, and dynamically correcting the initial suspension parameters in real time according to the target correction strategy corresponding to the current road surface type to perform active suspension control on the vehicle.

[0006] In an embodiment of the present application, determining the current road surface type of the target section includes: determining a minimum time interval between height measurement points based on a data sampling frequency, and calculating a height difference between each pair of adjacent height detection points to obtain an average road surface height difference within a preset time window, where the minimum time interval is less than a scanning interval obtained based on the sampling frequency; if the average road surface height difference is less than or equal to a preset first threshold, and any adjacent height difference is less than or equal to a preset second threshold, it is determined that the current section is an ordinary road surface; if the average road surface height difference is less than or equal to the preset first threshold, and there are non-consecutive adjacent height differences greater than the preset second threshold, it is determined that the current section is a shock road surface; if the average road surface height difference is greater than the preset first threshold, or there are consecutive adjacent height differences greater than the preset second threshold, it is determined that the current section is a pothole road surface, and the first preset threshold is less than the second preset threshold.

[0007] In an embodiment of the present application, determining initial suspension parameters based on the current road surface type and the vibration signal includes: determining a required power for the vehicle to enter the target section based on the current road surface type, and decomposing the required power to obtain a target torque and a target speed for the vehicle to enter the target section; performing a weighted calculation on the target torque and the target speed based on a preset weight ratio to obtain an initial driving force, where the control force parameters include the target speed and the target torque; calculating a ratio between the target speed and a preset standard value to obtain an initial driving frequency, and performing a filtering calculation on the vibration signal to obtain an initial vibration phase corresponding to the vibration signal; determining the initial driving force, the initial driving frequency, and the initial vibration phase as the initial suspension parameters.

[0008] In an embodiment of the present application, a corresponding target correction strategy is set based on the road surface type and the current speed, including: when the road surface type is an ordinary road surface, a phase correction strategy is adopted, and the phase correction strategy is used to correct the vibration phase; when the road surface type is a shock road surface and the current speed is greater than a preset standard vehicle speed, an upward correction strategy is adopted, and the upward correction strategy is used to increase the dynamic stiffness of the mount; when the road surface type is a pothole road surface and the current speed is less than or equal to the preset standard vehicle speed, a downward correction strategy is adopted, and the downward correction strategy is used to reduce the dynamic stiffness of the mount.

[0009] In an embodiment of the present application, the initial mount parameters are dynamically corrected according to the target correction strategy corresponding to the current road surface type, including: retrieving a matching correction amount from a preset road surface excitation discrete table according to the current speed and the road surface type, and the correction amount includes a phase correction amount, an actuation frequency correction amount, and an actuation force correction amount; if the phase correction strategy is adopted, the initial vibration phase is corrected based on the phase correction amount to obtain a target vibration phase; if the upward correction strategy is adopted, the initial actuation frequency and the initial actuation force are respectively added to the actuation frequency correction amount and the actuation force correction amount to obtain a first target actuation frequency and a first target actuation force; if the downward correction strategy is adopted, the initial actuation frequency and the initial actuation force are respectively subtracted from the actuation frequency correction amount and the actuation force correction amount to obtain a second target actuation frequency and a second target actuation force.

[0010] In an embodiment of the present application, after the active mount control is performed on the vehicle, it further includes: collecting an updated vibration signal after adjustment, and generating an updated correction amount based on the updated vibration signal; re-correcting the corrected mount parameters based on the updated correction amount until the obtained updated vibration signal meets a preset vibration standard.

[0011] The present application provides an active mount control device, and the device includes: a data acquisition module, configured to obtain a vibration signal of the vehicle, the current speed, and the road surface height information of a target section, and the target section is a section within a preset distance range on the vehicle driving path; a road surface type recognition and target correction strategy determination module, configured to determine the current road surface type of the target section according to the road surface height information and the road surface types pre-divided according to different height ranges, and set a corresponding target correction strategy based on the road surface type and the current speed; a mount control module, configured to determine initial mount parameters based on the current road surface type and the vibration signal, and dynamically correct the initial mount parameters in real time according to the target correction strategy corresponding to the current road surface type to perform active mount control on the vehicle.

[0012] The present application provides an active suspension system, which includes: a lidar for collecting three-dimensional point cloud data of a target road section to obtain road surface height information and sending the road surface height information to a chassis domain controller; a vibration sensor for collecting vibration signals and sending the vibration signals to the chassis domain controller; a vehicle body power assembly for determining a control force parameter of the vehicle according to the required power after the vehicle enters the target road section and sending the control force parameter to a vehicle controller; the vehicle controller for determining the current speed of the vehicle and sending the current speed and the received control force parameter to the chassis domain controller; and the chassis domain controller for identifying the road surface type of the target road section based on the road surface height information, determining the required power of the vehicle after entering the target road section based on the road surface type, and calculating and correcting suspension parameters based on the current speed, the control force parameter, and the vibration signal, so as to adjust the vehicle active suspension system according to the corrected suspension parameters.

[0013] The present application provides an electronic device, including a processor, a memory, and a communication bus; the communication bus is used to connect the processor and the memory; the processor is used to execute a computer program stored in the memory to implement the active suspension control method as described above.

[0014] The present application provides a computer-readable storage medium, on which a computer program is stored, and the computer program is used to cause a computer to execute the active suspension control method as described above.

[0015] The beneficial effects of the present application: An active suspension system and its control method, device, equipment, and medium in the present application. The active suspension control method first calculates and identifies the road surface height information of the target road section, accurately determines the road surface type, and dynamically adjusts the control strategy of the suspension system according to different road surface types and the current speed, ensuring that the suspension parameters are closely matched with the actual road conditions, thereby enhancing the correlation between the suspension parameters and the road surface excitation. Before entering the target road section, calculate the initial suspension parameters by combining the road surface type in advance with the real-time vibration signal; then dynamically correct the initial suspension parameters based on a preset target correction strategy, so that the active suspension system can more accurately respond to road surface changes and improve the control effect. Generally speaking, the active suspension control method provided by the present application effectively enhances the control effect of the vehicle active suspension system, improves the driving performance and riding comfort by accurately identifying the road surface type of the target road section and dynamically adjusting the suspension parameters.

[0016] It should be understood that the above general description and the following detailed description are only exemplary and explanatory, and cannot limit the present application. Description of the Drawings

[0017] The accompanying drawings here are incorporated into the specification and form a part of this specification, showing embodiments consistent with this application, and are used together with the specification to explain the principles of this application. Obviously, the accompanying drawings in the following description are only some embodiments of this application. For those of ordinary skill in the art, other drawings can be obtained based on these drawings without creative efforts. In the drawings:

[0018] Figure 1 is a schematic diagram of the implementation environment of the active suspension control method shown in an exemplary embodiment of this application;

[0019] Figure 2 is a schematic flowchart of the active suspension control method shown in an exemplary embodiment of this application;

[0020] Figure 3 is a topology diagram of the active suspension system shown in an exemplary embodiment of this application;

[0021] Figure 4 is a schematic diagram of the signal transmission process of the active suspension system shown in an exemplary embodiment of this application;

[0022] Figure 5 is a block diagram of the active suspension control device shown in an exemplary embodiment of this application;

[0023] Figure 6 shows a schematic diagram of the structure of a computer system of an electronic device suitable for implementing the embodiments of this application. Detailed Embodiments

[0024] The following will describe the implementation manners of this application with reference to the accompanying drawings and preferred embodiments. Those skilled in the art can easily understand other advantages and effects of this application from the content disclosed in this specification. This application can also be implemented or applied through other different specific implementation manners. Various details in this specification can also be modified or changed based on different viewpoints and applications without departing from the spirit of this application. It should be understood that the preferred embodiments are only for explaining this application, rather than for limiting the protection scope of this application.

[0025] It should be noted that the diagrams provided in the following embodiments only illustrate the basic concept of this application in a schematic manner. Therefore, only the components related to this application are shown in the diagrams, rather than being drawn according to the number, shape, and size of the components in actual implementation. The type, quantity, and ratio of each component in actual implementation can be arbitrarily changed, and the component layout type may also be more complex.

[0026] In the following description, numerous details are explored to provide a more thorough explanation of the embodiments of the present application. However, it will be apparent to those skilled in the art that the embodiments of the present application can be implemented without these specific details. In other embodiments, well-known structures and devices are shown in block diagram form rather than in detail to avoid obscuring the embodiments of the present application.

[0027] The explanations of some technical terms of the present application are as follows:

[0028] An active mount is a vehicle mount system that adjusts the parameters of the mount system in real time by using sensors, controllers, and actuators to optimize the driving performance and passenger comfort of the vehicle.

[0029] The actuation frequency refers to the number of complete actions performed by the actuator in the active mount system per second, usually expressed in Hertz (Hz).

[0030] The actuation force refers to the force exerted by the actuator on the mount system in the active mount system, usually expressed in Newtons (N). It is a key parameter that determines the ability of the mount system to absorb and counter external shocks.

[0031] The LMS algorithm (Least Mean Squares Algorithm) is an optimization algorithm widely used in adaptive filters and signal processing. It minimizes the sum of squared errors through an iterative approach to find the optimal filter coefficients or parameters.

[0032] Figure 1 It is a schematic diagram of the implementation environment of the active mount control method shown in an exemplary embodiment of the present application.

[0033] As Figure 1 shown, the implementation environment of the active mount control method includes a data acquisition module 101 and a computer module 102. Through the joint cooperation of the data acquisition module and the computer module, it is ensured that the vehicle can dynamically adjust its mount system under different road conditions to optimize the driving performance and passenger comfort. Specifically as follows:

[0034] In the data acquisition module 101, the height information of the road surface ahead is measured in real time by a lidar sensor, providing accurate road surface height data for identifying road surface types (C1, C2, C3) and calculating the basic data required for modifying the suspension parameters. At the same time, the vehicle speed sensor monitors and records the current speed (v), which is one of the important inputs for calculating the suspension parameters and affects the judgment of road surface types and the selection of corresponding control strategies. The power train output speed (n) and torque (T) sensors monitor the speed and output torque of the engine or motor. The vibration signal (a) sensor of the suspension system detects the vibration of the passive end of the suspension system, which is used to correct the vibration phase (θ) and is processed by the LMS algorithm or other derivative algorithms to achieve more accurate suspension control.

[0035] The computer module 102 then preprocesses the received data, including filtering and other necessary operations, to improve the data quality and reduce noise interference, providing reliable data support for subsequent calculations. Next, based on the road surface height information obtained by the lidar, combined with time series analysis, the road surface is divided into three types: ordinary (C1), impact (C2), and pothole (C3), and the suspension control strategy suitable for the current road conditions is determined. According to the road surface type, vehicle speed v, and other relevant parameters (such as n, T, C), the control strategy calculation unit calculates the initial control parameters of the suspension system (including f, F, θ), generating the optimal suspension settings for specific road conditions and driving conditions. The dynamic correction unit uses the feedback vibration signal a to dynamically adjust the initial suspension parameters through technologies such as the LMS algorithm to adapt to changes during actual driving, continuously optimizing the suspension performance to ensure the best ride experience under various road conditions. Finally, the actuator control unit converts the calculated final suspension control parameters into specific execution commands and sends them to the active suspension system to directly control the actions of the suspension system and achieve the expected shock absorption effect.

[0036] It can be understood that through the collaborative work of these two modules, the entire system can automatically adjust the vehicle suspension in a complex and changing road environment, significantly improving driving safety and riding comfort.

[0037] Figure 2 The flowchart of the active suspension control method shown in an exemplary embodiment of the present application.

[0038] As Figure 2 shown, in an exemplary embodiment, the active suspension control method at least includes steps S210 to S240, which are introduced in detail as follows:

[0039] Step S210, obtain the vibration signal of the vehicle, the current speed, and the road surface height information of the target section, where the target section is the section within a preset distance range on the vehicle driving path.

[0040] In one embodiment of the present application, by installing at the front of the vehicle, the road surface height information within 30 meters in front is scanned and obtained in real time; based on relevant sensors integrated in the vehicle's powertrain, the current speed v is accurately recorded and the data is transmitted to the central processing unit; in addition, by monitoring the engine or the motor, the corresponding rotational speed and output torque are obtained, and the vibration condition of the passive end of the suspension system is monitored in real time based on vibration signal sensors distributed at four mounting points of the vehicle.

[0041] Step S220: According to the road surface height information and the road surface types pre-divided according to different height ranges, determine the current road surface type of the target section, and set the corresponding target correction strategy based on the road surface type and the current speed.

[0042] In one embodiment of the present application, determining the current road surface type of the target section includes determining the minimum time interval between height measurement points based on the data sampling frequency, and calculating the height difference between each pair of adjacent height detection points to obtain the average road surface height difference within a preset time window. The minimum time interval is less than the scanning interval obtained based on the sampling frequency; if the average road surface height difference is less than or equal to a preset first threshold, and any adjacent height difference is less than or equal to a preset second threshold, it is determined that the current section is an ordinary road surface; if the average road surface height difference is less than or equal to the preset first threshold, and there are discontinuous adjacent height differences greater than the preset second threshold, it is determined that the current section is a shock road surface; if the average road surface height difference is greater than the preset first threshold, or there are continuous adjacent height differences greater than the preset second threshold, it is determined that the current section is a pothole road surface, and the first preset threshold is less than the second preset threshold.

[0043] In one embodiment of the present application, the data sampling frequency of the lidar is set to 100 times per second (i.e., 100 Hz), and its scanning interval is set to 1 s. By calculating its sampling frequency, the minimum time interval between adjacent height detection points is 0.01 second. Therefore, 100 height measurement points can be obtained within one scanning second interval, and 99 adjacent height differences can be calculated.

[0044] Taking the preset time window as 30 s as an example. Within the 30-second time window, calculate the average value of all adjacent height differences. Specifically, 3000 height measurement points are obtained within 30 seconds, then there will be 2999 adjacent height differences, and the average value of these height differences is calculated to obtain the average height difference within this time period. Further calculations are then performed based on its average height difference and adjacent height differences.

[0045] Taking the preset first threshold as 15 mm and the preset second threshold as 30 mm as an example, calculate the average height difference and adjacent height differences of different target sections within the 30-second time window, and the following results are obtained:

[0046] In the first target road section, the calculated average height difference is 12 mm, which is less than the first threshold of 15 mm, and the maximum value of adjacent height differences is 20 mm, which is less than 30 mm. Therefore, it is determined that the first target road section is an ordinary road surface.

[0047] In the second target road section, the average height difference is 12 mm. Additionally, two adjacent height differences greater than the second threshold are calculated, which are 35 mm and 40 mm respectively. The height difference of 35 mm appears between the 10th and 11th scan data, while the height difference of 40 mm appears between the 20th and 21st scan data. Therefore, considering that the height differences greater than the second threshold appear in different scan intervals, it is determined that the second target road section is a shock road surface.

[0048] In the third target road section, three adjacent height differences of 32 mm, 35 mm, and 38 mm are detected, all of which are greater than the second threshold of 30 mm. Among them, the height difference of 32 mm appears between the 10th and 11th scan data, the height difference of 35 mm appears between the 11th and 12th scan data, and the height difference of 38 mm appears between the 12th and 13th scan data. In other words, the aforementioned 3 height differences greater than the second preset threshold are the height differences of a continuous road section. Therefore, it is determined that the third target road section is a potholed road surface.

[0049] In the fourth target road section, the calculated average height difference is 20 mm, which is greater than the first threshold of 15 mm; or within the same scan interval (such as the 15th second), it is determined that the fourth target road section is a potholed road surface.

[0050] In an embodiment of the present application, corresponding target correction strategies are set based on the road surface type and the current speed, including: when the road surface type is an ordinary road surface, a phase correction strategy is adopted, and the phase correction strategy is used to correct the vibration phase; when the road surface type is a shock road surface and the current speed is greater than the preset standard vehicle speed, an upward correction strategy is adopted, and the upward correction strategy is used to increase the dynamic stiffness of the suspension; when the road surface type is a potholed road surface and the current speed is less than or equal to the preset standard vehicle speed, a downward correction strategy is adopted, and the downward correction strategy is used to reduce the dynamic stiffness of the suspension.

[0051] In an embodiment of the present application, taking the vehicle driving on different road sections, with the first threshold being 15 mm and the second threshold being 30 mm as an example.

[0052] When the vehicle is traveling on the first road section, if the average road surface height difference is detected to be 12 millimeters and the adjacent height difference between any two detection points is less than 30 millimeters, it is determined that the first road section is an ordinary road surface. Then, through the LMS algorithm or other derivative algorithms, the vibration phase θ is corrected using the feedback vibration signal a, and then the suspension performance is optimized according to the corrected vibration phase without changing the actuation frequency f and the actuation force F.

[0053] When the vehicle is traveling on the second road section, the average road surface height difference is detected to be 12 millimeters. However, due to a speed bump ahead, there is an adjacent height difference of 40 millimeters within a scanning interval. It is determined that the second road section is a shock road surface. Then, an upward correction strategy is adopted to correct the actuation frequency f and the actuation force F upward, increasing the actuation frequency f and the actuation force F, enhancing the stiffness of the suspension system, reducing the displacement of the powertrain when the vehicle passes over the speed bump or other obstacles at high speed, and ensuring a smooth passage over the speed bump and protecting the powertrain.

[0054] When the vehicle is traveling on the third road section, the average road surface height difference is detected to be 12 millimeters. However, due to multiple vertical speed bumps ahead, there are multiple adjacent height differences exceeding 30 millimeters within a certain scanning interval. It is determined that the third road section is a potholed road surface. In addition, when the vehicle is traveling on the fourth road section and the average road surface height difference is detected to be 20 millimeters, it is determined that the fourth road section is also a potholed road surface. Facing a potholed road surface, a downward correction strategy is adopted to reduce the actuation frequency f and the actuation force F, correcting the actuation frequency f and the actuation force F downward to make the suspension system softer, absorb more road vibrations, and provide a more comfortable riding experience for users.

[0055] Step S230: Determine the initial suspension parameters based on the current road surface type and the vibration signal, and dynamically correct the initial suspension parameters in real time according to the target correction strategy corresponding to the current road surface type to perform active suspension control on the vehicle.

[0056] In an embodiment of the present application, determining the initial suspension parameters based on the current road surface type and the vibration signal includes: determining the required power for the vehicle to enter the target road section based on the current road surface type, and decomposing the required power to obtain the target torque and the target speed required for the vehicle to enter the target road section; performing a weighted calculation on the target torque and the target speed based on a preset weight ratio to obtain the initial actuation force, and the control force parameters include the target speed and the target torque; calculating the ratio between the target speed and a preset standard value to obtain the initial actuation frequency, and performing a filtering calculation on the vibration signal to obtain the initial vibration phase corresponding to the vibration signal; determining the initial actuation force, the initial actuation frequency, and the initial vibration phase as the initial suspension parameters.

[0057] In one embodiment of the present application, the required power for the vehicle to enter the target section is determined based on the current road surface type, and the required power is decomposed by the powertrain to determine the target rotational speed (n) and target torque (T) required after the vehicle enters the target section, and the current vibration signal (a) is obtained from the vibration signal sensor of the suspension system.

[0058] For the initial actuating force, assuming that the first weight corresponding to the target torque (T) is α and the second weight corresponding to the target rotational speed (n) is β, the calculation formula for the initial actuating force is as follows:

[0059] F initial = α·T + β·n Equation (1)

[0060] where F initial represents the initial actuating force, α represents the first weight, T represents the torque, β represents the second weight, and n represents the rotational speed.

[0061] For the initial actuating frequency, its expression formula is as follows:

[0062]

[0063] where f initial represents the initial actuating frequency, f base represents the base output frequency, and f std represents the preset standard value.

[0064] The base output frequency f base can be calculated according to the engine rotational speed n. Taking a 4-cylinder engine as an example, a four-stroke engine generates a complete combustion cycle every two rotational speed cycles, so the base frequency is expressed as follows:

[0065]

[0066] where f base represents the base output frequency and n represents the rotational speed.

[0067] For the initial vibration phase, first, the vibration signal a is filtered, and then the filtered vibration signal a is used to calculate the vibration phase θ through the LMS algorithm or other derivative algorithms.

[0068] In one embodiment of the present application, the initial suspension parameters are dynamically corrected according to the target correction strategy corresponding to the current road surface type, including: retrieving the matching correction amounts from a preset road surface excitation discrete table according to the current speed and road surface type, where the correction amounts include a phase correction amount, an actuation frequency correction amount, and an actuation force correction amount; if the phase correction strategy is adopted, the initial vibration phase is corrected based on the phase correction amount to obtain the target vibration phase; if the upward correction strategy is adopted, the initial actuation frequency and the initial actuation force are respectively added to the actuation frequency correction amount and the actuation force correction amount to obtain the first target actuation frequency and the first target actuation force; if the downward correction strategy is adopted, the initial actuation frequency and the initial actuation force are respectively subtracted from the actuation frequency correction amount and the actuation force correction amount to obtain the second target actuation frequency and the second target actuation force.

[0069] In one embodiment of the present application, when the road surface type is a normal road surface (C1), the phase correction strategy is adopted. The phase correction amount Δθ corresponding to the current speed is retrieved from a preset road surface excitation discrete table, and the initial vibration phase θ_initial is corrected based on this correction amount to obtain the target vibration phase θ_target. Assume that the current speed is 70 km / h and the initial vibration phase θ_initial is 30 degrees (π / 6 radians). The phase correction amount Δθ found from the discrete table is 5 degrees (π / 36 radians), then the target vibration phase θ_target is:

[0070] θ target =θ inilial +Δθ Equation (4)

[0071] where θ target represents the corrected vibration phase, θ inilial represents the initial vibration phase, and Δθ represents the phase correction amount.

[0072] When the road surface type is an impact road surface (C2) and the current speed is greater than the preset standard speed v_critical, the upward correction strategy is adopted. The actuation frequency correction amount Δf and the actuation force correction amount ΔF corresponding to the current speed and road surface type are retrieved from a preset road surface excitation discrete table, and the initial actuation frequency f initial and the initial actuation force F initial are respectively added to the correction amounts to obtain the first target actuation frequency f target1 and the first target actuation force F target1 . Specifically as follows:

[0073] f target =f initial +Δf

[0074] F target =F initial +ΔF Equation (5)

[0075] Among them, f target1 represents the corrected first target actuation frequency, f initial represents the initial actuation frequency, and Δf represents the actuation frequency correction value; F target1 represents the corrected first target actuation force, F initial represents the initial actuation force, and ΔF represents the actuation force correction value.

[0076] When the road surface type is a potholed road surface (C3) and the current speed is less than or equal to the preset standard vehicle speed vcritical, a downward correction strategy is adopted. Retrieve the actuation frequency correction amount Δf and the actuation force correction amount ΔF of the current speed and the road surface type from the preset road surface excitation discrete table, and subtract the initial actuation frequency f initial and the initial actuation force F initial from the correction amounts respectively to obtain the second target actuation frequency f target2 and the second target actuation force F target2 . Specifically as follows:

[0077] f target = f initial - Δf

[0078] F target = F initial - ΔF Equation (6)

[0079] Among them, f target2 represents the corrected first target actuation frequency, f initial represents the initial actuation frequency, and Δf represents the actuation frequency correction value; F target2 represents the corrected first target actuation force, F initial represents the initial actuation force, and ΔF represents the actuation force correction value.

[0080] It should be emphasized that in the active suspension control method proposed in this application, the lidar system can scan the height information of the road surface ahead in real time, identify different types of road surfaces (ordinary road surface, impact road surface, pothole road surface) in advance, enabling the vehicle to make a quick response under complex road conditions; and according to the road surface type and the current speed, dynamically adjust the suspension parameters (actuation frequency, actuation force, vibration phase), ensuring the stability and controllability of the vehicle under various road conditions, and reducing the risk of vehicle body shaking and loss of control caused by uneven road surfaces. Specifically, when driving on an ordinary road surface, a phase correction strategy is adopted. By precisely adjusting the vibration phase, the vibration felt by the passengers in the vehicle is effectively reduced, providing a more stable and comfortable driving experience; for impact road surfaces and pothole road surfaces, an upward correction strategy and a downward correction strategy are respectively adopted to optimize the dynamic stiffness of the suspension system, ensuring that passengers can still enjoy a high level of comfort when passing over a speed bump at high speed or driving slowly on a pothole section. Generally speaking, the active suspension control method proposed in this application significantly improves the driving safety, riding comfort and service life of the vehicle through sensing technology, precise data processing and intelligent control strategies. At the same time, its intelligent and automated features provide users with a seamless and friendly driving experience.

[0081] Figure 3 It is a topology diagram of the active suspension system shown in an exemplary embodiment of this application.

[0082] As Figure 3 shown, the active suspension system includes: a lidar, a vibration sensor installed at the passive end of the suspension (i.e., the vehicle body end), a powertrain and its controller, a vehicle controller, and a chassis domain controller.

[0083] Among them, the lidar is used to collect the road surface height information of the target section and send the road surface height information to the chassis domain controller; the vibration sensor is used to collect the vibration signal of the passive end of the suspension and send the vibration signal to the chassis domain controller; the vehicle controller is used to determine the required power of the vehicle and send the required power to the powertrain and its controller, and at the same time determine the current speed of the vehicle and send the current speed to the chassis domain controller; the powertrain and its controller are used to determine the rotational speed and torque parameters of the powertrain according to the current vehicle required power and send the parameters to the chassis domain controller; the chassis domain controller is used to identify the road surface type of the target section based on the road surface height information, and calculate and correct the suspension parameters based on the current speed, powertrain torque, rotational speed parameters, and the vibration signal of the passive end of the suspension, so as to adjust the vehicle active suspension system according to the corrected suspension parameters.

[0084] In one embodiment of the present application, when the vehicle enters the target section, the lidar starts to scan the road surface information of the road ahead in real time and sends the road surface information to the chassis domain controller. It should be noted that the road surface information at least includes road surface height information. At the same time, the vibration sensor continuously monitors the vibration condition of the suspension system and feeds back the vibration signal to the chassis domain controller. The vehicle body power assembly calculates the control force parameters (such as the output speed n and torque T) according to the required power of the vehicle and transmits them to the chassis domain controller through the vehicle controller. In addition, the vehicle controller is also responsible for monitoring the current speed v of the vehicle and sending this information together with the control force parameters received from the power assembly to the chassis domain controller.

[0085] On the ordinary road surface (C1), the lidar reports that the average height difference is less than 15 millimeters. The chassis domain controller confirms it as the C1 type. At this time, the suspension parameters are not corrected, and only the vibration phase θ is adjusted according to the vibration signal a transmitted by the vibration sensor to optimize the comfort.

[0086] As the vehicle approaches a speed bump (impact road surface, C2), the lidar detects the sudden height change ahead in advance and measures the specific height of the speed bump. If the vehicle speed v exceeds the preset critical value vcritical, the chassis domain controller determines that it enters the C2 mode. According to the pre-calibrated C2 parameters and the current speed v, the actuation frequency f and the actuation force F of the active suspension are adjusted to increase the dynamic stiffness of the suspension system and reduce the impact on the power assembly. This adjustment effectively protects the vehicle components from damage.

[0087] When the vehicle enters a continuous uneven road section (potholed road surface, C3), the lidar shows that the average value of the road surface height difference within nearly 30 seconds is greater than 15 millimeters or there are multiple height differences greater than 30 millimeters in a short time. If the vehicle speed is lower than vcritical, the chassis domain controller identifies it as the C3 mode. The dynamic stiffness of the suspension is softened by reducing the values of f and F to improve the riding comfort. In this case, although the road conditions are poor, passengers can still feel a relatively comfortable driving experience.

[0088] It can be understood that during the entire process of vehicle operation, the chassis domain controller dynamically adjusts the actuation frequency f, the actuation force F, and the vibration phase θ of the active suspension system based on the road surface height information from the lidar, the vehicle speed and other relevant data from the vehicle controller, the rotational speed and torque information provided by the power assembly, and the vibration signal of the vibration sensor. It not only ensures that even under complex and changeable road conditions, but also realizes the optimal adjustment of the suspension performance, significantly improving the driving safety and passenger comfort.

[0089] Figure 4 It is a schematic diagram of the signal transmission process of the active suspension system shown in an exemplary embodiment of the present application.

[0090] As shown Figure 4 in the figure, the lidar collects road surface information and sends it to the chassis domain controller; the vehicle controller sends the current speed it obtains to the chassis domain controller; meanwhile, the powertrain sends the rotational speed and torque information it obtains to the chassis domain controller. The chassis domain controller generates the control quantity of the active suspension based on the information it obtains, and controls the vehicle active suspension according to this control quantity; then further collects the current vibration signal of the vehicle through the body vibration sensor, generates a feedback quantity corresponding to this current vibration signal and sends it to the chassis domain controller to correct and adjust the control quantity generated by the chassis domain controller, thereby realizing the dynamic adjustment of the suspension control parameters.

[0091] In an embodiment of the present application, after adjusting the vehicle active suspension system according to the corrected suspension parameters, it further includes: collecting the updated vibration signal after adjustment, and generating an updated correction quantity based on the updated vibration signal; based on the updated correction quantity, correcting the corrected suspension parameters again until the obtained updated vibration signal meets the preset vibration standard.

[0092] In an embodiment of the present application, the chassis domain controller receives the road surface information from the lidar, the vehicle speed (i.e., the current speed) from the vehicle controller, and the rotational speed and torque from the powertrain, and judges the current road surface type according to this road surface information. Then, based on the road surface type and the current speed, it retrieves the matching correction quantity from the preset road surface excitation discrete table, generates the initial active suspension control quantity, and converts the generated control quantity into specific execution commands, and sends them to the active suspension system to adjust the suspension parameters. Then, it monitors the vibration condition of the passive end of the vehicle suspension system in real time, collects the adjusted vibration signal, and sends it to the chassis domain controller, so that the chassis domain controller uses the feedback quantity sent by the body vibration sensor to calculate the correction quantity of the vibration phase through the LMS algorithm or other derivative algorithms, and corrects the vibration phase in the initial control quantity to obtain the target vibration phase; and, dynamically corrects the initial control quantity according to this feedback quantity, regenerates a new control quantity (including the actuation frequency, actuation force, and vibration phase), and sends it to the active suspension system to realize the dynamic adjustment of the suspension parameters.

[0093] It can be understood that according to the solution proposed in this embodiment, not only can the suspension parameters be dynamically adjusted according to different road surface conditions, but also the control effect can be further optimized through the feedback mechanism, thereby significantly improving the driving safety, ride comfort, and overall performance of the vehicle.

[0094] Figure 5 is a block diagram of an active suspension control device shown in an exemplary embodiment of the present application. This device can be applied to Figure 1In the illustrated implementation environment. This device can also be applicable to other exemplary implementation environments and can be specifically configured in other devices. This embodiment does not limit the implementation environment applicable to this device.

[0095] As Figure 5 shown, this exemplary active suspension control device includes: a data acquisition module 510, a road surface type recognition and target correction strategy determination module 520, and a suspension control module 530.

[0096] Among them, the data acquisition module 510 is used to obtain the vibration signal, the current speed of the vehicle, and the road surface height information of the target section, where the target section is the section within a preset distance range on the vehicle driving path; the road surface type recognition and target correction strategy determination module 520 is used to determine the current road surface type of the target section according to the road surface height information and the road surface types pre-divided according to different height ranges, and set the corresponding target correction strategy based on the road surface type and the current speed; the suspension control module 530 is used to determine the initial suspension parameters based on the current road surface type and the vibration signal, and dynamically correct the initial suspension parameters in real time according to the target correction strategy corresponding to the current road surface type to perform active suspension control on the vehicle.

[0097] It should be noted that the active suspension control device provided in the above embodiment and the active suspension control method provided in the above embodiment belong to the same concept. The specific ways in which each module and unit perform operations have been described in detail in the method embodiment, and will not be repeated here. In actual application, the active suspension control device provided in the above embodiment can, according to needs, allocate the above functions to different functional modules, that is, divide the internal structure of the device into different functional modules to complete all or part of the functions described above. This is not limited here either.

[0098] An embodiment of the present application also provides an electronic device, including: one or more processors; a storage device for storing one or more programs, and when the one or more programs are executed by the one or more processors, the electronic device implements the active suspension control method provided in each of the above embodiments.

[0099] Figure 6 Shows a schematic structural diagram of a computer system of an electronic device suitable for implementing the embodiments of the present application. It should be noted that Figure 6 The computer system 600 of the electronic device shown is only an example and should not bring any limitations to the functions and usage scope of the embodiments of the present application.

[0100] As Figure 6As shown, the computer system 600 includes a Central Processing Unit (CPU) 601, which can perform various appropriate actions and processes according to a program stored in a Read-Only Memory (ROM) 602 or a program loaded from a storage section 608 into a Random Access Memory (RAM) 603, such as executing the method described in the above embodiments. In the RAM 603, various programs and data required for system operation are also stored. The CPU 601, ROM 602, and RAM 603 are connected to each other via a bus 604. An Input / Output (I / O) interface 605 is also connected to the bus 604.

[0101] The following components are connected to the I / O interface 605: an input section 606 including a keyboard, a mouse, etc.; an output section 607 including, for example, a Cathode Ray Tube (CRT), a Liquid Crystal Display (LCD), etc., and a speaker, etc.; a storage section 608 including a hard disk, etc.; and a communication section 609 including a network interface card such as a LAN (Local Area Network) card, a modem, etc. The communication section 609 performs communication processing via a network such as the Internet. A drive 610 is also connected to the I / O interface 605 as needed. A removable medium 611, such as a magnetic disk, an optical disk, a magneto-optical disk, a semiconductor memory, etc., is installed on the drive 610 as needed so that a computer program read therefrom can be installed into the storage section 608 as needed.

[0102] Specifically, according to an embodiment of the present application, the process described above with reference to the flowchart can be implemented as a computer software program. For example, an embodiment of the present application includes a computer program product, which includes a computer program carried on a computer-readable medium, and the computer program includes a computer program for executing the method shown in the flowchart. In such an embodiment, the computer program can be downloaded and installed from a network via the communication section 609, and / or installed from the removable medium 611. When the computer program is executed by a Central Processing Unit (CPU) 601, various functions defined in the system of the present application are executed.

[0103] It should be noted that the computer-readable medium shown in the embodiments of the present application can be a computer-readable signal medium, a computer-readable storage medium, or any combination of the above two. A computer-readable storage medium can be, for example, an electrical, magnetic, optical, electromagnetic, infrared, or semiconductor system, apparatus, or device, or any combination of the above. More specific examples of the computer-readable storage medium may include, but are not limited to: an electrical connection with one or more wires, a portable computer disk, a hard disk, a random access memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM), a flash memory, an optical fiber, a portable compact disc read-only memory (CD-ROM), an optical storage device, a magnetic storage device, or any suitable combination of the above. In the present application, a computer-readable signal medium may include a data signal propagated in a baseband or as part of a carrier wave, which carries a computer-readable computer program. Such a propagated data signal can take various forms, including but not limited to electromagnetic signals, optical signals, or any suitable combination of the above. A computer-readable signal medium can also be any computer-readable medium other than a computer-readable storage medium, which can send, propagate, or transmit a program for use by or in connection with an instruction execution system, apparatus, or device. The computer program contained on the computer-readable medium can be transmitted by any appropriate medium, including but not limited to: wireless, wired, etc., or any suitable combination of the above.

[0104] The flowcharts and block diagrams in the accompanying drawings illustrate the possible architectures, functions, and operations of systems, methods, and computer program products according to various embodiments of the present application. Among them, each block in the flowchart or block diagram can represent a module, a program segment, or a part of code, and the above module, program segment, or part of code contains one or more executable instructions for implementing the specified logical function. It should also be noted that in some alternative implementations, the functions marked in the blocks may occur in a different order from that marked in the accompanying drawings. For example, two consecutive blocks shown may actually be executed substantially in parallel, and they may sometimes be executed in the reverse order, depending on the functions involved. It should also be noted that each block in the block diagram or flowchart, and the combination of blocks in the block diagram or flowchart, can be implemented by a dedicated hardware-based system for performing the specified functions or operations, or can be implemented by a combination of dedicated hardware and computer instructions.

[0105] The units involved in the embodiments described in this application can be implemented in software or in hardware, and the described units can also be provided in a processor. Among them, the names of these units do not constitute a limitation on the units themselves in some cases.

[0106] On the other hand, this application also provides a computer-readable storage medium, on which a computer program is stored. When the computer program is executed by a processor of the computer, the computer is caused to execute the active suspension control method as described above. The computer-readable storage medium can be included in the electronic device described in the above embodiments, or can exist alone without being assembled into the electronic device.

[0107] On the other hand, this application also provides a computer program product or a computer program. The computer program product or the computer program includes computer instructions, and the computer instructions are stored in a computer-readable storage medium. A processor of a computer device reads the computer instructions from the computer-readable storage medium, and the processor executes the computer instructions, so that the computer device executes the active suspension control method provided in the above various embodiments.

[0108] The above embodiments only exemplarily illustrate the principles and effects of this application, rather than limiting this application. Any person familiar with this technology can modify or change the above embodiments without departing from the spirit and scope of this application. Therefore, all equivalent modifications or changes completed by those with ordinary knowledge in the technical field without departing from the spirit and technical idea disclosed in this application should still be covered by the claims of this application.

Claims

1. An active suspension control method, characterized in that, The method includes: Obtaining the vibration signal of the vehicle, the current speed, and the road surface height information of the target section, where the target section is a section within any preset distance range on the vehicle driving path; Determining the current road surface type of the target section according to the road surface height information and the road surface types pre-divided according to different height ranges, and setting a corresponding target correction strategy based on the current road surface type and the current speed; Determining the initial suspension parameters based on the current road surface type and the vibration signal, and dynamically correcting the initial suspension parameters in real time according to the target correction strategy corresponding to the current road surface type to perform active suspension control on the vehicle.

2. The active suspension control method according to claim 1, characterized in that Determining the current road surface type of the target section includes: Determining the minimum time interval between height measurement points based on the data sampling frequency, and calculating the height difference between each pair of adjacent height detection points to obtain the average road surface height difference within a preset time window, where the minimum time interval is less than the scanning interval obtained based on the sampling frequency; If the average road surface height difference is less than or equal to a preset first threshold, and any adjacent height difference is less than or equal to a preset second threshold, it is determined that the current section is an ordinary road surface; If the average road surface height difference is less than or equal to the preset first threshold, and there are discontinuous adjacent height differences greater than the preset second threshold, it is determined that the current section is a shock road surface; If the average road surface height difference is greater than the preset first threshold, or there are continuous adjacent height differences greater than the preset second threshold, it is determined that the current section is a pothole road surface, where the first preset threshold is less than the second preset threshold.

3. The active suspension control method according to claim 1, wherein Determining the initial suspension parameters based on the current road surface type and the vibration signal includes: Determining the required power for the vehicle to enter the target section based on the current road surface type, and decomposing the required power to obtain the target torque and target speed required for the vehicle to enter the target section; Performing a weighted calculation on the target torque and target speed based on a preset weight ratio to obtain an initial actuating force; Calculating the ratio between the target speed and a preset standard value to obtain an initial actuating frequency, and performing a filtering calculation on the vibration signal to obtain the initial vibration phase corresponding to the vibration signal; Determining the initial actuating force, the initial actuating frequency, and the initial vibration phase as the initial suspension parameters.

4. The active suspension control method according to claim 2, wherein Setting a corresponding target correction strategy based on the road surface type and the current speed includes: When the road surface type is an ordinary road surface, a phase correction strategy is adopted, and the phase correction strategy is used to correct the vibration phase; When the road surface type is a shock road surface and the current speed is greater than a preset standard vehicle speed, an upward correction strategy is adopted, and the upward correction strategy is used to increase the dynamic stiffness of the suspension; When the road surface type is a pothole road surface and the current speed is less than or equal to the preset standard vehicle speed, a downward correction strategy is adopted, and the downward correction strategy is used to reduce the dynamic stiffness of the suspension.

5. The active suspension control method according to claim 4, characterized in that, Dynamically correcting the initial suspension parameters according to the target correction strategy corresponding to the current road surface type includes: Retrieve a matching correction amount from a preset road surface excitation discrete table according to the current speed and the road surface type, where the correction amount includes a phase correction amount, an actuation frequency correction amount, and an actuation force correction amount; If a phase correction strategy is adopted, correct the initial vibration phase based on the phase correction amount to obtain a target vibration phase; If an upward correction strategy is adopted, add the initial actuation frequency and the initial actuation force to the actuation frequency correction amount and the actuation force correction amount respectively to obtain a first target actuation frequency and a first target actuation force; If a downward correction strategy is adopted, subtract the initial actuation frequency and the initial actuation force from the actuation frequency correction amount and the actuation force correction amount respectively to obtain a second target actuation frequency and a second target actuation force.

6. The active suspension control method according to any one of claims 1-5, characterized in that After performing active suspension control on the vehicle, it further includes: Collect the adjusted updated vibration signal and generate an updated correction amount based on the updated vibration signal; Based on the updated correction amount, correct the corrected suspension parameters again until the obtained updated vibration signal meets the preset vibration standard.

7. An active suspension control device, characterized in that, The device includes: A data acquisition module for acquiring the vibration signal, the current speed of the vehicle, and the road surface height information of the target section, where the target section is the section within a preset distance range on the vehicle driving path; A road surface type recognition and target correction strategy determination module for determining the current road surface type of the target section according to the road surface height information and the road surface types pre-divided according to different height ranges, and setting a corresponding target correction strategy based on the road surface type and the current speed; A suspension control module for determining the initial suspension parameters based on the current road surface type and the vibration signal, and dynamically correcting the initial suspension parameters in real time according to the target correction strategy corresponding to the current road surface type to perform active suspension control on the vehicle.

8. An active suspension system, characterized in that, The system includes: A lidar for collecting three-dimensional point cloud data of the target section to obtain the road surface height information and sending the road surface height information to the chassis domain controller; A vibration sensor for collecting the vibration signal and sending the vibration signal to the chassis domain controller; A body power assembly for determining the control force parameters of the vehicle according to the required power after the vehicle enters the target section and sending the control force parameters to the vehicle controller; A vehicle controller for determining the current speed of the vehicle and sending the current speed and the received control force parameters to the chassis domain controller; A chassis domain controller for identifying the road surface type of the target section based on the road surface height information, determining the required power after the vehicle enters the target section based on the road surface type, and calculating and correcting the suspension parameters based on the current speed, the control force parameters, and the vibration signal, so as to adjust the vehicle active suspension system according to the corrected suspension parameters.

9. An electronic device, characterized in that, It includes a processor, a memory, and a communication bus; the communication bus is used to connect the processor and the memory; the processor is used to execute the computer program stored in the memory to implement the active suspension control method according to any one of claims 1-6.

10. A computer-readable storage medium, characterized in that, A computer program is stored thereon, and the computer program is used to cause a computer to execute the active suspension control method according to any one of claims 1-6.

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