Damping control method, device, equipment and medium of vehicle

Abstract

The application provides a damping control method, device, equipment and medium for a vehicle, wherein the method comprises: acquiring the under-spring acceleration, under-spring speed and vehicle speed of the vehicle in the driving process, and acquiring at least one of the front axle suspension height, pitch angular speed and pitch angular acceleration; determining the road flatness information based on the under-spring acceleration and the under-spring speed; determining whether there is a suspension stretching limit risk based on the vehicle speed and at least one of the front axle suspension height, the pitch angular speed and the pitch angular acceleration; and if there is a suspension stretching limit risk and the road flatness information meets the preset flat road requirement, controlling the damping of the vehicle to increase. The application can effectively strengthen the control intensity of the vehicle body under the corresponding working condition, thereby effectively reducing the risk of suspension stretching limit.

Description

Technical Field

[0001] This invention belongs to the field of vehicle control technology, and in particular relates to a damping control method, device, equipment and medium for a vehicle. Background Technology

[0002] Vehicle damping is a crucial factor in determining the stiffness of the suspension system. Lower damping results in less control over the vehicle body, allowing for greater deformation of the suspension springs and thus better absorption of road impacts, contributing to vehicle comfort. Higher damping, on the other hand, provides stronger control over the vehicle body and more effectively manages its movement.

[0003] In related technologies, in order to avoid a decrease in comfort due to excessive damping, some vehicle control performance is usually sacrificed. This can lead to a risk of suspension tension limit under certain operating conditions, as the suspension springs may deform excessively when subjected to large impacts. Summary of the Invention

[0004] In view of the shortcomings of the prior art described above, the purpose of this invention is to provide a damping control method, device, equipment and medium for vehicles to solve the above problems.

[0005] The vehicle damping control method provided by this invention includes:

[0006] The vehicle can obtain unsprung acceleration, unsprung speed, and vehicle speed during driving, as well as at least one of front axle suspension height, pitch rate, and pitch acceleration.

[0007] Based on the unsprung acceleration and the unsprung velocity, road surface smoothness information is determined;

[0008] Based on the vehicle speed, and at least one of the front axle suspension height, pitch rate, and pitch acceleration, determine whether there is a risk of suspension stretching limit.

[0009] If there is a risk of suspension tension limit and the road surface smoothness information meets the preset road surface smoothness requirements, then the vehicle's damping is increased.

[0010] Optionally, determining whether there is a risk of suspension extension limit based on the vehicle speed and at least one of the front axle suspension height, pitch rate, and pitch acceleration includes:

[0011] Determine whether the front axle suspension height, pitch velocity, and pitch acceleration progressively meet preset conditions over a continuous driving time;

[0012] Determine whether the vehicle speed is greater than a first preset threshold;

[0013] If the vehicle speed is greater than a first preset threshold, and the front axle suspension height, pitch velocity, and pitch acceleration progressively satisfy the preset conditions over a continuous driving period, it is determined that there is a risk of suspension stretching limit.

[0014] Optionally, determining whether the front axle suspension height, pitch velocity, and pitch acceleration progressively satisfy preset conditions over a continuous driving time includes:

[0015] Determine whether the front axle suspension height is less than a second preset threshold;

[0016] If it is less than the second preset threshold, then determine whether the pitch angular velocity is continuously greater than the third preset threshold during the first travel time;

[0017] If the pitch angle acceleration is continuously greater than the third preset threshold, then it is determined whether the pitch angle acceleration is continuously greater than the fourth preset threshold within the second driving time after the first driving time.

[0018] If the values ​​are consistently greater than the fourth preset threshold, then the front axle suspension height, pitch velocity, and pitch acceleration are determined to progressively satisfy the preset conditions within the continuous driving duration.

[0019] Optionally, the method further includes:

[0020] If the pitch angle acceleration is continuously greater than the fourth preset threshold during the second driving time, it is determined whether the change in the front axle suspension height during the first third driving time is greater than the fifth preset threshold, and the third driving time is less than the second driving time.

[0021] If the pitch acceleration is continuously greater than the fourth preset threshold during the second driving time, and the change in the front axle suspension height during the first third driving time is greater than the fifth preset threshold, then it is determined that the front axle suspension height, the pitch velocity, and the pitch acceleration progressively satisfy the preset conditions during the continuous driving time.

[0022] Optionally, if there is a risk of suspension tension limit and the road surface smoothness information meets the preset road surface smoothness requirements, the damping of the vehicle is increased, including:

[0023] If there is a risk of suspension tension limit and the road surface smoothness information meets the preset smooth road surface requirements, then the front axle damping and rear axle damping of the vehicle are both increased, and the increased front axle damping is greater than the increased rear axle damping.

[0024] Optionally, the road surface smoothness information meets preset smooth road surface requirements, including:

[0025] If the road surface smoothness information indicates a Class I road surface or a Class II road surface, then it is determined that the road surface smoothness information meets the requirements for a smooth road surface, and the smoothness of the Class I road surface is higher than that of the Class II road surface.

[0026] The control of increasing the damping of the vehicle includes:

[0027] Based on the road surface smoothness information, the damping of the vehicle is controlled to increase, wherein the damping after the increase on the secondary road surface is less than the damping after the increase on the primary road surface.

[0028] Optionally, the control of increasing the damping of the vehicle includes:

[0029] Based on the vehicle speed, the vehicle's damping is increased, and the vehicle speed is positively correlated with the magnitude of the increased damping.

[0030] Optionally, when the damping of the vehicle is increased, the vehicle enters a target control mode, and the method further includes:

[0031] If the road surface smoothness information does not meet the preset smooth road surface requirements, or the vehicle speed is less than or equal to the first preset threshold, or the pitch angle velocity is continuously less than or equal to the sixth preset threshold within the fourth driving time, or a control command with a priority higher than the target control mode is received, then the target control mode is exited, wherein the sixth preset threshold is less than the third preset threshold.

[0032] The vehicle damping control device provided by the present invention includes:

[0033] The first acquisition module is used to acquire the unsprung acceleration, unsprung speed and vehicle speed of the vehicle during driving, and to acquire at least one of the front axle suspension height, pitch rate and pitch acceleration.

[0034] The first determining module is used to determine road surface smoothness information based on the unsprung acceleration and the unsprung velocity;

[0035] The second determining module is used to determine whether there is a risk of suspension stretching limit based on the vehicle speed and at least one of the front axle suspension height, the pitch rate, and the pitch acceleration;

[0036] The control module is used to increase the damping of the vehicle if there is a risk of suspension tension limit and the road surface smoothness information meets the preset road surface smoothness requirements.

[0037] Optionally, the second determining module is specifically used for:

[0038] Determine whether the front axle suspension height, pitch velocity, and pitch acceleration progressively meet preset conditions over a continuous driving time;

[0039] Determine whether the vehicle speed is greater than a first preset threshold;

[0040] If the vehicle speed is greater than a first preset threshold, and the front axle suspension height, pitch velocity, and pitch acceleration progressively satisfy the preset conditions over a continuous driving period, it is determined that there is a risk of suspension stretching limit.

[0041] Optionally, the second determining module is further configured to:

[0042] Determine whether the front axle suspension height is less than a second preset threshold;

[0043] If it is less than the second preset threshold, then determine whether the pitch angular velocity is continuously greater than the third preset threshold during the first travel time;

[0044] If the pitch angle acceleration is continuously greater than the third preset threshold, then it is determined whether the pitch angle acceleration is continuously greater than the fourth preset threshold within the second driving time after the first driving time.

[0045] If the values ​​are consistently greater than the fourth preset threshold, then the front axle suspension height, pitch velocity, and pitch acceleration are determined to progressively satisfy the preset conditions within the continuous driving duration.

[0046] Optionally, the second determining module is further configured to:

[0047] If the pitch angle acceleration is continuously greater than the fourth preset threshold during the second driving time, it is determined whether the change in the front axle suspension height during the first third driving time is greater than the fifth preset threshold, and the third driving time is less than the second driving time.

[0048] If the pitch acceleration is continuously greater than the fourth preset threshold during the second driving time, and the change in the front axle suspension height during the first third driving time is greater than the fifth preset threshold, then it is determined that the front axle suspension height, the pitch velocity, and the pitch acceleration progressively satisfy the preset conditions during the continuous driving time.

[0049] Optionally, the control module is specifically used for:

[0050] If there is a risk of suspension tension limit and the road surface smoothness information meets the preset smooth road surface requirements, then the front axle damping and rear axle damping of the vehicle are both increased, and the increased front axle damping is greater than the increased rear axle damping.

[0051] Optionally, the control module is further configured to:

[0052] If the road surface smoothness information indicates a Class I road surface or a Class II road surface, then it is determined that the road surface smoothness information meets the requirements for a smooth road surface, and the smoothness of the Class I road surface is higher than that of the Class II road surface.

[0053] Based on the road surface grade information, the damping of the vehicle is controlled to increase, wherein the damping after the increase on the secondary road surface is less than the damping after the increase on the primary road surface.

[0054] Optionally, the control module is further configured to:

[0055] Based on the vehicle speed, the vehicle's damping is increased, and the vehicle speed is positively correlated with the magnitude of the increased damping.

[0056] Optionally, when the damping of the vehicle is increased, the vehicle enters a target control mode, and the device further includes:

[0057] The target control mode exit module is used to exit the target control mode if the road surface smoothness information does not meet the preset smooth road surface requirements, or the vehicle speed is less than or equal to the first preset threshold, or the pitch angle velocity is continuously less than or equal to the sixth preset threshold within the fourth driving time, or a control command with a higher priority than the target control mode is received. The sixth preset threshold is less than the third preset threshold.

[0058] The electronic device provided by the present invention includes:

[0059] One or more processors;

[0060] A storage device for storing one or more programs that, when executed by one or more processors, cause the electronic device to implement the vehicle damping control method.

[0061] The present invention provides a computer-readable storage medium having a computer program stored thereon, which, when executed by a computer processor, causes the computer to perform the vehicle damping control method.

[0062] The beneficial effects of this technical solution are as follows: In this technical solution, road surface smoothness information is determined by unsprung acceleration and unsprung speed; the presence of suspension tension limit risk is determined by vehicle speed, and at least one of front axle suspension height, pitch rate, and pitch acceleration; when there is a suspension tension limit risk and the road surface smoothness information meets the preset smooth road surface requirements, by controlling the increase of vehicle damping, the control strength of the vehicle body can be effectively strengthened under this working condition, thereby effectively reducing the risk of suspension tension limit.

[0063] It should be understood that the above general description and the following detailed description are exemplary and explanatory only, and are not intended to limit the invention. Attached Figure Description

[0064] The accompanying drawings, which are incorporated in and form part of this specification, illustrate embodiments consistent with the invention and, together with the description, serve to explain the principles of the invention. It is obvious that the drawings described below are merely some embodiments of the invention, and those skilled in the art can obtain other drawings based on these drawings without any inventive effort. In the drawings:

[0065] Figure 1 This is a flowchart illustrating a vehicle damping control method according to an exemplary embodiment of the present invention;

[0066] Figure 2 This is a block diagram illustrating a vehicle damping control device according to an exemplary embodiment of the present invention;

[0067] Figure 3 A schematic diagram of a computer system suitable for implementing embodiments of the present invention is shown. Detailed Implementation

[0068] The embodiments of the present invention will be described below with reference to the accompanying drawings and preferred embodiments. Those skilled in the art can easily understand other advantages and effects of the present invention from the content disclosed in this specification. The present invention can also be implemented or applied through other different specific embodiments, and various details in this specification can also be modified or changed based on different viewpoints and applications without departing from the spirit of the present invention. It should be understood that the preferred embodiments are only for illustrating the present invention and not for limiting the scope of protection of the present invention.

[0069] It should be noted that the illustrations provided in the following embodiments are only schematic representations of the basic concept of the present invention. Therefore, the drawings only show the components related to the present invention and are not drawn according to the actual number, shape and size of the components in the actual implementation. In the actual implementation, the form, quantity and proportion of each component can be arbitrarily changed, and the layout of the components may also be more complex.

[0070] In the following description, numerous details are explored to provide a more thorough explanation of embodiments of the invention. However, it will be apparent to those skilled in the art that embodiments of the invention may be practiced 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 embodiments of the invention.

[0071] To better understand the technical solutions of the embodiments of the present invention, the relevant content is described below.

[0072] Vehicle damping is a crucial factor determining the stiffness of the suspension system. This invention applies to applications with adjustable damping, and the vehicle damping control method described herein can be executed by a damping control system. For example, some vehicles are currently equipped with a Continuously Variable Damping Control (CDC) system, and the vehicle damping control method in this embodiment can be applied to the CDC system. The CDC system can adjust the damping by controlling the current in the suspension system. A higher current results in greater damping, meaning greater control over the vehicle body.

[0073] The damping control method for vehicles in this invention will be described below.

[0074] Please see Figure 1 , Figure 1 This is a flowchart illustrating a vehicle damping control method as an exemplary embodiment of the present invention. Figure 1 As shown, in an exemplary embodiment, the vehicle damping control method includes steps S110 to S140, and each step is described in detail below.

[0075] Step S110: Obtain the unsprung acceleration, unsprung speed, and vehicle speed during the vehicle's operation, and obtain at least one of the following: front axle suspension height, pitch velocity, and pitch acceleration.

[0076] This invention acquires the aforementioned parameters in real time during vehicle operation. These parameters can all be collected by sensors installed in the vehicle, and the sensor acquisition time interval can be preset, for example, to 1ms.

[0077] Step S120: Determine road surface smoothness information based on the unsprung acceleration and the unsprung velocity.

[0078] Unsprung acceleration and unsprung velocity refer to the acceleration and velocity of the parts below the spring in the suspension system (including wheels and brakes, etc.), which are usually closely related to the unevenness of the road surface.

[0079] Based on this, embodiments of the present invention can obtain road surface smoothness information according to the aforementioned unsprung acceleration and unsprung velocity. Road surface smoothness information reflects the smoothness of the road surface.

[0080] In some embodiments, road surface smoothness information can be determined based on the target sliding value of the product of unsprung acceleration and unsprung velocity within a calibration period. The calibration period is a pre-calibrated duration, which can be calibrated differently depending on the vehicle type, for example, it can be calibrated to 1.6 seconds.

[0081] For ease of understanding, the following provides an illustrative explanation of how to determine the aforementioned sliding target value and how to determine road surface smoothness information based on the sliding target value.

[0082] Assuming the product of unsprung acceleration and unsprung velocity is determined every 4ms, and the sliding window size is set to 400, the target sliding value for the 400 data points included in the 1.6s sliding window is calculated using the following formula:

[0083]

[0084] Among them, a u Represents unsprung acceleration, v u a represents the unsprung velocity. u,1 and v u,1 The product is the data of the first window within the window, totaling 400.

[0085] In some embodiments, when the vehicle speed is high, the above-mentioned sliding target value can also be determined in conjunction with the vehicle speed, as shown in the following formula:

[0086]

[0087] Where v represents vehicle speed, and when the vehicle speed is greater than 100 kph, the vehicle speed can be used to calculate the sliding target value.

[0088] The sliding target value is continuously updated during the vehicle's operation, and the following is a detailed explanation of it.

[0089] After adding 4ms of sensor data, the latest product of unsprung acceleration and unsprung velocity is recalculated to obtain the new window data. After obtaining the new window data, the window slides one step, moving the new window data into the window and discarding the first window data in the window. Then, based on the window data in each window, the updated sliding target value can be obtained.

[0090] The aforementioned sliding target value is negatively correlated with road surface smoothness; that is, the lower the sliding target value, the higher the road surface smoothness. In this embodiment of the invention, determining road surface smoothness information may include determining the road surface grade. By pre-determining the mapping relationship between the sliding target value and the road surface grade, the road surface grade can be determined based on the sliding target value. The road surface grade reflects the smoothness of the road surface; as the road surface grade increases, the road surface smoothness decreases. As an example, the sliding target value can be lower than 1200m. 2 / s 3 It was designated as a Class I road surface, 1200m 2 / s 3 ~1800m 2 / s 3 It was determined to be a secondary road surface, longer than 1800m.2 / s 3 It is determined to be a road surface of level three or above.

[0091] Step S130: Based on the vehicle speed and at least one of the front axle suspension height, pitch rate, and pitch acceleration, determine whether there is a risk of suspension stretching limit.

[0092] Suspension stretch limit risk refers to the risk that the suspension system will reach its travel limit during driving.

[0093] Front axle suspension height, pitch rate, and pitch acceleration all reflect suspension extension and compression to some extent, and vehicle speed affects the degree of suspension extension. Therefore, based on vehicle speed and at least one of the aforementioned suspension extension limits, it can be determined whether the aforementioned suspension extension limit risk exists. The following provides a detailed explanation of each parameter.

[0094] In this embodiment of the invention, the front axle suspension height refers to the average of the suspension height on the left side of the front axle and the suspension height on the right side of the front axle. The front axle suspension height directly reflects the current degree of compression or extension of the suspension.

[0095] Pitch rate reflects the dynamic rate of change of a vehicle in the vertical direction. If the pitch rate is large, it indicates that the vehicle's attitude is changing rapidly, which may be due to the suspension stretching or compressing rapidly.

[0096] Pitch acceleration reflects the acceleration of changes in vehicle attitude. If the pitch acceleration is large, the suspension may be rapidly stretched or compressed.

[0097] Vehicle speed affects the dynamic response of the suspension. When the suspension is under tension, the higher the vehicle speed, the more severe the dynamic response of the suspension, which may pose a risk of suspension tension limit.

[0098] Step S140: If there is a risk of suspension tension limit and the road surface smoothness information meets the preset road surface smoothness requirements, then control the damping of the vehicle to increase.

[0099] If the road surface smoothness information meets the preset requirements for a smooth road surface, it indicates that the road surface is generally smooth. Increasing damping control will not worsen the impact and tactile sensation of the road input. Specifically, in this embodiment of the invention, when executed by the CDC system, the aforementioned increase in damping can be achieved by increasing the suspension system current.

[0100] It is worth noting that even when the road surface is generally flat, there may be some undulations, which could lead to the aforementioned risk of suspension tension limit.

[0101] In the case of the risk of suspension stretching limit and the road surface smoothness information meeting the preset requirements for smooth road surface, the present invention increases the damping of the vehicle, which will not worsen the impact and tactile sensation of the road input, and can enhance vehicle body control and reduce the risk of suspension stretching limit.

[0102] Optionally, determining whether there is a risk of suspension extension limit based on the vehicle speed and at least one of the front axle suspension height, pitch rate, and pitch acceleration includes:

[0103] Determine whether the front axle suspension height, pitch velocity, and pitch acceleration progressively meet preset conditions over a continuous driving time;

[0104] Determine whether the vehicle speed is greater than a first preset threshold;

[0105] If the vehicle speed is greater than a first preset threshold, and the front axle suspension height, pitch velocity, and pitch acceleration progressively satisfy the preset conditions over a continuous driving period, it is determined that there is a risk of suspension stretching limit.

[0106] The above-mentioned determination of whether each parameter progressively meets the preset conditions includes first determining whether the front axle suspension height meets the preset conditions; if so, then determining whether the pitch rate meets the preset conditions; and if so, finally determining whether the pitch acceleration meets the preset conditions. If the pitch acceleration also meets the preset conditions, it indicates that the road conditions cause a large vehicle response, and the vehicle response is not a random instantaneous change, meaning that there may be undulations in the road surface.

[0107] The aforementioned first preset threshold is a calibration value, for example, it can be calibrated as 60 kph. If the vehicle speed exceeds the first preset threshold, it indicates that the vehicle speed is too high. When encountering undulations, higher vehicle speeds result in greater vehicle bounce, which may cause the suspension to extend to its limit.

[0108] The embodiments of the present invention determine whether there is a risk of suspension tension limit through the above steps, including determining whether each parameter progressively meets the preset conditions. This can effectively avoid misjudgment due to accidental instantaneous changes and is conducive to improving the stability and reliability of the system.

[0109] Optionally, determining whether the front axle suspension height, pitch velocity, and pitch acceleration progressively satisfy preset conditions over a continuous driving time includes:

[0110] Determine whether the front axle suspension height is less than a second preset threshold;

[0111] If the front axle suspension height is less than the second preset threshold, then determine whether the pitch angular velocity is continuously greater than the third preset threshold during the first driving time.

[0112] If the pitch angular velocity is continuously greater than the third preset threshold during the first driving time, then it is determined whether the pitch angular acceleration is continuously greater than the fourth preset threshold during the second driving time after the first driving time.

[0113] If the pitch acceleration is continuously greater than the fourth preset threshold during the second driving time, then it is determined that the front axle suspension height, the pitch velocity, and the pitch acceleration progressively satisfy the preset conditions during the continuous driving time.

[0114] The second, third, and fourth preset thresholds, the first driving time, and the second driving time mentioned above are all calibration values. Calibration can be performed based on different vehicle types.

[0115] When a vehicle encounters an undulating road surface during operation, causing a body response, it typically initially leads to compression of the front axle suspension height, followed by a continuous increase in pitch acceleration. Based on this, the second preset threshold, the third preset threshold, and the fourth preset threshold of this invention are all less than 0, greater than 0, and greater than 0, respectively. When the front axle suspension height, pitch acceleration, and pitch acceleration respectively meet the corresponding conditions described above, it indicates that the vehicle may be traveling on an undulating road surface, and therefore, if the current speed is also greater than the first preset threshold, there may be a risk of suspension extension limit.

[0116] In this embodiment of the invention, the method described above is used to first determine whether the front axle suspension height is less than a second preset threshold, and then to sequentially determine whether the pitch angular velocity and pitch angular acceleration continuously meet the corresponding conditions. This helps to further and effectively avoid misjudgments due to accidental instantaneous changes, thereby improving the stability and reliability of the system.

[0117] Optionally, the method further includes:

[0118] If the pitch angle acceleration is continuously greater than the fourth preset threshold during the second driving time, then it is determined whether the change in the front axle suspension height during the first third driving time is greater than the fifth preset threshold, and the third driving time is less than the second driving time.

[0119] If the pitch acceleration is continuously greater than the fourth preset threshold during the second driving time, and the change in the front axle suspension height during the first third driving time is greater than the fifth preset threshold, then it is determined that the front axle suspension height, the pitch velocity, and the pitch acceleration progressively satisfy the preset conditions during the continuous driving time.

[0120] The aforementioned "first third driving time" refers to the driving time before the end of the second driving time. For example, if it is determined that the pitch angle acceleration has been continuously greater than the fourth preset threshold for the second driving time, and the current time is 'a', then the "first third driving time" refers to the third driving time before time 'a'. Both the third driving time and the aforementioned fifth preset threshold are calibration values.

[0121] In this embodiment of the invention, before finally determining whether the above-mentioned preset conditions are met, it is also determined whether the change in the front axle suspension height during the first third driving time is greater than the above-mentioned fifth preset threshold. This can further determine whether it is possible to drive on undulating road surfaces and whether it may cause the risk of suspension stretching limit, which is beneficial to improving accuracy.

[0122] In some embodiments, a flag can be used to determine whether to increase the damping of the vehicle, as illustrated below.

[0123] The following conditions must be met to control the increase in vehicle damping:

[0124] A. The road surface smoothness information meets the preset requirements for a smooth road surface.

[0125] B. The vehicle speed is greater than the first preset threshold (e.g., calibrated at 60 kph).

[0126] C. Set the displacement flag, pitch velocity flag, and pitch acceleration flag to 1. The following provides a detailed explanation.

[0127] C1. First, if the front axle suspension height is lower than the second preset threshold (calibrated value, for example -40mm), then the displacement flag is set from 0 to 1 and lasts for 100ms.

[0128] C2. Then, with the displacement flag set to 1, if the pitch angular velocity continues for the first travel time (calibrated value, e.g., 80ms) to be greater than the third preset threshold (calibrated value, e.g., 0.12 radians / second), the pitch angular velocity flag is set from 0 to 1 and lasts for 100ms.

[0129] C3. Finally, with the pitch rate flag set from 0 to 1, if the pitch acceleration continues for a second driving time (calibrated value, e.g., 20ms) greater than the fourth preset threshold (calibrated value, e.g., 0.14 radians / second square), and within the third driving time before this moment (calibrated value, e.g., 10ms), the change in front axle suspension height is greater than the fifth preset threshold (calibrated value, e.g., 20mm), then the pitch acceleration flag is triggered to be set from 0 to 1.

[0130] If conditions A, B, and C are met at the current moment, the mode flag is set to 1. When the mode flag is set to 1, it indicates that the road surface smoothness meets the preset smooth road surface requirements and there is a risk of suspension tension limit, which can control the increase of vehicle damping.

[0131] Optionally, if there is a risk of suspension tension limit and the road surface smoothness information meets the preset road surface smoothness requirements, then controlling the increase of vehicle damping includes:

[0132] If there is a risk of suspension tension limit and the road surface smoothness information meets the preset smooth road surface requirements, then the front axle damping and rear axle damping of the vehicle are both increased, and the increased front axle damping is greater than the increased rear axle damping.

[0133] During vehicle operation, if the vehicle encounters an uneven road surface, the front axle typically responds first. A certain amount of time is required for the front axle to react before the damping required to control the vehicle is increased. Therefore, in this embodiment of the invention, the increased front axle damping is set to be greater than the increased rear axle damping. This allows for more effective control of the front axle using a higher current, which further improves vehicle stability.

[0134] Optionally, the road surface smoothness information meets preset smooth road surface requirements, including:

[0135] If the road surface smoothness information indicates a Class I road surface or a Class II road surface, then it is determined that the road surface smoothness information meets the requirements for a smooth road surface, and the smoothness of the Class I road surface is higher than that of the Class II road surface.

[0136] The control of increasing the damping of the vehicle includes:

[0137] Based on the road surface smoothness information, the damping of the vehicle is controlled to increase, wherein the damping after the increase on the secondary road surface is less than the damping after the increase on the primary road surface.

[0138] The method for determining primary and secondary road surfaces can refer to the description of road surface grades in the above embodiments, and will not be repeated here to avoid repetition.

[0139] The smoothness of a primary road surface is higher than that of a secondary road surface. In this embodiment of the invention, by setting the damping of the secondary road surface after the increase to be less than that of the primary road surface after the increase, it is beneficial to avoid deteriorating the impact and tactile sensation of road input on the secondary road surface.

[0140] Optionally, the control of increasing the damping of the vehicle includes:

[0141] Based on the vehicle speed, the vehicle's damping is increased, and the vehicle speed is positively correlated with the magnitude of the increased damping.

[0142] When a vehicle travels on an undulating road surface, the higher the vehicle speed, the greater the body roll. Based on this, this embodiment of the invention sets the vehicle speed to be positively correlated with the increased damping; the higher the vehicle speed, the greater the increased damping. This further enhances vehicle control at high speeds, thereby further improving vehicle stability.

[0143] In some embodiments, the vehicle's damping can be increased simultaneously based on the vehicle speed and road surface smoothness information. The following uses current-controlled damping as an example to illustrate this in detail.

[0144] This invention can calibrate speed-current mapping tables for the front axle and rear axle of a Class I road surface, as well as speed-current mapping tables for the front axle and rear axle of a Class II road surface. These mapping tables satisfy the following conditions: for the same road surface level and at the same vehicle speed, the front axle current is greater than the rear axle current; and for the same axle and at the same vehicle speed, the current corresponding to the Class II road surface is less than the current corresponding to the Class I road surface, and the current increases with increasing vehicle speed. As an example, the speed-current mapping tables for the front axle and rear axle of a Class I road surface can be calibrated first, and then the currents in the tables can be multiplied by a coefficient less than 1 and greater than 0.8 to obtain the mapping table for the Class II road surface.

[0145] Before increasing the vehicle's damping, the corresponding current can be obtained by consulting the relevant table. By controlling the corresponding current, the increase in vehicle damping can be achieved.

[0146] It is worth noting that after obtaining the corresponding current, the front and rear axles can be immediately increased to the corresponding currents without any current gradient, at the fastest current rise rate, to prevent damping response lag. In this embodiment of the invention, the front axle current can generally be set between 1200mA and 1600mA, and the rear axle current can generally be set between 600mA and 1000mA.

[0147] Optionally, when the damping of the vehicle is increased, the vehicle enters a target control mode, and the method further includes:

[0148] If the road surface smoothness information does not meet the preset smooth road surface requirements, or the vehicle speed is less than or equal to the first preset threshold, or the pitch angle velocity is continuously less than or equal to the sixth preset threshold within the fourth driving time, or a control command with a priority higher than the target control mode is received, then the target control mode is exited, wherein the sixth preset threshold is less than the third preset threshold.

[0149] In this implementation, the damping of the vehicle is increased, indicating that the target control mode has been entered. After entering the target control mode, the above-mentioned judgment can determine whether it is necessary to exit the target control mode.

[0150] The road surface smoothness information mentioned above does not meet the preset requirements for a smooth road surface, such as a road surface grade greater than or equal to level three.

[0151] The fourth driving time and the sixth preset threshold mentioned above are both calibration values. As an example, the fourth driving time can be set to 500 milliseconds, and the sixth preset threshold can be set to 0.1 radians / second. The sixth preset threshold is less than the third preset threshold. By determining whether to exit the target control mode when the pitch angular velocity is continuously less than the sixth preset threshold within the fourth driving time, the suspension action convergence control effect can be effectively improved, preventing repeated advances and retreats under sinusoidal motion.

[0152] In this embodiment of the invention, the above steps facilitate the quick exit from the target control mode when encountering bad roads or after the vehicle body has stabilized, preventing subsequent deterioration of road comfort.

[0153] During real-vehicle verification, the damping control method of the vehicle in this embodiment of the invention effectively solves the suspension extension limit problem on undulating roads and prevents extension noise without affecting secondary comfort performance. Specifically, in related technologies, when driving over undulating roads at speeds above 60 kph, the suspension extension travel reaches 99 mm, resulting in extension limit impact. After adopting the damping control method of the vehicle in this embodiment of the invention, the maximum extension travel is reduced to 75 mm, without extension limit noise, and the overall control effect is improved by about 25%. Furthermore, after driving over undulating conditions, the vehicle body movement convergence is improved, the movement travel is reduced by one perceptible movement, and the suppression of the second peak of rear axle acceleration is improved by about 35%.

[0154] It should be understood that the sequence number of each step in the above embodiments does not imply the order of execution. The execution order of each process should be determined by its function and internal logic, and should not constitute any limitation on the implementation process of the embodiments of the present invention.

[0155] Figure 2 This is a block diagram illustrating a vehicle damping control device according to an exemplary embodiment of the present invention. Figure 2 As shown, the exemplary vehicle damping control device includes:

[0156] The first acquisition module 210 is used to acquire the unsprung acceleration, unsprung speed and vehicle speed of the vehicle during driving, and to acquire at least one of the front axle suspension height, pitch rate and pitch acceleration.

[0157] The first determining module 220 is used to determine road surface smoothness information based on the unsprung acceleration and the unsprung velocity;

[0158] The second determining module 230 is used to determine whether there is a risk of suspension stretching limit based on the vehicle speed and at least one of the front axle suspension height, the pitch rate and the pitch acceleration;

[0159] The control module 240 is used to control the damping of the vehicle to increase if there is a risk of suspension tension limit and the road surface smoothness information meets the preset road surface smoothness requirements.

[0160] Optionally, the second determining module 230 is specifically used for:

[0161] Determine whether the front axle suspension height, pitch velocity, and pitch acceleration progressively meet preset conditions over a continuous driving time;

[0162] Determine whether the vehicle speed is greater than a first preset threshold;

[0163] If the vehicle speed is greater than a first preset threshold, and the front axle suspension height, pitch velocity, and pitch acceleration progressively satisfy the preset conditions over a continuous driving period, it is determined that there is a risk of suspension stretching limit.

[0164] Optionally, the second determining module 230 is further configured to:

[0165] Determine whether the front axle suspension height is less than a second preset threshold;

[0166] If it is less than the second preset threshold, then determine whether the pitch angular velocity is continuously greater than the third preset threshold during the first travel time;

[0167] If the pitch angle acceleration is continuously greater than the third preset threshold, then it is determined whether the pitch angle acceleration is continuously greater than the fourth preset threshold within the second driving time after the first driving time.

[0168] If the values ​​are consistently greater than the fourth preset threshold, then the front axle suspension height, pitch velocity, and pitch acceleration are determined to progressively satisfy the preset conditions within the continuous driving duration.

[0169] Optionally, the second determining module 230 is further configured to:

[0170] If the pitch angle acceleration is continuously greater than the fourth preset threshold during the second driving time, it is determined whether the change in the front axle suspension height during the first third driving time is greater than the fifth preset threshold, and the third driving time is less than the second driving time.

[0171] If the pitch acceleration is continuously greater than the fourth preset threshold during the second driving time, and the change in the front axle suspension height during the first third driving time is greater than the fifth preset threshold, then it is determined that the front axle suspension height, the pitch velocity, and the pitch acceleration progressively satisfy the preset conditions during the continuous driving time.

[0172] Optionally, the control module 240 is specifically used for:

[0173] If there is a risk of suspension tension limit and the road surface smoothness information meets the preset smooth road surface requirements, then the front axle damping and rear axle damping of the vehicle are both increased, and the increased front axle damping is greater than the increased rear axle damping.

[0174] Optionally, the device further includes:

[0175] If the road surface smoothness information indicates a Class I road surface or a Class II road surface, then it is determined that the road surface smoothness information meets the requirements for a smooth road surface, and the smoothness of the Class I road surface is higher than that of the Class II road surface.

[0176] The control module is specifically used for:

[0177] Based on the road surface grade information, the damping of the vehicle is controlled to increase, wherein the damping after the increase on the secondary road surface is less than the damping after the increase on the primary road surface.

[0178] Optionally, the control module 240 is further configured to:

[0179] Based on the vehicle speed, the vehicle's damping is increased, and the vehicle speed is positively correlated with the magnitude of the increased damping.

[0180] Optionally, when the damping of the vehicle is increased, the vehicle enters a target control mode, and the device further includes:

[0181] The target control mode exit module is used to exit the target control mode if the road surface smoothness information does not meet the preset smooth road surface requirements, or the vehicle speed is less than or equal to the first preset threshold, or the pitch angle velocity is continuously less than or equal to the sixth preset threshold within the fourth driving time, or a control command with a higher priority than the target control mode is received. The sixth preset threshold is less than the third preset threshold.

[0182] It should be noted that the vehicle damping control device and the vehicle damping control method provided in the above embodiments belong to the same concept. The specific operation methods of each module and unit have been described in detail in the method embodiments and will not be repeated here. In practical applications, the vehicle damping control device provided in the above embodiments can be assigned to different functional modules as needed, that is, the internal structure of the device can be divided into different functional modules to complete all or part of the functions described above. This is not a limitation here.

[0183] Embodiments of the present invention also provide an electronic device, including: one or more processors; and a storage device for storing one or more programs, which, when executed by the one or more processors, cause the electronic device to implement the vehicle damping control method provided in the above embodiments.

[0184] Figure 3 A schematic diagram of a computer system suitable for implementing embodiments of the present invention is shown. It should be noted that... Figure 3 The computer system 300 of the electronic device shown is merely an example and should not impose any limitation on the functionality and scope of use of the embodiments of the present invention.

[0185] like Figure 3 As shown, the computer system 300 includes a Central Processing Unit (CPU) 301, which can perform various appropriate actions and processes based on programs stored in Read-Only Memory (ROM) 302 or programs loaded from storage portion 308 into Random Access Memory (RAM) 303, such as performing the methods described in the above embodiments. The RAM 303 also stores various programs and data required for system operation. The CPU 301, ROM 302, and RAM 303 are interconnected via a bus 304. An Input / Output (I / O) interface 305 is also connected to the bus 304.

[0186] The following components are connected to I / O interface 305: an input section 306 including a keyboard, mouse, etc.; an output section 307 including a cathode ray tube (CRT), liquid crystal display (LCD), etc., and speakers, etc.; a storage section 308 including a hard disk, etc.; and a communication section 309 including a network interface card such as a LAN (Local Area Network) card, modem, etc. The communication section 309 performs communication processing via a network such as the Internet. A drive 310 is also connected to I / O interface 305 as needed. Removable media 311, such as a disk, optical disk, magneto-optical disk, semiconductor memory, etc., are installed on drive 310 as needed so that computer programs read from them can be installed into storage section 308 as needed.

[0187] In particular, according to embodiments of the present invention, the processes described above with reference to the flowcharts can be implemented as computer software programs. For example, embodiments of the present invention include a computer program product comprising a computer program carried on a computer-readable medium, the computer program containing computer programs for performing the methods shown in the flowcharts. In such embodiments, the computer program can be downloaded and installed from a network via communication section 309, and / or installed from removable medium 311. When the computer program is executed by central processing unit (CPU) 301, it performs various functions defined in the system of the present invention.

[0188] It should be noted that the computer-readable medium shown in the embodiments of the present invention can be a computer-readable signal medium or a computer-readable storage medium, or any combination thereof. A computer-readable storage medium can be, for example, an electrical, magnetic, optical, electromagnetic, infrared, or semiconductor system, apparatus, or device, or any combination thereof. More specific examples of a computer-readable storage medium may include, but are not limited to: an electrical connection having one or more wires, a portable computer disk, a hard disk, random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM), flash memory, optical fiber, portable compact disc read-only memory (CD-ROM), optical storage device, magnetic storage device, or any suitable combination thereof. In the present invention, a computer-readable signal medium may include a data signal propagated in baseband or as part of a carrier wave, carrying a computer-readable computer program. Such propagated data signals may take various forms, including but not limited to electromagnetic signals, optical signals, or any suitable combination thereof. Computer-readable signal media can also be any computer-readable medium other than computer-readable storage media, 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 using any suitable medium, including but not limited to wireless, wired, etc., or any suitable combination thereof.

[0189] The flowcharts and block diagrams in the accompanying drawings illustrate the architecture, functionality, and operation of possible implementations of systems, methods, and computer program products according to various embodiments of the present invention. Each block in a flowchart or block diagram may represent a module, segment, or portion of code, which contains one or more executable instructions for implementing a specified logical function. It should also be noted that in some alternative implementations, the functions indicated in the blocks may occur in a different order than those indicated in the drawings. For example, two consecutively indicated blocks may actually be executed substantially in parallel, and they may sometimes be executed in reverse order, depending on the functions involved. It should also be noted that each block in a block diagram or flowchart, and combinations of blocks in a block diagram or flowchart, may be implemented using a dedicated hardware-based system that performs the specified function or operation, or using a combination of dedicated hardware and computer instructions.

[0190] The units described in the embodiments of the present invention can be implemented in software or hardware, and the described units can also be located in a processor. The names of these units do not necessarily limit the specific unit itself.

[0191] Another aspect of the present invention provides a computer-readable storage medium having a computer program stored thereon, which, when executed by a computer's processor, causes the computer to perform the vehicle damping control method as described above. This computer-readable storage medium may be included in the electronic device described in the above embodiments, or it may exist independently and not incorporated into the electronic device.

[0192] Another aspect of the present invention provides a computer program product or computer program including computer instructions stored in a computer-readable storage medium. A processor of a computer device reads the computer instructions from the computer-readable storage medium and executes the computer instructions, causing the computer device to perform the vehicle damping control method provided in the various embodiments described above.

[0193] The above embodiments are merely illustrative of the principles and effects of the present invention and are not intended to limit the invention. Any person skilled in the art can modify or alter the above embodiments without departing from the spirit and scope of the present invention. Therefore, all equivalent modifications or alterations made by those skilled in the art without departing from the spirit and technical concept disclosed in the present invention should still be covered by the claims of the present invention.

Claims

1. A damping control method for a vehicle, characterized in that, include: The vehicle can obtain unsprung acceleration, unsprung speed, and vehicle speed during driving, as well as at least one of front axle suspension height, pitch rate, and pitch acceleration. Based on the unsprung acceleration and the unsprung velocity, road surface smoothness information is determined; If the vehicle speed is greater than the first preset threshold, then based on at least one of the front axle suspension height, the pitch rate, and the pitch acceleration, it is determined whether there is a risk of suspension stretching limit. If there is a risk of suspension tension limit and the road surface smoothness information meets the preset road surface smoothness requirements, then the vehicle's damping is increased.

2. The vehicle damping control method according to claim 1, characterized in that, If the vehicle speed exceeds a first preset threshold, then based on at least one of the front axle suspension height, the pitch rate, and the pitch acceleration, it is determined whether there is a risk of suspension extension limit, including: If the vehicle speed is greater than a first preset threshold, then it is determined whether the front axle suspension height, the pitch angular velocity, and the pitch angular acceleration progressively meet preset conditions within a continuous driving time. If the front axle suspension height, pitch velocity, and pitch acceleration progressively meet the preset conditions over a continuous driving period, it is determined that there is a risk of suspension stretching limit.

3. The vehicle damping control method according to claim 2, characterized in that, The determination of whether the front axle suspension height, pitch velocity, and pitch acceleration progressively meet preset conditions over a continuous driving time includes: Determine whether the front axle suspension height is less than a second preset threshold; If it is less than the second preset threshold, then determine whether the pitch angular velocity is continuously greater than the third preset threshold during the first travel time; If the pitch angle acceleration is continuously greater than the third preset threshold, then it is determined whether the pitch angle acceleration is continuously greater than the fourth preset threshold within the second driving time after the first driving time. If the values ​​are consistently greater than the fourth preset threshold, then the front axle suspension height, pitch velocity, and pitch acceleration are determined to progressively satisfy the preset conditions over a continuous driving time.

4. The vehicle damping control method according to claim 3, characterized in that, The method further includes: If the pitch angle acceleration is continuously greater than the fourth preset threshold during the second driving time, it is determined whether the change in the front axle suspension height during the first third driving time is greater than the fifth preset threshold, and the third driving time is less than the second driving time. If the pitch acceleration is continuously greater than the fourth preset threshold during the second driving time, and the change in the front axle suspension height during the first third driving time is greater than the fifth preset threshold, then it is determined that the front axle suspension height, the pitch velocity, and the pitch acceleration progressively satisfy the preset conditions during the continuous driving time.

5. The vehicle damping control method according to claim 1, characterized in that, If there is a risk of suspension tension limit and the road surface smoothness information meets the preset road surface smoothness requirements, then controlling the increase of vehicle damping includes: If there is a risk of suspension tension limit and the road surface smoothness information meets the preset smooth road surface requirements, then the front axle damping and rear axle damping of the vehicle are both increased, and the increased front axle damping is greater than the increased rear axle damping.

6. The damping control method for a vehicle according to any one of claims 1 to 5, characterized in that, The road surface smoothness information meets the preset requirements for a smooth road surface, including: If the road surface smoothness information indicates a Class I road surface or a Class II road surface, then it is determined that the road surface smoothness information meets the requirements for a smooth road surface, and the smoothness of the Class I road surface is higher than that of the Class II road surface. The control of increasing the damping of the vehicle includes: Based on the road surface smoothness information, the damping of the vehicle is controlled to increase, wherein the damping after the increase on the secondary road surface is less than the damping after the increase on the primary road surface.

7. The damping control method for a vehicle according to any one of claims 1 to 5, characterized in that, The control of increasing the damping of the vehicle includes: Based on the vehicle speed, the vehicle's damping is increased, and the vehicle speed is positively correlated with the magnitude of the increased damping.

8. The vehicle damping control method according to claim 3 or 4, characterized in that, When the damping of the vehicle is increased, the vehicle enters a target control mode, and the method further includes: If the road surface smoothness information does not meet the preset smooth road surface requirements, or the vehicle speed is less than or equal to the first preset threshold, or the pitch angle velocity is continuously less than or equal to the sixth preset threshold within the fourth driving time, or a control command with a priority higher than the target control mode is received, then the target control mode is exited, wherein the sixth preset threshold is less than the third preset threshold.

9. A damping control device for a vehicle, characterized in that, include: The first acquisition module is used to acquire the unsprung acceleration, unsprung speed and vehicle speed of the vehicle during driving, and to acquire at least one of the front axle suspension height, pitch rate and pitch acceleration. The first determining module is used to determine road surface smoothness information based on the unsprung acceleration and the unsprung velocity; The second determining module is used to determine whether there is a risk of suspension stretching limit if the vehicle speed is greater than the first preset threshold, based on at least one of the front axle suspension height, the pitch angular velocity, and the pitch angular acceleration. The control module is used to increase the damping of the vehicle if there is a risk of suspension tension limit and the road surface smoothness information meets the preset road surface smoothness requirements.

10. A device, characterized in that, include: One or more processors and memory, The memory stores a computer program that, when executed by the one or more processors, causes the device to perform the damping control method for a vehicle as described in any one of claims 1-8.

11. A computer-readable storage medium, characterized in that, It stores a computer program that, when executed by one or more processors, causes the device to perform the damping control method for a vehicle as described in any one of claims 1-8.

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