Vehicle suspension control method and vehicle suspension control system

Abstract

The invention provides a vehicle suspension control method and a vehicle suspension control system, the control method is applied to the vehicle suspension control system, and the vehicle suspension control system comprises a frequency mixer used for determining a frequency demarcation point based on vehicle state data; the ceiling controller is used for determining ceiling suspension active force based on the vehicle state data and the frequency demarcation point; the ground shed controller is used for determining the main power of a ground shed suspension based on the vehicle state data and the frequency demarcation point; the fusion device is used for determining a target suspension active force based on the ceiling suspension active force and the ground ceiling suspension active force; the target suspension active force is used for controlling the vehicle suspension. Therefore, when the vehicle state data is changed, the frequency demarcation point is also changed, the dynamic real-time fusion of the sky and ground shed control strategy can be realized, and the smoothness and the operation stability are both considered; and the frequency demarcation point dynamically adjusts the fusion weight, and the adjustment process is continuous and non-step, so that smooth transition can be realized.

Description

Technical Field

[0001] The present application relates to the technical field of vehicle vibration reduction, and in particular to a vehicle suspension control method and a vehicle suspension control system. Background Art

[0002] In the field of intelligent suspension control, two core requirements are suppressing vehicle body vibration to improve comfort and enhancing tire grip to ensure handling stability. Numerous suspension control strategies are developed around these two core requirements. For example, the classic skyhook control strategy aims to suppress the absolute vertical velocity of the vehicle body, thereby providing better comfort. Another example is the groundhook control strategy, which aims to control the relative velocity of the vehicle body with respect to the ground, thereby improving vehicle handling stability.

[0003] Currently, achieving both improved comfort and handling stability remains a challenging issue in the field of intelligent suspension control. Existing technologies typically employ a method of switching between different control strategies based on the operating conditions. However, this approach struggles to achieve continuous changes in control variables and relies heavily on accurate operating condition identification, resulting in poor control effectiveness. Summary of the Invention

[0004] In view of this, the purpose of this application is to provide a vehicle suspension control method and a vehicle suspension control system to solve the problem in the prior art that only a single control strategy is used at each moment, resulting in the inability to cover the performance requirements of various working conditions.

[0005] An embodiment of the present application provides a vehicle suspension control method, which is applied to a vehicle suspension control system. The vehicle suspension control system includes a skyhook controller, a groundhook controller, a frequency mixer, and a fuser. The control method includes:

[0006] The frequency mixer determines a frequency demarcation point based on vehicle status data; wherein the frequency demarcation point is used to adjust the mixing weight of the skyhook controller and the skyhook controller;

[0007] The skyhook controller determines the active force of the skyhook suspension based on the vehicle state data and the frequency demarcation point;

[0008] The floor shelving controller determines the active force of the floor shelving suspension based on the vehicle state data and the frequency demarcation point;

[0009] The fuser determines a target suspension active force based on the skyhook suspension active force and the floorhook suspension active force; the target suspension active force is used to control the vehicle suspension.

[0010] Furthermore, the vehicle status data includes a suspension displacement signal and a vehicle speed signal; and the frequency mixer determines a frequency demarcation point based on the vehicle status data, including:

[0011] The frequency demarcation point is obtained by searching a pre-calibrated frequency mapping table based on the suspension displacement signal and the vehicle speed signal.

[0012] Furthermore, the frequency mixer determines the frequency demarcation point based on the vehicle status data, further comprising:

[0013] performing dead zone processing and saturation processing on the suspension displacement signal and the vehicle speed signal respectively;

[0014] The frequency demarcation point is determined based on the processed suspension displacement signal and vehicle speed signal.

[0015] Furthermore, the vehicle state data includes a vehicle body acceleration signal; and the skyhook controller determines the active force of the skyhook suspension based on the vehicle state data and the frequency demarcation point, including:

[0016] determining a vehicle body speed signal using the vehicle body acceleration signal;

[0017] Eliminating low-frequency signals from the vehicle body speed signal according to the frequency cutoff point to obtain a filtered vehicle body speed signal;

[0018] The skyhook suspension active force is determined based on the filtered vehicle body speed signal and a preset skyhook gain value.

[0019] Furthermore, the skyhook controller includes an integration module, a high-pass filter, and a first gain module; the skyhook controller determines the active force of the skyhook suspension based on the vehicle state data and the frequency demarcation point, including:

[0020] Inputting the vehicle body acceleration signal into the integration module to determine the vehicle body speed signal through integration calculation;

[0021] Inputting the vehicle body speed signal into the high-pass filter for filtering to obtain the filtered vehicle body speed signal; wherein the frequency demarcation point is the cutoff frequency of the high-pass filter;

[0022] The filtered vehicle body speed signal is input into the first gain module, and the active force of the skyhook suspension is determined according to a preset skyhook gain value.

[0023] Furthermore, the vehicle status data includes a suspension displacement signal; and the floor-shed controller determines the floor-shed suspension active force based on the vehicle status data and the frequency demarcation point, including:

[0024] Determining a suspension extension and contraction speed signal using the suspension displacement signal;

[0025] Eliminating high-frequency signals from the suspension extension and retraction speed signal according to the frequency demarcation point to obtain a filtered suspension extension and retraction speed signal;

[0026] The active force of the skyhook suspension is determined based on the suspension extension and contraction speed signal and a preset groundhook gain value.

[0027] Furthermore, the ground-shed controller includes a differential module, a low-pass filter, and a second gain module; the ground-shed controller determines the active force of the ground-shed suspension based on the vehicle state data and the frequency demarcation point, including:

[0028] Inputting the vehicle body acceleration signal into the differential module, and determining the suspension extension and contraction speed signal through differential calculation;

[0029] Inputting the suspension extension and contraction speed signal into the low-pass filter for filtering to obtain the filtered suspension extension and contraction speed signal; wherein the frequency demarcation point is the cutoff frequency of the low-pass filter;

[0030] The filtered suspension extension and contraction speed signal is input into the second gain module, and the active force of the ground shelf suspension is determined according to a preset ground shelf gain value.

[0031] Furthermore, the fuser includes a superposition module and a saturation processing module; the fuser determines a target suspension active force based on the ceiling suspension active force and the floor suspension active force, including:

[0032] Inputting the ceiling suspension main force and the floor suspension main force into the superposition module for linear superposition processing to obtain a superimposed suspension main force;

[0033] The superimposed suspension active force is input into the saturation processing module for saturation processing to obtain the target suspension active force.

[0034] The present application also provides a vehicle suspension control system, the system comprising:

[0035] A frequency mixer, configured to determine a frequency demarcation point based on vehicle status data; wherein the frequency demarcation point is used to adjust a skyhook controller and a mixing weight of the skyhook controller;

[0036] a skyhook controller for determining a skyhook suspension active force based on the vehicle state data and the frequency demarcation point;

[0037] a floor-shed controller, configured to determine an active force of a floor-shed suspension based on the vehicle state data and the frequency demarcation point;

[0038] The fuser is used to determine a target suspension active force based on the skyhook suspension active force and the groundhook suspension active force; the target suspension active force is used to control the vehicle suspension.

[0039] A vehicle suspension control method and a vehicle suspension control system provided in an embodiment of the present application utilize the characteristics of skyhook control and floorhook control strategies at different frequencies, determine a frequency demarcation point based on vehicle status data, and use it as a weight adjustment factor for the two control strategies; based on the frequency demarcation point, the skyhook suspension main force and the floorhook suspension main force are respectively determined, and the target suspension main force is obtained by integrating them.

[0040] In this way, when the vehicle status data changes, the frequency demarcation point also changes accordingly, which can realize the dynamic real-time fusion of the skylight and roof control strategy, taking into account both smoothness and handling stability; compared with the method of switching algorithms according to working conditions, the embodiment of the present application dynamically adjusts the fusion weight through an adaptive frequency demarcation point. This adjustment process is continuous and non-step-like, and can achieve a smooth transition.

[0041] In order to make the above-mentioned objects, features and advantages of the present application more obvious and easy to understand, preferred embodiments are given below and described in detail with reference to the accompanying drawings. BRIEF DESCRIPTION OF THE DRAWINGS

[0042] In order to more clearly illustrate the technical solutions of the embodiments of the present application, the following is a brief introduction to the drawings required for use in the embodiments. It should be understood that the following drawings only show certain embodiments of the present application and therefore should not be regarded as limiting the scope. For ordinary technicians in this field, other relevant drawings can be obtained based on these drawings without creative work.

[0043] Figure 1 A flow chart showing a method for controlling a vehicle suspension provided by an embodiment of the present application is shown;

[0044] Figure 2 A schematic structural diagram of a vehicle suspension control system provided by an embodiment of the present application is shown;

[0045] Figure 3 A schematic diagram of a quarter suspension skyhook strategy provided by an embodiment of the present application is shown;

[0046] Figure 4 A schematic diagram of a quarter-suspension floor shed strategy provided by an embodiment of the present application is shown;

[0047] Figure 5 A schematic diagram of a suspension skylight hybrid strategy provided by an embodiment of the present application is shown;

[0048] 6(a)-(d) show the time domain curves of vehicle body acceleration and suspension travel at different frequency cutoff points of the ideal skyhook controller, ideal floorhook controller and vehicle suspension control system provided in the embodiments of the present application. DETAILED DESCRIPTION

[0049] In order to make the purpose, technical solutions and advantages of the embodiments of the present application clearer, the technical solutions in the embodiments of the present application will be clearly and completely described below in conjunction with the drawings in the embodiments of the present application. Obviously, the described embodiments are only a part of the embodiments of the present application, rather than all of the embodiments. The components of the embodiments of the present application generally described and shown in the drawings here can be arranged and designed in various different configurations. Therefore, the following detailed description of the embodiments of the present application provided in the drawings is not intended to limit the scope of the application for which protection is claimed, but merely represents the selected embodiments of the present application. Based on the embodiments of the present application, each other embodiment obtained by those skilled in the art without making creative work falls within the scope of protection of the present application.

[0050] Research has found that in the field of intelligent suspension control, suppressing vehicle body vibration to improve comfort and enhancing tire grip to ensure handling stability are two core requirements. Numerous suspension control strategies are developed around these two core requirements. For example, the classic skyhook control strategy aims to suppress the absolute vertical velocity of the vehicle body, thereby providing better comfort. Another example is the groundhook control strategy, which aims to control the relative velocity of the vehicle body to the ground, thereby improving vehicle handling stability.

[0051] Currently, achieving simultaneous improvements in comfort and handling stability remains a challenging issue in the field of intelligent suspension control. Existing technologies typically employ a method of switching between different control strategies based on the operating conditions. However, these two strategies, when used alone, cannot achieve a balanced balance between comfort and handling stability. Continuous changes in control variables are difficult to achieve, leading to an abrupt ride experience. Furthermore, these strategies are highly dependent on the accuracy of operating condition recognition, making misjudgments prone to poor control effectiveness.

[0052] Based on this, an embodiment of the present application provides a method for controlling a vehicle suspension to solve the problem in the prior art that only a single control strategy is used at each moment, resulting in the inability to cover the performance requirements of various working conditions.

[0053] See also Figure 1 and Figure 2 , Figure 1 This is a flow chart of a vehicle suspension control method provided in an embodiment of the present application. Figure 2This is a schematic diagram of the structure of a vehicle suspension control system provided by an embodiment of the present application. The control method provided by an embodiment of the present application is applied to a vehicle suspension control system. Figure 2 As shown in FIG, the vehicle suspension control system 1 includes a skyhook controller 3, a groundhook controller 5, a frequency mixer 4 and a fuser 9. Figure 1 As shown in , the control method provided by the embodiment of the present application includes:

[0054] S101. The frequency mixer determines a frequency demarcation point based on vehicle status data.

[0055] The frequency demarcation point is used to adjust the skyhook controller and the mixed weight of the skyhook controller.

[0056] In a possible implementation, the vehicle status data includes a suspension displacement signal and a vehicle speed signal; then step S101 may include: obtaining the frequency demarcation point by searching a pre-calibrated frequency mapping table based on the suspension displacement signal and the vehicle speed signal.

[0057] Here, the frequency mapping table is a 2-D table whose inputs are the suspension displacement signal and the vehicle speed signal, and whose output is the frequency cutoff point. The frequency mapping table can be calibrated using real vehicle experimental data, and has good real vehicle adaptability and calibrability.

[0058] Furthermore, step S101 may further include:

[0059] Dead zone processing and saturation processing are performed on the suspension displacement signal and the vehicle speed signal respectively; and the frequency demarcation point is determined based on the suspension displacement signal and the vehicle speed signal obtained after the processing.

[0060] Here, the acquired raw suspension displacement and vehicle speed signals are first subjected to dead-band processing. This ensures that the system output remains constant when the input signals fluctuate within a small range (the dead-band), thereby preventing frequent actuator jitter. Saturation processing is then performed. When the input signal exceeds the signal limit threshold, the output signal is forcibly limited, protecting the equipment and preventing over-limit loss of control. The frequency cutoff point is then determined by searching a pre-calibrated frequency mapping table based on the processed suspension displacement and vehicle speed signals.

[0061] Correspondingly, such as Figure 2 As shown in FIG, the frequency mixer 4 includes a dead zone processing module 10, a saturation processing module 11 and a frequency mapping module 8 which are connected in sequence.

[0062] S102: The skyhook controller determines the active force of the skyhook suspension based on the vehicle state data and the frequency demarcation point.

[0063] In this step, the skyhook controller determines the active force of the skyhook suspension using the skyhook control strategy based on the vehicle status data and the frequency cutoff point.

[0064] Figure 3 This is a schematic diagram of a quarter-suspension ceiling strategy provided in an embodiment of the present application. Figure 3 As shown in b and m w are one quarter of the suspension sprung mass and unsprung mass respectively; k spr and k tire are the stiffness of suspension spring and tire respectively; b pass and b tire are the passive damping coefficient of the shock absorber and the tire damping coefficient respectively; A b and A w are sprung and unsprung accelerations, respectively; V road is the road speed disturbance; b sky is the ceiling damping coefficient; F act The active force provided by the active shock absorber. The principle of skyhook control is to design an imaginary active suspension that "connects" the vehicle body and the sky to reduce the vertical vibration of the vehicle body. Ideal skyhook control and b sky Unable to achieve, F act To approximate the required active suspension force after processing, the formula is expressed as:

[0065] F act =F sky =-b sky V b =-b sky ∫A b .

[0066] For skyhook control, the vehicle state data includes a vehicle body acceleration signal; then step S102 may include:

[0067] A vehicle body speed signal is determined using the vehicle body acceleration signal; a low-frequency signal in the vehicle body speed signal is eliminated according to the frequency cutoff point to obtain a filtered vehicle body speed signal; and an active force of the skyhook suspension is determined based on the filtered vehicle body speed signal and a preset skyhook gain value.

[0068] Further, such as Figure 2 As shown in , the ceiling controller 3 includes an integration module 12, a high-pass filter 2 and a first gain module 13; then step S102 may further include:

[0069] The vehicle body acceleration signal is input into the integration module, and the vehicle body speed signal is determined through integration calculation; the vehicle body speed signal is input into the high-pass filter for filtering to obtain the filtered vehicle body speed signal; wherein the frequency demarcation point is the cutoff frequency of the high-pass filter; the filtered vehicle body speed signal is input into the first gain module, and the active force of the skyhook suspension is determined based on a preset skyhook gain value.

[0070] For a high-pass filter, the cutoff frequency represents the lowest frequency that can pass through the high-pass filter. The high-pass filter allows signals above the cutoff frequency to pass and suppresses low-frequency signals below the cutoff frequency. Therefore, signals above the cutoff frequency are almost not attenuated, while signals below the cutoff frequency are significantly weakened.

[0071] In specific implementation, the skyhook controller integrates the vehicle acceleration signal collected by the vehicle to obtain the vehicle speed signal, which is filtered by a high-pass filter and multiplied by the skyhook gain -b sky , and obtain the main power of the ceiling suspension required by the electronically controlled suspension.

[0072] S103: The floor-shed controller determines a floor-shed suspension active force based on the vehicle state data and the frequency demarcation point.

[0073] Figure 4 This is a schematic diagram of a quarter-suspension floor shed strategy provided by an embodiment of the present application. Figure 4 As shown in , the ground-hook control strategy designs an imaginary active suspension between the vehicle body and the ground. Like the skyhook algorithm, the ideal ground-hook algorithm cannot be realized. act To approximate the required active suspension force after processing, the formula is expressed as:

[0074]

[0075] For ground lift control, the vehicle status data includes a suspension displacement signal; then step S103 may include:

[0076] A suspension extension and contraction speed signal is determined using the suspension displacement signal; a high-frequency signal in the suspension extension and contraction speed signal is eliminated according to the frequency cutoff point to obtain a filtered suspension extension and contraction speed signal; and an active force of the ceiling suspension is determined based on the suspension extension and contraction speed signal and a preset floor-hook gain value.

[0077] Further, such as Figure 2 As shown in , the ground shed controller 5 includes a differential module 14, a low-pass filter 7 and a second gain module 15; then step S103 may further include:

[0078] The vehicle body acceleration signal is input into the differential module, and the suspension extension and contraction velocity signal is determined through differential calculation. The suspension extension and contraction velocity signal is input into the low-pass filter for filtering to obtain the filtered suspension extension and contraction velocity signal, wherein the frequency demarcation point is the cutoff frequency of the low-pass filter. The filtered suspension extension and contraction velocity signal is input into the second gain module, and the active force of the ground shelf suspension is determined based on a preset ground shelf gain value.

[0079] For a low-pass filter, the cutoff frequency represents the highest frequency that can pass through the low-pass filter. The low-pass filter allows signals below the cutoff frequency to pass through and suppresses high-frequency signals above the cutoff frequency. Therefore, signals below the cutoff frequency are almost not attenuated, while signals above the cutoff frequency are significantly attenuated.

[0080] In specific implementation, the ground shed controller differentiates the suspension displacement signal collected by the vehicle to obtain the suspension extension and contraction speed signal, and the suspension extension and contraction speed signal is low-pass filtered and multiplied by the ground shed gain -b gnd , and obtain the main power of the ground shelf suspension required by the electronically controlled suspension.

[0081] S104: The fuser determines a target suspension main force based on the ceiling suspension main force and the floor suspension main force.

[0082] Figure 5 This is a schematic diagram of a hybrid strategy for a suspended skylight provided in an embodiment of the present application. Figure 5 As shown in , the target suspension active force is the linear sum of the active forces required by the skyhook and groundhook control strategies. The target suspension active force is used to control the vehicle suspension.

[0083] In a specific implementation, the fuser 9 includes a superposition module 16 and a saturation processing module 17; then step S104 may include:

[0084] The main force F of the ceiling suspension sky and the active force F of the ground shed suspension gnd Input the superposition module to perform linear superposition processing to obtain the superimposed suspension main force; input the superimposed suspension main force to the saturation processing module to perform saturation processing to obtain the target suspension main force F cmd The saturation processing module can perform limiting processing and ultimately output the active force of the suspension to prevent it from exceeding the hardware capability of the actuator.

[0085] The present application embodiment conducted a comparative experiment on a single skylight controller, a single groundlight controller, and a vehicle suspension control system. Figure 6(a)-Figure 6(d) As shown, Figure 6(a)-Figure 6(d)These are the time domain curves of vehicle body acceleration and suspension travel at different frequency cutoff points for the ideal skyhook controller, the ideal groundhook controller, and the vehicle suspension control system in this application under fixed frequency road input.

[0086] The frequency cutoffs in Figures 6(a) and (b) are below the road input frequency, indicating that the hybrid control effect is closer to that of skyhook control, effectively suppressing vehicle acceleration but failing to suppress suspension travel. In contrast, the frequency cutoffs in Figures 6(c) and (d) are above the road input frequency, indicating that the hybrid control effect is closer to that of skyhook control, effectively suppressing suspension travel but failing to suppress vehicle acceleration.

[0087] Therefore, by adjusting the frequency demarcation point in real time, the mixed weight of the skyhook controller and the groundhook controller can be adjusted to simultaneously meet the balanced control of comfort and handling stability.

[0088] A vehicle suspension control method provided in an embodiment of the present application utilizes the characteristics of skyhook control and floorhook control strategies at different frequencies, determines a frequency demarcation point based on vehicle status data, and uses this frequency demarcation point as a weight adjustment factor for the two control strategies; based on the frequency demarcation point, the skyhook suspension main force and the floorhook suspension main force are respectively determined, and the target suspension main force is obtained by integrating them.

[0089] In this way, when the vehicle status data changes, the frequency demarcation point also changes accordingly, adapting to the road conditions in real time, thereby realizing dynamic real-time fusion of the skylight and roof control strategies, taking into account both smoothness and handling stability; compared with the method of switching algorithms according to working conditions, the embodiment of the present application dynamically adjusts the fusion weight through an adaptive frequency demarcation point. This adjustment process is continuous and non-step-like, and can achieve a smooth transition.

[0090] Based on the same inventive concept, an embodiment of the present application further provides a vehicle suspension control system, the system comprising:

[0091] A frequency mixer, configured to determine a frequency demarcation point based on vehicle status data; wherein the frequency demarcation point is used to adjust a skyhook controller and a mixing weight of the skyhook controller;

[0092] a skyhook controller for determining a skyhook suspension active force based on the vehicle state data and the frequency demarcation point;

[0093] a floor-shed controller, configured to determine an active force of a floor-shed suspension based on the vehicle state data and the frequency demarcation point;

[0094] The fuser is used to determine a target suspension active force based on the skyhook suspension active force and the groundhook suspension active force; the target suspension active force is used to control the vehicle suspension.

[0095] Furthermore, the vehicle status data includes a suspension displacement signal and a vehicle speed signal; when the frequency mixer is used to determine the frequency demarcation point based on the vehicle status data, the frequency mixer is used to:

[0096] The frequency demarcation point is obtained by searching a pre-calibrated frequency mapping table based on the suspension displacement signal and the vehicle speed signal.

[0097] Furthermore, when the frequency mixer is used to determine the frequency demarcation point based on the vehicle status data, the frequency mixer is further used to:

[0098] performing dead zone processing and saturation processing on the suspension displacement signal and the vehicle speed signal respectively;

[0099] The frequency demarcation point is determined based on the processed suspension displacement signal and vehicle speed signal.

[0100] Furthermore, the vehicle state data includes a vehicle body acceleration signal; when the skyhook controller is used to determine the active force of the skyhook suspension based on the vehicle state data and the frequency demarcation point, the skyhook controller is used to:

[0101] determining a vehicle body speed signal using the vehicle body acceleration signal;

[0102] Eliminating low-frequency signals from the vehicle body speed signal according to the frequency cutoff point to obtain a filtered vehicle body speed signal;

[0103] The skyhook suspension active force is determined based on the filtered vehicle body speed signal and a preset skyhook gain value.

[0104] Furthermore, the skyhook controller includes an integration module, a high-pass filter, and a first gain module; when the skyhook controller is used to determine the active force of the skyhook suspension based on the vehicle state data and the frequency demarcation point, the skyhook controller is used to:

[0105] Inputting the vehicle body acceleration signal into the integration module to determine the vehicle body speed signal through integration calculation;

[0106] Inputting the vehicle body speed signal into the high-pass filter for filtering to obtain the filtered vehicle body speed signal; wherein the frequency demarcation point is the cutoff frequency of the high-pass filter;

[0107] The filtered vehicle body speed signal is input into the first gain module, and the active force of the skyhook suspension is determined according to a preset skyhook gain value.

[0108] Furthermore, the vehicle status data includes a suspension displacement signal; and when the ground shelter controller is used to determine the active force of the ground shelter suspension based on the vehicle status data and the frequency demarcation point, the ground shelter controller is used to:

[0109] Determining a suspension extension and contraction speed signal using the suspension displacement signal;

[0110] Eliminating high-frequency signals from the suspension extension and retraction speed signal according to the frequency demarcation point to obtain a filtered suspension extension and retraction speed signal;

[0111] The active force of the skyhook suspension is determined based on the suspension extension and contraction speed signal and a preset groundhook gain value.

[0112] Furthermore, the ground-shed controller includes a differential module, a low-pass filter, and a second gain module. When the ground-shed controller is used to determine the active force of the ground-shed suspension based on the vehicle state data and the frequency demarcation point, the ground-shed controller is used to:

[0113] Inputting the vehicle body acceleration signal into the differential module, and determining the suspension extension and contraction speed signal through differential calculation;

[0114] Inputting the suspension extension and contraction speed signal into the low-pass filter for filtering to obtain the filtered suspension extension and contraction speed signal; wherein the frequency demarcation point is the cutoff frequency of the low-pass filter;

[0115] The filtered suspension extension and contraction speed signal is input into the second gain module, and the active force of the ground shelf suspension is determined according to a preset ground shelf gain value.

[0116] Furthermore, the fusion device includes a superposition module and a saturation processing module; when the fusion device is used to determine the target suspension active force based on the ceiling suspension active force and the floor suspension active force, the fusion device is used to:

[0117] Inputting the ceiling suspension main force and the floor suspension main force into the superposition module for linear superposition processing to obtain a superimposed suspension main force;

[0118] The superimposed suspension active force is input into the saturation processing module for saturation processing to obtain the target suspension active force.

[0119] Those skilled in the art will clearly understand that, for the convenience and brevity of description, the specific working processes of the systems, devices and units described above can refer to the corresponding processes in the aforementioned method embodiments and will not be repeated here.

[0120] In the several embodiments provided in this application, it should be understood that the disclosed systems, devices and methods can be implemented in other ways. The device embodiments described above are merely schematic. For example, the division of the units is merely a logical function division. There may be other division methods in actual implementation. For example, multiple units or components may be combined or integrated into another system, or some features may be ignored or not executed. Another point is that the mutual coupling or direct coupling or communication connection shown or discussed may be through some communication interface, indirect coupling or communication connection of devices or units, which may be electrical, mechanical or other forms.

[0121] The units described as separate components may or may not be physically separate, and the components shown as units may or may not be physical units, that is, they may be located in one place or distributed across multiple network units. Some or all of these units may be selected to achieve the purpose of this embodiment according to actual needs.

[0122] In addition, each functional unit in each embodiment of the present application may be integrated into one processing unit, or each unit may exist physically separately, or two or more units may be integrated into one unit.

[0123] If the functions are implemented in the form of software functional units and sold or used as independent products, they can be stored in a non-volatile computer-readable storage medium that is executable by a processor. Based on this understanding, the technical solution of the present application, or the part that contributes to the prior art, or the part of the technical solution, can be embodied in the form of a software product. The computer software product is stored in a storage medium and includes several instructions for enabling a computer device (which can be a personal computer, a server, or a network device, etc.) to execute all or part of the steps of the method described in each embodiment of the present application. The aforementioned storage medium includes various media that can store program codes, such as a USB flash drive, a mobile hard disk, a read-only memory (ROM), a random access memory (RAM), a magnetic disk or an optical disk.

[0124] Finally, it should be noted that the above-described embodiments are only specific implementation methods of the present application, which are used to illustrate the technical solutions of the present application, rather than to limit them. The scope of protection of the present application is not limited thereto. Although the present application has been described in detail with reference to the above-mentioned embodiments, those skilled in the art should understand that any person skilled in the art can modify or easily conceive of changes to the technical solutions described in the above-mentioned embodiments within the technical scope disclosed in the present application, or perform equivalent replacements for some of the technical features thereof. These modifications, changes, or replacements do not deviate from the spirit and scope of the technical solutions of the embodiments of the present application, and should be included in the scope of protection of the present application. Therefore, the scope of protection of the present application should be based on the scope of protection of the claims.

Claims

1. A method for controlling a vehicle suspension, characterized in that: The control method is applied to a vehicle suspension control system, which includes a skyhook controller, a groundhook controller, a frequency mixer, and a fuser; the control method includes: The frequency mixer determines a frequency demarcation point based on vehicle status data; wherein the frequency demarcation point is used to adjust the mixing weight of the skyhook controller and the skyhook controller; The skyhook controller determines the active force of the skyhook suspension based on the vehicle state data and the frequency demarcation point; The floor shelving controller determines the active force of the floor shelving suspension based on the vehicle state data and the frequency demarcation point; The fuser determines a target suspension active force based on the skyhook suspension active force and the floorhook suspension active force; the target suspension active force is used to control the vehicle suspension.

2. The method according to claim 1, characterized in that The vehicle state data includes a suspension displacement signal and a vehicle speed signal; the frequency mixer determines a frequency demarcation point based on the vehicle state data, including: The frequency demarcation point is obtained by searching a pre-calibrated frequency mapping table based on the suspension displacement signal and the vehicle speed signal.

3. The control method according to claim 2, characterized in that: The frequency mixer determines a frequency demarcation point based on vehicle status data, and further comprises: performing dead zone processing and saturation processing on the suspension displacement signal and the vehicle speed signal respectively; The frequency demarcation point is determined based on the processed suspension displacement signal and vehicle speed signal.

4. The method according to claim 1, wherein The vehicle state data includes a vehicle body acceleration signal; the skyhook controller determines the active force of the skyhook suspension based on the vehicle state data and the frequency demarcation point, including: determining a vehicle body speed signal using the vehicle body acceleration signal; Eliminating low-frequency signals from the vehicle body speed signal according to the frequency cutoff point to obtain a filtered vehicle body speed signal; The skyhook suspension active force is determined based on the filtered vehicle body speed signal and a preset skyhook gain value.

5. The method according to claim 4, characterized in that The skyhook controller includes an integration module, a high-pass filter, and a first gain module; the skyhook controller determines the active force of the skyhook suspension based on the vehicle state data and the frequency demarcation point, including: Inputting the vehicle body acceleration signal into the integration module to determine the vehicle body speed signal through integration calculation; Inputting the vehicle body speed signal into the high-pass filter for filtering to obtain the filtered vehicle body speed signal; wherein the frequency demarcation point is the cutoff frequency of the high-pass filter; The filtered vehicle body speed signal is input into the first gain module, and the active force of the skyhook suspension is determined according to a preset skyhook gain value.

6. The method according to claim 1, wherein The vehicle state data includes a suspension displacement signal; the floor shed controller determines the floor shed suspension active force based on the vehicle state data and the frequency demarcation point, including: Determining a suspension extension and contraction speed signal using the suspension displacement signal; Eliminating high-frequency signals from the suspension extension and retraction speed signal according to the frequency demarcation point to obtain a filtered suspension extension and retraction speed signal; The active force of the skyhook suspension is determined based on the suspension extension and contraction speed signal and a preset groundhook gain value.

7. The method according to claim 6, characterized in that The ground-shed controller includes a differential module, a low-pass filter, and a second gain module. The ground-shed controller determines the active force of the ground-shed suspension based on the vehicle state data and the frequency demarcation point, including: Inputting the vehicle body acceleration signal into the differential module, and determining the suspension extension and contraction speed signal through differential calculation; Inputting the suspension extension and contraction speed signal into the low-pass filter for filtering to obtain the filtered suspension extension and contraction speed signal; wherein the frequency demarcation point is the cutoff frequency of the low-pass filter; The filtered suspension extension and contraction speed signal is input into the second gain module, and the active force of the ground shelf suspension is determined according to a preset ground shelf gain value.

8. The method according to claim 1, characterized in that The fuser includes a superposition module and a saturation processing module; the fuser determines a target suspension active force based on the ceiling suspension active force and the floor suspension active force, including: Inputting the ceiling suspension main force and the floor suspension main force into the superposition module for linear superposition processing to obtain a superimposed suspension main force; The superimposed suspension active force is input into the saturation processing module for saturation processing to obtain the target suspension active force.

9. A vehicle suspension control system, characterized in that: The system comprises: A frequency mixer, configured to determine a frequency demarcation point based on vehicle status data; wherein the frequency demarcation point is used to adjust a skyhook controller and a mixing weight of the skyhook controller; a skyhook controller for determining a skyhook suspension active force based on the vehicle state data and the frequency demarcation point; a floor-shed controller, configured to determine an active force of a floor-shed suspension based on the vehicle state data and the frequency demarcation point; The fuser is used to determine a target suspension active force based on the skyhook suspension active force and the groundhook suspension active force; the target suspension active force is used to control the vehicle suspension.

10. The system according to claim 9, characterized in that The vehicle state data includes a suspension displacement signal and a vehicle speed signal; when the frequency mixer is used to determine the frequency demarcation point based on the vehicle state data, the frequency mixer is used to: The frequency demarcation point is obtained by searching a pre-calibrated frequency mapping table based on the suspension displacement signal and the vehicle speed signal.

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