A control method of a vehicle suspension and a vehicle suspension control system

Abstract

The application provides a control method and a control system for a vehicle suspension. The control method is applied to the control system for the vehicle suspension, and the control system for the vehicle suspension comprises: a frequency mixer configured to determine a frequency demarcation point based on vehicle state data; a skyhook controller configured to determine a skyhook suspension main force based on the vehicle state data and the frequency demarcation point; an earthhook controller configured to determine an earthhook suspension main force based on the vehicle state data and the frequency demarcation point; and a blender configured to determine a target suspension main force based on the skyhook suspension main force and the earthhook suspension main force. The target suspension main force is used to control the vehicle suspension. In this way, when the vehicle state data changes, the frequency demarcation point also changes, the dynamic and real-time fusion of the skyhook and earthhook control strategies can be achieved, and the smoothness and the steering stability are considered; the frequency demarcation point dynamically adjusts the fusion weight, the adjustment process is continuous and non-step, and the smooth transition is helpful.

Description

Technical Field

[0001] This application relates to the field of vehicle vibration reduction technology, and in particular to a vehicle suspension control method and a vehicle suspension control system. Background Technology

[0002] In the field of intelligent suspension control, suppressing vehicle vibration to improve comfort and increasing tire grip to ensure handling stability are two core requirements. Numerous suspension control strategies revolve around these two core requirements. For example, the classic Skyhook control strategy aims to suppress the absolute vertical velocity of the vehicle body, providing better comfort; while the Groundhook control strategy aims to control the relative speed of the vehicle body with respect to the ground, improving vehicle handling stability.

[0003] Currently, achieving simultaneous improvements in comfort and handling stability is a challenging problem in the field of intelligent suspension control. Existing technologies typically employ switching between different control strategies based on operating conditions for suspension control. However, this method struggles to achieve continuous changes in control parameters and is highly dependent on the accuracy of operating condition identification, resulting in poor control performance. 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 that the existing technology, which uses only a single control strategy at each moment, cannot cover the performance requirements of various operating conditions.

[0005] This application provides a vehicle suspension control method, which is applied to a vehicle suspension control system. The vehicle suspension control system includes a ceiling controller, a floor controller, a frequency mixer, and a fusion unit. The control method includes:

[0006] The frequency mixer determines the frequency boundary point based on vehicle status data; wherein, the frequency boundary point is used to adjust the mixing weight of the ceiling controller and the ceiling controller.

[0007] The canopy controller determines the active force of the canopy suspension based on the vehicle status data and the frequency boundary point;

[0008] The floor cover controller determines the active force of the floor cover suspension based on the vehicle status data and the frequency boundary point;

[0009] The fusion unit determines the target suspension active force based on the active force of the ceiling suspension and the active force of the floor suspension; the target suspension active force is used to control the vehicle suspension.

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

[0011] Based on the suspension displacement signal and the vehicle speed signal, the frequency boundary point is obtained by looking up a pre-calibrated frequency mapping table.

[0012] Furthermore, the frequency mixer, which determines the frequency boundary point based on vehicle state data, also includes:

[0013] The suspension displacement signal and the vehicle speed signal are respectively subjected to dead zone processing and saturation processing;

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

[0015] Furthermore, the vehicle status data includes vehicle body acceleration signals; the roof controller determines the active force of the roof suspension based on the vehicle status data and the frequency boundary point, including:

[0016] The vehicle speed signal is determined by the vehicle acceleration signal;

[0017] The low-frequency signal in the vehicle speed signal is removed according to the frequency boundary point to obtain the filtered vehicle speed signal;

[0018] Based on the filtered vehicle speed signal and the preset ceiling gain value, the active force of the ceiling suspension is determined.

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

[0020] The vehicle acceleration signal is input into the integration module, and the vehicle speed signal is determined by integration calculation.

[0021] The vehicle speed signal is input into the high-pass filter for filtering to obtain the filtered vehicle speed signal; wherein, the frequency boundary point is the cutoff frequency of the high-pass filter;

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

[0023] Furthermore, the vehicle status data includes suspension displacement signals; the floor controller determines the active force of the floor suspension based on the vehicle status data and the frequency boundary point, including:

[0024] The suspension extension / retraction speed signal is determined by the suspension displacement signal;

[0025] The high-frequency signals in the suspension extension speed signal are removed according to the frequency boundary point to obtain the filtered suspension extension speed signal;

[0026] Based on the suspension extension speed signal and the preset ceiling gain value, the active force of the ceiling suspension is determined.

[0027] Furthermore, the floor suspension controller includes a differentiating module, a low-pass filter, and a second gain module; the floor suspension controller determines the active force of the floor suspension based on the vehicle status data and the frequency boundary point, including:

[0028] The vehicle body acceleration signal is input into the differential module, and the suspension extension / retraction speed signal is determined through differential calculation.

[0029] The suspension extension speed signal is input into the low-pass filter for filtering to obtain the filtered suspension extension speed signal; wherein, the frequency boundary point is the cutoff frequency of the low-pass filter;

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

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

[0032] The active force of the ceiling suspension and the active force of the floor suspension are input into the superposition module for linear superposition processing to obtain the superimposed suspension active 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] This application embodiment also provides a vehicle suspension control system, the system comprising:

[0035] A frequency mixer is used to determine a frequency boundary point based on vehicle status data; wherein the frequency boundary point is used to adjust the mixing weights of the ceiling controller and the ceiling controller.

[0036] The canopy controller is used to determine the active force of the canopy suspension based on the vehicle status data and the frequency boundary point.

[0037] A floor cover controller is used to determine the active force of the floor cover suspension based on the vehicle status data and the frequency boundary point.

[0038] A fusion unit is used to determine a target suspension active force based on the active force of the roof suspension and the active force of the floor suspension; the target suspension active force is used to control the vehicle suspension.

[0039] This application provides a vehicle suspension control method and a vehicle suspension control system. It utilizes the characteristics of ceiling control and floor control strategies at different frequencies, determines the frequency boundary point based on vehicle state data, and uses it as a weighting factor for the two control strategies. Based on the frequency boundary point, it determines the active force of the ceiling suspension and the active force of the floor suspension respectively, and fuses them to obtain the target suspension active force.

[0040] In this way, when the vehicle status data changes, the frequency boundary point also changes accordingly, which can realize the dynamic real-time fusion of the top and bottom control strategies, taking into account both smoothness and handling stability. Compared with the method of switching algorithms according to the operating conditions, the embodiments of this application dynamically adjust the fusion weight through the adaptive frequency boundary point. This adjustment process is continuous and non-step, which can achieve a smooth transition.

[0041] To make the above-mentioned objectives, features and advantages of this application more apparent and understandable, preferred embodiments are described below in detail with reference to the accompanying drawings. Attached Figure Description

[0042] To more clearly illustrate the technical solutions of the embodiments of this application, the accompanying drawings used in the embodiments will be briefly introduced below. It should be understood that the following drawings only show some embodiments of this application and should not be regarded as a limitation of the scope. For those skilled in the art, other related drawings can be obtained based on these drawings without creative effort.

[0043] Figure 1 A flowchart of a vehicle suspension control method provided in an embodiment of this application is shown;

[0044] Figure 2 This paper shows a schematic diagram of the structure of a vehicle suspension control system provided in an embodiment of this application;

[0045] Figure 3 A schematic diagram of a quarter-suspension canopy strategy provided in an embodiment of this application is shown;

[0046] Figure 4 This illustration shows a schematic diagram of a quarter-suspension canopy strategy provided in an embodiment of this application;

[0047] Figure 5 This illustration shows a schematic diagram of a suspension system hybrid strategy provided in an embodiment of this application.

[0048] Figures 6(a)-(d) show the time-domain curves of vehicle body acceleration and suspension travel at different frequency boundary points for the ideal ceiling controller, ideal floor controller and vehicle suspension control system provided in the embodiments of this application. Detailed Implementation

[0049] To make the objectives, technical solutions, and advantages of the embodiments of this application clearer, the technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, and not all embodiments. The components of the embodiments of this application described and shown in the accompanying drawings can generally be arranged and designed in various different configurations. Therefore, the following detailed description of the embodiments of this application provided in the accompanying drawings is not intended to limit the scope of the claimed application, but merely represents selected embodiments of this application. Based on the embodiments of this application, every other embodiment obtained by those skilled in the art without inventive effort falls within the scope of protection of this application.

[0050] Research has revealed that in the field of intelligent suspension control, suppressing vehicle vibration to improve comfort and enhancing tire grip to ensure handling stability are two core requirements. Numerous suspension control strategies revolve around these two core requirements. For example, the classic Skyhook control strategy aims to suppress the vehicle's absolute vertical velocity, providing good comfort; while the Groundhook control strategy aims to control the vehicle's relative speed to the ground, improving vehicle handling stability.

[0051] Currently, simultaneously improving both comfort and handling stability is a major challenge in the field of intelligent suspension control. Existing technologies typically employ switching between different control strategies based on driving conditions. However, these two strategies, when used alone, cannot simultaneously address the needs of comfort and handling stability. They struggle to achieve continuous changes in control parameters, easily leading to abrupt changes in the driving experience. Furthermore, they are highly dependent on the accuracy of driving condition identification, making them prone to misjudgments and resulting in poor control performance.

[0052] Based on this, the present application provides a vehicle suspension control method to solve the problem that the existing technology, which uses only a single control strategy at each moment, cannot cover the performance requirements of various operating conditions.

[0053] Please see Figure 1 and Figure 2 , Figure 1 This is a flowchart illustrating a vehicle suspension control method provided in an embodiment of this application. Figure 2This is a schematic diagram of a vehicle suspension control system provided in an embodiment of this application. The control method provided in this embodiment is applied to a vehicle suspension control system. Figure 2 As shown, the vehicle suspension control system 1 includes a ceiling controller 3, a floor controller 5, a frequency mixer 4, and a fusion unit 9. Figure 1 As shown in the embodiments of this application, the control method includes:

[0054] S101, The frequency mixer determines the frequency boundary point based on vehicle status data.

[0055] The frequency boundary point is used to adjust the hybrid weight of the ceiling controller and the ceiling controller.

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

[0057] Here, the frequency mapping table is a 2-D table whose inputs are suspension displacement signals and vehicle speed signals, and whose output is the frequency boundary points. 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 also include:

[0059] The suspension displacement signal and the vehicle speed signal are subjected to dead zone processing and saturation processing, respectively; the frequency boundary point is determined based on the processed suspension displacement signal and vehicle speed signal.

[0060] Here, the acquired raw suspension displacement signal and raw vehicle speed signal are first subjected to dead-zone processing, so that when the input signal fluctuates within a certain small range (dead zone), the system output can remain unchanged, thereby avoiding frequent jitter of the actuator. Then, saturation processing is performed, and when the input signal exceeds the signal limit threshold, the output signal is forcibly limited to protect the equipment and prevent over-limit loss of control. Afterwards, based on the processed suspension displacement signal and vehicle speed signal, the frequency boundary point is obtained by looking up a pre-calibrated frequency mapping table.

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

[0062] S102. The canopy controller determines the active force of the canopy suspension based on the vehicle status data and the frequency boundary point.

[0063] In this step, the canopy controller uses a canopy control strategy to determine the active force of the canopy suspension based on vehicle status data and frequency boundary points.

[0064] Figure 3 This is a schematic diagram illustrating a quarter-suspension canopy strategy provided in an embodiment of this application. Figure 3 As shown, m b and m w These represent the quarter-sprung mass and unsprung mass of the suspension, respectively; k spr and k tire These are the stiffnesses of the suspension springs and tires, respectively; b pass and b tire These are the passive damping coefficient of the shock absorber and the tire damping coefficient, respectively; A b and A w These are the on-sprung and unsprung accelerations, respectively; V road For road surface speed disturbance; b sky F is the ceiling damping coefficient; act The active force provided to the active damper. The principle of roof control is to design an imaginary active suspension that "connects" the vehicle body to the sky to reduce vertical vibrations of the vehicle body. Ideal roof control and b sky Unable to achieve, F act The formula for approximating the required suspension active force is as follows:

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

[0066] For ceiling control, the vehicle status data includes the vehicle body acceleration signal; therefore, step S102 may include:

[0067] The vehicle speed signal is determined by the vehicle acceleration signal; low-frequency signals in the vehicle speed signal are removed according to the frequency boundary point to obtain a filtered vehicle speed signal; the active force of the roof suspension is determined based on the filtered vehicle speed signal and the preset roof gain value.

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

[0069] The vehicle acceleration signal is input into the integration module, and the vehicle speed signal is determined by integration calculation; the vehicle speed signal is input into the high-pass filter for filtering to obtain the filtered vehicle speed signal; wherein, the frequency boundary point is the cutoff frequency of the high-pass filter; the filtered vehicle speed signal is input into the first gain module, and the active force of the roof suspension is determined according to the preset roof 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 through and suppresses low-frequency signals below the cutoff frequency. Therefore, signals above the cutoff frequency have almost no attenuation, while signals below the cutoff frequency are significantly weakened.

[0071] In practical implementation, the ceiling controller integrates the vehicle body acceleration signal collected by the vehicle to obtain the vehicle body speed signal. The vehicle body speed signal is then filtered by a high-pass filter and multiplied by the ceiling gain -b. sky The roof suspension obtains the active power required by the electronically controlled suspension.

[0072] S103. The floor cover controller determines the active force of the floor cover suspension based on the vehicle status data and the frequency boundary point.

[0073] Figure 4 This is a schematic diagram illustrating a quarter-suspension canopy strategy provided in an embodiment of this application. Figure 4 As shown, the floor control strategy designs a hypothetical active suspension between the vehicle body and the ground. Similar to the ceiling algorithm, an ideal floor algorithm cannot be implemented. act The formula for approximating the required suspension active force is as follows:

[0074]

[0075] For suspension control, the vehicle status data includes suspension displacement signals; therefore, step S103 may include:

[0076] The suspension extension speed signal is determined by the suspension displacement signal; high-frequency signals in the suspension extension speed signal are removed according to the frequency boundary point to obtain a filtered suspension extension speed signal; the active force of the ceiling suspension is determined based on the suspension extension speed signal and the preset ceiling gain value.

[0077] Furthermore, such as Figure 2 As shown, the canopy controller 5 includes a differentiating module 14, a low-pass filter 7, and a second gain module 15; therefore, step S103 may further include:

[0078] The vehicle body acceleration signal is input into the differential module, and the suspension extension speed signal is determined by differential calculation; the suspension extension speed signal is input into the low-pass filter for filtering to obtain the filtered suspension extension speed signal; wherein, the frequency boundary point is the cutoff frequency of the low-pass filter; the filtered suspension extension speed signal is input into the second gain module, and the active force of the floor suspension is determined according to the preset floor 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 have almost no attenuation, while signals above the cutoff frequency are significantly weakened.

[0080] In practical implementation, the floor cover controller differentiates the suspension displacement signal collected by the vehicle to obtain the suspension extension / retraction speed signal. The suspension extension / retraction speed signal is then low-pass filtered and multiplied by the floor cover gain -b. gnd This allows the electronically controlled suspension to obtain the required floor suspension power.

[0081] S104. The fusion unit determines the target suspension active force based on the active force of the ceiling suspension and the active force of the floor suspension.

[0082] Figure 5 This is a schematic diagram illustrating a hybrid suspension system (skylight, roof, and ceiling) provided in an embodiment of this application. Figure 5 As shown, the target suspension active force is the linear sum of the active forces required by the roof and floor control strategies. The target suspension active force is used to control the vehicle suspension.

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

[0084] The active force F of the ceiling suspension sky and the active force F of the ground suspension gnd The input to the superposition module is linearly superimposed to obtain the superimposed suspension active force; the superimposed suspension active force is then input to the saturation processing module for saturation processing to obtain the target suspension active force F. cmd The saturation processing module can perform amplitude limiting processing, and finally output the active force of the suspension to prevent it from exceeding the hardware capability range of the actuator.

[0085] This application's embodiments include comparative experiments on a single ceiling controller, a single floor cover controller, and a vehicle suspension control system. For example... Figures 6(a)-6(d) As shown, Figures 6(a)-6(d)These are the time-domain curves of vehicle body acceleration and suspension travel at different frequency boundary points for the ideal ceiling controller, the ideal floor controller, and the vehicle suspension control system in this application, respectively, under a fixed frequency road surface input.

[0086] In Figures 6(a) and (b), the frequency cutoff point is lower than the road input frequency, indicating that the hybrid control of the roof and ground is closer to the effect of ground control, effectively suppressing vehicle acceleration but unable to suppress suspension travel. In Figures 6(c) and (d), the frequency cutoff point is higher than the road input frequency, indicating that the hybrid control of the roof and ground is closer to the effect of ground control, effectively suppressing suspension travel but unable to suppress vehicle acceleration.

[0087] Therefore, by adjusting the frequency boundary point in real time, the mixed weights of the ceiling controller and the floor controller can be adjusted to simultaneously achieve a balance between comfort and operational stability.

[0088] This application provides a vehicle suspension control method that utilizes the characteristics of ceiling control and floor control strategies at different frequencies. Based on vehicle state data, a frequency boundary point is determined as a weighting factor for the two control strategies. Based on the frequency boundary point, the active force of the ceiling suspension and the active force of the floor suspension are determined respectively, and then fused to obtain the target suspension active force.

[0089] In this way, when the vehicle status data changes, the frequency boundary point also changes accordingly, adapting to road conditions in real time, thereby realizing the dynamic real-time fusion of the roof and canopy control strategies, taking into account both smoothness and handling stability. Compared with the method of switching algorithms according to operating conditions, the embodiments of this application dynamically adjust the fusion weight through an adaptive frequency boundary point. This adjustment process is continuous and non-step-like, enabling a smooth transition.

[0090] Based on the same inventive concept, this application also provides a vehicle suspension control system, the system comprising:

[0091] A frequency mixer is used to determine a frequency boundary point based on vehicle status data; wherein the frequency boundary point is used to adjust the mixing weights of the ceiling controller and the ceiling controller.

[0092] The canopy controller is used to determine the active force of the canopy suspension based on the vehicle status data and the frequency boundary point.

[0093] A floor cover controller is used to determine the active force of the floor cover suspension based on the vehicle status data and the frequency boundary point.

[0094] A fusion unit is used to determine a target suspension active force based on the active force of the roof suspension and the active force of the floor suspension; the target suspension active force is used to control the vehicle suspension.

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

[0096] Based on the suspension displacement signal and the vehicle speed signal, the frequency boundary point is obtained by looking up a pre-calibrated frequency mapping table.

[0097] Furthermore, when the frequency mixer is used to determine the frequency boundary point based on vehicle state data, the frequency mixer is also used for:

[0098] The suspension displacement signal and the vehicle speed signal are respectively subjected to dead zone processing and saturation processing;

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

[0100] Furthermore, the vehicle status data includes vehicle body acceleration signals; when the roof controller determines the active force of the roof suspension based on the vehicle status data and the frequency boundary point, the roof controller is used to:

[0101] The vehicle speed signal is determined by the vehicle acceleration signal;

[0102] The low-frequency signal in the vehicle speed signal is removed according to the frequency boundary point to obtain the filtered vehicle speed signal;

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

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

[0105] The vehicle acceleration signal is input into the integration module, and the vehicle speed signal is determined by integration calculation.

[0106] The vehicle speed signal is input into the high-pass filter for filtering to obtain the filtered vehicle speed signal; wherein, the frequency boundary point is the cutoff frequency of the high-pass filter;

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

[0108] Furthermore, the vehicle status data includes suspension displacement signals; when the floor controller determines the active force of the floor suspension based on the vehicle status data and the frequency boundary point, the floor controller is used to:

[0109] The suspension extension / retraction speed signal is determined by the suspension displacement signal;

[0110] The high-frequency signals in the suspension extension speed signal are removed according to the frequency boundary point to obtain the filtered suspension extension speed signal;

[0111] Based on the suspension extension speed signal and the preset ceiling gain value, the active force of the ceiling suspension is determined.

[0112] Furthermore, the floor suspension controller includes a differentiating module, a low-pass filter, and a second gain module; when determining the active force of the floor suspension based on the vehicle state data and the frequency boundary point, the floor suspension controller is used to:

[0113] The vehicle body acceleration signal is input into the differential module, and the suspension extension / retraction speed signal is determined through differential calculation.

[0114] The suspension extension speed signal is input into the low-pass filter for filtering to obtain the filtered suspension extension speed signal; wherein, the frequency boundary point is the cutoff frequency of the low-pass filter;

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

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

[0117] The active force of the ceiling suspension and the active force of the floor suspension are input into the superposition module for linear superposition processing to obtain the superimposed suspension active 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 sake of convenience and brevity, the specific working processes of the systems, devices, and units described above can be referred to the corresponding processes in the foregoing 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, apparatuses, and methods can be implemented in other ways. The apparatus embodiments described above are merely illustrative. For example, the division of units is only a logical functional division, and in actual implementation, there may be other division methods. Furthermore, multiple units or components may be combined or integrated into another system, or some features may be ignored or not executed. Additionally, the shown or discussed mutual couplings, direct couplings, or communication connections may be through some communication interfaces; indirect couplings or communication connections between devices or units may be electrical, mechanical, or other forms.

[0121] The units described as separate components may or may not be physically separate. 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 the units can be selected to achieve the purpose of this embodiment according to actual needs.

[0122] In addition, the functional units in the various embodiments of this application can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit.

[0123] If the aforementioned functions are implemented as software functional units and sold or used as independent products, they can be stored in a processor-executable, non-volatile, computer-readable storage medium. Based on this understanding, the technical solution of this application, in essence, or the part that contributes to the prior art, or a portion of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods described in the various embodiments of this application. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, portable hard drives, read-only memory (ROM), random access memory (RAM), magnetic disks, or optical disks.

[0124] Finally, it should be noted that the above-described embodiments are merely specific implementations of this application, used to illustrate the technical solutions of this application, and not to limit them. The scope of protection of this application is not limited thereto. Although this application has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that any person skilled in the art can still modify or easily conceive of changes to the technical solutions described in the foregoing embodiments, or make equivalent substitutions for some of the technical features, within the scope of the technology disclosed in this application. Such modifications, changes, or substitutions do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of this application, and should all be covered within the scope of protection of this application. Therefore, the scope of protection of this application should be determined by the scope 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 roof controller, a floor controller, a frequency mixer, and a fusion unit; the control method includes: The frequency mixer determines the frequency boundary point based on vehicle status data; wherein, the frequency boundary point is used to adjust the mixing weights of the ceiling controller and the floor controller; The canopy controller determines the active force of the canopy suspension based on the vehicle status data and the frequency boundary point; The floor cover controller determines the active force of the floor cover suspension based on the vehicle status data and the frequency boundary point; The fusion unit determines the target suspension active force based on the active force of the roof suspension and the active force of the floor suspension; the target suspension active force is used to control the vehicle suspension; The vehicle status data includes vehicle body acceleration signals; the roof controller determines the active force of the roof suspension based on the vehicle status data and the frequency boundary point, including: The vehicle speed signal is determined by the vehicle acceleration signal; The low-frequency signal in the vehicle speed signal is removed according to the frequency boundary point to obtain the filtered vehicle speed signal; Based on the filtered vehicle speed signal and the preset roof gain value, the active force of the roof suspension is determined; The roof controller includes an integral module, a high-pass filter, and a first gain module; the roof controller determines the active force of the roof suspension based on the vehicle state data and the frequency boundary point, including: The vehicle acceleration signal is input into the integration module, and the vehicle speed signal is determined by integration calculation. The vehicle speed signal is input into the high-pass filter for filtering to obtain the filtered vehicle speed signal; wherein, the frequency boundary point is the cutoff frequency of the high-pass filter; The filtered vehicle speed signal is input into the first gain module, and the active force of the roof suspension is determined according to the preset roof gain value. The vehicle status data includes suspension displacement signals; the floor controller determines the active force of the floor suspension based on the vehicle status data and the frequency boundary point, including: The suspension extension / retraction speed signal is determined by the suspension displacement signal; The high-frequency signals in the suspension extension speed signal are removed according to the frequency boundary point to obtain the filtered suspension extension speed signal; Based on the suspension extension speed signal and the preset floor cover gain value, the active force of the floor cover suspension is determined; The floor suspension controller includes a differentiating module, a low-pass filter, and a second gain module; the floor suspension controller determines the active force of the floor suspension based on the vehicle status data and the frequency boundary point, including: The suspension displacement signal is input into the differential module, and the suspension extension / retraction speed signal is determined through differential calculation. The suspension extension speed signal is input into the low-pass filter for filtering to obtain the filtered suspension extension speed signal; wherein, the frequency boundary point is the cutoff frequency of the low-pass filter; The filtered suspension extension speed signal is input into the second gain module, and the active force of the suspension is determined according to the preset floor gain value.

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

3. The control method according to claim 2, characterized in that, The frequency mixer determines the frequency boundary point based on vehicle status data, and also includes: The suspension displacement signal and the vehicle speed signal are respectively subjected to dead zone processing and saturation processing; The frequency boundary point is determined based on the processed suspension displacement signal and vehicle speed signal.

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

5. A vehicle suspension control system, characterized in that, The system includes: A frequency mixer is used to determine a frequency boundary point based on vehicle status data; wherein the frequency boundary point is used to adjust the mixing weights of the ceiling controller and the floor controller. The canopy controller is used to determine the active force of the canopy suspension based on the vehicle status data and the frequency boundary point. A floor cover controller is used to determine the active force of the floor cover suspension based on the vehicle status data and the frequency boundary point. A fusion unit is used to determine a target suspension active force based on the active force of the roof suspension and the active force of the floor suspension; the target suspension active force is used to control the vehicle suspension. The vehicle status data includes vehicle body acceleration signals; when the roof controller is used to determine the active force of the roof suspension based on the vehicle status data and the frequency boundary point, the roof controller is used to: The vehicle speed signal is determined by the vehicle acceleration signal; The low-frequency signal in the vehicle speed signal is removed according to the frequency boundary point to obtain the filtered vehicle speed signal; Based on the filtered vehicle speed signal and the preset roof gain value, the active force of the roof suspension is determined; The canopy controller includes an integral module, a high-pass filter, and a first gain module; when determining the active force of the canopy suspension based on the vehicle state data and the frequency boundary point, the canopy controller is used for: The vehicle acceleration signal is input into the integration module, and the vehicle speed signal is determined by integration calculation. The vehicle speed signal is input into the high-pass filter for filtering to obtain the filtered vehicle speed signal; wherein, the frequency boundary point is the cutoff frequency of the high-pass filter; The filtered vehicle speed signal is input into the first gain module, and the active force of the roof suspension is determined according to the preset roof gain value. The vehicle status data includes suspension displacement signals; when the floor controller determines the active force of the floor suspension based on the vehicle status data and the frequency boundary point, the floor controller is used to: The suspension extension / retraction speed signal is determined by the suspension displacement signal; The high-frequency signals in the suspension extension speed signal are removed according to the frequency boundary point to obtain the filtered suspension extension speed signal; Based on the suspension extension speed signal and the preset floor cover gain value, the active force of the floor cover suspension is determined; The floor suspension controller includes a differentiating module, a low-pass filter, and a second gain module; when determining the active force of the floor suspension based on the vehicle status data and the frequency boundary point, the floor suspension controller is used for: The suspension displacement signal is input into the differential module, and the suspension extension / retraction speed signal is determined through differential calculation. The suspension extension speed signal is input into the low-pass filter for filtering to obtain the filtered suspension extension speed signal; wherein, the frequency boundary point is the cutoff frequency of the low-pass filter; The filtered suspension extension speed signal is input into the second gain module, and the active force of the suspension is determined according to the preset floor gain value.

6. The system according to claim 5, characterized in that, The vehicle status data includes suspension displacement signals and vehicle speed signals; when the frequency mixer is used to determine the frequency boundary point based on the vehicle status data, the frequency mixer is used for: Based on the suspension displacement signal and the vehicle speed signal, the frequency boundary point is obtained by looking up a pre-calibrated frequency mapping table.

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