Suspension control method for vehicle, vehicle, and computer-readable storage medium

Abstract

The embodiment of the application provides a suspension control method of a vehicle, a vehicle and a computer readable storage medium, the method comprises the following steps: collecting a vibration signal from the suspension of the vehicle; decomposing the vibration signal into multiple category signals, wherein different category signals have different signal frequencies; determining a control strategy corresponding to each category signal, wherein the control strategy is used to represent an algorithm rule for control calculation of the category signal, and the algorithm rule meets the characteristics of the signal frequency of the category signal; performing control calculation on the category signal according to the control strategy to obtain a control force component matched with the category signal; determining a control force corresponding to the suspension based on multiple control force components corresponding to multiple category signals; and controlling the suspension according to the control force. The application solves the technical problem of low precision of the suspension control of the vehicle.

Description

Technical Field

[0001] Embodiments of the present application relate to the field of vehicle control, and in particular, to a vehicle suspension control method, a vehicle, and a computer-readable storage medium. Background Art

[0002] Currently, suspension, as the bridge connecting the wheels and the body of a vehicle, can determine the vehicle's dynamic performance. With technological advancements and increasing demands for passenger comfort, more and more vehicles are beginning to adopt electronically controlled suspension technology.

[0003] The aforementioned electronically controlled suspension technology utilizes components such as sensors, electronic control units, and actuators to control the suspension. However, ensuring the vehicle's dynamic performance requires further reliance on suspension control strategies.

[0004] Due to limitations in vehicle hardware and cost, suspension improvements are gradually shifting from hardware to software control strategies. Suspension control can leverage data collected by vehicle sensors to meet user demands for precision and effectiveness.

[0005] The mainstream suspension control algorithms mentioned above are typically single algorithms, such as skyhook, floorhook, mixed-hook, and proportional-integral-derivative (PID) controllers. These single algorithms often suffer from frequency limitations or suboptimal control accuracy, failing to meet the precise control requirements of the suspension and resulting in low vehicle suspension control accuracy.

[0006] There is currently no good solution to the above problems. Summary of the Invention

[0007] Embodiments of the present application provide a suspension control method for a vehicle, a vehicle, and a computer-readable storage medium to at least solve the technical problem of low precision in controlling the suspension.

[0008] According to one aspect of an embodiment of the present application, a vehicle suspension control method is provided. The method may include: collecting a vibration signal from the vehicle suspension; decomposing the vibration signal into multiple category signals, wherein different category signals have different signal frequencies; determining a control strategy corresponding to each category signal, wherein the control strategy represents an algorithmic rule for performing control calculations on the category signal, and the algorithmic rule satisfies the signal frequency characteristics of the category signal; performing control calculations on the category signal according to the control strategy to obtain a control force component that matches the category signal; determining a control force corresponding to the suspension based on multiple control force components corresponding to the multiple category signals; and controlling the suspension according to the control force.

[0009] Furthermore, determining the control strategy corresponding to the category signal includes: in response to the category signal being a first category signal, determining a dual-mode control strategy corresponding to the first category signal, wherein the first signal frequency corresponding to the first category signal is lower than the frequency threshold, and the dual-mode control strategy is used to represent the dual-mode control algorithm rules for performing control calculations on the first category signal, and the dual-mode control algorithm rules satisfy the characteristics of the first signal frequency; in response to the category signal being a second category signal, determining the acceleration and damping control strategy corresponding to the second category signal, wherein the second signal frequency corresponding to the second category signal is higher than the frequency threshold, and the acceleration and damping control strategy is used to represent the acceleration and damping control algorithm rules for performing control calculations on the second category signal, and the acceleration and damping control algorithm rules satisfy the characteristics of the second signal frequency.

[0010] Furthermore, according to the control strategy, control calculations are performed on the category signal to obtain a control force component that matches the category signal, including: in response to the category signal being a first category signal, low-pass filtering the first category signal; performing time-frequency conversion on the filtered first category signal to obtain a first time domain signal; and according to the dual-modal control strategy, control calculations are performed on the first time domain signal to obtain a control force component that matches the first category signal.

[0011] Furthermore, according to the control strategy, control calculations are performed on the category signal to obtain a control force component that matches the category signal, including: in response to the category signal being a second category signal, high-pass filtering the second category signal; performing time-frequency conversion on the filtered second category signal to obtain a second time domain signal; and according to the acceleration and damping control strategy, control calculations are performed on the second time domain signal to obtain a control force component that matches the second category signal.

[0012] Furthermore, the vibration signal is decomposed into multiple category signals, including: collecting motion parameters of the suspension under the vibration signal; solving the motion parameters to obtain a solution result, wherein the solution result is used to represent the dynamic characteristics of the suspension under the vibration signal; based on the solution result, determining the frequency response function of the suspension under the vibration signal, wherein the frequency response function is used to represent the response characteristics of the suspension to the vibration signal under different signal frequencies; based on the frequency response function, the vibration signal is decomposed into multiple category signals.

[0013] Furthermore, based on the frequency response function, the vibration signal is decomposed into multiple category signals, including: determining the first-order resonance frequency and the maximum vibration frequency of the suspension based on the frequency response function; determining the target number of layers based on the first-order resonance frequency and the maximum vibration frequency, wherein the target number of layers is used to represent the layer depth of the frequency response function to be decomposed; decomposing the vibration signal into decomposition results of the target number of layers based on the first-order resonance frequency; and searching for multiple category signals from the decomposition results.

[0014] Furthermore, based on the first-order resonance frequency, the vibration signal is decomposed into decomposition results of a target number of layers, including: using the first-order resonance frequency as the frequency threshold, performing wavelet decomposition on the vibration signal to obtain a decomposition result of the target number of layers; searching for multiple category signals from the decomposition results, including: searching for target signals corresponding to the target number of layers from the decomposition results, wherein the target signal is used to represent the signal of the frequency band containing the frequency threshold in the target layer, and the target layer is the last layer in the target number of layers; the signal below the frequency threshold in the target signal is determined as a first category signal, and the signal above the frequency threshold in the target signal is determined as a second category signal.

[0015] Furthermore, based on the multiple control force components corresponding to the multiple category signals, the control force corresponding to the suspension is determined, including: superimposing the multiple control force components matched by the multiple category signals to obtain the control force corresponding to the suspension.

[0016] According to one aspect of an embodiment of the present application, a vehicle suspension control device is also provided. The device may include: a collection unit for collecting vibration signals from the vehicle suspension; a decomposition unit for decomposing the vibration signals into multiple category signals, wherein different category signals have different signal frequencies; a first determination unit for determining a control strategy corresponding to each category signal, wherein the control strategy is used to represent an algorithm rule for performing control calculations on the category signal, and the algorithm rule satisfies the signal frequency characteristics of the category signal; a first control unit for performing control calculations on the category signal according to the control strategy to obtain a control force component that matches the category signal; a second determination unit for determining a control force corresponding to the suspension based on multiple control force components corresponding to the multiple category signals; and a second control unit for controlling the suspension according to the control force.

[0017] According to another aspect of an embodiment of the present application, a vehicle is further provided, comprising: a memory storing an executable program; and a processor for running the program, wherein the method of each embodiment of the present application is executed when the program is running.

[0018] According to another aspect of an embodiment of the present application, a computer-readable storage medium is also provided, which includes a stored executable program, wherein when the executable program is running, the device where the computer-readable storage medium is located is controlled to execute the methods in various embodiments of the present application.

[0019] According to another aspect of the embodiments of the present application, a computer program product is further provided, including a computer program, which implements the methods in various embodiments of the present application when executed by a processor.

[0020] According to another aspect of an embodiment of the present application, a computer program product is further provided, including a non-volatile computer-readable storage medium, wherein the non-volatile computer-readable storage medium stores a computer program, and when the computer program is executed by a processor, the method in each embodiment of the present application is implemented.

[0021] According to another aspect of the embodiments of the present application, a computer program is further provided, which implements the methods in various embodiments of the present application when executed by a processor.

[0022] In an embodiment of the present application, a vibration signal is collected from a vehicle suspension; the vibration signal is decomposed into multiple class signals, wherein different class signals have different signal frequencies; a control strategy corresponding to the class signal is determined for each class signal, wherein the control strategy is used to represent an algorithm rule for performing control calculations on the class signal, and the algorithm rule satisfies the signal frequency characteristics of the class signal; a control calculation is performed on the class signal according to the control strategy to obtain a control force component matching the class signal; a control force corresponding to the suspension is determined based on multiple control force components corresponding to the multiple class signals; and the suspension is controlled according to the control force. In other words, the embodiment of the present invention can achieve the purpose of accurately controlling the suspension at different signal frequencies by decomposing the vibration signal into multiple class signals and applying different control strategies to different class signals in a targeted manner. This allows both low-frequency large-scale vehicle body shaking and high-frequency subtle vibrations to be effectively processed, thereby avoiding the frequency band limitation or unsatisfactory control accuracy caused by controlling the suspension using a single control algorithm, solving the technical problem of low-precision control of the vehicle suspension, and thus achieving the technical effect of improving the precision of vehicle suspension control. BRIEF DESCRIPTION OF THE DRAWINGS

[0023] The drawings described herein are used to provide a further understanding of the present application and constitute a part of the present application. The illustrative embodiments of the present application and their descriptions are used to explain the present application and do not constitute an improper limitation on the present application. In the drawings:

[0024] Figure 1 is a flow chart of a vehicle suspension control method according to an embodiment of the present application;

[0025] Figure 2 is a schematic diagram of a two-degree-of-freedom suspension according to an embodiment of the present invention;

[0026] Figure 3 is a schematic diagram of wavelet signal decomposition according to an embodiment of the present invention;

[0027] Figure 4 is a flow chart of a suspension control method based on signal decomposition according to an embodiment of the present invention;

[0028] Figure 5 FIG. 4 is a schematic diagram of a suspension control device for a vehicle according to an embodiment of the present invention.

[0029] Among them, the above-mentioned Figure 5 The following reference numerals are included:

[0030] 50. Suspension control device of a vehicle; 51. Acquisition unit; 52. Decomposition unit; 53. First determination unit; 54. First control unit; 55. Second determination unit; 56. Second control unit. DETAILED DESCRIPTION

[0031] In order to enable those skilled in the art to better understand the present invention, the following will clearly and completely describe the technical solutions in the embodiments of the present invention in conjunction with the drawings in the embodiments of the present invention. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments in the present invention, all other embodiments obtained by ordinary technicians in this field without making creative efforts should fall within the scope of protection of this application.

[0032] It should be noted that the terms "first", "second", etc. in the specification and claims of the present application and the above-mentioned drawings are used to distinguish similar objects and are not necessarily used to describe a specific order or sequential order. It should be understood that the data used in this way can be interchangeable where appropriate, so that the embodiments of the present application described herein can be implemented in a sequence other than those illustrated or described herein. In addition, the terms "including" and "having" and any variations thereof are intended to cover non-exclusive inclusions, for example, a process, method, system, product or device comprising a series of steps or units is not necessarily limited to those steps or units clearly listed, but may include other steps or units that are not clearly listed or inherent to these processes, methods, products or devices.

[0033] According to an embodiment of the present application, an embodiment of a suspension control method for a vehicle is provided. It should be noted that the steps shown in the flowchart of the accompanying drawings can be executed in a computer system such as a set of computer-executable instructions, and although a logical order is shown in the flowchart, in some cases, the steps shown or described can be executed in an order different from that shown here.

[0034] In this embodiment, a vehicle suspension control method is provided. Figure 1 FIG is a flow chart of a suspension control method for a vehicle according to an embodiment of the present application. Figure 1 As shown, the process may include the following steps:

[0035] Step S102: collecting vibration signals from the suspension of the vehicle.

[0036] In the technical solution provided in the above step S102 of the present application, the suspension of the vehicle is a device for connecting the wheel axle and the body of the vehicle, which can be used to reduce the impact of uneven road surface on the body of the vehicle during driving, thereby providing the user of the vehicle with a comfortable driving experience and stable handling performance. Optionally, the vehicle of this embodiment may include but is not limited to passenger cars, commercial vehicles, etc., and the suspension of the vehicle may include but is not limited to an electronically controlled suspension using electronically controlled suspension technology. The electronically controlled suspension can dynamically adjust the damping and stiffness through an electronic control system, thereby improving the comfort and controllability of the vehicle. For example, the electronically controlled suspension can be a semi-active suspension. Optionally, the design and control strategy of the above-mentioned electronically controlled suspension of this embodiment can be developed based on the dynamic characteristics of a two-degree-of-freedom suspension model.

[0037] In this embodiment, the vibration signal on the suspension can be a signal generated by vibration caused by uneven road conditions during vehicle travel. The vibration signal can be collected by a sensor on the vehicle and then input to the vehicle's suspension. In other words, the vibration signal can be an external signal acting on the vehicle's suspension.

[0038] In this embodiment, the vibration signal can be collected from the vehicle's suspension, and the collection can be real-time. The vibration signal can generate a sprung signal and an unsprung signal. The sprung signal can include sprung velocity and sprung acceleration, while the unsprung signal can include unsprung velocity and unsprung acceleration, thereby capturing the vibration and dynamic changes of the suspension during vehicle operation.

[0039] Step S104: decompose the vibration signal into multiple category signals.

[0040] In the technical solution provided in the above step S104 of the present application, after collecting the vibration signal from the suspension of the vehicle, the vibration signal can be decomposed into multiple category signals, wherein different category signals have different signal frequencies.

[0041] In this embodiment, since any signal can be considered a superposition of multiple signals, the collected vibration signal can be decomposed, that is, the vibration signal can be subjected to signal decomposition processing to obtain multiple categories of signals. Optionally, this embodiment can perform wavelet decomposition processing on the vibration signal to obtain multiple categories of signals. The vibration signal can serve as the original signal for wavelet decomposition, and this wavelet decomposition processing can be used to perform multi-resolution analysis on the vibration signal, taking into account the characteristics of frequency resolution and time resolution, thereby making the feature analysis of the vibration signal in terms of time resolution and frequency resolution more accurate and comprehensive.

[0042] In this embodiment, the multiple category signals in the above-mentioned vibration signal can be different category signals, and different category signals have different signal frequencies, thereby achieving the purpose of frequency identification of the vibration signal. That is, the category signal can be defined by the signal frequency and is a signal of different signal frequencies. For example, the category signal with a signal frequency lower than the frequency threshold can be a low-frequency signal, and the category signal with a signal frequency higher than the frequency threshold can be a high-frequency signal, thereby achieving the purpose of decomposing the vibration signal into two signals. Among them, the frequency threshold can be a critical threshold for distinguishing low-frequency signals from high-frequency signals. Optionally, the above-mentioned different signal frequencies are different frequency band signals within the full frequency band range.

[0043] Optionally, the above-mentioned category signal can be used to represent the characteristic signal after the vibration signal is decomposed. Different characteristic signals have different signal frequencies. For example, a characteristic signal whose signal frequency is lower than the frequency threshold can be a low-frequency characteristic signal (S L ), which can include the swing information of the suspension at low frequency, and the characteristic signal whose signal frequency is higher than the frequency threshold can be the high-frequency characteristic signal (S H ), which can include vibration signals caused by road bumps.

[0044] Step S106: for each type of signal, determine a control strategy corresponding to the type of signal.

[0045] In the technical solution provided in the above-mentioned step S106 of the present application, after the vibration signal is decomposed into multiple category signals, a control strategy corresponding to the category signal can be determined for each category signal, wherein the control strategy is used to represent the algorithm rules for controlling the category signal, and the algorithm rules satisfy the characteristics of the signal frequency of the category signal.

[0046] In this embodiment, different types of signals correspond to different control strategies, and the control strategy corresponding to each type of signal can be determined. This control strategy represents the algorithmic rules for performing control calculations on the type of signal. It is a defined control logic and algorithm, and can be referred to as a control algorithm. This control algorithm can be used to perform control calculations on the type of signal to improve the vehicle's ride comfort and handling stability. Therefore, in this embodiment, multiple types of signals correspond to multiple control algorithms, avoiding the frequency band limitations or unsatisfactory control accuracy associated with using a single control algorithm to control the suspension.

[0047] Optionally, the algorithm rules of this embodiment meet the signal frequency characteristics of the category signal, and the algorithm rules may be designed to maximize the advantages of the algorithm rules at the corresponding signal frequency.

[0048] Optionally, this embodiment can analyze the signal frequency characteristics of each category signal. Since the low-frequency characteristic signal can be related to the stability and ride comfort of the vehicle, when the category signal is a low-frequency characteristic signal, the control strategy corresponding to the low-frequency characteristic signal can be a low-frequency control strategy. The low-frequency control strategy can have good performance under low-frequency (for example, the signal frequency is lower than the frequency threshold) signal frequency characteristics, that is, the low-frequency control strategy has good low-frequency characteristics, which can effectively reduce the body swing amplitude, thereby improving the user's riding comfort. Among them, the algorithm rules corresponding to the low-frequency control strategy can be a bimodal control algorithm (BCA for short), which can be used to optimize the suspension response of the vehicle under different driving conditions to improve the ride comfort and handling stability of the vehicle.

[0049] Since the high-frequency characteristic signal has more influence on the handling stability and road adaptability of the vehicle, in the case that the category signal is the high-frequency characteristic signal, the control strategy corresponding to the high-frequency characteristic signal can be a high-frequency control strategy. The high-frequency control strategy can suppress high-frequency (for example, the signal frequency is higher than the frequency threshold) vibration by adjusting the damping coefficient of the corresponding shock absorber of the suspension in real time, that is, the high-frequency control strategy can have good high-frequency characteristics, thereby enhancing the handling stability of the vehicle and reducing the jolt feeling of the road feedback to the vehicle body. The algorithm rule corresponding to the high-frequency control strategy can be an acceleration-derivative damping control algorithm (ADD), which can be used to improve the dynamic performance of the vehicle when encountering road bumps during driving, especially for high-frequency vibration suppression.

[0050] In step S108, the category signal is controlled and calculated according to the control strategy to obtain a control force component matched with the category signal.

[0051] In the technical solution provided in the above step S108 of the present application, after determining the control strategy corresponding to each category signal, the control strategy is used to control and calculate the category signal to obtain a control force component matched with the category signal.

[0052] In this embodiment, since the control strategy is used to represent the algorithm rule for control and calculation of the category signal, different category signals can be controlled and calculated according to the control strategies corresponding to the different category signals, respectively, to obtain control force components matched with the different category signals, respectively, and obtain multiple control force components. The control force component can be a suspension control force component, that is, a force acting on the suspension, which can be used to reduce the vibration of the vehicle and improve the comfort and handling of the vehicle.

[0053] For example, in the case that the control strategy is the low-frequency control strategy and the category signal is the low-frequency characteristic signal, the low-frequency characteristic signal can be controlled and calculated according to the low-frequency control strategy to obtain a low-frequency control force component matched with the low-frequency characteristic signal; in the case that the control strategy is the high-frequency control strategy and the category signal is the high-frequency characteristic signal, the high-frequency characteristic signal can be controlled and calculated according to the high-frequency control strategy to obtain a high-frequency control force component matched with the high-frequency characteristic signal, thereby ensuring that the suspension can achieve the best control effect when processing the low-frequency characteristic signal and the high-frequency characteristic signal.

[0054] This embodiment obtains multiple control force components based on multiple control strategies corresponding to multiple categories of signals. This ensures that the suspension can make the most appropriate response to both low-frequency large-scale body movements and high-frequency subtle vibrations, thereby improving user comfort and the overall handling performance of the vehicle, and avoiding the problem of low suspension control accuracy that may occur when facing mixed-frequency vibrations through a single control algorithm.

[0055] Step S110 : determining the control force corresponding to the suspension based on the multiple control force components corresponding to the multiple category signals.

[0056] In the technical solution provided in the above step S110 of the present application, after performing control calculation on the category signal according to the control strategy and obtaining the control force component matching the category signal, the control force corresponding to the suspension can be determined based on multiple control force components corresponding to multiple category signals.

[0057] In this embodiment, multiple control force components corresponding to multiple signal categories can be combined to determine the actual control force to be applied to the suspension. This achieves the purpose of obtaining multiple control force components through multiple control strategies corresponding to multiple signal categories, and then performing fusion control on these multiple control force components. In other words, the purpose of fusion control using multiple algorithms (which may be referred to as algorithm fusion or fusion control) is achieved. This embodiment combines the control force components by superimposing or synthesizing the multiple control force components, so that the final control force of the suspension is the sum of the control force components corresponding to each signal frequency. This embodiment thus takes into account the control requirements of different signal categories for the suspension, achieving comprehensive and refined control of the suspension at different signal frequencies.

[0058] Optionally, this embodiment may generate a control instruction for the suspension based on the control force corresponding to the suspension. The suspension instruction may be used to control the suspension, thereby improving the overall comfort and handling of the vehicle during driving.

[0059] Step S112: Control the suspension according to the control force.

[0060] In the technical solution provided in the above step S112 of the present application, after the control force corresponding to the suspension is determined based on the multiple control force components corresponding to the multiple category signals, the suspension can be controlled according to the control force.

[0061] In this embodiment, the actuators in the suspension system may include electronically controlled dampers and / or electronically controlled springs, which can rapidly respond to the control signal corresponding to the aforementioned control force and adjust the suspension parameters to control the suspension. The suspension parameters may be damping force or spring stiffness, thereby offsetting or reducing vehicle body vibration. Optionally, when the calculated control force indicates a need to reduce vehicle body vibration, the electronically controlled damper may increase the damping force accordingly, allowing the suspension to absorb vibration energy more quickly, thereby smoothing vehicle body motion. When the calculated control force indicates a need to counteract roll, the spring stiffness or damping force distribution may be adjusted to enhance the vehicle's lateral stability.

[0062] Optionally, the above-mentioned control of the suspension according to the control force can be a real-time process, thereby ensuring that the vehicle can quickly adapt to changes in road surface and driving conditions to provide users with an optimal driving experience.

[0063] It should be noted that the suspension control method of the vehicle of this embodiment can be applied to the chassis control system of the vehicle. In the process of executing the above suspension control method, the vehicle of this embodiment can interact with the roadside equipment and the terminal equipment. Optionally, the vehicle can send an information subscription request to the roadside equipment. The message subscription request can include specific types of information that the vehicle needs to receive, such as road conditions, traffic signal status, forward obstacle warnings, etc.; the roadside equipment can respond to the information subscription request and send roadside perception information to the vehicle. For example, the roadside equipment will filter out the roadside perception information that meets the vehicle's needs based on its own perception capabilities and stored information, and send it to the vehicle at a certain frequency; in addition to communicating with the roadside equipment, the vehicle can also receive driving scene switching instructions transmitted by the terminal equipment through the network. For example, the driving scene switching instruction can be used to switch the vehicle to energy-saving mode, sports mode, automatic driving mode, etc., so that the vehicle can adapt to the new driving scene.

[0064] Through the above steps S102 to S112, a vibration signal is collected from the suspension of the vehicle; the vibration signal is decomposed into multiple category signals, wherein different category signals have different signal frequencies; a control strategy corresponding to the category signal is determined for each category signal, wherein the control strategy is used to represent an algorithm rule for performing control calculations on the category signal, and the algorithm rule satisfies the signal frequency characteristics of the category signal; according to the control strategy, the category signal is controlled and calculated to obtain a control force component matching the category signal; based on multiple control force components corresponding to the multiple category signals, a control force corresponding to the suspension is determined; and the suspension is controlled according to the control force. In other words, the embodiment of the present invention can achieve the purpose of accurately controlling the suspension at different signal frequencies by decomposing the vibration signal into multiple category signals and applying different control strategies to different category signals in a targeted manner. This allows both low-frequency large-scale vehicle body shaking and high-frequency subtle vibrations to be effectively processed, thereby avoiding the frequency band limitation or unsatisfactory control accuracy caused by controlling the suspension using a single control algorithm, solving the technical problem of low precision in controlling the vehicle suspension, and thus achieving the technical effect of improving the precision of controlling the vehicle suspension.

[0065] The above method of this application is further introduced below.

[0066] In this embodiment, after the vibration signal is decomposed into multiple types of signals, each type of decomposed signal has a corresponding control algorithm. This method is further described below.

[0067] As an optional implementation, step S106, determining the control strategy corresponding to the category signal, includes: in response to the category signal being a first category signal, determining a bimodal control strategy corresponding to the first category signal, wherein the first signal frequency corresponding to the first category signal is lower than the frequency threshold, and the bimodal control strategy is used to represent the bimodal control algorithm rules for performing control calculations on the first category signal, and the bimodal control algorithm rules satisfy the characteristics of the first signal frequency; in response to the category signal being a second category signal, determining the acceleration and damping control strategy corresponding to the second category signal, wherein the second signal frequency corresponding to the second category signal is higher than the frequency threshold, and the acceleration and damping control strategy is used to represent the acceleration and damping control algorithm rules for performing control calculations on the second category signal, and the acceleration and damping control algorithm rules satisfy the characteristics of the second signal frequency.

[0068] In this embodiment, the multiple categories of signals may include a first category signal and a second category signal, and the first category signal and the second category signal correspond to different signal frequencies. The first category signal corresponds to a first signal frequency, and the first signal frequency is lower than the frequency threshold. Therefore, the first category signal may be a low-frequency signal. For example, the low-frequency signal may be a low-frequency characteristic signal, which can be detected by SL Indicates that the first signal frequency may be a low-frequency signal frequency; the second category signal corresponds to a second signal frequency, and the second signal frequency is higher than the frequency threshold. Therefore, the second category signal may be a high-frequency signal. For example, the high-frequency signal may be a high-frequency characteristic signal, which can be obtained by S H Indicates that the second signal frequency may be a high-frequency signal frequency.

[0069] In this embodiment, the control strategy may include a dual-mode control strategy and an acceleration damping control strategy. In response to the above-mentioned category signal being a first category signal, it is determined that the first category signal corresponds to a dual-mode control strategy. The dual-mode control strategy can be used to represent a dual-mode control algorithm rule for performing control calculations on the first category signal. The dual-mode control algorithm rule may be a rule followed by a dual-mode control algorithm, which may be called a BCA algorithm, which satisfies the characteristics of the first signal frequency, that is, the characteristics of the low-frequency signal frequency (having good low-frequency characteristics). Optionally, the reason why the rules followed by the dual-mode control algorithm of this embodiment can meet the characteristics of the low-frequency signal frequency is that the dual-mode control algorithm utilizes the slow-changing characteristics of low-frequency vibrations, and can smoothly adjust the damping force by calculating the relative speed between the vehicle body and a fixed reference point, thereby reducing vehicle body shaking and improving user riding comfort.

[0070] Optionally, in response to the above-mentioned category signal being a second category signal, it is determined that the second category signal corresponds to an acceleration damping control strategy. The acceleration damping control strategy can be used to represent the acceleration damping control strategy algorithm rule for performing control calculations on the second category signal. The acceleration damping control strategy algorithm rule can be the rule followed by the acceleration damping control strategy algorithm rule, which can be called an ADD algorithm, which satisfies the characteristics of the second signal frequency, that is, satisfies the characteristics of the high-frequency signal frequency (has good high-frequency characteristics). Optionally, the reason why the rules followed by the acceleration damping control algorithm of this embodiment meet the characteristics of the high-frequency signal frequency is due to the acceleration damping control algorithm's sensitivity to the acceleration change rate, the ability to reduce phase lag, the enhancement of high-frequency response, and the combination with the adaptive algorithm. These characteristics enable the acceleration damping control algorithm rule control to be fast and accurate when processing high-frequency vibrations, thereby effectively improving the vehicle's handling stability and ride comfort. In addition, high-frequency signals may be associated with subtle road unevenness, tire bouncing, or rapid changes in vehicle body posture. This type of vibration signal is characterized by high-frequency vibration, requiring the suspension to respond quickly. The acceleration damping control algorithm rules of this embodiment are designed for the above-mentioned high-frequency vibration, so that rapid response and precise control of the suspension can be achieved.

[0071] In this embodiment, by determining the dual-mode control strategy corresponding to the first category of signals and determining the acceleration damping control strategy corresponding to the second category of signals, it is possible to finely manage the characteristics of the suspension at different signal frequencies, thereby improving vehicle ride comfort and handling stability while also achieving efficient energy utilization and cost control, avoiding the defects of frequency band limitations or unsatisfactory control accuracy brought about by controlling the suspension through a single control algorithm.

[0072] After determining the dual-mode control strategy corresponding to the first type of signal, the control force component matching the first type of signal can be determined according to the dual-mode control strategy. This method is further described below.

[0073] As an optional implementation, step S108, according to the control strategy, performs control calculation on the category signal to obtain a control force component that matches the category signal, including: in response to the category signal being a first category signal, performs low-pass filtering on the first category signal; performs time-frequency conversion on the filtered first category signal to obtain a first time domain signal; according to the dual-modal control strategy, performs control calculation on the first time domain signal to obtain a control force component that matches the first category signal.

[0074] In this embodiment, the category signal may be a first category signal, which may be a low-frequency signal. Low-frequency signals often contain information about large-period vehicle body sway caused by factors such as uneven road surfaces, acceleration or deceleration, and cornering during vehicle operation. They may also include high-frequency noise, which not only interferes with the accuracy of subsequent control strategies but may also cause system overreactions and reduce ride comfort.

[0075] Optionally, this embodiment can filter the first category signal to reduce or eliminate the noise interference caused by high-frequency noise, ensure that the dual-mode control strategy focuses on the signal in the low-frequency band, and thus improve the pertinence and efficiency of the dual-mode control strategy. For example, the first category signal is low-pass filtered to remove the high-frequency noise in the first category signal and retain the low-frequency component in the first category signal. In one embodiment, a low-pass filter can be designed to low-pass filter the first category signal, and the filtered first category signal can be used as a construction signal. , thereby achieving the purpose of reducing or eliminating high-frequency noise for the first category signal.

[0076] In order to facilitate the dual-mode control strategy to operate in the time domain, so as to obtain the control force component corresponding to the filtered first category signal through the dual-mode control strategy, this embodiment needs to restore the filtered first category signal back to the time domain signal, and can perform time-frequency conversion on the filtered first category signal to obtain the first time domain signal, so that the dual-mode control strategy can directly calculate the control force component based on the first time domain signal. Optionally, this embodiment can convert the filtered first category signal into the first time domain signal through Fourier time-frequency conversion. The Fourier time-frequency transform may be a discrete inverse Fourier transform.

[0077] Optionally, the formula for the above discrete inverse Fourier transform is:

[0078] (1)

[0079] Among them, x(n) can be a discrete signal in the time domain, used to represent the signal value at discrete time n; X(k) can be a discrete signal in the frequency domain, used to represent the signal value at discrete frequency k; N can be used to represent the length of the sequence, that is, the number of points in the discrete signal; k can be used to represent the discrete frequency index in the frequency domain, and its value range can be 0 to N-1; n can be used to represent the discrete time index in the time domain, and its value range can also be 0 to N-1.

[0080] In this embodiment, the filtered first category signal Substituting X(k) into the above formula can realize the conversion of the filtered first category signal into the first time domain signal.

[0081] After performing time-frequency conversion on the filtered first-category signal to obtain a first time-domain signal, control calculations can be performed on the first time-domain signal according to a dual-modal control strategy to obtain a control force component that matches the first-category signal. Optionally, this embodiment decomposes the vibration signal, and the obtained first-category signal can be a sprung low-frequency acceleration signal and an unsprung low-frequency time-domain velocity signal.

[0082] The above dual-modal control strategy can be used to represent the mapping relationship between the low-frequency control force component, the sprung low-frequency velocity corresponding to the sprung low-frequency acceleration signal, and the unsprung velocity low-frequency time-domain signal. The above dual-modal control strategy can be expressed by the following formula to determine the low-frequency control force component that matches the first category signal:

[0083] (2)

[0084] in, Can be used to represent low-frequency control force components; Can be used to represent the control quantity of suspension control; Can be used to represent sprung low-frequency acceleration signals The corresponding low-frequency time domain signal of sprung velocity; It can be used to represent the low-frequency time domain signal of unsprung velocity.

[0085] This embodiment can not only improve the performance and efficiency of the dual-mode control strategy by low-pass filtering the first category signal, but also enhance the clarity and stability of the first category signal, ensuring that key low-frequency dynamic information is processed by the dual-mode control strategy, thereby achieving higher quality and more reliable control effects on the suspension.

[0086] After determining the acceleration damping control strategy corresponding to the second type of signal, the control force component matching the second type of signal can be determined according to the acceleration damping control strategy. This method is further described below.

[0087] As an optional implementation, step S108, according to the control strategy, performs control calculation on the category signal to obtain a control force component that matches the category signal, including: in response to the category signal being a second category signal, performs high-pass filtering on the second category signal; performs time-frequency conversion on the filtered second category signal to obtain a second time domain signal; according to the acceleration damping control strategy, performs control calculation on the second time domain signal to obtain a control force component that matches the second category signal.

[0088] In this embodiment, the category signal may be a second category signal, which may be a high-frequency signal. High-frequency signals often carry rapidly changing information that the system needs to respond to immediately, such as high-frequency vibrations sensed by a suspension when encountering minor road irregularities, which may include low-frequency noise.

[0089] Optionally, this embodiment can filter the second category signal to reduce or eliminate the noise interference caused by low-frequency noise, ensure that the acceleration damping control strategy focuses on the signal in the high-frequency band, and thus improve the pertinence and efficiency of the control. For example, the second category signal is high-pass filtered to remove the low-frequency noise in the second category signal and retain the high-frequency components in the second category signal. In one embodiment, a high-pass filter can be designed to perform high-pass filtering on the second category signal, and the filtered second category signal can be used as the construction signal. , thereby achieving the purpose of reducing or eliminating low-frequency noise for the second category signal.

[0090] In order to facilitate the acceleration damping control strategy to operate in the time domain, so as to obtain the control force component corresponding to the filtered second category signal through the acceleration damping control strategy, this embodiment needs to restore the filtered second category signal back to the time domain signal. The filtered second category signal can be time-frequency converted to obtain the second time domain signal, so that the acceleration damping control strategy can directly calculate the control force component based on the second time domain signal. Optionally, this embodiment can convert the filtered second category signal into the second time domain signal through Fourier time-frequency conversion. The Fourier time-frequency transform may be a discrete inverse Fourier transform.

[0091] In this embodiment, the filtered second category signal As X(k), it is substituted into the discrete inverse Fourier transform formula (1), so that the filtered second category signal can be converted into the second time domain signal.

[0092] After performing time-frequency conversion on the filtered second-category signal to obtain a second time-domain signal, control calculations can be performed on the second time-domain signal according to the acceleration-damping control strategy to obtain a control force component that matches the second-category signal. This control force component that matches the second-category signal is also known as a high-frequency control force component.

[0093] Optionally, in this embodiment, the vibration signal is decomposed, and the obtained second category signal may be a sprung high-frequency acceleration signal and an unsprung velocity high-frequency time-domain signal.

[0094] The above acceleration damping control strategy can be used to represent the mapping relationship between the high-frequency control force component, the sprung high-frequency acceleration signal, and the unsprung high-frequency acceleration signal corresponding to the unsprung velocity high-frequency time-domain signal. The above acceleration damping control strategy can be expressed by the following formula to determine the high-frequency control force component that matches the second category signal:

[0095] (3)

[0096] in, Can be used to represent high-frequency control force components; Can be used to express the control quantity of suspension control; It can be used to represent high-frequency acceleration signals on sprung loads; Can be used to represent the high-frequency time domain signal of unsprung speed The corresponding unsprung high-frequency acceleration signal; Can be used to represent sprung high-frequency acceleration signals The corresponding high-frequency time domain signal of sprung velocity.

[0097] This embodiment can not only improve the performance and efficiency of the acceleration and damping control strategy by high-pass filtering the second category signal, but also enhance the clarity and stability of the second category signal, ensuring that key high-frequency dynamic information is processed by the acceleration and damping control strategy, thereby achieving higher quality and more reliable control effects on the suspension.

[0098] In order to obtain the above-mentioned category signals, this embodiment can decompose the vibration signal to obtain multiple category signals. This method is further described below.

[0099] As an optional implementation, step S104 decomposes the vibration signal into multiple category signals, including: collecting motion parameters of the suspension under the vibration signal; solving the motion parameters to obtain a solution result, wherein the solution result is used to represent the dynamic characteristics of the suspension under the vibration signal; based on the solution result, determining the frequency response function of the suspension under the vibration signal, wherein the frequency response function is used to represent the response characteristics of the suspension to the vibration signal at different signal frequencies; based on the frequency response function, decomposing the vibration signal into multiple category signals.

[0100] In this embodiment, after the vibration signal acts on the suspension, the motion parameters of the suspension under the vibration signal can be collected. The motion parameters can be used to represent the vibration and dynamic change process of the suspension, and can include sprung velocity, sprung acceleration, unsprung velocity and unsprung acceleration. Among them, sprung velocity refers to the instantaneous rate of change of the vehicle body in the vertical direction, which is the displacement of the vehicle body. The time derivative of ; The sprung acceleration is the acceleration of the vehicle body in the vertical direction, which is the displacement of the vehicle body The second-order time derivative of The unsprung speed is the instantaneous speed of the wheel or tire in the vertical direction, which is the tire displacement The time derivative of ; Unsprung acceleration is the acceleration of the tire in the vertical direction, which is the tire displacement The second-order time derivative of ;

[0101] Based on the above, the two-degree-of-freedom suspension dynamics formula of the suspension of this embodiment is:

[0102] (4)

[0103] in, Can be used to represent the sprung mass and unsprung mass of the suspension respectively; Can represent suspension stiffness and tire stiffness respectively; They are used to represent vehicle body displacement, tire displacement, and road surface input respectively; Can be used to express control; Can be used to represent the damping coefficient of the shock absorber; and It can be expressed as the vehicle body vertical velocity (i.e., sprung velocity) and the tire vertical velocity (i.e., unsprung velocity). and They can be used to represent the vehicle body vertical acceleration (i.e., sprung acceleration) and the tire vertical acceleration (i.e., unsprung acceleration), respectively.

[0104] Figure 2 Schematic diagram of a two-degree-of-freedom suspension according to an embodiment of the present invention. Figure 2 As shown, the suspension may be a two-degree-of-freedom suspension having the above-mentioned sprung mass 、The above unsprung mass 、The above suspension stiffness 、The above tire stiffness , the damping coefficient of the above shock absorber 、The above control power , and the above-mentioned body displacement 、The above tire displacement 、The above road input .

[0105] After collecting the suspension's motion parameters under the vibration signal, this embodiment can solve the motion parameters using the aforementioned two-degree-of-freedom suspension dynamics formula to obtain a solution result. This solution result can be used to represent the dynamic characteristics of the sprung and unsprung masses in the suspension. Optionally, the solution result can include at least a road input velocity corresponding to the road input.

[0106] This embodiment can determine the frequency response function of the suspension under the vibration signal based on the solution results. This frequency response function can be used to represent the response characteristics of the suspension to the vibration signal at different signal frequencies, and can be a suspension acceleration frequency response function. Optionally, this embodiment can determine the frequency response function based on the vehicle's vertical acceleration and the road input speed. For example, the quotient between the vehicle's vertical acceleration and the road input speed is determined as the frequency response function, which can be determined using the following formula:

[0107] (5)

[0108] in, It can be used to represent the frequency response function. It can be used to represent the vertical acceleration of the vehicle body. Can be used to represent road input speed.

[0109] After determining the frequency response function, the vibration signal may be decomposed into multiple category signals based on the frequency response function. Alternatively, the vibration signal may be subjected to wavelet decomposition based on the frequency response function to obtain multiple category signals.

[0110] The following further introduces the method of decomposing a vibration signal into multiple category signals based on the frequency response function of this embodiment.

[0111] As an optional implementation, the vibration signal is decomposed into multiple category signals based on the frequency response function, including: determining the first-order resonance frequency and maximum vibration frequency of the suspension based on the frequency response function; determining the target number of layers based on the first-order resonance frequency and the maximum vibration frequency, wherein the target number of layers is used to represent the layer depth of the frequency response function to be decomposed; decomposing the vibration signal into decomposition results of the target number of layers based on the first-order resonance frequency; and searching for multiple category signals from the decomposition results.

[0112] In this embodiment, the first-order resonant frequency and maximum vibration frequency of the suspension can be determined based on the frequency response function, where the first-order resonant frequency can be represented by P0, and the maximum vibration frequency can be represented by P. Optionally, when the frequency of the suspension is less than the first-order resonant frequency P0, the dual-mode control strategy performs well.

[0113] Optionally, when determining the first-order resonant frequency of the suspension based on the frequency response function, this embodiment can plot the frequency response function into a graph. The horizontal axis of the graph can represent frequency, and the vertical axis can represent the amplitude ratio or phase difference between the output and input. Based on the amplitude ratio, a peak value in the graph can be found, and the frequency corresponding to the peak value can be determined as the first-order resonant frequency. Alternatively, the frequency corresponding to the peak value can be accurately determined using numerical methods or graph reading tools.

[0114] Optionally, when determining the maximum vibration frequency of the suspension based on the frequency response function, this embodiment may analyze the changing trends of the aforementioned graph. For example, the change in the vibration response as the frequency increases may be analyzed. The highest point in the graph before significant attenuation begins may be determined. This highest point represents the upper limit of the frequency to which the suspension can effectively respond, and the frequency corresponding to this highest point is determined as the maximum vibration frequency of the suspension.

[0115] After determining the first-order resonant frequency and maximum vibration frequency of the suspension, a target number of layers can be determined based on the first-order resonant frequency and the maximum vibration frequency. This target number of layers is the number of layers determined by wavelet decomposition. Alternatively, the target number of layers can be determined by taking the quotient between the maximum vibration frequency and the first-order resonant frequency, determining the logarithm of the quotient to the base 2, and then using this logarithm to determine the target number of layers.

[0116] Optionally, the target number of layers can be determined by the following formula:

[0117] (6)

[0118] (7)

[0119] wherein P0may be used to represent the first-order resonance frequency; P can be used to represent the maximum vibration frequency; N can be used to represent the target number of layers; [n] can be used to represent the downward rounding of n.

[0120] After determining the target number of layers based on the first-order resonance frequency and the maximum vibration frequency, the vibration signal can be decomposed into a decomposition result of the target number of layers based on the first-order resonance frequency. The first-order resonance frequency can be used as a hard threshold to decompose the vibration signal to obtain the decomposition result of the target number of layers, and then to find a plurality of category signals of different signal frequencies in the decomposition result.

[0121] The above method of decomposing the vibration signal into a decomposition result of the target number of layers based on the first-order resonance frequency, and the method of finding a plurality of category signals from the decomposition result will be further introduced below.

[0122] As an optional implementation, the method of decomposing the vibration signal into a decomposition result of the target number of layers based on the first-order resonance frequency includes: using the first-order resonance frequency as a frequency threshold to perform wavelet decomposition on the vibration signal to obtain the decomposition result of the target number of layers; and the method of finding a plurality of category signals from the decomposition result includes: finding a target signal corresponding to the target number of layers from the decomposition result, wherein the target signal represents a signal containing a frequency band of the frequency threshold in the target layer, and the target layer is the last layer of the target number of layers; determining a signal lower than the frequency threshold in the target signal as a first category signal, and determining a signal higher than the frequency threshold in the target signal as a second category signal.

[0123] In this embodiment, the wavelet decomposition can be performed on the vibration signal using the first-order resonance frequency as the frequency threshold. Optionally, in order to avoid control conflicts or overlapping situations, the wavelet decomposition can be performed on the on-spring acceleration and off-spring speed of the vibration signal using the first-order resonance frequency as the frequency threshold to obtain the decomposition result of the target number of layers. The decomposition result can be signals corresponding to different layers, and the signal corresponding to each layer can be obtained by further decomposing the signal corresponding to the previous layer.

[0124] After performing wavelet decomposition on the vibration signal and obtaining the decomposition result of the target number of layers, the target signal corresponding to the target number of layers can be searched from the decomposition result. Optionally, this embodiment can determine the target layer in the layers of the target number of layers, and the target layer can be the last layer in the layers of the target number of layers. The target signal of the frequency band containing the frequency threshold in the target layer can be searched from the decomposition result, and then the signal below the frequency threshold can be determined in the target signal, and the signal determined to be below the frequency threshold is determined as the first category signal, and the signal above the frequency threshold is determined in the target signal, and the signal above the frequency threshold is determined as the second category signal, thereby achieving the purpose of dividing the target signal to obtain the first category signal and the second category signal.

[0125] For example, Figure 3 FIG. 1 is a schematic diagram of a wavelet signal decomposition according to an embodiment of the present invention. Figure 3 As shown, the original signal is S0, which can be the vibration signal mentioned above, and the target number of layers of wavelet decomposition can be N. After performing wavelet decomposition on the original signal S0, the decomposition result of the target number of layers N is obtained. Among them, the decomposition result of the first layer is the signal corresponding to the first layer, which can include signal 、 , the decomposition result of the second layer is the signal corresponding to the second layer, which can include the signal 、 、 、 , where the signal 、 from Decompose the signal 、 from The target layer of this embodiment is the Nth layer, and the decomposition result of the Nth layer is the signal corresponding to the Nth layer, which may include the signal .

[0126] The first type of signal in this embodiment is a low-frequency characteristic signal S L , the second category signal is the high frequency characteristic signal S H , we can search for the signal corresponding to the Nth layer in the frequency band containing the first-order resonance frequency P0, and divide the signal corresponding to the Nth layer into low-frequency characteristic signals S L and high-frequency characteristic signal S H Optionally, the first-order resonance frequency P0 is used as the frequency threshold, and the signal corresponding to the Nth layer that is lower than the first-order resonance frequency P0 can be determined as the low-frequency characteristic signal S L , and the signal corresponding to the Nth layer above the first-order resonance frequency P0 is determined as the high-frequency characteristic signal S H Optionally, the low-frequency characteristic signal S Land high-frequency characteristic signal S H They can be expressed by the following formulas:

[0127] (8)

[0128] (9)

[0129] Here, it is assumed that the first-order resonance frequency P0 is included in the signal In Used to represent signals below the first-order resonance frequency P0, Used to represent signals above the first-order resonance frequency P0.

[0130] Optionally, in this embodiment, by performing wavelet decomposition on the vibration signal, the first category of signals obtained may be sprung low-frequency acceleration signals and unsprung velocity low-frequency time-domain signals, and the second category of signals obtained may be sprung high-frequency acceleration signals and unsprung velocity high-frequency time-domain signals. It means that the low-frequency time domain signal of unsprung speed can be obtained by Indicates that the sprung high-frequency acceleration signal can be Indicates the high-frequency time domain signal of unsprung speed express.

[0131] Optionally, this embodiment can also perform wavelet decomposition based on the first-order resonance frequency P0 and the suspension offset frequency input signal to obtain the above-mentioned low-frequency characteristic signal S L and high-frequency characteristic signal S H The suspension offset frequency input signal can be used to indicate that a vibration or disturbance of a specific frequency is applied to the suspension to test or evaluate the dynamic response and performance of the suspension at the frequency.

[0132] Optionally, if the low-frequency characteristic signal S L and high-frequency characteristic signal S H If there is still noise, the characteristic signal S can be L and high-frequency characteristic signal S H Perform low-pass filtering and high-pass filtering to obtain the filtered construction signal .

[0133] After determining the control force corresponding to the frame based on the multiple control force components corresponding to the multiple types of signals, this embodiment can determine the control force corresponding to the suspension based on the multiple control force components corresponding to the multiple types of signals.

[0134] As an optional implementation, the control force corresponding to the suspension is determined based on the plurality of control force components corresponding to the plurality of category signals, including: superimposing the plurality of control force components matched by the plurality of category signals to obtain the control force corresponding to the suspension.

[0135] In this embodiment, the control force component matched by each category signal can be used as a component of the control force corresponding to the suspension to be finally determined. Based on this, the plurality of control force components matched by the plurality of category signals can be superimposed, and the superimposition can be in the form of fusion of the plurality of control force components matched by the plurality of category signals. Alternatively, the plurality of control force components matched by the plurality of category signals are directly summed to obtain the control force corresponding to the suspension.

[0136] Alternatively, the plurality of category signals include the first category signal and the second category signal. The control force component corresponding to the first category signal is a low-frequency control force component, and the control force component corresponding to the second category signal is a high-frequency control force component. The control force corresponding to the suspension can be determined by the following formula:

[0137] (10)

[0138] Wherein, may be used to represent the control force corresponding to the suspension; may be used to represent the low-frequency control force component; may be used to represent the high-frequency control force component.

[0139] Alternatively, under certain conditions (such as the priority of the control force component matched by each category signal, the limit of the maximum control force component, etc.), the plurality of control force components matched by the plurality of category signals are weighted and summed to obtain the control force corresponding to the suspension. The weight corresponding to the control force component matched by each category signal can be used to represent the importance of the control force component matched by each category signal to the final control force corresponding to the suspension.

[0140] This embodiment can effectively control the suspension in the full frequency band by superimposing the plurality of control force components matched by the plurality of category signals, that is, the low-frequency signal on the suspension can be controlled and calculated by the dual-mode control strategy, so that the vehicle where the suspension is located satisfies the smoothness and comfort, and the high-frequency signal can be controlled and calculated by the acceleration damping control strategy to make the suspension realize rapid response and vibration suppression, thereby achieving the purpose of accurately controlling the suspension.

[0141] The control force corresponding to the suspension is the control force acting on the suspension, has a corresponding control signal, and can control the suspension in response to the control signal corresponding to the control force.

[0142] The vehicle suspension control method according to an embodiment of the present invention can be a suspension control method based on signal decomposition. The method decomposes a vibration signal input to the suspension into multiple category signals, performs control calculations on each category signal using a corresponding control strategy, and obtains a corresponding control force component. Furthermore, based on the multiple control force components corresponding to the multiple category signals, a control force acting on the suspension is obtained. Because the present invention decomposes the vibration signal into multiple category signals and applies different control strategies to different category signals, it can achieve the goal of precisely controlling the suspension at different signal frequencies. This effectively handles both low-frequency, large-scale vehicle body sway and high-frequency, subtle vibrations, thereby avoiding the frequency band limitations or unsatisfactory control accuracy associated with controlling the suspension using a single control algorithm. This solves the technical problem of low-precision vehicle suspension control and achieves the technical effect of improving the precision of vehicle suspension control.

[0143] The above technical solutions of the embodiments of the present application are further introduced below with reference to the preferred embodiments of the present invention.

[0144] This embodiment may be a semi-active suspension control method based on vibration frequency identification, and may be applicable to chassis control system designs for passenger cars and commercial vehicles.

[0145] The suspension, the bridge between a vehicle's wheels and body, determines its dynamic performance. With technological advancements and increasing demands for passenger comfort, more and more vehicles are adopting electronically controlled suspension technology. This technology utilizes components such as sensors, electronic control units, and actuators to achieve real-time adjustment and control of the suspension system's damping. Collected data can be used to control the suspension to achieve optimal electronic control. Ensuring vehicle performance requires a robust suspension control strategy.

[0146] Due to factors such as controller hardware and cost, the suspension has gradually shifted from hardware improvements to improvements in software control strategies. The suspension is controlled by using data collected by sensors on the vehicle to meet user requirements for suspension control accuracy and effectiveness.

[0147] In the related art, mainstream suspension control algorithms include skyhook, floorhook, mixed-hook, and PID. However, each algorithm suffers from frequency band limitations or unsatisfactory control accuracy, failing to meet the precise control requirements of suspensions. For example, skyhook control algorithms require accurate, real-time calculation of the suspension's relative velocity as a key parameter. However, onboard sensors (such as accelerometers) are susceptible to noise and latency, resulting in a low signal-to-noise ratio (SNR) for the generated data, introducing phase lag and gain errors that amplify vibration amplitude. Furthermore, relying solely on the suspension's relative velocity to control damping is inherently flatter than signals collected through acceleration, making it ineffective for suppressing transient suspension vibrations. Furthermore, using acceleration signals collected by accelerometers to control damping compromises the smoothness of the control curve at low frequencies, creating numerous sharp glitches and causing shock absorber anomalies at low frequencies. This results in low-precision suspension control.

[0148] Based on the aforementioned related technologies, this embodiment can differentiate signals based on frequency, implementing different control strategies for different signal frequencies. Specifically, this embodiment proposes a suspension control method based on signal decomposition. This method can achieve precise suspension control by superimposing multiple control force components corresponding to multiple control strategies.

[0149] Alternatively, taking dual-signal control as an example, the vibration signal is decomposed into a low-frequency characteristic signal and a high-frequency characteristic signal. A dual-modal control strategy is used to perform control calculations on the low-frequency characteristic signal to obtain a low-frequency control force component. An acceleration-damping control strategy is used to perform control calculations on the high-frequency characteristic signal to obtain a high-frequency control force component. The low-frequency and high-frequency control force components are superimposed to obtain the control force acting on the suspension, thereby achieving precise control of the suspension.

[0150] The above method of this embodiment is further illustrated below with examples.

[0151] Based on an analysis of currently used mainstream algorithms, this embodiment proposes a suspension control method based on signal decomposition, which is applicable to vehicles with electronically controlled suspension. The bimodal control algorithm (BCA) exhibits excellent low-frequency characteristics, while the acceleration damping control algorithm (ADD) exhibits excellent high-frequency characteristics. Since any signal can be considered a superposition of multiple signals, this embodiment utilizes wavelet decomposition to balance frequency and time resolution, decomposing the vibration signal to obtain low-frequency and high-frequency characteristic signals. Control calculations are performed for different signal frequencies using corresponding control algorithms to obtain control force components. These control force components corresponding to different signal frequencies are then superimposed to obtain the control force acting on the suspension.

[0152] Figure 4 is a flowchart of a suspension control method based on signal decomposition according to an embodiment of the present application. As shown in Figure 4 , the method can include the following steps:

[0153] Step S401, obtaining a vibration signal input to the suspension.

[0154] The vibration signal of this embodiment can be a vibration signal externally input to the suspension.

[0155] Step S402, obtaining sprung speed, sprung acceleration, unsprung speed and unsprung acceleration generated by the suspension under the action of the vibration signal.

[0156] This embodiment can perform dynamic calculation on the vibration signal by dynamic calculation to obtain the above-mentioned sprung speed, sprung acceleration, unsprung speed and unsprung acceleration.

[0157] Step S403, calculating the acceleration frequency response function of the suspension based on the sprung speed, the sprung acceleration, the unsprung speed and the unsprung acceleration.

[0158] The sprung speed, the sprung acceleration, the unsprung speed and the unsprung acceleration are solved to obtain a solution, and the acceleration frequency response function of the suspension is calculated based on the solution.

[0159] Step S404, inputting a suspension bias frequency signal.

[0160] Step S405, using the acceleration frequency response function and the suspension bias frequency signal to perform wavelet decomposition on the vibration signal to obtain a decomposed signal.

[0161] This embodiment can obtain a first-order resonance frequency P0 and a maximum vibration frequency P of the suspension based on the acceleration frequency response function, and then perform wavelet decomposition based on the first-order resonance frequency P0 and the suspension bias frequency input signal. The suspension bias frequency input signal can be used to represent the application of a specific frequency vibration or disturbance in the suspension to test or evaluate the dynamic response and performance of the suspension at the frequency.

[0162] Since any signal can be considered as the superposition of multiple signals, this embodiment uses the acceleration frequency response function and the suspension bias frequency signal to perform wavelet decomposition on the vibration signal, which can take into account the characteristics of frequency resolution and time resolution. Alternatively, the first-order resonance frequency P0 is used as a hard threshold to perform wavelet decomposition on the vibration signal, and the number of wavelet decomposition layers is N, and the signal containing the frequency band of the first-order resonance frequency P0 in the Nth layer can be searched.

[0163] Step S406, determining whether the decomposed signal is a low-frequency characteristic signal.

[0164] This embodiment can determine whether the decomposed signal is a low-frequency characteristic signal. It can determine the signal with a frequency band containing the first-order resonance frequency P0 in the Nth layer that is less than the first-order resonance frequency P0 as a low-frequency characteristic signal, and determine the signal with a frequency band greater than the first-order resonance frequency P0 as a high-frequency characteristic signal.

[0165] Optionally, if the low-frequency characteristic signal S L and high-frequency characteristic signal S H There is noise in both, and the noise interference can be reduced by filtering them. L and high-frequency characteristic signal S H The filtered structural signal is obtained by low-pass filtering and high-pass filtering respectively. Among them, the filtering effect can be obtained by designing high-pass filters and low-pass filters for low-pass filtering and high-pass filtering respectively, so as to meet the requirements of the low-frequency characteristic signal S L and high-frequency characteristic signal S H The purpose of filtering out noise.

[0166] Step S407: Perform Fourier time-frequency conversion on the low-frequency characteristic signal to obtain a first time domain signal.

[0167] In order to obtain the corresponding low-frequency control force component through the dual-mode control algorithm, it is necessary to convert the above-mentioned constructed signal corresponding to the low-frequency characteristic signal into Through discrete inverse Fourier transform, it is converted into the first time domain signal .

[0168] Step S408 : performing control calculation on the first time domain signal according to the dual-mode control algorithm to obtain a low-frequency control force component.

[0169] The first time domain signal corresponding to the low-frequency characteristic signal of this embodiment can be controlled and calculated using a dual-mode control algorithm to obtain a corresponding low-frequency control force component.

[0170] Step S409: Perform Fourier time-frequency conversion on the high-frequency characteristic signal to obtain a second time domain signal.

[0171] In order to obtain the corresponding control force component through the acceleration damping control algorithm, it is necessary to convert the above-mentioned constructed signal corresponding to the high-frequency characteristic signal into Through discrete inverse Fourier transform, it is converted into the second time domain signal .

[0172] Step S410 : performing control calculation on the second time domain signal according to the acceleration damping control algorithm to obtain a high-frequency control force component.

[0173] The second time domain signal corresponding to the high-frequency characteristic signal of this embodiment can be controlled and calculated using an acceleration damping control algorithm to obtain a corresponding high-frequency control force component.

[0174] Step S411 : superimposing the low-frequency control force component and the high-frequency control force component to obtain the control force acting on the suspension.

[0175] This embodiment can sum the low-frequency control force component and the high-frequency control force component to obtain the control force acting on the suspension, thereby meeting the purpose of accurately controlling the suspension.

[0176] Step S412: output control force.

[0177] The control force output by this embodiment may correspond to a control signal, and the suspension is controlled in response to the control signal.

[0178] This embodiment implements a suspension control method based on signal decomposition, which can decompose and process the vibration signal input to the suspension to obtain multiple category signals. Each category signal can be controlled and calculated based on the vehicle control strategy corresponding to each category signal to obtain the suspension control force component that matches it. The suspension control force components corresponding to the multiple category signals can then be superimposed to obtain the control force acting on the suspension. In other words, this embodiment uses a multi-algorithm method to integrate and control the suspension, which effectively handles both low-frequency, large-scale vehicle body sway and high-frequency, subtle vibrations. This avoids the frequency band limitations or unsatisfactory control accuracy associated with controlling the suspension using a single control algorithm, solves the technical problem of low-precision control of the vehicle suspension, and achieves the technical effect of improving the accuracy of controlling the vehicle suspension.

[0179] It should be noted that the user information (including but not limited to user device information, user personal information, etc.) and data (including but not limited to data used for analysis, stored data, displayed data, etc.) involved in this application are all information and data authorized by the user or fully authorized by all parties, and the collection, use and processing of relevant data must comply with the relevant laws, regulations and standards of relevant countries and regions, and provide corresponding operation entrances for users to choose to authorize or refuse.

[0180] According to an embodiment of the present application, an embodiment of a suspension control device for a vehicle is provided. It should be noted that the device can be used to execute the above-mentioned suspension control method for the vehicle.

[0181] Figure 5 FIG is a schematic diagram of a vehicle suspension control device according to an embodiment of the present invention. Figure 5As shown, the suspension control device 50 of the vehicle may include: a collection unit 51 , a decomposition unit 52 , a first determination unit 53 , a first control unit 54 , a second determination unit 55 and a second control unit 56 .

[0182] The collecting unit 51 is used to collect vibration signals from the suspension of the vehicle.

[0183] The decomposition unit 52 is configured to decompose the vibration signal into a plurality of category signals, wherein different category signals have different signal frequencies.

[0184] The first determining unit 53 is configured to determine a control strategy corresponding to each category signal, wherein the control strategy is used to represent an algorithm rule for performing control calculation on the category signal, and the algorithm rule satisfies the signal frequency characteristics of the category signal.

[0185] The first control unit 54 is configured to perform control calculation on the category signal according to the control strategy to obtain a control force component that matches the category signal.

[0186] The second determining unit 55 is configured to determine the control force corresponding to the suspension based on the multiple control force components corresponding to the multiple category signals.

[0187] The second control unit 56 is used to control the suspension according to the control force.

[0188] Optionally, the first determination unit 53 includes: a first determination module, used to determine a dual-mode control strategy corresponding to the first category signal in response to the category signal being a first category signal, wherein the first signal frequency corresponding to the first category signal is lower than the frequency threshold, and the dual-mode control strategy is used to represent a dual-mode control algorithm rule for performing control calculations on the first category signal, and the dual-mode control algorithm rule satisfies the characteristics of the first signal frequency; a second determination module, used to determine an acceleration and damping control strategy corresponding to the second category signal in response to the category signal being a second category signal, wherein the second signal frequency corresponding to the second category signal is higher than the frequency threshold, and the acceleration and damping control strategy is used to represent an acceleration and damping control algorithm rule for performing control calculations on the second category signal, and the acceleration and damping control algorithm rule satisfies the characteristics of the second signal frequency.

[0189] Optionally, the first control unit 54 includes: a first filtering module, used to perform low-pass filtering on the first category signal in response to the category signal being a first category signal; a first conversion module, used to perform time-frequency conversion on the filtered first category signal to obtain a first time domain signal; and a first control module, used to perform control calculation on the first time domain signal according to a dual-modal control strategy to obtain a control force component that matches the first category signal.

[0190] Optionally, the first control unit 54 comprises: a second filtering module configured to perform high-pass filtering on the second category signal in response to the category signal being the second category signal; a second conversion module configured to perform time-frequency conversion on the filtered second category signal to obtain a second time-domain signal; and a second control module configured to perform control calculation on the second time-domain signal according to an acceleration damping control strategy to obtain a control force component matched with the second category signal.

[0191] Optionally, the decomposition unit 52 comprises: an acquisition module configured to acquire a motion parameter of the suspension under the vibration signal; a solving module configured to perform solving processing on the motion parameter to obtain a solving result, wherein the solving result is used to represent a dynamic characteristic of the suspension under the vibration signal; a third determination module configured to determine a frequency response function of the suspension under the vibration signal based on the solving result, wherein the frequency response function is used to represent a response characteristic of the suspension to the vibration signal under different signal frequencies; and a decomposition module configured to decompose the vibration signal into a plurality of category signals based on the frequency response function.

[0192] Optionally, the decomposition module comprises: a first determination sub-module configured to determine a first-order resonance frequency and a maximum vibration frequency of the suspension based on the frequency response function; a second determination sub-module configured to determine a target layer number based on the first-order resonance frequency and the maximum vibration frequency, wherein the target layer number is used to represent a hierarchical depth to be decomposed of the frequency response function; a decomposition sub-module configured to decompose the vibration signal into a decomposition result of the target layer number based on the first-order resonance frequency; and a searching sub-module configured to search the plurality of category signals from the decomposition result.

[0193] Optionally, the decomposition sub-module is configured to decompose the vibration signal into the decomposition result of the target layer number based on the first-order resonance frequency by the following steps: performing wavelet decomposition on the vibration signal with the first-order resonance frequency as a frequency threshold to obtain the decomposition result of the target layer number; and searching the plurality of category signals from the decomposition result, including: searching a target signal corresponding to the target layer number from the decomposition result, wherein the target signal is used to represent a signal containing a frequency band of the frequency threshold in the target layer, and the target layer is a last layer in the layers of the target layer number; determining a signal lower than the frequency threshold in the target signal as the first category signal, and determining a signal higher than the frequency threshold in the target signal as the second category signal.

[0194] Optionally, the second determination unit 55 comprises: a superposition module configured to perform superposition processing on a plurality of control force components matched with the plurality of category signals to obtain a control force corresponding to the suspension.

[0195] In the suspension control device of the vehicle in this embodiment, a vibration signal is collected from the suspension of the vehicle by the collection unit 51; the vibration signal is decomposed into multiple category signals by the decomposition unit 52, wherein different category signals have different signal frequencies; the control strategy corresponding to the category signal is determined for each category signal by the first determination unit 53, wherein the control strategy is used to represent the algorithm rules for performing control calculations on the category signal, and the algorithm rules satisfy the characteristics of the signal frequency of the category signal; the category signal is controlled and calculated according to the control strategy by the first control unit 54 to obtain a control force component matching the category signal; the control force corresponding to the suspension is determined by the second determination unit 55 based on multiple control force components corresponding to multiple category signals; the suspension is controlled according to the control force by the second control unit 56. That is to say, the embodiment of the present invention can achieve the purpose of precise control of the suspension at different signal frequencies by decomposing the vibration signal into multiple categories of signals and applying different control strategies to different categories of signals in a targeted manner. This allows both low-frequency, large-scale vehicle body shaking and high-frequency, subtle vibrations to be effectively processed, thereby avoiding the frequency band limitations or unsatisfactory control accuracy brought about by controlling the suspension through a single control algorithm, solving the technical problem of low precision in controlling the vehicle's suspension, and achieving the technical effect of improving the precision of controlling the vehicle's suspension.

[0196] An embodiment of the present application further provides a vehicle, comprising: a memory storing an executable program; and a processor for running the program, wherein the method of each embodiment of the present application is executed when the program is running.

[0197] An embodiment of the present application further provides a computer-readable storage medium, which includes a stored executable program, wherein when the executable program is running, the device where the computer-readable storage medium is located is controlled to execute the methods in various embodiments of the present application.

[0198] An embodiment of the present application further provides a computer program product, including a computer program, which implements the methods in various embodiments of the present application when executed by a processor.

[0199] An embodiment of the present application further provides a computer program product, including a non-volatile computer-readable storage medium, wherein the non-volatile computer-readable storage medium is used to store a computer program, and when the computer program is executed by a processor, the method in each embodiment of the present application is implemented.

[0200] The embodiments of the present application further provide a computer program, which, when executed by a processor, implements the methods in the above-mentioned embodiments of the present application.

[0201] In the above embodiments of the present application, the description of each embodiment has its own focus. For parts that are not described in detail in a certain embodiment, please refer to the relevant description of other embodiments.

[0202] In the several embodiments provided in this application, it should be understood that the disclosed technical content can be implemented in other ways. Among them, the device embodiments described above are only schematic. For example, the division of the units can be a logical function division. In actual implementation, there may be other division methods, such as multiple units or components can be combined or integrated into another system, or some features can be ignored or not executed. Another point is that the mutual coupling or direct coupling or communication connection shown or discussed can be through some interfaces, indirect coupling or communication connection of units or modules, which can be electrical or other forms.

[0203] 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 units. Some or all of the units may be selected according to actual needs to achieve the purpose of the present embodiment.

[0204] In addition, the functional units in the various embodiments of the present application may be integrated into a single processing unit, or each unit may exist physically separately, or two or more units may be integrated into a single unit. The aforementioned integrated units may be implemented in the form of hardware or software functional units.

[0205] If the integrated unit is implemented in the form of a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of the present application, or the part that contributes to the existing technology, or all or 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 a number of instructions for enabling a computer device (which can be a personal computer, server or 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: U disk, read-only memory (ROM, Read-Only Memory), random access memory (RAM, Random Access Memory), mobile hard disk, magnetic disk or optical disk, etc. Various media that can store program code.

[0206] The above is only a preferred embodiment of the present application. It should be pointed out that for ordinary technicians in this technical field, several improvements and modifications can be made without departing from the principles of the present application. These improvements and modifications should also be regarded as the scope of protection of the present application.

Claims

1. A suspension control method for a vehicle, characterized in that: include: Collect vibration signals from the vehicle's suspension; Decomposing the vibration signal into a plurality of category signals, wherein different category signals have different signal frequencies; For each of the category signals, determining a control strategy corresponding to the category signal, wherein the control strategy is used to represent an algorithm rule for performing control calculation on the category signal, and the algorithm rule satisfies the signal frequency characteristics of the category signal; performing control calculation on the category signal according to the control strategy to obtain a control force component matching the category signal; determining a control force corresponding to the suspension based on a plurality of the control force components corresponding to the plurality of the category signals; controlling the suspension according to the control force; Wherein, the determining the control strategy corresponding to the category signal includes: in response to the category signal being a first category signal, determining a dual-mode control strategy corresponding to the first category signal, wherein a first signal frequency corresponding to the first category signal is lower than a frequency threshold, and the dual-mode control strategy is used to represent a dual-mode control algorithm rule for performing control calculations on the first category signal, and the dual-mode control algorithm rule satisfies the characteristics of the first signal frequency; in response to the category signal being a second category signal, determining an acceleration-damping control strategy corresponding to the second category signal, wherein a second signal frequency corresponding to the second category signal is higher than the frequency threshold, and the acceleration-damping control strategy is used to represent an acceleration-damping control algorithm rule for performing control calculations on the second category signal, and the acceleration-damping control algorithm rule satisfies the characteristics of the second signal frequency; The method of performing control calculations on the category signal according to the control strategy to obtain a control force component that matches the category signal includes: in response to the category signal being the first category signal, performing low-pass filtering on the first category signal; performing time-frequency conversion on the filtered first category signal to obtain a first time domain signal; and performing control calculations on the first time domain signal according to the dual-modal control strategy to obtain a control force component that matches the first category signal.

2. The method according to claim 1, characterized in that The step of performing control calculation on the category signal according to the control strategy to obtain a control force component matching the category signal includes: In response to the category signal being the second category signal, performing high-pass filtering on the second category signal; Performing time-frequency conversion on the filtered second category signal to obtain a second time domain signal; According to the acceleration damping control strategy, control calculation is performed on the second time domain signal to obtain a control force component that matches the second category signal.

3. The method according to claim 1, characterized in that Decomposing the vibration signal into multiple category signals includes: collecting motion parameters of the suspension under the vibration signal; performing a calculation process on the motion parameters to obtain a calculation result, wherein the calculation result is used to represent the dynamic characteristics of the suspension under the vibration signal; Determining a frequency response function of the suspension under the vibration signal based on the solution result, wherein the frequency response function is used to represent the response characteristics of the suspension to the vibration signal under different signal frequencies; The vibration signal is decomposed into a plurality of category signals based on the frequency response function.

4. The method according to claim 3, characterized in that The step of decomposing the vibration signal into a plurality of category signals based on the frequency response function comprises: determining a first-order resonant frequency and a maximum vibration frequency of the suspension based on the frequency response function; Determining a target number of layers based on the first-order resonance frequency and the maximum vibration frequency, wherein the target number of layers is used to represent a layer depth of the frequency response function to be decomposed; Based on the first-order resonance frequency, decomposing the vibration signal into decomposition results of the target number of layers; A plurality of signals of the category are searched from the decomposition results.

5. The method according to claim 4, characterized in that The step of decomposing the vibration signal into the target number of layers based on the first-order resonance frequency includes: Using the first-order resonance frequency as a frequency threshold, performing wavelet decomposition on the vibration signal to obtain the decomposition result of the target number of layers; The step of searching for a plurality of category signals from the decomposition result includes: Searching for a target signal corresponding to the target number of layers from the decomposition result, wherein the target signal is used to represent a signal of a frequency band containing the frequency threshold in the target layer, and the target layer is the last layer in the target number of layers; The signals in the target signal that are lower than the frequency threshold are determined as first category signals, and the signals in the target signal that are higher than the frequency threshold are determined as second category signals.

6. The method according to any one of claims 1 to 5, characterized in that The determining the control force corresponding to the suspension based on the plurality of control force components corresponding to the plurality of category signals includes: A plurality of control force components matched by a plurality of the category signals are superimposed to obtain a control force corresponding to the suspension.

7. A vehicle, characterized in that: include: a memory storing an executable program; A processor, configured to run the program, wherein the program executes the method according to any one of claims 1 to 6 when running.

8. A computer-readable storage medium, characterized in that The computer-readable storage medium includes a stored executable program, wherein when the executable program is run, the device where the storage medium is located is controlled to execute the method according to any one of claims 1 to 6.

Images