Suspension system, vehicle control method and device and vehicle

Abstract

The invention provides a suspension system, a vehicle control method and device and a vehicle, and is applied to the field of vehicle control. In the scheme of the suspension system, the engine and the transmission are connected with the auxiliary frame through respective left and right suspensions, but the left and right suspensions of at least one of the engine and the transmission are asymmetrically distributed relative to the mass center of the power assembly. According to the design, the asymmetrical characteristic of the center of mass is utilized, vibration of a suspension system is effectively isolated from vibration of a vehicle body and a suspension, and therefore independent decoupling is supported. In the vehicle control scheme, according to the power assembly corresponding to the suspension system, a power assembly-vehicle body-suspension combined dynamic model is configured, driving state data of a vehicle in a first time domain are used as input parameters, decoupling analysis is conducted from whole vehicle vibration to local vibration through the dynamic model, the vibration component of the suspension system is independently obtained, and the vibration component of the suspension system is calculated. Therefore, the rigidity and / or damping of the suspension system are / is adjusted, and a good balance is maintained between vibration isolation and control requirements.

Description

Technical Field

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

[0002] In existing vehicle suspension system design, balancing high-frequency vibration isolation and handling requirements is a complex technical challenge. Specifically, to improve ride comfort, a low-stiffness suspension system is required to effectively isolate high-frequency vibrations. However, during high-speed lane changes, emergency braking, or racetrack driving, the suspension system must possess high stiffness to maintain powertrain stability and vehicle handling responsiveness.

[0003] Traditional suspension systems adopt a symmetrical structure, which causes vibration coupling between the suspension system and other accessories such as the vehicle body and suspension. When dynamically adjusting the stiffness of the suspension system, it is difficult to specifically decouple the vibration components of the suspension system, resulting in unsatisfactory adjustment effects and an inability to achieve an optimal balance between high-frequency vibration isolation and control requirements. Summary of the Invention

[0004] In view of the above problems, the present application provides a vehicle control method, device and vehicle that overcome the above problems or at least partially solve the above problems. The technical solutions are as follows: A suspension system for a vehicle, comprising: subframe; an engine, the engine being connected to the subframe via a left engine mount and a right engine mount, the left engine mount and the right engine mount being respectively located on either side of a center of mass of a powertrain of the vehicle; a transmission, the transmission being connected to the subframe via a left transmission mount and a right transmission mount, the left transmission mount and the right transmission mount being respectively located on either side of the center of mass of the powertrain; The left engine mount and the right transmission mount are asymmetrically arranged relative to the center of mass of the powertrain, and the right engine mount and the left transmission mount are asymmetrically arranged relative to the center of mass of the powertrain.

[0005] Optionally, the installation axes of the left engine mount and the right engine mount are inclined in opposite directions relative to the Z axis of the vehicle coordinate system.

[0006] Optionally, the angle between the mounting axis of the left engine suspension and the Z axis is +135°±5°, and the angle between the mounting axis of the right engine suspension and the Z axis is -135°±5°; or, the inclination angle between the mounting axis of the left engine suspension and the Z axis is -135°±5°, and the angle between the mounting axis of the right engine suspension and the Z axis is +135°±5°.

[0007] Optionally, the left engine mount and the right engine mount are hydraulic bushings; and / or the left transmission mount and the right transmission mount are magnetorheological mounts.

[0008] A vehicle control method is applied to a vehicle, wherein the vehicle adopts the above-mentioned suspension system, and the method comprises: Acquiring driving status data of the vehicle corresponding to a first time domain; using the driving state data as input parameters and, based on a powertrain-body-suspension dynamics model of the vehicle, predicting a vibration energy distribution of the vehicle corresponding to a second time domain; wherein the powertrain includes the suspension system, and the vibration energy distribution includes vibration components of the suspension system; Based on the vibration components of the suspension system, stiffnesses of the left and right transmission mounts are adjusted.

[0009] A vehicle control device is applied to a vehicle, wherein the vehicle adopts the above-mentioned suspension system, and the device comprises: A data acquisition module, configured to acquire driving status data of the vehicle corresponding to a first time domain; a vibration prediction module, configured to obtain the driving state data as an input parameter and predict a vibration energy distribution of the vehicle corresponding to a second time domain based on a powertrain-body-suspension dynamic model of the vehicle; wherein the powertrain includes the suspension system, and the vibration energy distribution includes vibration components of the suspension system; An adjustment execution module is configured to adjust stiffness and / or damping of the left transmission mount and the right transmission mount based on a vibration component of the mounting system.

[0010] A vehicle comprises: a processor; and a memory arranged to store computer-executable instructions, which, when executed, cause the processor to perform the torque control method described above.

[0011] This application provides a suspension system solution and its corresponding vehicle control solution. In this suspension system solution, the engine and transmission are connected to the subframe via corresponding left and right mounts, but at least one of the left and right mounts is asymmetrically distributed relative to the powertrain's center of mass. This design utilizes the asymmetric center of mass to effectively isolate the suspension system's vibration from that of the vehicle body and suspension, thereby enabling independent decoupling. In the vehicle control solution, a combined powertrain-body-suspension dynamic model is configured based on the powertrain corresponding to the suspension system. Using the vehicle's driving state data corresponding to a first time domain as input, the dynamic model performs a decoupling analysis from overall vehicle vibration to local vibration, predicting the vibration distribution in a second time domain (including the suspension system's vibration components). Based on the suspension system's vibration components, the suspension system's stiffness (affecting the suspension system's deformation resistance) and / or damping (affecting the vibration energy attenuation efficiency) are adjusted to maintain an optimal balance between vibration isolation and handling requirements, ensuring both vehicle stability and driving comfort.

[0012] The above description is only an overview of the technical solution of the present application. In order to more clearly understand the technical means of the present application, it can be implemented in accordance with the contents of the specification. In order to make the above and other purposes, features and advantages of the present application more obvious and easy to understand, the specific implementation methods of the present application are listed below. BRIEF DESCRIPTION OF THE DRAWINGS

[0013] In order to more clearly illustrate the embodiments of the present application or the technical solutions in the prior art, the following briefly introduces the drawings required for use in the embodiments or the description of the prior art. Obviously, the drawings described below are only some embodiments recorded in the embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying any creative work.

[0014] Figure 1 This is a schematic diagram of the first structure of the suspension system according to an embodiment of the present application.

[0015] Figure 2 This is a schematic diagram of the second structure of the suspension system according to an embodiment of the present application.

[0016] Figure 3 Schematic diagram of a vehicle in a low-frequency, large-amplitude condition and a high-frequency, small-amplitude condition while driving.

[0017] Figure 4 Schematic diagram of the flow of the vehicle control method according to an embodiment of the present application.

[0018] Figure 5 Schematic diagram of the application architecture of the vehicle control method according to an embodiment of the present application.

[0019] Figure 6Schematic diagram of the logical architecture of the vehicle control method according to an embodiment of the present application.

[0020] Figure 7 This is a schematic structural diagram of a vehicle control device according to an embodiment of the present application.

[0021] Figure 8 This is a schematic structural diagram of a vehicle according to an embodiment of the present application. DETAILED DESCRIPTION

[0022] In order to enable those skilled in the art to better understand the technical solutions in this specification, the technical solutions in the embodiments of this application will be clearly and completely described below in conjunction with the drawings in the embodiments of this application. Obviously, the embodiments described are only part of the embodiments of this specification, not all of the embodiments. Based on the embodiments in this specification, all other embodiments obtained by ordinary technicians in this field without making creative efforts should fall within the scope of protection of this specification.

[0023] Based on the foregoing, it can be seen that the traditional suspension system adopts a symmetrical structure, which causes vibration coupling between the suspension system and other accessories such as the vehicle body and suspension. When dynamically adjusting the stiffness of the suspension system, it is difficult to specifically decouple the vibration components of the suspension system, resulting in unsatisfactory adjustment effects and an inability to achieve an optimal balance between high-frequency vibration isolation and control requirements.

[0024] To address the aforementioned issues, this embodiment provides a suspension system, vehicle control method, device, vehicle, and program product. In the suspension system solution, the engine and transmission are connected to the subframe via corresponding left and right mounts, but at least one of the left and right mounts is asymmetrically distributed relative to the powertrain's center of mass. This design utilizes the asymmetric center of mass to effectively isolate the suspension system's vibrations from those of the vehicle body and suspension, thereby enabling independent decoupling. In the vehicle control solution, a combined powertrain-body-suspension dynamic model is configured based on the powertrain corresponding to the suspension system. Using the vehicle's driving state data corresponding to a first time domain (a known time period, representing the vehicle's current or past temporal state) as input, the dynamic model performs a decoupling analysis from overall vehicle vibration to local vibrations, predicting the vibration distribution (including the suspension system's vibration components) in a second time domain (a future time period relative to the first time domain, representing the vehicle's future temporal state). Then, based on the vibration components of the suspension system, the stiffness (affecting the suspension system's ability to resist deformation) and / or damping (affecting the attenuation efficiency of vibration energy) of the suspension system are adjusted to maintain an optimal balance between vibration isolation and control requirements, ensuring both stability and comfort during vehicle driving.

[0025] The respective embodiments are described in detail below.

[0026] One embodiment of the present application provides a suspension system for a vehicle. Figure 1 This is a schematic diagram of the suspension system, including: Subframe 1, serving as the basic load-bearing structure of the suspension system; Engine 2, the engine is connected to the subframe through the engine left mount 21 and the engine right mount 22, and the engine left mount 21 and the engine right mount 22 are respectively located at the vehicle's powertrain center of mass ( Figure 1 dot) on both sides; Transmission 3, the transmission is connected to the subframe through the transmission left suspension 31 and the transmission right suspension 33, and the transmission left suspension 31 and the transmission right suspension 32 are respectively located on both sides of the center of mass of the powertrain.

[0027] In this embodiment, the left engine mount and the right engine mount are asymmetrically arranged relative to the powertrain mass center, and / or the left transmission mount and the right transmission mount are asymmetrically arranged relative to the powertrain mass center.

[0028] Here, the left and right engine mounts 21 and 22 are used as examples. The criterion for determining an asymmetric arrangement of the left and right engine mounts 21 and 22 relative to the powertrain's center of mass is that the distance D1 from the left engine mount 21 to the powertrain's center of mass is unequal to the distance D2 from the right engine mount 22 to the powertrain's center of mass. Specifically, if D1 is decomposed into the X-axis distance a1 and the Y-axis distance b1, and D2 is decomposed into the X-axis distance a2 and the Y-axis distance b2, then a1 ≠ a2 and / or b1 ≠ b2.

[0029] Similarly, the asymmetric arrangement of the left and right transmission mounts 31 and 32 relative to the powertrain center of mass can be demonstrated by the following criteria: the distance from the left transmission mount 31 to the powertrain center of mass is unequal to the distance from the right transmission mount 32 to the powertrain center of mass. This will not be further elaborated here.

[0030] It should be understood that in traditional vehicle architectures, the engine and transmission mounts of the suspension system are often designed symmetrically relative to the powertrain's center of mass. Since the suspension system is connected to the vehicle body via a subframe, this can lead to problems with vibration energy superposition and modal mixing. Specifically, the powertrain's natural vibrations and the vibrations of the body / suspension are superimposed at the powertrain's center of mass, increasing the vibration amplitude of the entire vehicle and affecting ride comfort. Furthermore, due to the coupling effect, the vibration modes of the powertrain, body, and suspension are difficult to analyze independently, increasing the complexity of vibration control.

[0031] In this embodiment, the left and right engine mounts and / or the left and right transmission mounts of the suspension system are asymmetrically positioned relative to the powertrain's center of mass. This asymmetry effectively decouples the suspension system's vibrations from those of the vehicle body and suspension. This facilitates subsequent targeted adjustments to the suspension system's stiffness and damping based solely on the system's vibrational components, making it easier to achieve optimal vibration suppression through suspension adjustments. Furthermore, it reduces the cumulative vibration energy at the powertrain's center of mass, thereby lowering the overall vehicle vibration amplitude and improving ride comfort.

[0032] In addition, in the design of traditional suspension systems, the left and right engine suspensions are usually arranged perpendicular to the Z-axis. Although this "vertical" design method has a simple installation process, its stiffness in the torsional direction of the engine is insufficient. For example, when the powertrain is twisted around the X-axis (the front-to-back direction of the vehicle) (such as when the vehicle accelerates or brakes suddenly), the stiffness of the suspension system in the X-axis direction is low, resulting in excessive displacement of the powertrain, affecting handling stability. To solve this problem, this embodiment optimizes the spatial angle of the engine suspension setting. Specifically, the left engine suspension 21 and the right engine suspension 22 are rotated a certain angle around the X-axis of the vehicle coordinate system, so that they are tilted toward each other or tilted away from each other. For example Figure 2 As shown, after tilting, the installation axis of the left engine mount 21 forms an angle θ1 with the Z axis, and the installation axis of the left engine mount 21 forms an angle θ2 with the Z axis.

[0033] The tilted design optimizes the stiffness distribution ratio of the left and right engine mounts in the X, Y, and Z directions. For example, in a traditional vertical arrangement, the engine mount's stiffness primarily acts in the Z direction, while the stiffness components in the X and Y directions are relatively weak. However, with the tilted arrangement of this embodiment, the Z-axis stiffness component is reduced while the X and Y-axis stiffness components are significantly enhanced, thereby providing greater resistance to deformation when the powertrain is twisted about the X axis. Furthermore, when the suspension system is asymmetrically arranged relative to the powertrain's center of mass, the tilted design can guide vibration energy in a specific direction, thereby more clearly decoupling it from the vibrations of the vehicle body and suspension, facilitating subsequent decoupling.

[0034] As a feasible implementation method of tilting arrangement, the tilt of the left engine mount 21 and the right engine mount 22 of this embodiment is preferably about 45 degrees, so as to achieve a relatively balanced stiffness distribution in the three directions of X / Y / Z axis. Figure 2 In (a), if the left engine mount 21 and the right engine mount 22 are tilted towards each other, the inclination angle of the installation axis of the left engine mount 21 relative to the Z axis is -135°±5° (±5° represents the error), and the angle of the installation axis of the right engine mount 22 relative to the Z axis is +135°±5. Or, Figure 2 In (b), if the left engine mount 21 and the right engine mount 22 are tilted in opposite directions, the angle between the mounting axis of the left engine mount 21 and the Z axis is +135°±5°, and the angle between the mounting axis of the right engine mount 22 and the Z axis is -135°±5°.

[0035] In practical applications, the left engine mount 21 and the right engine mount 22 of this embodiment can use hydraulic bushings. The hydraulic bushings can significantly enhance the damping effect under tilt settings through the fluid-solid coupling effect of the liquid inside. For example Figure 3 As shown in (a), when the vehicle is in a low-frequency, high-amplitude condition (accidentally passing a slope with large undulations), the fluid in the hydraulic bushing flows through the inertial channel, producing a large damping effect, thereby effectively suppressing the displacement of the powertrain; or, Figure 3 As shown in Figure b, when the vehicle is driving in a high-frequency and small-amplitude condition (continuously passing through multiple slopes with small undulations), the decoupling membrane of the hydraulic bushing and the throttle disc work together to reduce the dynamic hardening phenomenon and improve the comfort and handling of the vehicle.

[0036] In addition, in order to reduce the weight of the suspension system, the subframe 1 of this embodiment can be made of a carbon fiber-aluminum alloy composite material, that is, the main structure of the subframe 1 is made of lightweight carbon fiber-reinforced polymer (CFRP), and aluminum alloy inserts 11 are added to the stress-bearing area corresponding to the suspension installation position for reinforcement, thereby utilizing the high tensile strength and fatigue resistance of aluminum alloy to enhance the local load-bearing capacity. At the same time, through multi-objective optimization algorithms such as variable density method combined with finite element analysis, the material distribution path of the subframe is topologically optimized to remove redundant materials. Figure 1 The hollowed-out areas shown in the figure further reduce the overall weight of the suspension system. This combination of composite materials and structural optimization significantly improves lightweighting while ensuring mechanical properties.

[0037] The above is an introduction to the suspension system of the present application. Corresponding to the suspension system, another embodiment of the present application also provides a corresponding vehicle control method. Figure 4 FIG. 1 is a flow chart of the vehicle control method, which specifically includes the following steps: S101, obtaining driving status data of a vehicle corresponding to a first time domain.

[0038] In this embodiment, the driving state data used to determine vehicle vibration conditions may include, but is not limited to, vehicle body posture, road excitation frequency, and powertrain drive torque fluctuations. This driving state data can be collected by vehicle sensors, such as axle accelerometers, gyroscopes, wheel speed sensors, vibration sensor arrays, torque sensors, and road preview sensors.

[0039] It should be understood that these sensors can monitor the dynamic changes of the vehicle during driving in real time, providing basic data support for subsequent vibration analysis.

[0040] S102, using driving state data as input parameters, based on the vehicle's powertrain-body-suspension dynamics model, predicting the vehicle's vibration energy distribution corresponding to a second time domain; wherein the powertrain includes a suspension system, and the vibration energy distribution includes vibration components of the suspension system.

[0041] The purpose of constructing the dynamic model in this embodiment is to decouple the vibration of the entire vehicle into the vibration components of the independent suspension system, thereby enabling targeted adjustments to the stiffness and / or damping of the suspension system. This goal can be achieved by analyzing the coupling relationship between the powertrain, body, and suspension.

[0042] From the perspective of vehicle structure, the main sources of vehicle vibration include powertrain, body and suspension. Among them: The powertrain is the core component of a vehicle, responsible for transmitting engine power to the wheels. Its vibration characteristics directly impact the vehicle's NVH (noise, vibration, and harshness) performance. The powertrain typically consists of the engine, transmission, and related components, connected to the vehicle frame via the suspension system. Dynamic models must incorporate the rigid-body dynamics of the suspension system (e.g., engine and transmission mounts).

[0043] The vehicle body serves as the external framework of the vehicle, protecting passengers, carrying cargo, and supporting other components. In dynamic models, the body must reflect its rigid-body dynamic characteristics along the X, Y, and Z axes. The elastic deformation of the body has a significant impact on vibration decoupling, particularly near the natural frequency of the powertrain.

[0044] As a crucial device connecting the wheels to the vehicle body, the suspension primarily transmits force and torque while absorbing road vibrations to enhance ride comfort and vehicle handling. Suspensions typically consist of elastic elements (such as springs), shock absorbers, and guides. Dynamic models must reflect the rigid-body dynamics of the suspension, including its elastic modes and damping characteristics.

[0045] In this embodiment, the dynamic model decomposes the vehicle into three subsystems: the powertrain, the body, and the suspension. Dynamic equations (e.g., energy transfer dynamic equations) are established for each component. First, the model uses driving state data (e.g., engine speed, torque fluctuation, vehicle speed) and road excitation (e.g., road-induced wheel vibration) in the first time domain as input. By solving coupled differential equations or transfer functions, the model simulates the transmission path of vibration energy between the subsystems. The dynamic model initializes the system state using real-time data from the first time domain. Combining the stiffness matrix of the suspension system, the elastic modes of the body, and the damping characteristics of the suspension, the model dynamically calculates the time-dependent variation of vibration energy. This in turn predicts the vibration components of each subsystem in the second time domain. For example, the vibration components of the suspension system can be separated using the rigid body equation of motion, the vibration components of the body can be analyzed by superimposing elastic deformation with rigid body motion, and the suspension vibration components can be decoupled based on the road excitation and the dynamic response of the unsprung mass. Ultimately, the vibration energy distribution of each subsystem in the second time domain is output, providing a quantitative basis for optimizing suspension parameters or body structure. It should be noted that in this embodiment, the dynamic equations contained in each subsystem are not unique and are not specifically limited herein.

[0046] S103 : Adjusting stiffness and / or damping of the suspension system based on the vibration component of the suspension system.

[0047] This embodiment may use a Model Predictive Control (MPC) algorithm architecture to configure an adjustment strategy (stiffness and / or damping adjustment parameters) of an engine mount and / or a transmission mount in a mount system.

[0048] Model predictive control is a multivariable optimization control strategy based on dynamic models. Its core idea is to achieve real-time dynamic regulation of complex systems by predicting the future behavior of the system and rolling optimizing the control input.

[0049] In this embodiment, the application principle of the corresponding model predictive control algorithm is: Predicting the future behavior of the system: This is the process of S102 described above, using the driving state data of the vehicle corresponding to the first time domain as input parameters, and using the dynamic model of the powertrain-body-suspension to predict the vibration distribution in the second time domain.

[0050] Rolling optimization of vibration transmissibility: By constructing a model predictive control optimization function, the adjustment parameters of the stiffness and / or damping of the suspension system are solved with the minimization of vibration transmissibility as the optimization direction.

[0051] Dynamic Adaptation: This adjusts the vibration distribution weights of the powertrain, body, and suspension in the dynamics model based on the vehicle's driving mode (track / road) and operating conditions (road roughness), ensuring that the vibration transmission of the dynamics model always matches the current driving mode and operating conditions.

[0052] It should be noted that the stiffness and damping of the suspension system described in this article are related to the stiffness and damping of the engine mount and transmission mount. Therefore, adjusting the stiffness and / or damping of the suspension system specifically refers to: Adjusting the stiffness and / or damping of the engine mounts (left and right); and, Adjust the stiffness and / or damping of the transmission mount (left and right).

[0053] The following description will be made by taking the adjustment of the stiffness and / or damping of the transmission mount as an example.

[0054] As an implementation method, the left and right transmission mounts of this embodiment may adopt magnetorheological mounts, and dynamic adjustment of stiffness and damping may be achieved by adjusting the current of the magnetorheological fluid inside the mounts.

[0055] To more accurately optimize the vibration control strategy, this embodiment subdivides the vibration components of the suspension system into the following two categories based on their frequency characteristics: Low-frequency vibration (first frequency interval): usually manifests as large-amplitude vibration (vibration amplitude is greater than a predefined amplitude standard); for example Figure 3 As shown in Figure a, when the vehicle accidentally passes through a slope with large undulations, the powertrain is subjected to a strong impact and produces a large displacement, causing severe vibration. High frequency vibration (second frequency range): usually manifests as small amplitude vibration (vibration amplitude is less than the predefined amplitude standard; e.g. Figure 3 As shown in Figure b, when a vehicle continuously traverses a gently undulating slope, while the road impact is minimal and won't cause significant displacement of the powertrain, the continuous energy transfer can still cause severe vibration. The first and second frequency ranges can be flexibly set based on demand, but the upper frequency limit of the first frequency range must be lower than the lower frequency limit of the second frequency range.

[0056] Correspondingly, when constructing the model predictive control optimization function, the following differentiated optimization strategies are adopted for the vibration characteristics of the above two frequency bands: 1) For low-frequency, large-amplitude vibrations: The main optimization goal is to suppress the displacement amplitude of the powertrain; 2) For high-frequency, small-amplitude vibrations: The main optimization goal is to reduce the road surface excitation transfer rate (the lower the road surface excitation transfer rate, the lower the vibration energy transfer efficiency).

[0057] In the specific implementation, the driving state data of the vehicle corresponding to the first time domain is first input into the dynamic model of the powertrain-body-suspension to predict the vibration component of the suspension system in the second time domain; then the vibration component of the suspension system in the second time domain is used in the above model prediction control optimization function to solve the optimal adjustment parameters of the left and right suspension stiffness and / or damping of the transmission according to the low-frequency and high-frequency optimization objectives respectively, so as to obtain the adjustment strategy of the transmission suspension adapted to the current working conditions.

[0058] As an example, the typical expression of the model predictive control optimization function is:

[0059] The meanings of the parameters in the above formula are as follows: : Stiffness of the left / right suspension of the transmission; : Damping of the left / right suspension of the transmission; Low-frequency displacement cost: can be calculated by the powertrain displacement, and the specific calculation formula is not limited in this article; High-frequency cost: This can be calculated by the vibration energy transfer rate from the road surface to the vehicle body. The specific calculation formula is not limited in this article. : The weight of the low-frequency displacement cost; : The weight of high-frequency cost.

[0060] Among them, in the low-frequency vibration scenario, ; In high-frequency vibration scenarios, In addition, it can be adjusted according to the driving mode and For example: Track mode can reduce the The value is chosen to allow moderate low frequency vibration.

[0061] After determining the vibration components of the suspension system in the second time domain, first analyze the vibration frequency of the vibration components of the suspension system in the second time domain to determine whether it is a low-frequency vibration scenario or a high-frequency vibration scenario. For example, 5-50Hz is a low-frequency vibration scenario, and above 50Hz is a high-frequency vibration scenario. Then, set the vibration frequency according to the vibration scenario. and Then, the minimum vibration energy transfer cost is solved according to the above model predictive control optimization function to obtain the optimal stiffness of the left and right suspension of the transmission. and optimal damping .

[0062] It should be noted that the optimization expression formula of the model predictive control optimization function is not unique and is not specifically limited in this embodiment.

[0063] In addition, this embodiment can also introduce adaptive fuzzy logic into the framework of the model predictive control algorithm to enhance the system's adaptability in driving environments with uncertain parameters, complex nonlinearity, or drastic changes. The corresponding specific implementation process is as follows: 1) Input fuzzification and rule base construction Data fuzzification: The driving status data collected by the sensor network is converted into fuzzy description variables through membership functions, such as "strong high-frequency vibration" or "extremely uneven road surface".

[0064] Initial rule base: Establishes basic control rules based on expert knowledge or experimental data, for example: "If high-frequency vibration is significant and driving mode = Track → Increase suspension stiffness."

[0065] 2) Dynamic adjustment of adaptive parameters Online learning mechanism: Using recursive least squares (RLS) or adaptive neural fuzzy inference systems (ANFIS), the system analyzes the correlation between vibration energy distribution and suspension performance in real time. For example, when high-frequency vibrations significantly impact handling stability, the "increase stiffness" rule is automatically prioritized.

[0066] 3) Fuzzy reasoning and defuzzification Strategy generation: Fuzzy adjustment strategies are inferred based on real-time data and a dynamically updated rule base, such as "stiffness increment ±15%" or "damping correction factor 0.8" for the left and right transmission mounts.

[0067] Precise output: Translate the adjustment strategy of fuzzy output into precise control instructions, such as the target current of the left and right transmission mounts (magnetorheological mounts).

[0068] It should be understood that adaptive fuzzy logic can make up for the shortcomings of the model predictive control algorithm in nonlinear and uncertain scenarios: Flexibility: Dynamically adjust rule weights to accommodate different driving modes (track / road) and sudden changes in operating conditions; Robustness: Combined with online learning mechanisms, the control strategy is continuously optimized to ensure that the suspension parameters always match the current vibration characteristics.

[0069] It should be noted that, in this embodiment, the stiffness and / or damping of the engine mount in the mount system can also be adjusted according to the above process, which will not be further described with examples here.

[0070] Furthermore, based on the foregoing, this embodiment can also obtain the vibration components of the vehicle body and suspension in the second time domain through the dynamic model. Therefore, the vibration cancellation optimization of the vehicle body and suspension can be performed based on their respective vibration components, thereby comprehensively improving the vehicle NVH (noise, vibration and harshness) performance.

[0071] As an example, the vehicle body is connected to the suspension via dampers, and to the suspension system's subframe via vibration absorbers, creating a multi-level vibration suppression system. The dampers utilize magnetorheological technology, the core principle of which is to achieve vibration suppression by converting energy through the interaction between a piston and a magnetorheological fluid. When the suspension vibrates, the reciprocating motion of the piston forces the magnetorheological fluid to flow through a channel controlled by an electromagnetic field. Variations in the magnetic field intensity dynamically adjust the fluid's viscosity (e.g., viscosity increases 10-100 times with increasing current), generating a damping force that is nonlinearly related to the vibration velocity. For example, for high-frequency, small-amplitude vibrations (20-50Hz road excitation), the magnetic field is enhanced to rapidly attenuate energy. For low-frequency, large-amplitude vibrations (e.g., 1-5Hz sharp cornering and roll), the magnetic field intensity is reduced to soften the vibration filtering effect. The shock absorber adopts an active inertial design, with a three-in-one system consisting of a mass block, spring and electronically controlled damping unit. When the vehicle body vibrates at a specific frequency (such as 30Hz seat rail resonance), the system generates a force in antiphase with the main vibration (phase difference of 180°±5°) by real-time adjustment of the mass block inertia (counterweight ±15%), spring stiffness (stiffness coefficient 0.5 to 2 times the reference value) and electronically controlled damping (response time <5ms), directly offsetting the vibration energy transfer path to achieve the purpose of vibration suppression.

[0072] Correspondingly, this embodiment adjusts the damping force of the damper based on the vibration components of the suspension, and adjusts the vibration suppression parameters of the vibration absorber based on the vibration components of the vehicle body, thereby achieving coordinated optimization of vibration suppression. The damper and vibration absorber adjustment strategies can also be derived through the aforementioned Model Predictive Control (MPC) algorithm architecture optimization, utilizing the same MPC optimization function, which will not be further elaborated here. In summary, the vehicle control method of this embodiment can offset multiple sources of vibration, including the mounting system, vehicle body, and suspension, thereby significantly improving in-vehicle ride comfort.

[0073] in, Figure 5 The application architecture of the vehicle control method of this embodiment is illustrated, including three parts: the sensor network, the vehicle control unit (VCU), and the actuator. The following is a detailed description of each part: 1. Sensor Networks The sensor network is responsible for collecting real-time vehicle driving status data and providing multi-dimensional input for the model predictive control algorithm. The sensor network can include the following types of sensors: 1) Three-axis accelerometer Location: Located in the middle of the vehicle body and / or chassis area (near the suspension system).

[0074] Function: Measure X / Y / Z three-axis acceleration, monitor vehicle body posture (pitch, roll) and powertrain vibration characteristics.

[0075] Significance: Provides high-frequency vibration spectrum to identify engine idle vibration, road bumps and other operating conditions.

[0076] 2) Gyroscope Location: Installed on the vehicle's subframe and / or center tunnel.

[0077] Function: Detect the vehicle's yaw rate, pitch rate and roll rate, etc.

[0078] Significance: Combined with acceleration data, the dynamic response of the vehicle body is accurately calculated to provide a basis for the posture compensation of the suspension system.

[0079] 3) Wheel speed sensor Position: Set inside the hub of each wheel.

[0080] Function: Real-time monitoring of wheel speed and slip rate.

[0081] Significance: Determine vehicle driving status (acceleration / braking / turning) and predict road excitation frequency.

[0082] 4) Vibration sensor array Location: Installed at various locations on the front and / or rear axles of the vehicle.

[0083] Function: Collect local vibration acceleration signals to identify vibration modes.

[0084] Significance: Provides vibration energy distribution data for decoupling analysis.

[0085] 5) Torque sensor Location: Installed in the vehicle's powertrain, such as the engine output section.

[0086] Function: Real-time measurement of powertrain output torque fluctuations.

[0087] Significance: Capture engine ignition pulses or motor harmonic torque and extract vibration characteristics.

[0088] 6) Road surface preview sensors (such as lidar / camera) Location: Located at the lower part of the front windshield and / or the front bumper of the vehicle.

[0089] Function: Scan road features ahead (such as potholes and speed bumps).

[0090] Significance: Predict road excitation frequency.

[0091] 2. Vehicle Control Unit The vehicle control unit (VCU) first adjusts the vibration distribution weights for the powertrain, body, and suspension in the dynamics model based on the vehicle's driving mode and operating conditions. Next, it acquires driving state data from the sensor network. Within the framework of a model predictive control algorithm, the dynamics model (with configured vibration distribution weights for the powertrain, body, and suspension) is used to perform vibration prediction and decoupling on the driving state data in the first time domain. This results in vibration components for the powertrain (suspension system), body, and suspension. Optimizing the powertrain displacement amplitude to suppress low-frequency vibration components and reducing the road excitation transfer rate to reduce high-frequency vibration components, adjustment strategies are then determined for the transmission mount (suspension system), damper (suspension), and shock absorber (body).

[0092] Among them, the vehicle control unit adopts Figure 6 The algorithm hierarchy shown includes: 1) Data Collection Layer Synchronously integrate the driving status data (signals) provided by the sensor network and transmit them to the vehicle control unit via the CAN bus or Ethernet.

[0093] 2) State Estimation Layer Vibration prediction and decoupling are performed through the dynamic model of powertrain-body-suspension combined with the driving status data of the data acquisition layer to obtain the vibration components of the suspension system, body, and suspension.

[0094] 3) Collaborative decision-making layer The upper-level coordinator assigns vibration distribution weights to the powertrain (mounting system), body, and suspension in the dynamics model based on the driving mode (track / road). For example, in track mode, the mount system weight is increased to 70%, focusing on suppressing powertrain displacement; in road mode, the body vibration weight is 60%, prioritizing noise reduction. The lower-level controller: Model predictive control algorithm: Based on the dynamic model, it predicts the future vibration energy distribution and optimizes the adjustment strategy of the rolling suspension system, body (shock absorber) and suspension (damper).

[0095] Adaptive fuzzy logic: Fuzzifies the model predictive control algorithm to reduce the impact of sensor noise and driving scenario uncertainty.

[0096] 4) Execute the output layer Adjustment strategy for the suspension system: The magnetorheological fluid of the transmission mount is set to use a target current, which means that the stiffness can be varied within the range of 50-500 N / mm by adjusting the current.

[0097] Adjustment strategy of the damper: The magnetorheological damper is set to adopt a target magnetic field strength, that is, the damping force of the damper can be changed by adjusting the magnetic field strength.

[0098] Adjustment strategy of vibration absorber: Set the target vibration suppression frequency, target stiffness and target damping used by the vibration absorber, so that the vibration absorber generates reverse inertia force to offset the vibration.

[0099] In summary, this application proposes an asymmetric suspension system and its corresponding intelligent control method, which aims to solve the vibration coupling problem in traditional symmetric suspension systems through the following technical features: 1) Asymmetric Distribution and Stiffness Optimization: The engine and / or transmission mounts are asymmetrically distributed relative to the powertrain's center of mass, and the X / Y / Z axis stiffness ratios are optimized at specific tilt angles. This design effectively isolates the vibration transmission path, thereby reducing vibration coupling.

[0100] 2) Joint dynamics model and decoupling analysis: A joint dynamics model of the powertrain, body, and suspension was constructed. Decoupling analysis was used to separate the independent vibration components of the suspension system, body, and suspension, thereby achieving vibration suppression adjustment for multiple sources of the suspension system, including the transmission mount, suspension damper, and subframe absorber.

[0101] 3) Fusion of Model Predictive Control (MPC) and Adaptive Fuzzy Logic: Within the MPC framework, combined with vehicle driving data and focusing on reducing vibration transmission efficiency, optimal adjustment strategies are developed for the transmission mount, suspension damper, and subframe absorber. Adaptive fuzzy logic is also used to fuzzify the MPC algorithm, mitigating the effects of sensor noise and driving scenario uncertainty.

[0102] In addition, corresponding to Figure 4 In addition to the method shown, another embodiment of the present application further provides a vehicle control device. Figure 7 FIG. 7 is a schematic structural diagram of the vehicle control device 700, comprising: A data acquisition module 710 is configured to acquire driving status data of the vehicle corresponding to a first time domain; a vibration prediction module 720 for obtaining, using the driving state data as an input parameter, a vibration energy distribution of the vehicle corresponding to a second time domain based on a powertrain-body-suspension dynamics model of the vehicle; wherein the powertrain includes the suspension system, and the vibration energy distribution includes vibration components of the suspension system; The adjustment execution module 730 is configured to adjust the stiffness and / or damping of the left transmission mount and the right transmission mount based on the vibration component of the mounting system.

[0103] Optionally, the suspension of the vehicle is connected to the body of the vehicle via a damper, the vibration energy distribution further includes a vibration component of the suspension, and the adjustment execution module 730 is further used to adjust the damping of the damper based on the vibration component of the suspension.

[0104] Optionally, the subframe of the suspension system is connected to the body of the vehicle via a vibration absorber, the vibration energy distribution further includes a vibration component of the body, and the adjustment execution module 730 is further used to adjust a vibration suppression operating parameter of the vibration absorber based on the vibration component of the body, the vibration suppression operating parameter including at least one of vibration suppression frequency, stiffness, and damping.

[0105] Optionally, the adjustment execution module 730 adjusts the stiffness and / or damping of the left transmission mount and the right transmission mount based on the vibration component of the suspension system, including: A model predictive control optimization function is solved using the vibration components of the suspension system as input parameters to obtain adjustment parameters for the stiffness and / or damping of the left and right transmission mounts. The model predictive control optimization function optimizes the vibration components of the suspension system corresponding to a first frequency range by suppressing the powertrain displacement amplitude, and optimizes the vibration components of the suspension system corresponding to a second frequency range by reducing the road excitation transfer rate, wherein the upper limit frequency in the first frequency range is less than the lower limit frequency in the second frequency range. The adjustment parameters of the stiffness and / or damping of the transmission left mount and the transmission right mount correspond to adjusting the stiffness and / or damping of the transmission left mount and the transmission right mount.

[0106] It should be noted that the specific manner in which each model operates in the vehicle control device described in the above-mentioned embodiment has been described in detail in the embodiment of the method and will not be further elaborated here. In summary, the vehicle control device of this embodiment configures a combined powertrain-body-suspension dynamic model based on the powertrain corresponding to the suspension system. Using the vehicle's driving state data corresponding to the first time domain as input, the dynamic model performs a decoupling analysis from whole-vehicle vibration to local vibration, predicting the vibration distribution in the second time domain (including the vibration components of the suspension system). Based on the vibration components of the suspension system, the suspension system's stiffness (affecting the suspension system's anti-deformation capability) and / or damping (affecting the vibration energy attenuation efficiency) are adjusted to maintain an optimal balance between vibration isolation and control requirements, ensuring both vehicle stability and comfort.

[0107] In addition, another embodiment of the present application provides a vehicle. Figure 8 8 is a schematic structural diagram of the vehicle, including a memory 801 and a processor 802, wherein the memory 801 stores an executable program code 8011, and the processor 702 is used to call and execute the executable program code 8011 to perform the vehicle control method provided in the above embodiment.

[0108] This embodiment can divide the vehicle into functional modules based on the above-described method example. For example, each functional module can be mapped to a specific function, or two or more functions can be integrated into a single processing module. The integrated module can be implemented in hardware. It should be noted that the module division in this embodiment is illustrative and represents only one logical functional division. In actual implementation, other division methods may be used.

[0109] When the functional modules are divided according to their functions, the vehicle may include: a data acquisition module, a vibration prediction module, and an adjustment execution module. It should be noted that all relevant contents of each step involved in the above method embodiment can be referred to the functional description of the corresponding functional module and will not be repeated here.

[0110] In the case of an integrated unit, the vehicle may include a processing module and a storage module. The processing module may be used to control and manage the vehicle's movements, while the storage module may be used to support the vehicle's execution of program codes and data.

[0111] The processing module may be a processor or controller that implements or executes the various exemplary logic blocks, modules, and circuits disclosed herein. The processor may also be a combination that implements computing functions, such as a combination of one or more microprocessors, a combination of a digital signal processing (DSP) and a microprocessor, and the storage module may be a memory.

[0112] In addition, another embodiment of the present application also provides a computer-readable storage medium, which stores computer program code. When the computer program code runs on a computer, the computer executes the above-mentioned related method steps to implement a vehicle control method provided by the above-mentioned embodiment.

[0113] Among them, the beneficial effects of the above embodiments can refer to the beneficial effects of the corresponding methods provided above, and will not be repeated here.

[0114] Through the description of the above implementation methods, technical personnel in the relevant field can understand that for the convenience and simplicity of description, only the division of the above-mentioned functional modules is used as an example. In actual applications, the above-mentioned functions can be distributed and completed by different functional modules as needed, that is, the internal structure of the device can be divided into different functional modules to complete all or part of the functions described above.

[0115] In the embodiments provided in this application, it should be understood that the disclosed devices and methods can be implemented in other ways. For example, the device embodiments described above are merely schematic. For example, the division of modules or units is only 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 device, 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 devices or units, which can be electrical, mechanical or other forms.

[0116] In the description of this application, it should be understood that if the terms "up", "down", "front", "back", "left" and "right" are used to indicate directions or positional relationships, they are based on the directions or positional relationships shown in the accompanying drawings. They are only used to facilitate the description of the present invention and simplify the description, and do not indicate or imply that the positions or elements referred to must have a specific direction, be constructed and operate in a specific direction. Therefore, they should not be understood as limitations of this application.

[0117] It should be noted that, in this document, relational terms such as first and second, etc., are used only to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply any actual relationship or order between these entities or operations. It should also be noted that the terms "comprises," "comprising," or any other variations thereof are intended to cover non-exclusive inclusion, so that a process, method, commodity, or device comprising a series of elements includes not only those elements, but also other elements not explicitly listed, or elements inherent to such process, method, commodity, or device. In the absence of further limitations, an element defined by the phrase "comprising a ..." does not exclude the presence of other identical elements in the process, method, commodity, or device comprising the element.

[0118] The above are merely embodiments of the present application and are not intended to limit the present application. For those skilled in the art, the present application may have various changes and variations. Any modifications, equivalent replacements, improvements, etc. made within the spirit and principles of the present application should all be included within the scope of the claims of the present application.

Claims

1. A suspension system, applied to a vehicle, characterized in that: include: subframe; an engine, the engine being connected to the subframe via a left engine mount and a right engine mount, the left engine mount and the right engine mount being respectively located on either side of a center of mass of a powertrain of the vehicle; a transmission, the transmission being connected to the subframe via a left transmission mount and a right transmission mount, the left transmission mount and the right transmission mount being respectively located on either side of the center of mass of the powertrain; The left engine mount and the right engine mount are asymmetrically arranged relative to the powertrain mass center, and / or the left transmission mount and the right transmission mount are asymmetrically arranged relative to the powertrain mass center.

2. The suspension system according to claim 1, wherein: The installation axes of the left engine mount and the right engine mount are inclined in opposite directions relative to the Z axis of the vehicle coordinate system.

3. The suspension system according to claim 2, wherein: The included angle of the installation axis of the left engine mount relative to the Z axis is +135°±5°, and the included angle of the installation axis of the right engine mount relative to the Z axis is -135°±5°; or, The included angle of the installation axis of the left engine suspension relative to the Z axis is -135°±5°, and the included angle of the installation axis of the right engine suspension relative to the Z axis is +135°±5°.

4. The suspension system according to any one of claims 1 to 3, characterized in that: The left engine suspension and the right engine suspension are hydraulic bushings; and / or, The left transmission mount and the right transmission mount are magnetorheological mounts.

5. A vehicle control method, applied to a vehicle, characterized in that: The vehicle adopts the suspension system according to any one of claims 1 to 4, and the method includes: Acquiring driving status data of the vehicle corresponding to a first time domain; using the driving state data as input parameters and, based on a powertrain-body-suspension dynamics model of the vehicle, predicting a vibration energy distribution of the vehicle corresponding to a second time domain; wherein the powertrain includes the suspension system, and the vibration energy distribution includes vibration components of the suspension system; Based on the vibration components of the suspension system, the stiffness and / or damping of the suspension system is adjusted.

6. The method according to claim 5, characterized in that The suspension of the vehicle is connected to the body of the vehicle via a damper, the vibration energy distribution further includes a vibration component of the suspension, and the method further includes: Based on the vibration component of the suspension, the damping of the damper is adjusted.

7. The method according to claim 5, characterized in that The subframe of the suspension system is connected to the body of the vehicle via a vibration absorber, the vibration energy distribution further includes a vibration component of the body, and the method further includes: Based on the vibration component of the vehicle body, a vibration suppression operating parameter of the vibration absorber is adjusted, wherein the vibration suppression operating parameter includes at least one of vibration suppression frequency, stiffness, and damping.

8. The method according to any one of claims 5 to 7, characterized in that The adjusting the stiffness and / or damping of the suspension system based on the vibration component of the suspension system includes: The vibration components of the suspension system are used as input parameters to solve the model predictive control optimization function to obtain the adjustment parameters of the stiffness and / or damping of the left transmission suspension and the right transmission suspension in the suspension system; wherein, the model predictive control optimization function is optimized in the direction of suppressing the powertrain displacement amplitude for the vibration components of the suspension system corresponding to the first frequency range, and is optimized in the direction of reducing the road excitation transfer rate for the vibration components of the suspension system corresponding to the second frequency range, and the upper limit frequency in the first frequency range is less than the lower limit frequency in the second frequency range.

9. A vehicle control device, applied to a vehicle, characterized in that: The vehicle adopts the suspension system according to any one of claims 1 to 4, and the device comprises: A data acquisition module, configured to acquire driving status data of the vehicle corresponding to a first time domain; a vibration prediction module, configured to obtain the driving state data as an input parameter and predict a vibration energy distribution of the vehicle corresponding to a second time domain based on a powertrain-body-suspension dynamic model of the vehicle; wherein the powertrain includes the suspension system, and the vibration energy distribution includes vibration components of the suspension system; An adjustment execution module is configured to adjust stiffness and / or damping of the suspension system based on a vibration component of the suspension system.

10. A vehicle comprising: processor; and a memory arranged to store computer executable instructions, wherein the executable instructions, when executed, cause the processor to perform the method according to any one of claims 5 to 8.

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