Pressure self-updating method, main controller and angle controller

Abstract

The invention provides a pressure self-updating method, a main controller and an angle controller, the method is applied to the main controller, and the method comprises the following steps: when the current working state of the main controller is a preset working state, according to at least one of the current motion information of a vehicle and the current road surface information in the current environment of the vehicle, the current road surface information of the current environment of the vehicle; determining whether a triggering condition of pressure self-updating is met or not; if yes, the current working state of the main controller is updated, and sending of the enabling main power control instruction to the angle controller is stopped, so that the angle controller conducts pressure self-updating; feedback information of the angle controller is received, and whether the feedback information comprises a pressure self-updating completion identifier or not is recognized; if yes, the working state of the main controller is updated again, and sending of the enabling main power control instruction to the angle controller is recovered. Therefore, according to the technical scheme, for the high-pressure oil pump shock absorber only provided with a single pressure sensor, accurate control over the pressure difference between the upper cavity and the lower cavity and the main power can be achieved.

Description

Technical Field

[0001] The present application relates to the technical field of vehicle vibration reduction, and in particular to a pressure self-updating method, a main controller and an angle controller. Background Art

[0002] With the advancement of intelligent and electrified vehicles, traditional passive and semi-active suspensions are unable to meet the growing demand for vehicle comfort. Compared to traditional suspension, active suspension proactively adjusts the vertical force between the vehicle body and wheels (referred to as active force) based on the vehicle's motion and road conditions, achieving a balance between operational stability and ride comfort.

[0003] The way the main force is realized is related to the specific actuator used. The most common one at present is the high-pressure oil pump active shock absorber. This active shock absorber uses hydraulic oil as the medium, and drives the flow of hydraulic oil between the pipeline and the cavity through the motor-pump, changing the pressure difference between the upper and lower chambers of the piston rod, thereby generating the main force. In the existing technology, in order to improve the control accuracy of the main force, a closed-loop control method is usually adopted in engineering. Pressure sensors are usually configured at the upper and lower chamber pipelines of the actuator for real-time hydraulic pressure measurement, and the real-time main force value is obtained by calculation. In order to reduce the number of pressure sensors and reduce costs, this solution considers a high-pressure oil pump shock absorber that is only equipped with a single pressure sensor (only equipped with a lower chamber pressure sensor). Therefore, how to achieve accurate upper and lower chamber pressure difference measurement for this shock absorber to achieve precise control of the main force is a technical difficulty that needs to be solved at present. Summary of the Invention

[0004] In view of this, the purpose of this application is to provide a pressure self-updating method, a main controller and an angle controller. Through the technical solution of this application, for a high-pressure oil pump shock absorber that is only equipped with a single pressure sensor (only equipped with a lower chamber pressure sensor), accurate measurement of the pressure difference between the upper and lower chambers can be achieved, thereby achieving precise control of the main force.

[0005] The present invention provides a pressure self-update method, which is applied to a main controller. The method includes:

[0006] When the current working state of the main controller is a preset working state, obtaining current motion information of the vehicle where the main controller is located and current road surface information in the environment where the vehicle is currently located;

[0007] determining, based on at least one of the current motion information and the current road surface information, whether a triggering condition for pressure self-update is satisfied;

[0008] If the conditions are met, the current working state of the main controller is updated, and the sending of the enabling active force control instruction to the angle controller is stopped, so that the angle controller performs pressure self-update;

[0009] receiving feedback information from the angle controller, and identifying whether the feedback information includes a pressure self-update completion flag;

[0010] If included, the current working state of the main controller is updated again, and the enabling main power control instruction is resumed to the angle controller.

[0011] Optionally, when the current working state of the main controller is a preset working state, obtaining current motion information of the vehicle where the main controller is located and current road surface information in the environment where the vehicle is currently located includes:

[0012] Identifying whether a current sub-state in a current working state of the main controller is an update ready state;

[0013] If yes, obtain current motion information of the vehicle where the main controller is located and current road surface information in the environment where the vehicle is currently located;

[0014] If not, determine the remaining time for the current sub-state in the current working state of the main controller to jump to the update ready state, and after the remaining time is zero, update the current sub-state in the current working state of the main controller to the update ready state, and obtain the current motion information of the vehicle where the main controller is located and the current road surface information in the environment where the vehicle is currently located.

[0015] Optionally, the determining whether a triggering condition for pressure self-update is satisfied based on at least one of the current motion information and the current road surface information includes:

[0016] determining whether the vehicle is stationary based on the current motion information;

[0017] If it is stationary, determine that the triggering conditions for pressure self-update are met;

[0018] If not, determining whether the vehicle is traveling in a straight line at a low speed on a flat ground based on the current motion information and the current road surface information;

[0019] If yes, it is determined that the triggering condition for pressure self-update is met; otherwise, it is determined that the triggering condition for pressure self-update is not met.

[0020] Optionally, if the feedback information does not include a pressure self-update completion flag, the method further includes:

[0021] Updating the current sub-state in the current working state of the main controller to a first waiting-for-update state;

[0022] After the first time interval, the current sub-state in the current working state of the main controller is updated from the first waiting update state to the update ready state, and the current motion information of the vehicle where the main controller is located and the current road surface information in the current environment of the vehicle are obtained again to perform pressure self-update processing.

[0023] Optionally, when it is determined that the feedback information includes a pressure self-update completion flag, re-updating the current working state of the main controller includes:

[0024] The current working state of the main controller is updated from the pressure self-update state to the enable control execution state; and the current sub-state in the current working state is updated from the update completion state to the second waiting update state.

[0025] Optionally, after updating the current sub-state of the main controller in the working state to the second waiting-for-update state, the method further includes:

[0026] After a second time interval, the current sub-state in the current working state of the main controller is updated from the second waiting update state to the update ready state, and the current motion information of the vehicle where the main controller is located and the current road surface information in the environment where the vehicle is currently located are obtained again.

[0027] The present application also provides another pressure self-updating method, which is applied to an angle controller. The method includes:

[0028] When the power supply is normal but the main controller has not received the instruction to enable the active force control, a pressure self-update operation is performed and the triggering condition of the pressure self-update is monitored to see whether it has changed. The pressure self-update operation includes obtaining the hydraulic pressure value of the lower chamber pipeline collected by the pressure sensor on the active suspension actuator;

[0029] If there is no change, the pressure of the compressed air in the accumulator on the active suspension actuator is updated using the collected lower chamber pipeline hydraulic pressure value, and feedback information is sent to the main controller; wherein the feedback information includes a pressure self-update completion flag;

[0030] If it changes, the pressure self-update operation is stopped, and feedback information is sent to the main controller; wherein the feedback information includes a pressure self-update interruption flag.

[0031] The present application also provides a main controller, which includes:

[0032] an acquisition module, configured to acquire current motion information of the vehicle in which the main controller is located and current road surface information in the environment in which the vehicle is currently located when the current working state of the main controller is a preset working state;

[0033] a determination module, configured to determine whether a triggering condition for pressure self-update is satisfied based on at least one of the current motion information and the current road surface information;

[0034] A first updating module is configured to update the current working state of the main controller and stop sending the enable active force control instruction to the angle controller if the conditions are met, so that the angle controller performs pressure self-update;

[0035] an identification module, configured to receive feedback information from the angle controller and identify whether the feedback information includes a pressure self-update completion flag;

[0036] The second updating module is used to, if included, re-update the current working state of the main controller and resume sending the enabling active power control instruction to the angle controller.

[0037] The embodiment of the present application further provides an angle controller, the angle controller comprising:

[0038] a monitoring module configured to, when power is normal but no active force control enable command is received from the main controller, perform a pressure self-update operation and monitor whether a triggering condition for the pressure self-update has changed; the pressure self-update operation includes obtaining a lower chamber pipeline hydraulic pressure value collected by a pressure sensor on the active suspension actuator;

[0039] A first feedback module is configured to update the pressure of the compressed air in the accumulator on the active suspension actuator using the collected lower chamber pipeline hydraulic pressure value if no change has occurred, and send feedback information to the main controller; wherein the feedback information includes a pressure self-update completion flag;

[0040] The second feedback module is configured to stop executing the pressure self-update operation if there is a change, and send feedback information to the main controller; wherein the feedback information includes a pressure self-update interruption flag.

[0041] An embodiment of the present application further provides a computer-readable storage medium, on which a computer program is stored. When the computer program is executed by a processor, the steps of the pressure self-update method as described above are executed.

[0042] The embodiment of the application provides a pressure self-updating method, a main controller and an angle controller. The method is applied to the main controller, and the method comprises the following steps: when a current working state of the main controller is a preset working state, current motion information of a vehicle where the main controller is located and current road surface information in an environment where the vehicle is currently located are acquired; whether a trigger condition of pressure self-updating is met is determined according to at least one of the current motion information and the current road surface information; if the trigger condition of pressure self-updating is met, the current working state of the main controller is updated, and an enabling active force control instruction is stopped from being sent to the angle controller, so that the angle controller performs pressure self-updating; feedback information of the angle controller is received, and whether the feedback information comprises a pressure self-updating completion identifier is identified; and if the feedback information comprises the pressure self-updating completion identifier, the current working state of the main controller is re-updated, and the enabling active force control instruction is restored to be sent to the angle controller.

[0043] In this way, the technical scheme of the application can achieve the following beneficial effects:

[0044] The technical scheme provided by the application can include the following beneficial effects:

[0045] First, the force feedback value is estimated by the pressure self-updating algorithm, and the upper cavity pipeline of the active suspension actuator can not need to be installed with a pressure sensor, so that the use of the actuator at the vehicle end is not affected due to the position limitation of the sensor, and the cost is saved.

[0046] Second, the method is suitable for the active suspension actuator with pressure self-updating, can conveniently adjust the frequency of pressure self-updating, avoid energy waste of the actuator and continuous expansion of force feedback cumulative error, and is beneficial to improvement of vehicle comfort and steering stability. Meanwhile, the method can well be compatible with the active suspension actuator without pressure self-updating, and has strong portability.

[0047] In order to make the above-mentioned purposes, features and advantages of the application more obvious and easy to understand, the following preferred embodiments are described in detail below, and the accompanying drawings are described as follows. BRIEF DESCRIPTION OF DRAWINGS

[0048] In order to more clearly illustrate the technical scheme of the embodiments of the application, the following will briefly introduce the drawings needed to be used in the embodiments. It should be understood that the following drawings only show some embodiments of the application, and therefore should not be regarded as a limitation on the scope. For those skilled in the art, other related drawings can also be obtained without creative labor on the basis of these drawings.

[0049] Figure 1 A structure diagram of an active suspension actuator provided by the embodiment of the application;

[0050] Figure 2A flow chart of a pressure self-updating method provided in an embodiment of the present application;

[0051] Figure 3 A schematic diagram of the principle of state switching between various working states of a main controller provided in this application;

[0052] Figure 4 This is a schematic diagram of the principle of switching between the enable control execution state and the pressure self-update state provided by this application;

[0053] Figure 5 A flow chart of another pressure self-updating method provided in an embodiment of the present application;

[0054] Figure 6 A schematic diagram of a pressure self-renewal method provided in this application;

[0055] Figure 7 A schematic diagram of the structure of a main controller provided in an embodiment of the present application;

[0056] Figure 8 A schematic structural diagram of an angle controller provided in an embodiment of the present application. DETAILED DESCRIPTION

[0057] In order to make the purpose, technical solutions and advantages of the embodiments of the present application clearer, the technical solutions in the embodiments of the present application will be clearly and completely described below in conjunction with the drawings in the embodiments of the present application. Obviously, the described embodiments are only a part of the embodiments of the present application, rather than all of the embodiments. The components of the embodiments of the present application generally described and shown in the drawings here can be arranged and designed in various different configurations. Therefore, the following detailed description of the embodiments of the present application provided in the drawings is not intended to limit the scope of the application for which protection is claimed, but merely represents the selected embodiments of the present application. Based on the embodiments of the present application, each other embodiment obtained by those skilled in the art without making creative work falls within the scope of protection of the present application.

[0058] With the advancement of intelligent and electrified vehicles, traditional passive and semi-active suspensions are unable to meet the growing demand for vehicle comfort. Compared to traditional suspension, active suspension proactively adjusts the vertical force between the vehicle body and wheels (referred to as active force) based on the vehicle's motion and road conditions, achieving a balance between operational stability and ride comfort.

[0059] The implementation mode of the active force is related to the specific actuator adopted, and the current common one is a high-pressure oil pump active damper. The active damper adopts hydraulic oil as a medium, and drives the flow of the hydraulic oil between the pipeline and the cavity through a motor-pump, changes the pressure difference between the upper and lower cavities of the piston rod, and thus generates the active force. In the prior art, in order to improve the control accuracy of the active force, a closed-loop control mode is usually adopted in engineering. A pressure sensor is usually arranged at the upper and lower cavity pipelines of the actuator for real-time hydraulic pressure measurement, and the real-time active force value is obtained through calculation. In order to reduce the number of pressure sensors and reduce the cost, the present scheme considers a high-pressure oil pump damper which is only provided with a single pressure sensor (only provided with a lower cavity pressure sensor), and thus how to realize accurate upper and lower cavity pressure difference measurement for this kind of damper to realize accurate control of the active force is a technical difficulty to be solved at present.

[0060] Based on this, the embodiment of the present application provides a pressure self-updating method, which realizes accurate upper and lower cavity pressure difference measurement and accurate control of the active force for this kind of high-pressure oil pump damper.

[0061] The high-pressure oil pump damper is arranged on an active suspension actuator, and an example is shown in Figure 1 , Figure 1 The structure of the active suspension actuator provided by the embodiment of the present application is shown in Figure 1 . As shown in the figure, the active suspension damper system includes a piston 1, an accumulator 2, an upper cavity pipeline 3, a lower cavity pipeline 4, a pressure sensor 5, a hydraulic pump 6, a motor 7, and an angle controller 8.

[0062] The upper and lower cavities in the cylinder are separated by the piston 1, and the piston 1 can move up and down in the cavity. The hydraulic pump 6 is in communication with the upper and lower cavities of the cylinder through the upper cavity pipeline 3 and the lower cavity pipeline 4. There is hydraulic oil in the upper and lower cavities of the cylinder and the upper and lower cavity pipelines. The angle controller 8 controls the motor 7 to drive the hydraulic pump 6 to work, so that the hydraulic oil flows, thereby generating a pressure difference on the upper and lower sides of the piston 1, and finally forming the active force.

[0063] No pressure sensor is installed on the upper cavity pipeline, but the accumulator 2 is installed, and the accumulator 2 is provided with a built-in piston. After the actuator is installed on the whole vehicle, compressed air needs to be injected into the accumulator 2 first, and the pressure value of the compressed air is kept at P gas . The lower cavity pipeline is provided with the pressure sensor 5, and the lower cavity pressure P ld can be directly measured.

[0064] It should be noted that when the actuator is working, the piston in the accumulator basically remains stationary, and the hydraulic pressure of the upper cavity pipeline can be regarded as being equal to the air pressure P gas of the compressed air, so the active force F act can be estimated by the following formula:

[0065] Fact =(P ld -P gas )*A

[0066] Wherein, A is the effective area of ​​piston 1.

[0067] Main force F act It will be used for the closed-loop force control of the angle controller. During the actual operation of the actuator, as the ambient temperature changes, the air pressure in the accumulator may deviate from the initial value, and the deviation will accumulate over time. In order to accurately estimate the active force F act To ensure the accuracy of the active force closed-loop control, the air pressure P gas Perform self-update.

[0068] See also Figure 2 , Figure 2 This is a flow chart of a pressure self-updating method provided in an embodiment of the present application. Applied to a main controller, wherein the main controller can be used to send instructions to the angle controller to control the operation of the corresponding components in the actuator. The main controller can also include a switch control that can be used to close the path of the state machine to the pressure self-updating state, thereby being compatible with non-pressure self-updating active suspension actuators. Figure 2 As shown in , the method provided in the embodiment of the present application includes:

[0069] S201. When the current working state of the main controller is a preset working state, obtain current motion information of the vehicle where the main controller is located and current road surface information in the environment where the vehicle is currently located.

[0070] S202: Determine whether a trigger condition for pressure self-update is met based on at least one of the current motion information and the current road surface information;

[0071] S203: If the conditions are met, update the current working state of the main controller and stop sending the enable active force control instruction to the angle controller, so that the angle controller performs pressure self-update;

[0072] S204, receiving feedback information from the angle controller, and identifying whether the feedback information includes a pressure self-update completion flag;

[0073] S205: If included, re-update the current working state of the main controller and resume sending the enable main power control instruction to the angle controller.

[0074] For step S201 , for example, the current working state of the main controller may be any one of the following: sleep state, standby state, enable control execution state, pressure self-update state, fault state, and shutdown state.

[0075] Specifically, each working state of the above embodiment is described in detail:

[0076] Sleep state: The initial state of the main controller. Both the main controller and the corner controller are not powered, there is no wake-up signal, and the actuator does not work.

[0077] Standby state: The main controller and the angle controller are powered normally, the main controller and the angle controller receive the wake-up signal and wake up, both the main controller and the angle controller are fault-free, the actuator is not working, and the angle controller waits for the main controller to issue an active force control command.

[0078] Enable Control Execution State: When the actuator is operating normally, the main controller is typically in the execution state, and both the main controller and the angular controller are fault-free. In this state, the main controller receives real-time signals from the vehicle controller and sensors located on the vehicle body (such as accelerometers and height sensors), estimates the vehicle's operating status and ground excitation, calculates the actuator's active force control target, and transmits it to the angular controller. The angular controller, through closed-loop control of the active force, regulates the operation of the motor-pump, driving the hydraulic oil flow between the upper and lower chambers of the cylinder and the pipelines, creating a pressure differential and generating corresponding force feedback.

[0079] In the pressure self-update state, the main controller does not send the active force control enable command to the angle controller. The angle controller performs the pressure self-update operation and sends a completion flag back to the main controller upon completion. In the pressure self-update state, the actuator does not operate and only provides passive damping. The angle controller completes the pressure self-update as quickly as possible, minimizing the time the main controller remains in the pressure self-update state.

[0080] Fault Status: Both the main controller and the angle controller should have fault diagnosis capabilities. Angle controller faults can be fed back to the main controller via signals. When a fault occurs, the main controller's force control request is zero, the actuators do not operate, and they only provide passive damping. It's worth noting that faults are categorized as recoverable or non-recoverable depending on their severity. The corresponding fault handling methods differ, impacting the state management control flow. In this solution, the fault status can be set to non-recoverable by default.

[0081] Shutdown state: The force control request of the main controller is zero, the main controller and the angle controller have no wake-up signal, and enter the power-off process. The actuator does not work.

[0082] Furthermore, this application also provides the switching relationship and conditions of each working state of the main controller. For example, please refer to Figure 3 , Figure 3 This is a schematic diagram of the principle of state switching between various working states of a main controller provided in this application. Figure 3 As shown in the figure, the switching conditions of each working state are:

[0083] Switching from sleep state to standby state: There is a wake-up signal. The wake-up signal can be hard line wake-up or CAN wake-up.

[0084] The standby state switches to the enable control execution state: the pressure self-update is completed. When entering the standby state for the first time, the pressure self-update is assumed to have been completed.

[0085] The enabling control execution state switches to the pressure self-update state when the pressure self-update trigger condition is met. Specifically, it means that the vehicle is driving straight at a low speed on a good road surface (such as a flat road) or is stationary.

[0086] The pressure self-update state switches to the enable control execution state: the pressure self-update is completed or the pressure self-update trigger condition is not met. Specifically, it means that the vehicle is moving and is not driving at a low speed and in a straight line on a good road surface (such as a flat road).

[0087] The standby state switches to the fault state: main controller failure or corner controller failure.

[0088] The pressure self-update state switches to the fault state: main controller failure or angle controller failure.

[0089] The execution state switches to the fault state: main controller failure or corner controller failure.

[0090] The pressure self-update state switches to the shutdown state: no wake-up signal. The wake-up signal can be hard line wake-up or CAN wake-up.

[0091] Enable execution state to switch to shutdown state: no wake-up signal. The wake-up signal can be hard line wake-up or CAN wake-up.

[0092] Fault state switches to shutdown state: no wake-up signal. The wake-up signal can be hard line wake-up or CAN wake-up.

[0093] Switching from standby state to shutdown state: No wake-up signal. The wake-up signal can be hard line wake-up or CAN wake-up.

[0094] The power-off state switches to the sleep state: the power-off is complete. The main controller and corner controllers complete the power-off process.

[0095] Continuing with step S201 , the preset working state of the main controller can be adaptively set, for example, the preset working state of the main controller is set to an enabling control execution state.

[0096] In this way, when the current working state of the main controller is the enabling control execution state, the current motion information of the vehicle where the main controller is located and the current road surface information in the environment where the vehicle is currently located are obtained.

[0097] Continuing with step S201, in one embodiment provided in the present application, when the current working state of the main controller is a preset working state, obtaining current motion information of the vehicle where the main controller is located and current road surface information in the environment where the vehicle is currently located includes:

[0098] S2011. Identify whether the current sub-state in the current working state of the main controller is an update ready state.

[0099] S2012: If yes, obtain the current motion information of the vehicle where the main controller is located and the current road surface information in the environment where the vehicle is currently located.

[0100] S2013. If no, determine the remaining time for the current sub-state in the current working state of the main controller to jump to the update-ready state, and after the remaining time is zero, update the current sub-state in the current working state of the main controller to the update-ready state, and obtain the current motion information of the vehicle where the main controller is located and the current road surface information in the environment where the vehicle is currently located.

[0101] With respect to step S2011, the current working state of the main controller is a preset working state. For example, the current working state of the main controller is an enabling control execution state, which also includes multiple sub-states.

[0102] In addition, when the current working state of the main controller is the pressure self-update state, the pressure self-update state may also include multiple sub-states.

[0103] For examples, see Figure 4 , Figure 4 This is a schematic diagram of the principle of switching between the enabling control execution state and the pressure self-update state provided by this application. Figure 4 As shown, the sub-states in the enable control execution state include the update ready state, the first wait for update state, and the second wait for update state. The sub-states in the pressure self-update state include updating and update completed.

[0104] Regarding step S2012, in this step, if it is identified that the current sub-state of the main controller is the update ready state, the current motion information of the vehicle and the current road surface information in the vehicle's current environment are obtained; wherein the vehicle is the vehicle on the side where the main controller is located.

[0105] For step S2013, in this step, if it is identified that the current sub-state of the main controller is not the update-ready state (generally the first waiting update state or the second waiting update state), then waiting is performed. After the waiting time is over, the current sub-state in the current working state of the main controller is updated to the update-ready state, and then the current motion information of the vehicle where the main controller is located and the current road surface information in the environment where the vehicle is currently located are obtained.

[0106] It should be noted that in the solution provided in this application, when control is enabled, the angle controller is required to perform pressure self-updates at regular intervals, meaning the frequency of pressure self-updates is controllable. A reasonable frequency can prevent the accumulation of force feedback errors and avoid wasting actuator energy. Furthermore, consideration must be given to the possibility of unexpected termination of pressure self-updates during the pressure self-update process due to sudden changes in vehicle status or road conditions.

[0107] Therefore, when switching between the control execution state and the pressure self-update state, the Figure 4 In the way of .

[0108] Assume that during a new pressure self-update, the main controller is in the "Ready to Update" substate. Once the main controller detects that the pressure self-update trigger condition has been met, it enters the "Pressure Self-Update" state, changes its substate to "Updating," and waits for feedback from the corner controllers regarding the pressure self-update result. If the corner controllers report that the pressure self-update is complete, the main controller enters the "Update Completed" substate and, within a short time, jumps to the "Second Waiting for Update" substate. This round of pressure self-update is complete, and the next round of pressure self-update begins.

[0109] In the "second waiting for update state", there is no need to perform pressure self-update.

[0110] After staying in the "second waiting for update state" for a certain period of time (second duration), the compressed air pressure in the accumulator 2 may change, and the pressure self-update needs to be performed again. At this time, the main controller enters the "update ready state" sub-state and repeats the above steps.

[0111] If the main controller enters the "updating" sub-state, and the vehicle state or road conditions suddenly change, the main controller detects that the pressure self-update trigger conditions are not met, then the main controller tells the corner controller to immediately stop the pressure self-update operation and immediately enter the "first waiting for update state" sub-state. This round of pressure self-update is not completed.

[0112] After staying in the "first waiting update state" for a certain period of time (first duration), the main controller enters the "update ready state" sub-state and continues to try the current round of pressure self-update. The steps are the same as above. Figure 4The process is repeated in a cycle to ensure that the angle controller can perform pressure self-renewal operation at a certain frequency.

[0113] With respect to step S202, in one embodiment provided in the present application, determining whether a triggering condition for pressure self-update is satisfied based on at least one of the current motion information and the current road surface information includes:

[0114] S2021. Determine whether the vehicle is stationary based on the current motion information.

[0115] S2022: If the state is stationary, determine whether the triggering condition for pressure self-update is satisfied;

[0116] S2023: If no, determine whether the vehicle is traveling in a straight line at a low speed on a flat ground based on the current motion information and the current road surface information;

[0117] S2024: If yes, determine that the triggering condition for pressure self-update is met; otherwise, determine that the triggering condition for pressure self-update is not met.

[0118] For step S2021, when the vehicle speed in the current motion information is zero, it is determined that the vehicle is stationary and step S2022 is executed; otherwise, step S2023 is executed.

[0119] For step S2023, when the vehicle speed in the current motion information is continuously lower than the preset speed, it is determined that the vehicle is traveling in a straight line at a low speed; for example, the current road surface information is input into the classification model to determine whether the road surface on which the vehicle is currently traveling is flat.

[0120] Regarding step S203, this step may include: when it is determined that the triggering condition for pressure self-update is met, updating the current working state of the main controller to the pressure self-update state; and the main controller stops sending the enable active power control instruction to the angle controller.

[0121] Regarding step S204, this step includes: after receiving the feedback information from the angle controller, the main controller identifies the feedback information and determines whether the received feedback information includes a pressure self-update completion flag.

[0122] If step S205 is included, the following steps are executed if it is not included: the current sub-state in the current working state of the main controller is updated to the first waiting update state; after a first time interval, the current sub-state in the current working state of the main controller is updated from the first waiting update state to the update ready state, and the current motion information of the vehicle where the main controller is located and the current road surface information in the environment where the vehicle is currently located are obtained again to perform pressure self-update processing.

[0123] For step S205, in one embodiment provided in the present application, when it is determined that the feedback information includes a pressure self-update completion flag, the current working state of the main controller is re-updated, including: updating the current working state of the main controller from a pressure self-update state to an enable control execution state; and updating the current sub-state in the current working state from an update completion state to a second waiting update state.

[0124] In addition, in another embodiment provided in the present application, after updating the current sub-state in the current working state of the main controller to a second waiting-for-update state, the method further includes: after a second time interval, updating the current sub-state in the current working state of the main controller from the second waiting-for-update state to an update-ready state, and re-executing the acquisition of the current motion information of the vehicle where the main controller is located and the current road surface information in the environment where the vehicle is currently located.

[0125] Here, the second duration may be set to be greater than the first duration.

[0126] The pressure self-update method in this application requires the cooperation of the main controller and the angle controller, so please refer to Figure 5 , Figure 5 This is a flow chart of another pressure self-updating method provided in an embodiment of the present application. This method is applied to an angle controller, such as Figure 5 As shown, the method includes:

[0127] S501. When the power supply is normal but the main controller has not received the enable active force control instruction, perform the pressure self-update operation and monitor whether the triggering condition of the pressure self-update has changed; the pressure self-update operation includes obtaining the lower cavity pipeline hydraulic pressure value collected by the pressure sensor on the active suspension actuator.

[0128] S502: If there is no change, update the pressure of the compressed air in the accumulator on the active suspension actuator using the collected lower chamber pipeline hydraulic pressure value, and send feedback information to the main controller; wherein the feedback information includes a pressure self-update completion flag.

[0129] S503: If there is a change, stop executing the pressure self-update operation and send feedback information to the main controller; wherein the feedback information includes a pressure self-update interruption flag.

[0130] For step S501, when the angle controller is working normally and has not received the enable active force control instruction sent by the main controller, the angle controller performs a pressure self-update operation, that is, obtains the hydraulic pressure value of the lower chamber pipeline collected by the pressure sensor on the active suspension actuator, and monitors whether the trigger condition of the self-update has changed during this process.

[0131] If there is no change, go to step S502. Otherwise, go to step S503.

[0132] For example, in step S502, the angle controller determines that the pressure update is complete if it detects that the value of the lower chamber hydraulic pressure sensor remains substantially unchanged for a certain period of time. Feedback includes a pressure self-update completion indicator. Furthermore, both the vehicle and ground conditions must meet certain conditions during this period. The filtered average value of the sensor during this period is used as the estimated value to complete the pressure self-update.

[0133] For step S503, after stopping the pressure self-update operation, the angle controller still uses the original pressure value P gas Perform force feedback estimation.

[0134] For examples, see Figure 6 , Figure 6 This is a process diagram of a pressure self-renewal method provided in this application. Figure 6 As shown, the method includes: S1, the main controller identifies the current motion information of the vehicle and the current road surface information of the road where the vehicle is located; S2, the main controller determines whether the vehicle is traveling in a low-speed and straight line on flat ground, and if so, executes step S3, otherwise executes step S1; S3, the main controller enters the pressure self-update state; S4, the angle controller executes pressure self-update; S5, the angle controller determines whether the pressure self-update is completed, and if so, executes step S6, otherwise executes step S7; S6, the angle controller uses the new air pressure value; S7, the angle controller uses the old air pressure value; S8, the main controller determines whether the pressure self-update is completed based on the feedback of the angle controller, and if so, executes step S9, otherwise executes step S1; S9, the pressure self-update of this round is completed, and the main power control is enabled.

[0135] In this way, the technical solution of this application can achieve the following beneficial effects:

[0136] The technical solution provided by the present invention can have the following beneficial effects:

[0137] First, by estimating the force feedback value through a pressure self-update algorithm, the upper cavity pipeline of the active suspension actuator does not need to be installed with a pressure sensor, avoiding the impact of the actuator's use on the vehicle end due to the inability to install a sensor due to location limitations, while also saving costs.

[0138] Second, the proposed method is applicable to active suspension actuators with pressure self-updating. It can easily adjust the pressure self-updating frequency, avoiding actuator energy waste and the continuous expansion of force feedback cumulative error, which is beneficial for improving vehicle comfort and handling stability. The method is also highly compatible with active suspension actuators without pressure self-updating, demonstrating strong portability.

[0139] See also Figure 7 、 Figure 8 , Figure 7 FIG. 1 is a structural schematic diagram of a main controller provided by an embodiment of the present application, Figure 8 FIG. 2 is a structural schematic diagram of an angle controller provided by an embodiment of the present application. As shown in FIG. 2, the main controller 700 comprises: Figure 7

[0140] an acquisition module 710, configured to acquire current motion information of a vehicle where the main controller is located and current road surface information in an environment where the vehicle is currently located when a current working state of the main controller is a preset working state;

[0141] a determination module 720, configured to determine whether a trigger condition of pressure self-update is met according to at least one of the current motion information and the current road surface information;

[0142] a first update module 730, configured to update the current working state of the main controller and stop sending an enabling active power control instruction to the angle controller to make the angle controller perform pressure self-update if the trigger condition of pressure self-update is met;

[0143] an identification module 740, configured to receive feedback information of the angle controller and identify whether the feedback information comprises a pressure self-update completion identifier;

[0144] a second update module 750, configured to re-update the current working state of the main controller and restore sending the enabling active power control instruction to the angle controller if the feedback information comprises the pressure self-update completion identifier.

[0145] Optionally, when the acquisition module 710 is configured to acquire the current motion information of the vehicle where the main controller is located and the current road surface information in the environment where the vehicle is currently located when the current working state of the main controller is the preset working state, the acquisition module 710 is configured to:

[0146] identify whether a current sub-state in the current working state of the main controller is an update-ready state;

[0147] if yes, acquire the current motion information of the vehicle where the main controller is located and the current road surface information in the environment where the vehicle is currently located;

[0148] if no, determine a remaining time length for jumping from the current sub-state in the current working state of the main controller to the update-ready state, and after the remaining time length is zero, update the current sub-state in the current working state of the main controller to the update-ready state and acquire the current motion information of the vehicle where the main controller is located and the current road surface information in the environment where the vehicle is currently located.

[0149] ​​Optionally, when the determination module 720 is used to determine whether a trigger condition for pressure self-update is met based on at least one of the current motion information and the current road surface information, the determination module 720 is used to:

[0150] determining whether the vehicle is stationary based on the current motion information;

[0151] If it is stationary, determine that the triggering conditions for pressure self-update are met;

[0152] If not, determining whether the vehicle is traveling in a straight line at a low speed on a flat ground based on the current motion information and the current road surface information;

[0153] If yes, it is determined that the triggering condition for pressure self-update is met; otherwise, it is determined that the triggering condition for pressure self-update is not met.

[0154] Optionally, the main controller 700 is further configured to:

[0155] If the feedback information does not include a pressure self-update completion flag, updating the current sub-state in the current working state of the main controller to a first waiting-for-update state;

[0156] After the first time interval, the current sub-state in the current working state of the main controller is updated from the first waiting update state to the update ready state, and the current motion information of the vehicle where the main controller is located and the current road surface information in the current environment of the vehicle are obtained again to perform pressure self-update processing.

[0157] Optionally, when the second updating module 750 determines that the feedback information includes a pressure self-update completion flag and the current working state of the main controller is re-updated, the second updating module 750 is configured to:

[0158] The current working state of the main controller is updated from the pressure self-update state to the enable control execution state; and the current sub-state in the current working state is updated from the update completion state to the second waiting update state.

[0159] Optionally, the main controller 700 is further configured to:

[0160] After the current sub-state in the current working state of the main controller is updated to the second waiting update state, after a second time interval, the current sub-state in the current working state of the main controller is updated from the second waiting update state to the update ready state, and the current motion information of the vehicle where the main controller is located and the current road surface information in the environment where the vehicle is currently located are obtained again.

[0161] like Figure 8 As shown, the angle controller 800 includes:

[0162] Monitoring module 810 is configured to, when power is normal but no active force control enable command is received from the main controller, perform a pressure self-update operation and monitor whether a triggering condition for the pressure self-update has changed; the pressure self-update operation includes obtaining a lower chamber pipeline hydraulic pressure value collected by a pressure sensor on the active suspension actuator;

[0163] A first feedback module 820 is configured to update the pressure of the compressed air in the accumulator of the active suspension actuator using the collected lower chamber pipeline hydraulic pressure value if no change has occurred, and send feedback information to the main controller; wherein the feedback information includes a pressure self-update completion flag;

[0164] The second feedback module 830 is configured to stop the pressure self-update operation if there is a change, and send feedback information to the main controller; wherein the feedback information includes a pressure self-update interrupt flag.

[0165] The embodiment of the present application also provides a computer-readable storage medium on which a computer program is stored. When the computer program is executed by a processor, the computer program can execute the above-mentioned Figures 2 to 6 The specific implementation of the steps in the method embodiment shown can be found in the method embodiment and will not be repeated here.

[0166] Those skilled in the art will clearly understand that, for the convenience and brevity of description, the specific working processes of the systems, devices and units described above can refer to the corresponding processes in the aforementioned method embodiments and will not be repeated here.

[0167] In the several embodiments provided in this application, it should be understood that the disclosed systems, devices and methods can be implemented in other ways. The device embodiments described above are merely schematic. For example, the division of the units is merely a logical function division. There may be other division methods in actual implementation. For example, multiple units or components may be combined or integrated into another system, or some features may be ignored or not executed. Another point is that the mutual coupling or direct coupling or communication connection shown or discussed may be through some communication interface, indirect coupling or communication connection of devices or units, which may be electrical, mechanical or other forms.

[0168] The units described as separate components may or may not be physically separate, and the components shown as units may or may not be physical units, that is, they may be located in one place or distributed across multiple network units. Some or all of these units may be selected to achieve the purpose of this embodiment according to actual needs.

[0169] In addition, each functional unit in each embodiment of the present application may be integrated into one processing unit, or each unit may exist physically separately, or two or more units may be integrated into one unit.

[0170] If the functions are implemented in the form of software functional units and sold or used as independent products, they can be stored in a non-volatile computer-readable storage medium that is executable by a processor. Based on this understanding, the technical solution of the present application, or the part that contributes to the prior art, or the part of the technical solution, can be embodied in the form of a software product. The computer software product is stored in a storage medium and includes several instructions for enabling a computer device (which can be a personal computer, a server, or a network device, etc.) to execute all or part of the steps of the method described in each embodiment of the present application. The aforementioned storage medium includes various media that can store program codes, such as a USB flash drive, a mobile hard disk, a read-only memory (ROM), a random access memory (RAM), a magnetic disk or an optical disk.

[0171] Finally, it should be noted that the above-described embodiments are only specific implementation methods of the present application, which are used to illustrate the technical solutions of the present application, rather than to limit them. The scope of protection of the present application is not limited thereto. Although the present application has been described in detail with reference to the above-mentioned embodiments, those skilled in the art should understand that any person skilled in the art can modify or easily conceive of changes to the technical solutions described in the above-mentioned embodiments within the technical scope disclosed in the present application, or perform equivalent replacements for some of the technical features thereof. These modifications, changes, or replacements do not deviate from the spirit and scope of the technical solutions of the embodiments of the present application, and should be included in the scope of protection of the present application. Therefore, the scope of protection of the present application should be based on the scope of protection of the claims.

Claims

1. A pressure self-renewal method, characterized in that: Applied to a main controller, the method includes: When the current working state of the main controller is a preset working state, obtaining current motion information of the vehicle where the main controller is located and current road surface information in the environment where the vehicle is currently located; determining, based on at least one of the current motion information and the current road surface information, whether a triggering condition for pressure self-update is satisfied; If the conditions are met, the current working state of the main controller is updated, and the sending of the enabling active force control instruction to the angle controller is stopped, so that the angle controller performs pressure self-update; receiving feedback information from the angle controller, and identifying whether the feedback information includes a pressure self-update completion flag; If included, the current working state of the main controller is updated again, and the enabling main power control instruction is resumed to the angle controller.

2. The method according to claim 1, characterized in that When the current working state of the main controller is the preset working state, obtaining the current motion information of the vehicle where the main controller is located and the current road surface information in the environment where the vehicle is currently located includes: Identifying whether a current sub-state in a current working state of the main controller is an update ready state; If yes, obtain current motion information of the vehicle where the main controller is located and current road surface information in the environment where the vehicle is currently located; If not, determine the remaining time for the current sub-state in the current working state of the main controller to jump to the update ready state, and after the remaining time is zero, update the current sub-state in the current working state of the main controller to the update ready state, and obtain the current motion information of the vehicle where the main controller is located and the current road surface information in the environment where the vehicle is currently located.

3. The method according to claim 1, characterized in that The determining, based on at least one of the current motion information and the current road surface information, whether a triggering condition for pressure self-update is satisfied includes: determining whether the vehicle is stationary based on the current motion information; If it is stationary, determine that the triggering conditions for pressure self-update are met; If not, determining whether the vehicle is traveling in a straight line at a low speed on a flat ground based on the current motion information and the current road surface information; If yes, it is determined that the triggering condition for pressure self-update is met; otherwise, it is determined that the triggering condition for pressure self-update is not met.

4. The method according to claim 1, wherein If the feedback information does not include a pressure self-update completion flag, the method further includes: Updating the current sub-state in the current working state of the main controller to a first waiting-for-update state; After the first time interval, the current sub-state in the current working state of the main controller is updated from the first waiting update state to the update ready state, and the current motion information of the vehicle where the main controller is located and the current road surface information in the current environment of the vehicle are obtained again to perform pressure self-update processing.

5. The method according to claim 1, characterized in that When it is determined that the feedback information includes a pressure self-update completion flag, re-updating the current working state of the main controller includes: The current working state of the main controller is updated from the pressure self-update state to the enable control execution state; and the current sub-state in the current working state is updated from the update completion state to the second waiting update state.

6. The method according to claim 1, characterized in that After updating the current sub-state of the main controller in the current working state to the second waiting-for-update state, the method further includes: After a second time interval, the current sub-state in the current working state of the main controller is updated from the second waiting update state to the update ready state, and the current motion information of the vehicle where the main controller is located and the current road surface information in the environment where the vehicle is currently located are obtained again.

7. A pressure self-renewal method, characterized in that: Applied to an angle controller, the method comprises: When the power supply is normal but the main controller has not received the instruction to enable the active force control, a pressure self-update operation is performed and the triggering condition of the pressure self-update is monitored to see whether it has changed. The pressure self-update operation includes obtaining the hydraulic pressure value of the lower chamber pipeline collected by the pressure sensor on the active suspension actuator; If there is no change, the pressure of the compressed air in the accumulator on the active suspension actuator is updated using the collected lower chamber pipeline hydraulic pressure value, and feedback information is sent to the main controller; wherein the feedback information includes a pressure self-update completion flag; If it changes, the pressure self-update operation is stopped, and feedback information is sent to the main controller; wherein the feedback information includes a pressure self-update interruption flag.

8. A main controller, characterized in that: The main controller includes: an acquisition module, configured to acquire current motion information of the vehicle in which the main controller is located and current road surface information in the environment in which the vehicle is currently located when the current working state of the main controller is a preset working state; a determination module, configured to determine whether a triggering condition for pressure self-update is satisfied based on at least one of the current motion information and the current road surface information; A first updating module is configured to update the current working state of the main controller and stop sending the enable active force control instruction to the angle controller if the conditions are met, so that the angle controller performs pressure self-update; an identification module, configured to receive feedback information from the angle controller and identify whether the feedback information includes a pressure self-update completion flag; The second updating module is used to, if included, re-update the current working state of the main controller and resume sending the enabling active power control instruction to the angle controller.

9. An angle controller, characterized in that: The angle controller comprises: a monitoring module configured to, when power is normal but no active force control enable command is received from the main controller, perform a pressure self-update operation and monitor whether a triggering condition for the pressure self-update has changed; the pressure self-update operation includes obtaining a lower chamber pipeline hydraulic pressure value collected by a pressure sensor on the active suspension actuator; A first feedback module is configured to update the pressure of the compressed air in the accumulator on the active suspension actuator using the collected lower chamber pipeline hydraulic pressure value if no change has occurred, and send feedback information to the main controller; wherein the feedback information includes a pressure self-update completion flag; The second feedback module is configured to stop executing the pressure self-update operation if there is a change, and send feedback information to the main controller; wherein the feedback information includes a pressure self-update interruption flag.

10. A computer-readable storage medium, characterized in that The computer-readable storage medium stores a computer program, and when the computer program is executed by a processor, the steps of the method according to any one of claims 1 to 7 are executed.

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