Vehicle continuous damping control method and device based on inertial measurement unit reconstruction

Abstract

The application discloses a vehicle continuous damping control method and device based on reconstruction of an inertial measurement unit, comprising the following steps: acquiring original motion data of an inertial measurement unit of a target vehicle in a vehicle body coordinate system; wherein the data at least comprises three-axis acceleration data; converting the three-axis acceleration data in the vehicle body coordinate system to a ground reference coordinate system based on current attitude angle information of the target vehicle, so as to perform attitude compensation on the acceleration component in the vertical direction and obtain reference vertical acceleration at the center of mass of the target vehicle; mapping the acceleration to each suspension mounting point of the target vehicle based on a preset dynamic model, and reconstructing the vertical acceleration of the vehicle body at each suspension mounting point; calculating the expected damping force of each continuous damping shock absorber based on the vertical acceleration, and generating a control instruction corresponding to the force; and outputting the control instruction to the actuator of the corresponding continuous damping shock absorber, so that the actuator performs damping control on the vehicle according to the expected damping force.

Description

Technical Field

[0001] This application belongs to the field of intelligent suspension and chassis control for automobiles, specifically relating to a vehicle continuous damping control method based on inertial measurement unit reconstruction, a vehicle continuous damping control device based on inertial measurement unit reconstruction, an electronic device, and a computer-readable storage medium. Background Technology

[0002] In traditional Continuous Damping Control (CDC), active suspension systems typically require the installation of independent, high-precision vehicle acceleration sensors at key locations on the vehicle body (such as the front / rear suspension connection points) to achieve precise damping force control. These sensors are expensive to procure, as they directly measure the vertical acceleration of the vehicle body, and the measurement data is the core input to the control algorithm.

[0003] The existing technical solution has several problems. In terms of hardware cost, the vehicle acceleration sensor is a precision instrument, and its procurement, installation, and calibration costs are all relatively high. In terms of system complexity, the additional sensors, signal harnesses, dedicated signal conditioning circuits, and control interfaces not only increase the complexity of the vehicle's wiring harness but also occupy more I / O resources of the electronic control unit (ECU). In terms of space and weight, the installation of sensors will occupy valuable vehicle body space and increase unsprung mass, which may have a slight adverse effect on the vehicle's dynamic performance. In terms of reliability, the additional sensors and wiring harnesses will create more potential failure points, thereby reducing the overall reliability of the system.

[0004] Therefore, there is an urgent need to propose a control scheme for a continuous damping control active suspension system that does not rely on an independent high-precision vehicle body acceleration sensor, in order to solve the problems of high hardware cost, high system complexity, impact on vehicle body space and unsprung mass, and insufficient system reliability in the existing technology. Summary of the Invention

[0005] This application aims to address at least one of the technical problems existing in the prior art. To this end, this application proposes a vehicle continuous damping control method and device based on inertial measurement unit reconstruction.

[0006] In a first aspect, embodiments of this application provide a vehicle continuous damping control method based on inertial measurement unit reconstruction, comprising: Acquire the raw motion data of the inertial measurement unit of the target vehicle in the vehicle body coordinate system; wherein the raw motion data includes at least three-axis acceleration data; Based on the current attitude angle information of the target vehicle, the three-axis acceleration data in the vehicle body coordinate system is converted to the ground reference coordinate system, and attitude compensation is performed on the vertical acceleration component to obtain the reference vertical acceleration at the center of mass of the target vehicle. Based on the preset dynamic model, the reference vertical acceleration at the center of mass of the target vehicle is mapped to each suspension mounting point of the target vehicle, and the vertical acceleration of the vehicle body at each suspension mounting point is reconstructed. Based on the vertical acceleration of each vehicle body, the desired damping force of each continuous damping shock absorber is calculated, and control commands corresponding to the desired damping force are generated. Output control commands to the actuators of the corresponding continuous damping shock absorbers so that the actuators can perform damping control on the vehicle according to the desired damping force.

[0007] In some embodiments, the method further includes: The raw motion data from the inertial measurement unit is filtered and fused in real time to obtain the current attitude angle information of the target vehicle.

[0008] In some embodiments, the attitude angle information includes at least the pitch angle and roll angle of the target vehicle; Transforming the three-axis acceleration data from the vehicle body coordinate system to the ground reference coordinate system includes: Construct a coordinate rotation matrix based on the pitch and roll angles; The three-axis acceleration data in the vehicle body coordinate system are transformed using a coordinate rotation matrix to eliminate the influence of changes in the vehicle body attitude on the three-axis acceleration data measured by the inertial measurement unit.

[0009] In some embodiments, the preset dynamic model is a mapping model established based on the sprung mass distribution characteristics of the target vehicle and the kinematic relationship of the suspension. The input of the mapping model is the reference vertical acceleration at the center of mass of the target vehicle, and the output is the vertical acceleration of the vehicle body at each suspension mounting point.

[0010] In some embodiments, the method further includes: The vertical acceleration of the vehicle body is input into the target controller to obtain the desired damping force of each continuously damped shock absorber; the target controller includes a linear quadratic regulator, a PID controller, or a fuzzy logic controller.

[0011] In some embodiments, the method further includes: Obtain the reference signal used for verification; The reconstructed vertical acceleration of the vehicle body is compared with the reference signal, and the parameters or attitude compensation process of the dynamic model are adaptively adjusted based on the comparison results.

[0012] In some embodiments, the method further includes: Acquire measurement data from the vehicle's height sensor, or collect baseline data of the target vehicle while it is driving on a specific flat road surface; The reference signal is determined based on the measurement data or benchmark data.

[0013] A vehicle continuous damping control method based on inertial measurement unit reconstruction according to an embodiment of this application includes: acquiring the original motion data of the inertial measurement unit of the target vehicle in the vehicle body coordinate system; wherein the original motion data includes at least three-axis acceleration data; based on the current attitude angle information of the target vehicle, converting the three-axis acceleration data in the vehicle body coordinate system to the ground reference coordinate system to perform attitude compensation on the vertical acceleration component, thereby obtaining the reference vertical acceleration at the center of mass of the target vehicle; based on a preset dynamic model, mapping the reference vertical acceleration at the center of mass of the target vehicle to each suspension mounting point of the target vehicle, thereby reconstructing the vertical acceleration of the vehicle body at each suspension mounting point; based on each vertical acceleration of the vehicle body, calculating the desired damping force of each continuous damping shock absorber, and generating control commands corresponding to the desired damping force; and outputting the control commands to the actuators of the corresponding continuous damping shock absorbers, so that the actuators perform damping control on the vehicle according to the desired damping force. This application successfully replaces the acceleration sensor by reusing the vehicle's existing inertial measurement unit and reconstructing the vehicle's vertical acceleration signal using a fusion algorithm. This not only reduces hardware and maintenance costs and simplifies the system structure, but also improves the accuracy and response efficiency of damping control, balancing driving smoothness and handling stability. Furthermore, it possesses excellent adaptability and robustness, flexibly adapting to various vehicle models and complex operating conditions. It supports multi-controller selection and cross-domain fusion with intelligent chassis, adapting to high-level autonomous driving requirements and reserving space for technology iteration. This effectively solves the core pain point of balancing cost and performance in existing technologies.

[0014] Secondly, embodiments of this application provide a vehicle continuous damping control device based on inertial measurement unit reconstruction, comprising: The acquisition module is configured to acquire the raw motion data of the inertial measurement unit of the target vehicle in the vehicle body coordinate system; wherein the raw motion data includes at least three-axis acceleration data; The conversion module is configured to convert the three-axis acceleration data in the vehicle body coordinate system to the ground reference coordinate system based on the current attitude angle information of the target vehicle, and perform attitude compensation on the vertical acceleration component to obtain the reference vertical acceleration at the center of mass of the target vehicle. The reconstruction module is configured to map the reference vertical acceleration at the center of mass of the target vehicle to each suspension mounting point of the target vehicle based on a preset dynamic model, and reconstruct the vertical acceleration of the vehicle body at each suspension mounting point. The calculation module is configured to calculate the desired damping force of each continuously damped shock absorber based on the vertical acceleration of each vehicle body, and generate control commands corresponding to the desired damping force. The control module is configured to output control commands to the actuator of the corresponding continuous damping shock absorber so that the actuator performs damping control on the vehicle according to the desired damping force.

[0015] According to an embodiment of this application, a vehicle continuous damping control device based on inertial measurement unit reconstruction includes: acquiring the original motion data of the inertial measurement unit of the target vehicle in the vehicle body coordinate system; wherein the original motion data includes at least three-axis acceleration data; based on the current attitude angle information of the target vehicle, converting the three-axis acceleration data in the vehicle body coordinate system to the ground reference coordinate system to perform attitude compensation on the vertical acceleration component, and obtaining the reference vertical acceleration at the center of mass of the target vehicle; based on a preset dynamic model, mapping the reference vertical acceleration at the center of mass of the target vehicle to each suspension mounting point of the target vehicle, and reconstructing the vertical acceleration of the vehicle body at each suspension mounting point; based on each vertical acceleration of the vehicle body, calculating the desired damping force of each continuous damping shock absorber, and generating control commands corresponding to the desired damping force; and outputting the control commands to the actuators of the corresponding continuous damping shock absorbers, so that the actuators perform damping control on the vehicle according to the desired damping force. This application successfully replaces the acceleration sensor by reusing the vehicle's existing inertial measurement unit and reconstructing the vehicle's vertical acceleration signal using a fusion algorithm. This not only reduces hardware and maintenance costs and simplifies the system structure, but also improves the accuracy and response efficiency of damping control, balancing driving smoothness and handling stability. Furthermore, it possesses excellent adaptability and robustness, flexibly adapting to various vehicle models and complex operating conditions. It supports multi-controller selection and cross-domain fusion with intelligent chassis, adapting to high-level autonomous driving requirements and reserving space for technology iteration. This effectively solves the core pain point of balancing cost and performance in existing technologies.

[0016] Thirdly, embodiments of this application provide an electronic device, including: a processor and a memory, wherein the memory stores a program or instructions that can run on the processor, and when the program or instructions are executed by the processor, they implement the vehicle continuous damping control method based on inertial measurement unit reconstruction as described in the first aspect.

[0017] Fourthly, embodiments of this application provide a computer-readable storage medium storing a program or instructions that, when executed by a processor, implement the vehicle continuous damping control method based on inertial measurement unit reconstruction as described in the first aspect.

[0018] Additional aspects and advantages of this application will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of this application. Attached Figure Description

[0019] The above and / or additional aspects and advantages of this application will become apparent and readily understood from the description of the embodiments taken in conjunction with the following drawings, in which: Figure 1 This is a flowchart of a vehicle continuous damping control method based on inertial measurement unit reconstruction in an embodiment of this application; Figure 2 This is a schematic diagram of a vehicle continuous damping control device based on inertial measurement unit reconstruction in an embodiment of this application; Figure 3 This is a schematic diagram of the structure of an electronic device according to an embodiment of this application.

[0020] The attached figures are labeled as follows: a vehicle continuous damping control device based on inertial measurement unit reconstruction 200, an acquisition module 201, a conversion module 202, a reconstruction module 203, a calculation module 204, a control module 205, a processor 310, a memory 320, an input / output interface 330, a communication interface 340, and a bus 350. Detailed Implementation

[0021] Embodiments of this application will now be described in more detail with reference to the accompanying drawings. While some embodiments of this application are shown in the drawings, it should be understood that this application can be implemented in various forms and should not be construed as limited to the embodiments set forth herein. Rather, these embodiments are provided to provide a more thorough and complete understanding of this application. It should be understood that the drawings and embodiments of this application are for illustrative purposes only and are not intended to limit the scope of protection of this application.

[0022] It should be understood that the steps described in the method embodiments of this application may be performed in different orders and / or in parallel. Furthermore, the method embodiments may include additional steps and / or omit the steps shown. The scope of this application is not limited in this respect.

[0023] As described in the background section, existing technologies suffer from high hardware costs, high system complexity, impact on vehicle body space and unsprung mass, and insufficient system reliability. This application provides a vehicle continuous damping control method and device based on inertial measurement unit reconstruction. It proposes and implements the use of multi-axis acceleration and angular velocity data from the vehicle's existing inertial measurement unit to accurately reconstruct the vehicle's vertical acceleration signal through a fusion algorithm, successfully replacing the dedicated independent vehicle acceleration sensor in traditional continuous damping control systems.

[0024] refer to Figure 1 This is a flowchart of a vehicle continuous damping control method based on inertial measurement unit reconstruction in an embodiment of this application.

[0025] like Figure 1As shown, the vehicle continuous damping control method based on inertial measurement unit reconstruction includes: Step S101: Obtain the raw motion data of the inertial measurement unit of the target vehicle in the vehicle body coordinate system; wherein, the raw motion data includes at least three-axis acceleration data.

[0026] In practice, the vehicle's central control unit (ECU or domain controller) reads the raw motion data in the vehicle coordinate system output by the inertial measurement unit in real time, including three-axis acceleration and three-axis angular velocity. Data transmission relies on the vehicle's existing communication links (such as the CAN bus) to ensure the real-time performance and stability of data transmission. It directly reuses existing vehicle hardware resources, eliminating the need for additional dedicated sensors and significantly reducing hardware procurement, installation, and subsequent maintenance costs. Furthermore, relying on the mature existing vehicle communication links further ensures the real-time performance and reliability of data transmission.

[0027] Step S102: Based on the current attitude angle information of the target vehicle, the three-axis acceleration data in the vehicle body coordinate system is converted to the ground reference coordinate system, and attitude compensation is performed on the vertical acceleration component to obtain the reference vertical acceleration at the center of mass of the target vehicle.

[0028] In the specific implementation process, the vehicle central control unit first calculates the current attitude angle of the vehicle based on the three-axis angular velocity collected by the inertial measurement unit, then converts the three-axis acceleration data in the vehicle body coordinate system to the ground reference coordinate system according to the current attitude angle, and finally introduces the calculated pitch angle and roll angle to perform attitude compensation on the vertical acceleration component, eliminate the measurement error caused by attitude change, and obtain the reference vertical acceleration at the center of mass of the target vehicle.

[0029] Step S103: Based on the preset dynamic model, the reference vertical acceleration at the center of mass of the target vehicle is mapped to each suspension mounting point of the target vehicle to reconstruct the vertical acceleration of the vehicle body at each suspension mounting point.

[0030] In the specific implementation process, the vehicle's central control unit, based on a preset dynamic model, including the vehicle's mass distribution model and suspension geometry model, maps the reference vertical acceleration at the target vehicle's center of gravity to each suspension mounting point, thereby reconstructing the vehicle's vertical acceleration at each suspension mounting point. The mass distribution model and suspension geometry model are known or can be obtained through calibration. This step directly generates suspension mounting point acceleration signals that match the continuous damping control algorithm, eliminating additional conversion steps and improving control response efficiency. Simultaneously, relying on model mapping ensures a high degree of matching between the reconstructed vertical acceleration signal and the actual stress requirements of the suspension, providing crucial assurance for accurate calculation of damping force.

[0031] Step S104: Based on the vertical acceleration of each vehicle body, calculate the desired damping force of each continuous damping shock absorber and generate control commands corresponding to the desired damping force. In the specific implementation process, the vehicle's central control unit inputs the reconstructed vertical acceleration signal of the vehicle body into the target controller. The target controller calculates the desired damping force for each continuously damped shock absorber based on this signal. The vehicle's central control unit then generates corresponding control commands based on the desired damping force. By integrating multi-dimensional driving state data and solving for the optimal damping force in real time, the shock absorbers are always matched to the current operating conditions. Relying on high-speed communication via the CAN bus and rapid response from the actuators, the vehicle body pitching and rolling are suppressed, improving ride comfort and handling stability.

[0032] Step S105: Output control commands to the actuator of the corresponding continuous damping shock absorber so that the actuator performs damping control on the vehicle according to the desired damping force.

[0033] In practice, the vehicle's central control unit generates a corresponding damping adjustment control command based on the calculated desired damping force, and outputs this command to the actuator of the corresponding continuous damping shock absorber via the CAN bus. After receiving the command, the actuator of the continuous damping shock absorber drives the internal damping adjustment mechanism to operate, implementing precise damping control of the vehicle's suspension system according to the desired damping force. This allows for real-time matching of the vehicle's current driving conditions, achieving attenuation control of vehicle body vibration.

[0034] In some embodiments, the vehicle continuous damping control method based on inertial measurement unit reconstruction further includes: The raw motion data from the inertial measurement unit is filtered and fused in real time to obtain the current attitude angle information of the target vehicle.

[0035] In practical implementation, the inertial measurement unit (IMU) works collaboratively with its built-in gyroscope and accelerometer. The core algorithm employs fusion algorithms such as complementary filtering or Kalman filtering, combining the short-term accuracy of the gyroscope with the long-term stability of the accelerometer to dynamically correct the gyroscope's integral drift. This allows for real-time estimation of stable and reliable vehicle roll and pitch angles. To obtain the complete heading angle, a magnetometer can be used to measure the direction of the Earth's magnetic field, which is then fused with the gyroscope data in the same manner. The vehicle's central control unit performs real-time filtering and fusion calculations on the raw motion data from the IMU to obtain the target vehicle's current attitude angle information.

[0036] In some embodiments, the attitude angle information includes at least the pitch angle and roll angle of the target vehicle; Transforming the three-axis acceleration data from the vehicle body coordinate system to the ground reference coordinate system includes: Construct a coordinate rotation matrix based on the pitch and roll angles; The three-axis acceleration data in the vehicle body coordinate system are transformed using a coordinate rotation matrix to eliminate the influence of changes in the vehicle body attitude on the three-axis acceleration data measured by the inertial measurement unit.

[0037] In the specific implementation process, attitude angle information includes the three-axis acceleration of the target vehicle ( , , ) and triaxial angular velocity (pitch angle) Heading angle yaw angle Inertial measurement units (IMUs) are typically installed near the vehicle's center of gravity. Their vertical measurements are highly susceptible to coupling with additional gravity projections due to vehicle pitch or roll, resulting in significant measurement errors. To mitigate this error, the vehicle's central control unit initiates a coordinate system transformation procedure based on the vehicle's current pitch, roll, and yaw angles. First, a rotation matrix from the horizontal coordinate system to the vehicle coordinate system is constructed using the pitch and roll angles. Then, this matrix is ​​transposed to obtain its inverse matrix. This inverse matrix is ​​used to rotate the original three-axis acceleration data from the vehicle coordinate system back to the horizontal coordinate system. The rotated acceleration data still contains gravity components. Using a pre-set compensation algorithm, error correction is applied to the transformed vertical acceleration. Subtracting the gravity vector from the horizontal coordinate system eliminates the interference of vehicle attitude changes on the three-axis acceleration data measured by the IMU, restoring the true vertical acceleration baseline data. This result not only ensures that the directions of each acceleration component are consistent with the actual physical motion scenario, improving the initial accuracy of the acceleration measurement data, but also provides accurate basic data support for subsequent attitude compensation and acceleration reconstruction, laying a solid foundation for the reconstruction of high-precision control signals.

[0038] In some embodiments, the preset dynamic model is a mapping model established based on the sprung mass distribution characteristics of the target vehicle and the kinematic relationship of the suspension. The input of the mapping model is the reference vertical acceleration at the center of mass of the target vehicle, and the output is the vertical acceleration of the vehicle body at each suspension mounting point.

[0039] In practical implementation, sprung mass refers to the portion of the vehicle's mass supported by suspension springs, mainly including components such as the frame, powertrain, transmission system, and occupants. Sprung mass distribution characteristics refer to the distribution patterns and features of these sprung mass components in terms of their spatial location, mass proportion, and inertial parameters within the vehicle. Based on the kinematic constraints of the front and rear suspensions, i.e., the suspension kinematic relationship model, and combined with the sprung mass distribution characteristic model, a dynamic model can be constructed. This model uses... As the only input, in the attitude-compensated ground coordinate system, This represents the acceleration of the vehicle's center of gravity in the vertical direction. The dynamic model calculates the acceleration of the center of gravity by interpreting the dynamic coupling effect of the vehicle's pitch and roll motions. Mapped to the connection points between the front / rear suspension and the vehicle body, the system ultimately outputs precise reconstructed vertical accelerations at each connection point. This provides crucial pre-input and model foundation for achieving high-performance, differentiated, and precise control of the vehicle's suspension system, thereby enhancing the overall dynamic quality of the vehicle.

[0040] In some embodiments, the vehicle continuous damping control method based on inertial measurement unit reconstruction further includes: The vertical acceleration of the vehicle body is input into the target controller to obtain the desired damping force of each continuously damped shock absorber; the target controller includes a linear quadratic regulator, a PID controller, or a fuzzy logic controller.

[0041] In the specific implementation process, one of the following is selected according to the design requirements: a linear quadratic regulator, a PID controller, or a fuzzy logic controller. The reconstructed vertical acceleration signal is input to the selected controller, and combined with real-time driving state parameters such as vehicle speed, steering angle, and braking signal, the controller calculates the precise motion state of each wheel, outputs the positioning parameters and ground geometry of each wheel, and solves for the optimal damper damping force, thereby providing a direct and reliable control signal for the continuous damping control algorithm.

[0042] In some embodiments, the vehicle continuous damping control method based on inertial measurement unit reconstruction further includes: Obtain the reference signal used for verification; The reconstructed vertical acceleration of the vehicle body is compared with the reference signal, and the parameters or attitude compensation process of the dynamic model are adaptively adjusted based on the comparison results.

[0043] In practice, the vehicle's central control unit acquires a reference signal for verification using a vehicle height sensor or a specific calibration condition, and compares the reconstructed vertical acceleration of the vehicle body with this reference signal. Based on the comparison results, the central control unit performs online verification and fine-tuning of the reconstructed acceleration signal to ensure its long-term accuracy, while also adaptively adjusting the parameters of the dynamic model or the attitude compensation process.

[0044] In some embodiments, the vehicle continuous damping control method based on inertial measurement unit reconstruction further includes: Acquire measurement data from the vehicle's height sensor, or collect baseline data of the target vehicle while it is driving on a specific flat road surface; The reference signal is determined based on the measurement data or benchmark data.

[0045] In the specific implementation process, the vehicle height sensor collects the relative displacement signal between the vehicle body and the wheels. This signal is used to analyze the vehicle's driving conditions and changes in body posture, thereby matching an appropriate damping coefficient and generating a damping force reference signal. The vehicle's central control unit collects baseline data of the target vehicle driving on a specific smooth road surface. It compares the real-time driving data with the baseline data to identify the degree of deviation in body posture and vibration, and synchronously generates an appropriate damping force reference signal. The central control unit continuously uses the vehicle's height sensor, or triggers specific calibration conditions such as constant speed over speed bumps and smooth steering, to perform online verification of the reconstructed vertical acceleration signal of the vehicle body, detecting the matching degree between this signal and the actual suspension motion state. When the central control unit detects a deviation between the damping force control command and the damping force reference signal, it automatically fine-tunes the attitude compensation coefficient, model mapping parameters, and other relevant parameters to ensure the long-term stability of the reconstructed vertical acceleration signal of the vehicle body, maintaining the optimal control effect of the continuous damping control algorithm under different operating conditions. The above process forms a complete control closed loop. Through online verification and adaptive fine-tuning of parameters, it solves the problems of fixed strategies and poor adaptability of traditional solutions, ensuring that the continuous damping control algorithm can maintain stable control accuracy under different scenarios such as load changes and complex road conditions, thereby improving the algorithm's adaptability to operating conditions and long-term reliability.

[0046] In summary, the vehicle continuous damping control method based on inertial measurement unit reconstruction proposed in this application includes acquiring the original motion data of the inertial measurement unit of the target vehicle in the vehicle body coordinate system; wherein the original motion data includes at least three-axis acceleration data; based on the current attitude angle information of the target vehicle, converting the three-axis acceleration data in the vehicle body coordinate system to the ground reference coordinate system to perform attitude compensation on the vertical acceleration component, thereby obtaining the reference vertical acceleration at the center of mass of the target vehicle; based on a preset dynamic model, mapping the reference vertical acceleration at the center of mass of the target vehicle to each suspension mounting point of the target vehicle, thereby reconstructing the vertical acceleration of the vehicle body at each suspension mounting point; based on each vertical acceleration of the vehicle body, calculating the desired damping force of each continuous damping shock absorber, and generating control commands corresponding to the desired damping force; and outputting the control commands to the actuators of the corresponding continuous damping shock absorbers, so that the actuators perform damping control on the vehicle according to the desired damping force. This application successfully replaces the acceleration sensor by reusing the vehicle's existing inertial measurement unit and reconstructing the vehicle's vertical acceleration signal using a fusion algorithm. This not only reduces hardware and maintenance costs and simplifies the system structure, but also improves the accuracy and response efficiency of damping control, balancing driving smoothness and handling stability. Furthermore, it possesses excellent adaptability and robustness, flexibly adapting to various vehicle models and complex operating conditions. It supports multi-controller selection and cross-domain fusion with intelligent chassis, adapting to high-level autonomous driving requirements and reserving space for technology iteration. This effectively solves the core pain point of balancing cost and performance in existing technologies.

[0047] It should be noted that the method in this embodiment can be executed by a single device, such as a computer or server. The method can also be applied in a distributed scenario, where multiple devices cooperate to complete the task. In such a distributed scenario, one of these devices may execute only one or more steps of the method in this embodiment, and the multiple devices will interact with each other to complete the method described above.

[0048] It should be noted that the above description describes some embodiments of this application. Other embodiments are within the scope of the appended claims. In some cases, the actions or steps recorded in the claims can be performed in a different order than that shown in the above embodiments and still achieve the desired result. Furthermore, the processes depicted in the drawings do not necessarily require a specific or sequential order to achieve the desired result. In some embodiments, multitasking and parallel processing are also possible or may be advantageous.

[0049] Corresponding to the above embodiments, this application also proposes a vehicle continuous damping control device based on inertial measurement unit reconstruction.

[0050] refer to Figure 2 This is a schematic diagram of a vehicle continuous damping control device based on inertial measurement unit reconstruction according to an embodiment of this application.

[0051] This application provides a vehicle continuous damping control device 200 based on inertial measurement unit reconstruction, comprising: The acquisition module 201 is configured to acquire the raw motion data of the inertial measurement unit of the target vehicle in the vehicle body coordinate system; wherein the raw motion data includes at least three-axis acceleration data; The conversion module 202 is configured to convert the three-axis acceleration data in the vehicle body coordinate system to the ground reference coordinate system based on the current attitude angle information of the target vehicle, and perform attitude compensation on the vertical acceleration component to obtain the reference vertical acceleration at the center of mass of the target vehicle. The reconstruction module 203 is configured to map the reference vertical acceleration at the center of mass of the target vehicle to each suspension mounting point of the target vehicle based on a preset dynamic model, and reconstruct the vertical acceleration of the vehicle body at each suspension mounting point. The calculation module 204 is configured to calculate the desired damping force of each continuous damping shock absorber based on the vertical acceleration of each vehicle body, and generate control commands corresponding to the desired damping force. The control module 205 is configured to output control commands to the actuator of the corresponding continuous damping shock absorber so that the actuator performs damping control on the vehicle according to the desired damping force.

[0052] In some embodiments, the acquisition module 201 is further configured to: The raw motion data from the inertial measurement unit is filtered and fused in real time to obtain the current attitude angle information of the target vehicle.

[0053] In some embodiments, the conversion module 202 is further configured to: Attitude angle information includes at least the pitch angle and roll angle of the target vehicle; Transforming the three-axis acceleration data from the vehicle body coordinate system to the ground reference coordinate system includes: Construct a coordinate rotation matrix based on the pitch and roll angles; The three-axis acceleration data in the vehicle body coordinate system are transformed using a coordinate rotation matrix to eliminate the influence of changes in the vehicle body attitude on the three-axis acceleration data measured by the inertial measurement unit.

[0054] In some embodiments, the reconstruction module 203 is further configured to: The preset dynamic model is a mapping model based on the sprung mass distribution characteristics of the target vehicle and the kinematic relationship of the suspension. The input of the mapping model is the reference vertical acceleration at the center of mass of the target vehicle, and the output is the vertical acceleration of the vehicle body at each suspension mounting point.

[0055] In some embodiments, the computing module 204 is further configured to: The vertical acceleration of the vehicle body is input into the target controller to obtain the desired damping force of each continuously damped shock absorber; the target controller includes a linear quadratic regulator, a PID controller, or a fuzzy logic controller.

[0056] In some embodiments, the computing module 204 is further configured to: Obtain the reference signal used for verification; The reconstructed vertical acceleration of the vehicle body is compared with the reference signal, and the parameters or attitude compensation process of the dynamic model are adaptively adjusted based on the comparison results.

[0057] In some embodiments, the computing module 204 is further configured to: Acquire measurement data from the vehicle's height sensor, or collect baseline data of the target vehicle while it is driving on a specific flat road surface; The reference signal is determined based on the measurement data or benchmark data.

[0058] For ease of description, the above devices are described in terms of function, divided into various modules. Of course, in implementing this application, the functions of each module can be implemented in one or more software and / or hardware.

[0059] The apparatus of the above embodiments is used to implement the corresponding method in any of the foregoing embodiments and has the beneficial effects of the corresponding method embodiments, which will not be repeated here.

[0060] Corresponding to the above embodiments, this application also proposes an electronic device. (See reference...) Figure 3 The diagram below is a block diagram of an electronic device according to some embodiments of this application. It also illustrates a more specific hardware structure of an electronic device provided by an embodiment of this application. The device may include: a processor 310, a memory 320, an input / output interface 330, a communication interface 340, and a bus 350. The processor 310, memory 320, input / output interface 330, and communication interface 340 are interconnected internally via the bus 350.

[0061] The processor 310 can be implemented using a general-purpose CPU (Central Processing Unit), microprocessor, application-specific integrated circuit (ASIC), or one or more integrated circuits, and is used to execute relevant programs to implement the technical solutions provided in the embodiments of this specification.

[0062] The memory 320 can be implemented in the form of ROM (Read Only Memory), RAM (Random Access Memory), static storage device, dynamic storage device, etc. The memory 320 can store the operating system and other applications. When the technical solutions provided in the embodiments of this specification are implemented by software or firmware, the relevant program code is stored in the memory 320 and is called and executed by the processor 310.

[0063] Input / output interface 330 is used to connect input / output modules to realize information input and output. Input / output modules can be configured as components in the device (not shown in the figure) or externally connected to the device to provide corresponding functions. Input devices may include keyboards, mice, touch screens, microphones, various sensors, etc., and output devices may include displays, speakers, vibrators, indicator lights, etc.

[0064] The communication interface 340 is used to connect a communication module (not shown in the figure) to enable communication between this device and other devices. The communication module can communicate via wired means (such as USB, Ethernet cable, etc.) or wireless means (such as mobile network, WIFI, Bluetooth, etc.).

[0065] Bus 350 includes a pathway for transmitting information between various components of the device, such as processor 310, memory 320, input / output interface 330, and communication interface 340.

[0066] It should be noted that although the above-described device only shows the processor 310, memory 320, input / output interface 330, communication interface 340, and bus 350, in specific implementations, the device may also include other components necessary for normal operation. Furthermore, those skilled in the art will understand that the above-described device may only include the components necessary for implementing the embodiments of this specification, and not necessarily all the components shown in the figures.

[0067] The electronic devices described in the above embodiments are used to implement the corresponding vehicle continuous damping control method based on inertial measurement unit reconstruction in any of the foregoing embodiments, and have corresponding beneficial effects, which will not be elaborated here.

[0068] Based on the same concept, corresponding to the vehicle continuous damping control method based on inertial measurement unit reconstruction provided in any of the above embodiments, this application also provides a computer-readable storage medium storing a program or instructions, which, when executed by a processor, implements the vehicle continuous damping control method based on inertial measurement unit reconstruction as described above.

[0069] The aforementioned computer-readable storage medium can be any available medium or data storage device that a computer can access, including but not limited to magnetic storage (e.g., floppy disks, hard disks, magnetic tapes, magneto-optical disks (MOs), etc.), optical storage (e.g., CDs, DVDs, BDs, HVDs, etc.), and semiconductor storage (e.g., ROMs, EPROMs, EEPROMs, non-volatile memory (NAND flash), solid-state drives (SSDs)).

[0070] The computer instructions stored in the storage medium of the above embodiments are used to cause the computer to execute the corresponding vehicle continuous damping control method based on inertial measurement unit reconstruction in any of the foregoing embodiments, and have corresponding beneficial effects, which will not be elaborated here.

[0071] It should be noted that, in this document, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitations, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes that element. Furthermore, it should be noted that the scope of the methods and apparatuses in the embodiments of this application is not limited to performing functions in the order shown or discussed, but may also include performing functions substantially simultaneously or in the reverse order, depending on the functions involved. For example, the described methods may be performed in a different order than described, and various steps may be added, omitted, or combined. Additionally, features described with reference to certain examples may be combined in other examples.

[0072] From the above description of the embodiments, those skilled in the art can clearly understand that the methods of the above embodiments can be implemented by means of computer software products plus necessary general-purpose hardware platforms, and of course, they can also be implemented by hardware. The computer software product is stored in a storage medium (such as ROM, RAM, magnetic disk, optical disk, etc.) and includes several instructions to cause the terminal or network-side device to execute the methods described in the various embodiments of this application.

[0073] The embodiments of this application have been described above with reference to the accompanying drawings. However, this application is not limited to the specific embodiments described above. The specific embodiments described above are merely illustrative and not restrictive. Those skilled in the art can make many other implementations under the guidance of this application without departing from the spirit and scope of the claims. All of these implementations are within the protection scope of this application.

Claims

1. A vehicle continuous damping control method based on inertial measurement unit reconstruction, characterized in that, include: Acquire the raw motion data of the inertial measurement unit of the target vehicle in the vehicle body coordinate system; wherein, the raw motion data includes at least three-axis acceleration data; Based on the current attitude angle information of the target vehicle, the three-axis acceleration data in the vehicle body coordinate system is converted to the ground reference coordinate system, and attitude compensation is performed on the vertical acceleration component to obtain the reference vertical acceleration at the center of mass of the target vehicle. Based on a preset dynamic model, the reference vertical acceleration at the center of gravity of the target vehicle is mapped to each suspension mounting point of the target vehicle, thereby reconstructing the vertical acceleration of the vehicle body at each suspension mounting point. The preset dynamic model is a mapping model established based on the sprung mass distribution characteristics and suspension kinematics of the target vehicle. The input of the mapping model is the reference vertical acceleration at the center of gravity of the target vehicle, and the output is the vertical acceleration of the vehicle body at each suspension mounting point. Obtain a reference signal for verification; compare the reconstructed vertical acceleration of the vehicle body with the reference signal, and adaptively adjust the parameters of the dynamic model or the attitude compensation process based on the comparison result; Based on the vertical acceleration of each vehicle body, the desired damping force of each continuous damping shock absorber is calculated, and control commands corresponding to the desired damping force are generated. The control command is output to the actuator of the corresponding continuous damping shock absorber so that the actuator performs damping control on the vehicle according to the desired damping force.

2. The vehicle continuous damping control method based on inertial measurement unit reconstruction according to claim 1, characterized in that, The method further includes: The raw motion data of the inertial measurement unit is filtered and fused in real time to obtain the current attitude angle information of the target vehicle.

3. The vehicle continuous damping control method based on inertial measurement unit reconstruction according to claim 2, characterized in that, The attitude angle information includes at least the pitch angle and roll angle of the target vehicle; The process of converting the three-axis acceleration data in the vehicle body coordinate system to the ground reference coordinate system includes: Construct a coordinate rotation matrix based on the pitch angle and the roll angle; The three-axis acceleration data in the vehicle body coordinate system are transformed based on the coordinate rotation matrix to eliminate the influence of the target vehicle's body attitude change on the inertial measurement unit's measurement of the three-axis acceleration data.

4. The vehicle continuous damping control method based on inertial measurement unit reconstruction according to claim 1, characterized in that, The method further includes: The vertical acceleration of the vehicle body is input into the target controller to obtain the desired damping force of each continuously damped shock absorber; wherein, the target controller includes a linear quadratic regulator, a PID controller, or a fuzzy logic controller.

5. The vehicle continuous damping control method based on inertial measurement unit reconstruction according to claim 4, characterized in that, The method further includes: Acquire measurement data from the vehicle height sensor of the target vehicle, or collect reference data of the target vehicle when it is driving on a specific flat road surface; The reference signal is determined based on the measurement data or the reference data.

6. A vehicle continuous damping control device based on inertial measurement unit reconstruction, characterized in that, include: The acquisition module is configured to acquire the raw motion data of the inertial measurement unit of the target vehicle in the vehicle body coordinate system; wherein the raw motion data includes at least three-axis acceleration data; The conversion module is configured to convert the three-axis acceleration data in the vehicle body coordinate system to the ground reference coordinate system based on the current attitude angle information of the target vehicle, and perform attitude compensation on the vertical acceleration component to obtain the reference vertical acceleration at the center of mass of the target vehicle. The reconstruction module is configured to map the reference vertical acceleration at the center of gravity of the target vehicle to each suspension mounting point of the target vehicle based on a preset dynamic model, thereby reconstructing the vertical acceleration of the vehicle body at each suspension mounting point. The preset dynamic model is a mapping model established based on the sprung mass distribution characteristics and suspension kinematics of the target vehicle. The input of the mapping model is the reference vertical acceleration at the center of gravity of the target vehicle, and the output is the vertical acceleration of the vehicle body at each suspension mounting point. A reference signal for verification is acquired; the reconstructed vertical acceleration of the vehicle body is compared with the reference signal, and the parameters of the dynamic model or the attitude compensation process are adaptively adjusted based on the comparison result. The calculation module is configured to calculate the desired damping force of each continuously damped shock absorber based on the vertical acceleration of each of the vehicle bodies, and generate control commands corresponding to the desired damping force. The control module is configured to output the control command to the actuator of the corresponding continuous damping shock absorber, so that the actuator performs damping control on the vehicle according to the desired damping force.

7. An electronic device, characterized in that, include: A processor and a memory, the memory storing a program or instructions executable on the processor, the program or instructions, when executed by the processor, implementing the steps of the vehicle continuous damping control method based on inertial measurement unit reconstruction as described in any one of claims 1 to 5.

8. A computer-readable storage medium, characterized in that, The readable storage medium stores a program or instructions that, when executed by a processor, implement the steps of the vehicle continuous damping control method based on inertial measurement unit reconstruction as described in any one of claims 1 to 5.

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