Continuous damping variable suspension control unit and automobile chassis suspension system

Abstract

The embodiment of the invention provides a continuous damping variable suspension control unit and an automobile chassis suspension system. The continuous damping variable suspension control unit comprises a power supply module, a signal acquisition module, a control module and a driving execution module; the signal acquisition module comprises a first connector male end which is used for connecting a plurality of vehicle sensors and acquiring vehicle sensor signals; the driving execution module is used for responding to a damping adjustment instruction generated by the control module according to a vehicle sensor signal based on a damping control algorithm to drive a plurality of electromagnetic valves to adjust vehicle damping characteristics, the driving execution module comprises a valve driving module and a second connector male end, and the valve driving module comprises a half-bridge driving chip and a low-side driving chip; the half-bridge driving chip is matched with the low-side driving chip to control the opening and closing of the plurality of electromagnetic valves through the output current of the coil discharge regulation control module; and the first connector male end or the second connector male end comprises a main control interface and a redundant interface, so that the reliability of real-time damping control of the vehicle is improved.

Description

Technical Field

[0001] This invention relates to the field of electronically controlled suspension damping adjustment technology, and in particular to a continuously damped variable suspension control unit and an automotive chassis suspension system. Background Technology

[0002] Continuously damped variable suspension control units can be applied to semi-active suspension systems. They continuously adjust the damping of the shock absorbers via solenoid valves to improve vehicle handling stability and ride comfort. A semi-active suspension system mainly includes four shock absorbers with solenoid valves, a continuously damped variable suspension control unit, vehicle attitude sensors, and wheel-end sensors.

[0003] The continuously damped variable suspension control unit suffers from insufficient interface redundancy. Its connectors only support main control functions (such as sensor signal input and solenoid valve control command output), lacking independent redundant interfaces. This necessitates interrupting the main control function for parameter calibration, fault diagnosis, or dynamic optimization. Furthermore, the solenoid valve drive circuit uses a single-chip half-bridge drive, resulting in slow current regulation response (>20ms), making it difficult to match the real-time damping requirements of high-speed road impacts (such as speed bumps and potholes), thus affecting the reliability of real-time vehicle control. Summary of the Invention

[0004] In view of this, embodiments of the present invention provide a continuously damped variable suspension control unit and an automotive chassis suspension system to improve the reliability of real-time control damping of a vehicle.

[0005] On one hand, embodiments of the present invention provide a continuously damped variable suspension control unit, including: a power supply module, a signal acquisition module, a control module, and a drive execution module; The power module is connected to the signal acquisition module and the control module respectively, and is used to supply power to the signal acquisition module and the control module; The signal acquisition module includes a first connector male terminal, used to connect to multiple vehicle sensors and acquire vehicle sensor signals; The control module is used to receive the vehicle sensor signals and generate damping adjustment commands based on the damping control algorithm according to the vehicle sensor signals. The drive execution module is used to drive multiple solenoid valves to adjust the vehicle's damping characteristics in response to the damping adjustment command. The drive execution module includes a valve drive module and a second connector male terminal. The valve drive module includes a half-bridge drive chip and a low-side drive chip. The half-bridge drive chip, in conjunction with the low-side drive chip, adjusts the output current of the control module through coil discharge to control the opening and closing of the multiple solenoid valves. The first connector male terminal or the second connector male terminal includes a main control interface and a redundant interface.

[0006] Optionally, it also includes: a third connector male terminal, wherein the control module includes a printed circuit board assembly (PCBA) and a microcontroller unit (MCU), the PCBA is connected to a thermistor, and the thermistor is connected to the MCU; The PCBA is connected to the power module, the power module is connected to the MCU, and the power module is connected to the male terminal of the third connector. The male terminal of the third connector is used to connect to the female terminal of the third connector, and the female terminal of the third connector is used to connect to the battery and the ignition switching power supply system respectively.

[0007] Optionally, the signal acquisition module further includes: a decoding module and a signal transceiver module, wherein the male terminal of the first connector is connected to the decoding module, the decoding module is connected to the signal transceiver module through the PCBA, the signal transceiver module is connected to the MCU, and the power supply module is connected to the signal transceiver module; The male terminal of the first connector is used to connect to the female terminal of the first connector, and the female terminal of the first connector is used to connect to multiple vehicle sensors.

[0008] Optionally, it also includes: a vehicle body attitude sensor; The vehicle body attitude sensor is connected to the MCU, and the vehicle body attitude sensor is connected to the PCBA.

[0009] Optionally, the system includes: the MCU is connected to the valve drive module, the PCBA is connected to the valve drive module, and the drive execution module further includes: a high-precision resistor and an operational amplifier; The PCBA is connected to the high-precision resistor, the high-precision resistor is connected to the valve drive module, the PCBA is connected to the operational amplifier, the operational amplifier is connected to the high-precision resistor, and the valve drive module is connected to the male terminal of the second connector. The male end of the second connector is used to connect to the female end of the second connector, and the female end of the second connector is used to connect to multiple solenoid valves.

[0010] Optionally, it also includes: a fourth connector male terminal; The fourth connector male terminal is connected to the PCBA and the information transceiver module; The male terminal of the fourth connector is used to connect to the female terminal of the fourth connector, and the female terminal of the fourth connector is used to connect to the CAN bus.

[0011] Optionally, the PCBA is connected to the upper housing, the lower housing, and the thermal adhesive respectively; the upper housing is connected to the housing screws; the housing screws are connected to the lower housing; and the lower housing is connected to the thermal adhesive. The lower housing is bolted to the control body and the bracket. The control body and the bracket are bolted to the controller bracket. The controller bracket is bolted to the bracket and the body nut. The bracket and the body nut are bolted to the body.

[0012] Optionally, the plurality of vehicle sensors include: a left front acceleration sensor, a right front acceleration sensor, a right rear height sensor, and a left rear height sensor; The plurality of solenoid valves include: a left front deceleration solenoid valve, a right front deceleration solenoid valve, a left rear deceleration solenoid valve, and a right rear deceleration solenoid valve.

[0013] Optionally, the vehicle body attitude sensor includes: an inertial measurement unit (IMU) 6-axis sensor.

[0014] On the other hand, embodiments of the present invention provide an automotive chassis suspension system, including the aforementioned continuously damped variable suspension control unit, as well as a battery, an ignition switching power supply system, a CAN bus, multiple solenoid valves, and multiple sensors connected thereto, to collaboratively achieve continuously variable control of suspension damping.

[0015] In the technical solution provided by this invention, the continuously damped variable suspension control unit includes: a power supply module, a signal acquisition module, a control module, and a drive execution module. The signal acquisition module includes a first connector male terminal for connecting multiple vehicle sensors and acquiring vehicle sensor signals. The drive execution module is used to respond to the control module's damping adjustment command generated based on the vehicle sensor signals and a damping control algorithm to drive multiple solenoid valves to adjust the vehicle's damping characteristics. The drive execution module includes a valve drive module and a second connector male terminal. The valve drive module includes a half-bridge drive chip and a low-side drive chip. The half-bridge drive chip, in conjunction with the low-side drive chip, controls the opening and closing of multiple solenoid valves by adjusting the output current of the control module through coil discharge. The first or second connector male terminal includes a main control interface and a redundant interface, improving the reliability of real-time vehicle damping control. Attached Figure Description

[0016] To more clearly illustrate the technical solutions of the embodiments of the present invention, the drawings used in the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0017] Figure 1 This is a schematic diagram of a continuously damped variable suspension control unit according to an embodiment of the present invention; Figure 2 This is a schematic diagram of a male connector provided in an embodiment of the present invention; Figure 3A schematic diagram of another continuously damped variable suspension control unit provided in an embodiment of the present invention; Figure 4 This is a schematic diagram of an automobile chassis suspension system provided in an embodiment of the present invention. Detailed Implementation

[0018] To better understand the technical solution of the present invention, the embodiments of the present invention will be described in detail below with reference to the accompanying drawings.

[0019] It should be understood that the described embodiments are merely some, not all, of the embodiments of the present invention. All other embodiments obtained by those skilled in the art based on the embodiments of the present invention without inventive effort are within the scope of protection of the present invention.

[0020] The terminology used in the embodiments of this invention is for the purpose of describing particular embodiments only and is not intended to limit the invention. The singular forms “a,” “the,” and “the” as used in the embodiments of this invention and the appended claims are also intended to include the plural forms unless the context clearly indicates otherwise.

[0021] It should be understood that the term "and / or" used in this article is merely a description of the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: A existing alone, A and B existing simultaneously, or B existing alone. Additionally, the character " / " in this article generally indicates that the preceding and following related objects have an "or" relationship.

[0022] One embodiment of the present invention provides a continuously damped variable suspension control unit, particularly relating to technical improvements such as interface redundancy design, sensor fusion for cost reduction, enhanced power management, and improved control accuracy / response speed. Figure 1 This is a schematic diagram of a continuously damped variable suspension control unit according to an embodiment of the present invention, as shown below. Figure 1 As shown, the continuously damped variable suspension control unit includes: a power module 1, a signal acquisition module 2, a control module 3, and a drive execution module 4.

[0023] Power module 1 is connected to signal acquisition module 2 and control module 3 respectively, and is used to supply power to signal acquisition module 2 and control module 3.

[0024] The signal acquisition module 2 includes a first connector male terminal, which is used to connect to multiple vehicle sensors and acquire vehicle sensor signals.

[0025] The control module 3 is used to receive vehicle sensor signals and generate damping adjustment commands based on the damping control algorithm according to the vehicle sensor signals.

[0026] The drive execution module 4 is used to drive multiple solenoid valves to adjust the vehicle's damping characteristics in response to damping adjustment commands. The drive execution module 4 includes a valve drive module and a second connector male terminal. The valve drive module includes a half-bridge drive chip and a low-side drive chip. The half-bridge drive chip and the low-side drive chip control the opening and closing of multiple solenoid valves by adjusting the output current of the control module 3 through coil discharge, so as to achieve millisecond-level response of solenoid valve opening (<10ms), which is 50% faster than the traditional solution (the traditional solution is >20ms), and ensures that the damping matches the road impact in real time (such as the damping switching from soft to hard within 5ms when passing through a speed bump).

[0027] In related technologies, the vehicle body attitude is estimated using "acceleration integral + height compensation," but the estimation error is >15% (especially on bumpy roads). The solenoid valve drive circuit uses a single-chip half-bridge drive, resulting in slow current regulation response (>20ms), making it difficult to match the real-time damping requirements of high-speed road impacts (such as speed bumps and potholes). In this embodiment of the invention, a half-bridge drive chip is selected in conjunction with a low-side drive chip to quickly regulate the output current of the control unit through coil charging and discharging, thereby controlling the opening and closing of the solenoid valve. The half-bridge drive chip is connected between the power module and the low-side switch of the low-side drive chip. By controlling the PWM of its upper and lower bridge arms, current is input to the solenoid valve. It can also actively and quickly pull the current back, achieving rapid current change. Furthermore, the MCU samples and controls the output current in a closed-loop manner to stabilize the current at any target value, realizing real-time current regulation and fixed output current regulation of the solenoid valve. The low-side drive chip is connected in series in the return path of the half-bridge drive circuit of the power module and the half-bridge drive chip, mainly controlling the on / off state of the current output circuit. Its function is to shut down the low-side drive chip when the system fails, unconditionally cut off the current loop of the solenoid valve, and put the system in a default safe state (at this time, the output current is fixed, that is, the opening of the solenoid valve is fixed).

[0028] The first or second male connector includes two connection interfaces and integrates a hard-wired wake-up interface, a Controller Area Network (CAN) bus interface, and a Peripheral Sensor Interface 5 (PSI5) / Pulse-Width Modulation (PWM) interface.

[0029] Figure 2 This is a schematic diagram of a male connector provided in an embodiment of the present invention, as shown below. Figure 2As shown, the two connection interfaces of the male connector (such as the first, second, third, or fourth male connector) include a main control interface (e.g., 48-pin) and a redundant interface (e.g., 32-pin). The numbers and letters in the male connector are serial numbers. The 48-pin main control interface meets the requirements for information interaction and functional implementation of the continuously damped variable suspension unit itself. The redundant 32-pin interface allows for real-time signal detection, calibration, and debugging, facilitating the quantification of driving experience during debugging and the adaptation and modification of key quantities, ultimately resulting in a continuously damped variable suspension unit with excellent comfort and smoothness. This can shorten the development cycle by 50%, quantify subjective driving experience into control parameters, and improve the efficiency of comfort calibration.

[0030] In this embodiment of the invention, a 48+32Pin connector male terminal (total number of pins 80Pin) is used, wherein the 48Pin main control interface is responsible for conventional signal input (such as height sensor and acceleration sensor signals), control command output (such as solenoid valve drive signals) and basic communication (such as CAN bus).

[0031] The 32-pin redundant interface is independent of the main control interface and supports the following functions: 1. Real-time signal detection: Synchronously acquires raw signals (such as voltage and frequency) from the main control sensors (e.g., IMU, altitude sensor) via the redundant pins for offline verification of the accuracy of the main control signal. 2. Calibration and debugging: Without interrupting the main control function, connects to external debugging equipment (e.g., oscilloscope, parameter calibration tool) through the redundant interface to dynamically optimize the damping curve (e.g., adjust the damping coefficient according to road conditions). 3. Fault injection test: Simulates abnormal sensor / actuator signals (e.g., loss of acceleration signal, solenoid valve jamming) to verify the fault tolerance capability of the control unit. The main control interface and the redundant interface are electrically isolated (e.g., optocouplers or magnetic couplings) to avoid signal interference and ensure the stability of the main control function. During debugging, the redundant interface is enabled by software switching, while the main control interface maintains normal communication and control.

[0032] Based on the above Figure 1 and Figure 2 One embodiment of the present invention provides another continuously damped variable suspension control unit. Figure 3 This is a schematic diagram of another continuously damped variable suspension control unit provided in an embodiment of the present invention, as shown below. Figure 3 As shown, the continuously damped variable suspension control unit includes: a power supply module, a signal acquisition module, a control module, and a drive execution module.

[0033] In this embodiment of the invention, the power module includes a System Basis Chip (SBC) power module. The control module includes a Printed Circuit Board Assembly (PCBA) and a Microcontroller Unit (MCU). The PCBA is connected to a thermistor, and the thermistor is connected to the MCU.

[0034] In related technologies, when a vehicle is in long-term sleep mode (such as when parked), the Central Driving Control Unit (CDCU) needs to maintain basic communication and wake-up functions. However, traditional power management solutions (such as discrete component designs) suffer from high static current loss (typically >50μA) and short wake-up cycles (supporting only up to 30 days), increasing the risk of battery depletion. In this embodiment of the invention, the SBC power module includes a long-cycle timer, which can continue to operate based on its internal low-power clock source even when the MCU core is completely asleep. Without MCU intervention, power consumption during software operation is eliminated. The SBC power module in this embodiment integrates three power outputs (the three power outputs mean that the SBC power module can supply power to the MCU, system loads (such as external height sensors, acceleration sensors, built-in IMU 6-axis sensors, etc.), other communication modules (such as CAN / CAN FD signal transceiver modules, PSI5 decoding modules), and a CAN signal transceiver, supports MCU fault monitoring, integrates a long-cycle timer, and can support timed wake-up for up to 194 days, meeting the low power consumption requirements of long-term vehicle hibernation mode, reducing static current loss by 80% (from 50μA in traditional solutions to below 10μA), and significantly reducing the risk of battery power failure.

[0035] In this embodiment of the invention, the SBC power module can dynamically adjust the power output according to the system state (such as driving / sleep). For example, in driving mode, it outputs full power (5V / 3.3V / 1.8V) to support the operation of sensors, controllers, and solenoid valves. In sleep mode, it shuts down unnecessary power supplies (such as sensor power supply) and only retains the low-power listening mode of the CAN transceiver (static current <10μA).

[0036] In this embodiment of the invention, the thermistor may include a negative temperature coefficient (NTC) thermistor.

[0037] In this embodiment of the invention, the continuously damped variable suspension control unit further includes: a third connector male terminal, a PCBA connected to a power module, a power module connected to an MCU, and a power module connected to the third connector male terminal. The third connector male terminal is used to connect to the third connector female terminal, and the third connector female terminal is used to connect to the battery and the ignition switch (IGN) power system, respectively.

[0038] In this embodiment of the invention, the signal acquisition module further includes a decoding module and a signal transceiver module. A first connector male terminal is connected to the decoding module, the decoding module is connected to the signal transceiver module via a PCBA, the signal transceiver module is connected to the MCU, and a power supply module is connected to the signal transceiver module. The first connector male terminal is used to connect to a first connector female terminal, and the first connector female terminal is used to connect to multiple vehicle sensors. These multiple vehicle sensors include a left front acceleration sensor, a right front acceleration sensor, a right rear height sensor, and a left rear height sensor.

[0039] In this embodiment of the invention, the signal transceiver module may include a CAN / CAN FD signal transceiver module. The decoding module includes a PSI5 decoding module. PSI5 is a two-wire sensor communication protocol designed specifically for automotive safety systems, which achieves high-reliability signal transmission by multiplexing power and data lines. The PSI5 decoding module conforms to the PSI5 V1.3 / PSI5 V2.1 protocol specifications and may include four independent channels.

[0040] In this embodiment of the invention, the continuously damped variable suspension control unit further includes a vehicle body attitude sensor. The vehicle body attitude sensor is connected to the MCU and the vehicle body attitude sensor is connected to the PCBA.

[0041] In this embodiment of the invention, the vehicle body attitude sensor includes: an inertial measurement unit (IMU) 6-axis sensor.

[0042] In this embodiment of the invention, the MCU is connected to the valve drive module, the PCBA is connected to the valve drive module, and the drive execution module further includes a high-precision resistor and an operational amplifier. The PCBA is connected to the high-precision resistor, the high-precision resistor is connected to the valve drive module, the PCBA is connected to the operational amplifier, the operational amplifier is connected to the high-precision resistor, and the valve drive module is connected to the male terminal of the second connector. The male terminal of the second connector is used to connect to the female terminal of the second connector, and the female terminal of the second connector is used to connect to multiple solenoid valves. The multiple solenoid valves include a left front deceleration solenoid valve, a right front deceleration solenoid valve, a left rear deceleration solenoid valve, and a right rear deceleration solenoid valve.

[0043] In this embodiment of the invention, the current sampling scheme uses an operational amplifier and a high-precision resistor. The MCU samples the current output by the valve drive module under its control signal through the high-precision resistor and the operational amplifier to form a closed-loop current control.

[0044] In this embodiment of the invention, the continuously damped variable suspension control unit further includes: a fourth connector male terminal. The fourth connector male terminal is connected to the PCBA and the information transceiver module. The fourth connector male terminal is used to connect to the fourth connector female terminal, and the fourth connector female terminal is used to connect to the CAN bus.

[0045] In this embodiment of the invention, the PCBA is connected to the upper housing, the lower housing, and the thermal adhesive, respectively. The upper housing is connected to the housing screws, the housing screws are connected to the lower housing, and the lower housing is connected to the thermal adhesive.

[0046] In the technical solution provided by this invention, the continuously damped variable suspension control unit includes: a power supply module, a signal acquisition module, a control module, and a drive execution module. The signal acquisition module includes a first connector male terminal for connecting multiple vehicle sensors and acquiring vehicle sensor signals. The drive execution module is used to respond to the control module's damping adjustment command generated based on the vehicle sensor signals and a damping control algorithm to drive multiple solenoid valves to adjust the vehicle's damping characteristics. The drive execution module includes a valve drive module and a second connector male terminal. The valve drive module includes a half-bridge drive chip and a low-side drive chip. The half-bridge drive chip, in conjunction with the low-side drive chip, controls the opening and closing of multiple solenoid valves by adjusting the output current of the control module through coil discharge. The first or second connector male terminal includes a main control interface and a redundant interface, improving the reliability of real-time vehicle damping control.

[0047] Based on the above Figure 3 An embodiment of the present invention provides an automotive chassis suspension system, including the aforementioned continuously damped variable suspension control unit, as well as a battery, an ignition switching power supply system, a CAN bus, multiple solenoid valves and multiple sensors connected thereto, which work together to achieve continuously variable control of suspension damping.

[0048] Figure 4 This is a schematic diagram of an automobile chassis suspension system provided in an embodiment of the present invention, as shown below. Figure 4As shown, the male terminal of the first connector connects to the female terminal of the first connector, which in turn connects to multiple vehicle sensors. These sensors include a left front acceleration sensor, a right front acceleration sensor, a right rear height sensor, and a left rear height sensor. The male terminal of the second connector connects to the female terminal of the second connector, which in turn connects to multiple solenoid valves. These solenoid valves include a left front deceleration solenoid valve, a right front deceleration solenoid valve, a left rear deceleration solenoid valve, and a right rear deceleration solenoid valve. The male terminal of the third connector connects to the female terminal of the third connector, which in turn connects to the battery and the IGN power system. The male terminal of the fourth connector connects to the female terminal of the fourth connector, which in turn connects to the CAN bus. The lower housing is bolted to the control unit and bracket, which in turn are bolted to the controller bracket. The controller bracket is then connected to the bracket and the vehicle body nuts, which are used for connection to the vehicle body.

[0049] In related technologies, traditional automotive chassis suspension systems rely on multiple acceleration sensors to collect acceleration signals, and these signals need to be integrated to calculate attitude. Long-term operation can easily accumulate errors (such as temperature drift and noise interference), leading to distorted damping control. The technical solution provided in this invention uses one IMU 6-axis sensor to measure the vehicle's longitudinal / lateral / vertical acceleration, pitch / roll / yaw angular velocity, plus two front suspension acceleration sensors (left and right front acceleration sensors) and two rear suspension height sensors (right and left rear height sensors) to directly measure the shock absorber travel. This achieves sensor redundancy and automatically switches control modes based on the identification of different sensor types and operating conditions (e.g., switching from ceiling control to control for special operating conditions), solving the problem of poor adaptability of traditional single algorithms. Specifically, the two front suspension acceleration sensors are used to collect the vertical acceleration of the left and right wheels (to identify road surface undulations), and the two rear suspension height sensors are used to directly measure the left and right suspension travel (to calculate changes in vehicle height).

[0050] In this embodiment of the invention, a single IMU 6-axis sensor is used to measure the longitudinal / lateral / vertical acceleration, pitch / roll / yaw angular velocity of the vehicle body, along with two front suspension acceleration sensors (left front acceleration sensor and right front acceleration sensor) and two rear suspension height sensors (right rear height sensor and left rear height sensor), replacing the traditional 4-6 acceleration sensor solution. This reduces the need for high-cost wheel acceleration sensors (which can withstand 50g impact), lowering hardware costs by more than 30%, while also avoiding damping control distortion caused by acceleration integral accumulation error.

[0051] In this embodiment of the invention, the acceleration measurement range of the IMU 6-axis sensor can be selected as ±2g, and the angular velocity range can be selected as ±125dps. It can directly output pitch / roll angular velocity. Combined with the measured travel data of the altitude sensor, the error of the traditional integral algorithm is eliminated, and the accuracy of vehicle attitude estimation is improved by more than 40%.

[0052] In this embodiment of the invention, the IMU 6-axis sensor can collect vehicle body attitude changes. By combining the angular velocity data collected by the IMU 6-axis sensor with the shock absorber travel changes collected by the height sensor, the shock absorber travel caused by the vehicle body attitude changes can be fused one-to-one, outputting a set of vehicle body state vectors that eliminate long-term drift and have fast dynamic response. This data is used to: 1. Correct IMU integral drift: Simply integrating the IMU's acceleration data twice to calculate the shock absorber displacement will result in accumulated errors. The height sensor provides absolute or relative displacement as a reference, and Kalman filtering effectively corrects the IMU's offset. 2. Provide complete state information required for control: High-performance suspension control requires the vehicle body's attitude angle, angular velocity, and vehicle height and vertical velocity. This allows the MCU to calculate the reasonable output current for a certain vehicle body attitude based on the optimal estimation of this information. The output current changes the opening of the solenoid valve, causing the shock absorber damping to change rapidly, thus controlling the vehicle body attitude changes.

[0053] In the technical solution provided by this invention, the continuously damped variable suspension control unit includes: a power supply module, a signal acquisition module, a control module, and a drive execution module. The signal acquisition module includes a first connector male terminal for connecting to multiple vehicle sensors and acquiring vehicle sensor signals. The drive execution module is used to respond to the control module's damping adjustment command generated based on the vehicle sensor signals and a damping control algorithm to drive multiple solenoid valves to adjust the vehicle's damping characteristics. The drive execution module includes a valve drive module and a second connector male terminal. The valve drive module includes a half-bridge drive chip and a low-side drive chip. The half-bridge drive chip, in conjunction with the low-side drive chip, adjusts the output current of the control module through coil discharge to control the opening and closing of multiple solenoid valves. The first or second connector male terminal includes a main control interface and a redundant interface, improving the reliability of real-time vehicle damping control.

[0054] The technical solution provided in this invention achieves high-precision attitude perception. The hardware for high-precision attitude perception uses a 6-axis IMU sensor (±2g acceleration resolution, ±125dps angular velocity resolution), directly outputting pitch / roll angular velocity signals (no integration required). The software for high-precision attitude perception integrates the angular velocity signals from the 6-axis IMU sensor with the travel data from the rear suspension height sensor. The MCU calculates the vehicle pitch angle in real time using a kinematic model (θ=∫angular velocity dt+height compensation term), eliminating integration errors. The attitude estimation accuracy is >40% (compared to >15% for traditional solutions).

[0055] In the technical solution provided by the embodiments of the present invention, the MCU calculates the vehicle pitch angle in real time and determines how to adjust the current of the solenoid valves output to the four shock absorbers. By controlling the magnitude of the output current, the damping of the shock absorbers is increased or decreased, thereby suppressing the change of the vehicle pitch angle.

[0056] The technical solution provided in this invention achieves millisecond-level response of the solenoid valve. The hardware for this millisecond-level response employs a combination of a half-bridge driver chip and a low-side driver chip to drive the solenoid valve coil; an operational amplifier is used for high-precision current sampling (error < ±1.5%). High-frequency adjustment of the solenoid valve opening is achieved by dynamically adjusting the coil charging and discharging current (e.g., rapid charging on the rising edge and linear discharging on the falling edge). Current sampling addresses the damping force drift caused by solenoid valve current fluctuations, improving closed-loop control stability.

[0057] In the technical solution provided by the embodiments of the present invention, the automobile chassis suspension system takes into account redundancy design, low cost, low power consumption, high precision and response speed.

[0058] The above description is only a preferred embodiment of the present invention and is not intended to limit the present invention. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the scope of protection of the present invention.

Claims

1. A continuously damped variable suspension control unit, characterized in that, include: Power supply module, signal acquisition module, control module, and drive execution module; The power module is connected to the signal acquisition module and the control module respectively, and is used to supply power to the signal acquisition module and the control module; The signal acquisition module includes a first connector male terminal, used to connect to multiple vehicle sensors and acquire vehicle sensor signals; The control module is used to receive the vehicle sensor signals and generate damping adjustment commands based on the damping control algorithm according to the vehicle sensor signals. The drive execution module is used to drive multiple solenoid valves to adjust the vehicle's damping characteristics in response to the damping adjustment command. The drive execution module includes a valve drive module and a second connector male terminal. The valve drive module includes a half-bridge drive chip and a low-side drive chip. The half-bridge drive chip, in conjunction with the low-side drive chip, adjusts the output current of the control module through coil discharge to control the opening and closing of the multiple solenoid valves. The first connector male terminal or the second connector male terminal includes a main control interface and a redundant interface.

2. The continuously damped variable suspension control unit according to claim 1, characterized in that, Also includes: The third connector is a male terminal. The control module includes a printed circuit board assembly (PCBA) and a microcontroller unit (MCU). The PCBA is connected to a thermistor, and the thermistor is connected to the MCU. The PCBA is connected to the power module, the power module is connected to the MCU, and the power module is connected to the male terminal of the third connector. The male terminal of the third connector is used to connect to the female terminal of the third connector, and the female terminal of the third connector is used to connect to the battery and the ignition switching power supply system respectively.

3. The continuously damped variable suspension control unit according to claim 2, characterized in that, The signal acquisition module further includes a decoding module and a signal transceiver module. The male terminal of the first connector is connected to the decoding module. The decoding module is connected to the signal transceiver module through the PCBA. The signal transceiver module is connected to the MCU. The power supply module is connected to the signal transceiver module. The male terminal of the first connector is used to connect to the female terminal of the first connector, and the female terminal of the first connector is used to connect to multiple vehicle sensors.

4. The continuously damped variable suspension control unit according to claim 2, characterized in that, Also includes: Vehicle attitude sensor; The vehicle body attitude sensor is connected to the MCU, and the vehicle body attitude sensor is connected to the PCBA.

5. The continuously damped variable suspension control unit according to claim 2, characterized in that, include: The MCU is connected to the valve drive module, the PCBA is connected to the valve drive module, and the drive execution module further includes: a high-precision resistor and an operational amplifier; The PCBA is connected to the high-precision resistor, the high-precision resistor is connected to the valve drive module, the PCBA is connected to the operational amplifier, the operational amplifier is connected to the high-precision resistor, and the valve drive module is connected to the male terminal of the second connector. The male end of the second connector is used to connect to the female end of the second connector, and the female end of the second connector is used to connect to multiple solenoid valves.

6. The continuously damped variable suspension control unit according to claim 3, characterized in that, Also includes: Fourth connector public terminal; The fourth connector male terminal is connected to the PCBA and the information transceiver module; The male terminal of the fourth connector is used to connect to the female terminal of the fourth connector, and the female terminal of the fourth connector is used to connect to the CAN bus.

7. The continuously damped variable suspension control unit according to claim 2, characterized in that, The PCBA is connected to the upper housing, the lower housing, and the thermal adhesive respectively. The upper housing is connected to the housing screws, the housing screws are connected to the lower housing, and the lower housing is connected to the thermal adhesive. The lower housing is bolted to the control body and the bracket. The control body and the bracket are bolted to the controller bracket. The controller bracket is bolted to the bracket and the body nut. The bracket and the body nut are bolted to the body.

8. The continuously damped variable suspension control unit according to claim 1, characterized in that, The multiple vehicle sensors include: a left front acceleration sensor, a right front acceleration sensor, a right rear height sensor, and a left rear height sensor; The plurality of solenoid valves include: a left front deceleration solenoid valve, a right front deceleration solenoid valve, a left rear deceleration solenoid valve, and a right rear deceleration solenoid valve.

9. The continuously damped variable suspension control unit according to claim 4, characterized in that, The vehicle body attitude sensor includes: an inertial measurement unit (IMU) 6-axis sensor.

10. A vehicle chassis suspension system, characterized in that, The system includes the continuously damped variable suspension control unit as described in any one of claims 1-9, and connected to it a battery, an ignition switching power supply system, a CAN bus, multiple solenoid valves, and multiple sensors, which work together to achieve continuously variable control of suspension damping.

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