Active suspension control method and device, vehicle and storage medium

Abstract

The invention relates to an active suspension control method and device, a vehicle and a storage medium, and the method comprises the steps: determining a current in-vehicle vibration noise comprehensive performance value according to the current generation power and the current rotation speed of a range extender and a preset mathematical model, and then sorting a plurality of currently collected main order values of a range extender engine according to the size, therefore, a target channel needing to be opened can be determined from all channels of the active mount according to the in-vehicle vibration noise comprehensive performance value, the main order value sequence and the preset judgment condition, fine control over the active mount is achieved, vibration excitation generated when the range extender works can be effectively prevented from being transmitted to a vehicle body, and the service life of the range extender is prolonged. According to the method, the NVH performance in the vehicle in the range extending mode is improved, it is ensured that the NVH in the vehicle is non-inductive when different modes of the range extending type vehicle are switched, the driving comfort and experience of the range extending type vehicle are improved, it is not needed that all channels are actively suspended to be opened under all working conditions of the range extending mode, and the effects of saving energy and reducing consumption are achieved.

Description

Technical Field

[0001] This application relates to the field of automotive technology, and in particular to an active suspension control method, device, vehicle, and storage medium. Background Technology

[0002] With the continuous development of automotive technology, the proportion of new energy vehicles (mainly including pure electric vehicles, hybrid electric vehicles, range-extended electric vehicles, and fuel cell vehicles) is increasing. Among them, pure electric vehicles are limited by battery technology and the development of charging infrastructure, resulting in short driving range and charging difficulties; hybrid electric vehicles have complex power systems and high purchase and maintenance costs; fuel cell vehicles suffer from low energy efficiency and a shortage of refueling stations, restricting their further development. Range-extended electric vehicles, on the other hand, can operate on both gasoline and electric power, allowing for pure electric driving in urban areas and refueling on highways, eliminating range anxiety and balancing operating costs, making them the mainstream development in the current market.

[0003] For range-extended electric vehicles (REEVs), the vehicle is driven by a drive motor, and the engine does not directly participate in driving. There are two main operating modes: one is when the battery charge is high, the vehicle uses the battery pack to provide power to the drive motor to drive the vehicle; this is usually called pure electric mode. The other is when the battery charge is low, the range extender (composed of an engine, generator, and controller) starts generating electricity to either power the drive motor or generate electricity for the battery pack; this is usually called range-extended mode. Therefore, REEVs constantly switch between pure electric and range-extended modes depending on the battery charge. In pure electric mode, the range extender is not working, and the NVH (Noise, Vibration, and Harshness) performance inside the vehicle is relatively good. However, in range-extended mode, the range extender is activated, increasing the sources of vibration and noise on the vehicle, leading to a deterioration in NVH. Therefore, how to reduce the level of NVH in range-extended mode and enable seamless switching between the two modes has become a pressing issue for REEVs. Summary of the Invention

[0004] This application provides an active suspension control method, device, vehicle, and storage medium to solve the technical problem of how to reduce the level of NVH in the vehicle under extended range mode and enable seamless switching between extended range mode and pure electric mode.

[0005] In a first aspect, this application provides an active suspension control method, the method comprising: Obtain the current power output and current speed of the range extender; The current in-vehicle vibration and noise comprehensive performance value is determined based on the current power generation, the current speed, and a preset mathematical model; wherein, the mathematical model is used to characterize the correspondence between the power generation, speed, and in-vehicle vibration and noise comprehensive performance value of the range extender; The multiple principal order values ​​of the range extender engine currently collected are sorted according to their magnitude to obtain a principal order value sequence; The target channel for active suspension opening is determined based on the comprehensive performance value of in-vehicle vibration and noise, the principal order value sequence, and preset judgment conditions; wherein, the preset judgment conditions include the threshold for opening each channel; Active suspension control is performed based on the target channel.

[0006] Optionally, before determining the current in-vehicle vibration and noise comprehensive performance value based on the current power generation, the current rotation speed, and the preset mathematical model, the method further includes: obtaining the mathematical model; The process of generating the mathematical model includes: Multiple sets of raw data of the range extender measured under different power generation conditions are obtained; wherein, the raw data includes noise data and vibration data; The raw data is processed as follows: for any target power generation condition under different power generation conditions, the comprehensive value of in-vehicle noise is determined based on the noise data under the target power generation condition, and the comprehensive value of vibration is determined based on the vibration data; the comprehensive performance value of in-vehicle vibration and noise is determined based on the comprehensive value of in-vehicle noise and the comprehensive value of vibration.

[0007] Optionally, determining the overall in-vehicle noise value based on the noise data under the target power generation condition, and determining the overall vibration value based on the vibration data, includes: The overall in-vehicle noise value is determined by weighting the noise data of the driver's right ear, the noise data of the rear left passenger's right ear, and a preset noise weighting coefficient; wherein, the preset noise weighting coefficient is used to characterize the weight of the noise data of the driver's right ear and the noise data of the rear left passenger's right ear. The overall vibration value is determined by weighting the initial driver's seat rail vibration data, the initial steering wheel vibration data, and a preset vibration weighting coefficient; wherein the preset vibration weighting coefficient is used to characterize the weight of the initial driver's seat rail vibration data and the initial steering wheel vibration data.

[0008] Optionally, the comprehensive vibration value is determined by weighting the initial driver's seat rail vibration data, the initial steering wheel vibration data, and a preset vibration weighting coefficient, including: The corrected driver's seat guide rail vibration data is determined based on the initial driver's seat guide rail vibration data and the first amplification factor. Corrected steering wheel vibration data are determined based on initial steering wheel vibration data and a second amplification factor; wherein, the first amplification factor and the second amplification factor are used to convert the vibration data into the same order of magnitude as the noise data; The comprehensive vibration value is determined by weighting the corrected driver's seat guide rail vibration data, the corrected steering wheel vibration data, and a preset vibration weighting coefficient.

[0009] Optionally, the multiple principal order values ​​of the currently collected range extender engine are sorted according to their magnitude to obtain a principal order value sequence, including: Obtain multiple major order values ​​of the current range extender engine; Sort the multiple principal order values ​​according to their size to obtain the principal order value sequence.

[0010] Optionally, the target channel for active suspension opening is determined based on the comprehensive performance value of in-vehicle vibration and noise, the principal order value sequence, and preset judgment conditions, including: Obtain the preset judgment conditions; The comprehensive performance value of in-vehicle vibration and noise is compared with the threshold in the preset judgment conditions, and the target channel for active suspension opening is determined from the main order value sequence based on the comparison result.

[0011] Optionally, the preset judgment conditions include a first threshold, a second threshold, a third threshold, and a fourth threshold arranged from smallest to largest; the principal order value sequence includes a first principal order, a second principal order, a third principal order, and a fourth principal order arranged from largest to smallest; comparing the comprehensive performance value of the in-vehicle vibration and noise with the thresholds in the preset judgment conditions, and determining the target channel for active suspension opening from the principal order value sequence based on the comparison result, including: The overall performance value of in-vehicle vibration and noise is compared with the first threshold, the second threshold, the third threshold, and the fourth threshold; If the overall performance value of the in-vehicle vibration and noise is less than the first threshold, the active suspension does not need to be activated; If the overall performance value of the in-vehicle vibration and noise is greater than or equal to the first threshold and less than the second threshold, then the target channel is determined to be the first primary order. If the overall performance value of the in-vehicle vibration and noise is greater than or equal to the second threshold and less than the third threshold, then the target channel is determined to be the first principal order and the second principal order. If the overall performance value of the in-vehicle vibration and noise is greater than or equal to the third threshold and less than the fourth threshold, then the target channel is determined to be the first principal order, the second principal order and the third principal order; If the overall performance value of the in-vehicle vibration and noise is greater than or equal to the fourth threshold, then the target channel is determined to be the first principal order, the second principal order, the third principal order, and the fourth principal order.

[0012] Secondly, this application provides an active suspension control device, the device comprising: The acquisition module is used to acquire the current power generation and current speed of the range extender; The first determining module is used to determine the current in-vehicle vibration and noise comprehensive performance value based on the current power generation, the current speed, and a preset mathematical model; wherein, the mathematical model is used to characterize the correspondence between the power generation, speed, and in-vehicle vibration and noise comprehensive performance value of the range extender; The sorting module is used to sort the multiple principal order values ​​of the currently collected range extender engine according to their size, and obtain a sequence of principal order values. The second determining module is used to determine the target channel for active suspension opening based on the comprehensive performance value of in-vehicle vibration and noise, the main order value sequence, and preset judgment conditions; wherein, the preset judgment conditions include the threshold for opening each channel; The control module is used to perform active suspension control based on the target channel.

[0013] Thirdly, this application provides a vehicle including a processor, a communication interface, a memory, and a communication bus, wherein the processor, the communication interface, and the memory communicate with each other through the communication bus; Memory, used to store computer programs; When a processor executes a program stored in memory, it implements the active suspension control method described in any embodiment of the first aspect.

[0014] Fourthly, this application provides a computer-readable storage medium having a computer program stored thereon, which, when executed by a processor, implements the active suspension control method as described in any embodiment of the first aspect.

[0015] Compared with the prior art, the technical solution provided in this application has the following advantages: The method provided in this application obtains the current power generation and current speed of the range extender; determines the current comprehensive performance value of in-vehicle vibration and noise based on the current power generation, current speed, and a preset mathematical model; wherein, the mathematical model is used to characterize the correspondence between the power generation, speed, and comprehensive performance value of in-vehicle vibration and noise of the range extender; sorts the multiple principal order values ​​of the range extender engine currently collected according to their size to obtain a principal order value sequence; determines the target channel for active suspension opening based on the comprehensive performance value of in-vehicle vibration and noise, the principal order value sequence, and preset judgment conditions; wherein, the preset judgment conditions include the threshold for opening each channel; and performs active suspension control based on the target channel. This method can preset a mathematical model representing the relationship between the range extender's power generation, speed, and the overall vibration and noise performance of the vehicle interior. Based on the current power generation and speed of the range extender, combined with this mathematical model, the current overall vibration and noise performance of the vehicle interior is determined. Then, the multiple principal order values ​​of the range extender engine collected at the moment are sorted by magnitude to obtain a principal order value sequence. Thus, based on the overall vibration and noise performance of the vehicle interior, the principal order value sequence, and preset judgment conditions, the target channel to be activated is determined from the various channels of the active suspension, achieving fine-grained control of the active suspension. This effectively suppresses the transmission of vibration excitation generated by the range extender during operation to the vehicle body, improves the NVH performance of the vehicle interior in range-extended mode, ensures imperceptible NVH when switching between different modes of the range-extended vehicle, improves the driving comfort and experience of the range-extended vehicle, and does not require all channels of the active suspension to be activated in all operating conditions of the range-extended mode, thus also achieving energy saving and consumption reduction. Attached Figure Description

[0016] The accompanying drawings, which are incorporated in and form part of this specification, illustrate embodiments consistent with this application and, together with the description, serve to explain the principles of this application.

[0017] To more clearly illustrate the technical solutions in the embodiments of this application or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, for those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0018] One or more embodiments are illustrated by way of example with reference numerals in the accompanying drawings. These illustrations do not constitute a limitation on the embodiments. Elements with the same reference numerals in the drawings are denoted as similar elements. Unless otherwise stated, the figures in the drawings are not to be limited by scale.

[0019] Figure 1 A system architecture diagram of an active suspension control method provided in one embodiment of this application; Figure 2 A flowchart illustrating an active suspension control method provided in one embodiment of this application; Figure 3 This application provides measured noise levels in the right ear of a driver traveling at a constant speed under different driving modes, as an embodiment of the present application. Figure 4 This application provides a measured noise level in the driver's right ear during acceleration under different driving modes, as an embodiment of the present application. Figure 5 This is a schematic diagram of the structure of an active suspension control device provided in one embodiment of this application; Figure 6 This is a schematic diagram of the structure of a vehicle provided in one embodiment of this application. Detailed Implementation

[0020] To make the objectives, technical solutions, and advantages of the embodiments of this application clearer, the technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0021] The following disclosure provides numerous different embodiments or examples for implementing various structures of this application. To simplify the disclosure, specific examples of components and arrangements are described below. These are merely examples and are not intended to limit the scope of this application. Furthermore, reference numerals and / or letters may be repeated in different examples. Such repetition is for simplification and clarity and does not in itself indicate a relationship between the various embodiments and / or arrangements discussed.

[0022] To address the technical challenge of reducing in-vehicle NVH levels in range-extended mode and enabling seamless switching between range-extended and pure electric modes in existing technologies, this application provides an active suspension control method, device, vehicle, and storage medium. This method enables precise control of the active suspension, effectively suppressing the transmission of vibration excitation generated by the range extender to the vehicle body, improving NVH performance in range-extended mode, ensuring seamless NVH switching between different modes in range-extended vehicles, enhancing driving comfort and experience, and eliminating the need for all active suspension channels to be activated in all range-extended mode conditions, thus achieving energy conservation and emission reduction.

[0023] The first embodiment of this application provides an active suspension control method, which can be applied to, for example... Figure 1The system architecture shown includes at least a data acquisition module 101 and a data processing module 102, which establish a communication connection. Specifically, this system architecture can be an active suspension system, which consists of a suspension component, an actuator, and a controller. The ideal active control force generated by the suspension component needs to be ultimately output through the actuator. The suspension component and the actuator are connected in series. First, the controller obtains the ideal control force required by the range extender under different operating conditions, thereby obtaining the ideal input current of the actuator circuit controller. Then, the current in the control circuit is used to adjust the actual output force of the actuator to ensure that the actual output force of the actuator can better track the ideal control force generated by the suspension controller, thereby achieving the purpose of active vibration control.

[0024] Next, based on this system architecture, the active suspension control method will be described in detail, such as... Figure 2 The active suspension control method includes: Step 201: Obtain the current power generation and current speed of the range extender.

[0025] For range-extended electric vehicles, the required driving power varies significantly depending on the vehicle speed. Based on vehicle dynamics model calculations and real-vehicle testing, the range-extended power generation strategy can be divided into several power generation conditions, such as the following four conditions: (1) Zero-level power generation condition: able to keep the vehicle's state of charge (SOC) near the target SOC (high priority of NVH performance); (2) Level 1 power generation condition: capable of meeting the power requirements of normal road conditions (high priority of NVH performance); (3) Secondary power generation condition: On the basis of meeting the driving demand, the SOC gradually increases (NVH priority decreases). (4) Level 3 power generation condition: adopt the power following strategy (i.e., the output power of the range extender changes with the demand power, and NVH is not the main concern at this time).

[0026] Due to the complex power generation conditions and strategies of the range extender, the NVH performance of the vehicle varies greatly when switching between different modes. Traditional passive suspension cannot meet the vibration isolation requirements of the range extender under different power generation conditions.

[0027] The above analysis shows that the main NVH (Noise, Vibration, and Harshness) conditions to be concerned in the range-extending mode of range-extended vehicles are the zero-level power generation condition and the first-level power generation condition. The second-level power generation condition can be given appropriate attention. In these three cases, the range extender generates power at a fixed point, and the strategy is relatively simple. As for the power following in the third-level power generation condition, since there are few usage scenarios and the NVH requirements are not high, the active suspension can better adapt to the changes in the power generation condition of the range extender.

[0028] During vehicle operation, the current power generation and speed of the range extender can be obtained.

[0029] Step 202: Determine the current comprehensive performance value of in-vehicle vibration and noise based on the current power generation, current speed, and preset mathematical model; wherein, the mathematical model is used to characterize the correspondence between the power generation, speed, and comprehensive performance value of in-vehicle vibration and noise of the range extender.

[0030] Mathematical models can be acquired offline in advance. For example, by collecting a large amount of noise and vibration data of the range extender under different power generation conditions and processing it, the corresponding relationship between the power generation, speed and the comprehensive performance of vibration and noise inside the vehicle can be obtained.

[0031] In one embodiment, before determining the current in-vehicle vibration and noise comprehensive performance value based on the current power generation, current rotation speed, and a preset mathematical model, the method further includes: obtaining the mathematical model.

[0032] The process of generating the mathematical model includes: Multiple sets of raw data of the range extender measured under different power generation conditions are obtained; the raw data includes noise data and vibration data; the raw data are processed as follows: for any target power generation condition under different power generation conditions, the comprehensive value of in-vehicle noise is determined based on the noise data under the target power generation condition, and the comprehensive value of vibration is determined based on the vibration data; the comprehensive performance value of in-vehicle vibration and noise is determined based on the comprehensive value of in-vehicle noise and the comprehensive value of vibration.

[0033] In this embodiment, NVH tests of the range extender under full vehicle conditions can be conducted in a semi-anechoic chamber to obtain raw data inside the vehicle under different power generation conditions of the range extender, such as noise and vibration data. Next, the noise data measured under the same power generation condition of the range extender is used to determine the comprehensive in-vehicle noise value for that power generation condition. The vibration data under that power generation condition is used to determine the comprehensive vibration value. Finally, the comprehensive in-vehicle noise and vibration values ​​are combined to determine the comprehensive in-vehicle vibration and noise performance value for that power generation condition. Similarly, the above processing is performed on the noise and vibration data for each power generation condition to obtain the comprehensive in-vehicle vibration and noise performance value for each condition. The raw data corresponds to parameters such as power generation and engine speed; therefore, a mathematical model of the relationship between the comprehensive in-vehicle vibration and noise performance value and the power generation and engine speed can be obtained.

[0034] In one embodiment, determining the comprehensive in-vehicle noise value based on noise data under the target power generation condition and determining the comprehensive vibration value based on vibration data includes: determining the comprehensive in-vehicle noise value by weighting the noise data of the driver's right ear, the noise data of the right ear of the rear left passenger, and a preset noise weighting coefficient; wherein the preset noise weighting coefficient is used to characterize the weight of the noise data of the driver's right ear and the noise data of the right ear of the rear left passenger; determining the comprehensive vibration value by weighting the initial driver's seat rail vibration data, the initial steering wheel vibration data, and a preset vibration weighting coefficient; wherein the preset vibration weighting coefficient is used to characterize the weight of the initial driver's seat rail vibration data and the initial steering wheel vibration data.

[0035] In this embodiment, the noise data includes, for example, the noise data of the driver's right ear (Front left right, abbreviated as P). FLR Noise data for the right ear of the rear left passenger (P) RRR Vibration data, such as initial driver's seat rail vibration data (V), includes data from the seat rail itself. SR ) and initial steering wheel vibration data (V SW The overall in-vehicle noise level P can be determined by weighting the noise data from the driver's right ear, the rear left passenger's right ear, and a preset noise weighting coefficient. The preset noise weighting coefficient can be set as needed, for example, using ω. i The weight of the noise data in the driver's right ear is represented by ω. j The weight of the noise data in the right ear of the rear left passenger is represented by ω. Therefore, the overall in-vehicle noise value P = ω. i ×P FLR +ω j ×P RRR .

[0036] If the noise levels for the driver's seat and rear seats are weighted equally for this vehicle model, then ω can be set. i =ω j =0.5, if the driver's seat noise level is better than the rear seat noise level for this vehicle model, then ω can be set to 0.5. i >ω j That should be understandable, ω i +ω j =1.

[0037] Similarly, vibration data processing can be performed by weighting the initial driver's seat rail vibration data, the initial steering wheel vibration data, and the preset vibration weighting coefficients to determine the comprehensive vibration value.

[0038] Specifically, the comprehensive vibration value is determined by weighting the initial driver's seat guide rail vibration data, the initial steering wheel vibration data, and a preset vibration weighting coefficient. This includes: determining corrected driver's seat guide rail vibration data based on the initial driver's seat guide rail vibration data and a first amplification factor; determining corrected steering wheel vibration data based on the initial steering wheel vibration data and a second amplification factor; wherein the first and second amplification factors are used to convert the vibration data to the same order of magnitude as the noise data; and determining the comprehensive vibration value by weighting the corrected driver's seat guide rail vibration data, the corrected steering wheel vibration data, and the preset vibration weighting coefficient.

[0039] In this embodiment, since the in-vehicle noise data is mainly distributed between 30-80 dB(A), while the seat rail vibration is mainly distributed between 0.005-0.05g, and the steering wheel vibration is mainly distributed between 0.01-0.4g, in order to convert the in-vehicle vibration and noise data to the same order of magnitude, the seat rail vibration and steering wheel vibration need to be multiplied by a certain amplification factor (here, the in-vehicle noise data is used as the benchmark), that is, the initial driver's seat rail vibration data V. SR The amplification factor is the first amplification factor x1, and the initial steering wheel vibration data V SW The amplification factor is the second amplification factor x2, thus making the vibration level and noise level comparable. After processing, new corrected driver's seat rail vibration data V1 and corrected steering wheel vibration data V2 can be obtained.

[0040] V1=V SR ×x1 V2=V Sw ×x2 x1 and x2 can be the same or can be set as needed, without restriction.

[0041] Therefore, the comprehensive vibration value V=λ i ×V1+λ j ×V2 Where, λ i +λ j =1, specifically λ i and λ j The value can be set according to the priority of the driver's seat rail and the steering wheel, without any restrictions.

[0042] The comprehensive performance value of in-vehicle vibration and noise is F = comprehensive in-vehicle noise value P + comprehensive vibration value V. The original data includes parameters such as power generation and speed. Therefore, a mathematical model can be obtained to show the relationship between the comprehensive performance value of in-vehicle vibration and noise and power generation and speed.

[0043] Step 203: Sort the multiple principal order values ​​of the currently collected range extender engine according to their size to obtain a principal order value sequence.

[0044] The human ear can distinguish faint sounds in a quiet environment, but in a noisy environment, these faint sounds are drowned out by background noise. This phenomenon, where the presence of the first sound raises the hearing threshold of the second sound, is called the masking effect. The first sound is called the masking sound, the second sound is called the masked sound, and the amount by which the hearing threshold of the second sound is raised is called the masking effect. The masking effect is a relatively complex physiological and psychological phenomenon. Numerous statistical studies have shown that the amount by which one sound masks another is related to many factors, mainly depending on the relative intensity and frequency structure of the two sounds; however, the listener's attention to one sound can also affect the masking effect of other sounds.

[0045] After sorting the multiple principal order values ​​of the range extender engine collected at present according to their magnitude to obtain the principal order value sequence, it is possible to determine whether to activate the active suspension and which order channel to control based on the masking effect of sound and the human body's perception of vibration.

[0046] In one embodiment, sorting multiple principal order values ​​of the currently acquired range extender engine according to their magnitude to obtain a principal order value sequence includes: acquiring multiple principal order values ​​of the current range extender engine; and sorting the multiple principal order values ​​according to their magnitude to obtain a principal order value sequence.

[0047] In this embodiment, multiple principal order values ​​of the current range extender engine can be obtained. For example, for a commonly used four-cylinder four-stroke range extender, the principal orders are 2nd, 4th, 6th, and 8th, with principal order values ​​of F2 (2nd order), F4 (4th order), F6 (6th order), and F8 (8th order), respectively. Generally, the smaller the order, the greater the energy contribution. However, there are also cases where the value of a higher order is greater than the value of a lower order, such as F4 greater than F2, F8 greater than F6, etc. Therefore, it is necessary to sort the multiple principal order values ​​in descending order to obtain a principal order value sequence. It should be understood that the principal order values ​​in the principal order value sequence are arranged in descending order.

[0048] Step 204: Determine the target channel for active suspension opening based on the comprehensive performance value of in-vehicle vibration and noise, the main order value sequence, and preset judgment conditions; wherein, the preset judgment conditions include the threshold for opening each channel.

[0049] In one embodiment, determining the target channel for active suspension opening based on the comprehensive performance value of in-vehicle vibration and noise, the principal order value sequence, and preset judgment conditions includes: obtaining preset judgment conditions; comparing the comprehensive performance value of in-vehicle vibration and noise with the threshold in the preset judgment conditions, and determining the target channel for active suspension opening from the principal order value sequence based on the comparison result.

[0050] In this embodiment, the preset determination conditions include, for example, the thresholds for the opening of each channel, such as y1, y2, y3, and y4, where y1 < y2 < y3 < y4. If F < y1, the human body cannot perceive it; y1 ≤ F < y2, it can be slightly perceived; y2 ≤ F < y3, it is easily perceived; y3 ≤ F < y4, it is clearly perceived; F ≥ y4, it is strongly perceived. The comprehensive performance value of the vehicle interior vibration and noise can be compared with the thresholds in the preset determination conditions, and the target channel for the active mount to open can be determined from the main order value sequence according to the comparison result.

[0051] In one embodiment, the preset determination conditions include the first threshold y1, the second threshold y2, the third threshold y3, and the fourth threshold y4 arranged in ascending order; the main order value sequence includes the first main order, the second main order, the third main order, and the fourth main order arranged in descending order of the main order value.

[0052] Comparing the comprehensive performance value of the vehicle interior vibration and noise with the thresholds in the preset determination conditions, and determining the target channel for the active mount to open from the main order value sequence according to the comparison result includes: comparing the comprehensive performance value of the vehicle interior vibration and noise with the first threshold, the second threshold, the third threshold, and the fourth threshold; if the comprehensive performance value of the vehicle interior vibration and noise is less than the first threshold, the active mount does not need to be opened; if the comprehensive performance value of the vehicle interior vibration and noise is greater than or equal to the first threshold and less than the second threshold, the target channel is determined to be the first main order; if the comprehensive performance value of the vehicle interior vibration and noise is greater than or equal to the second threshold and less than the third threshold, the target channels are determined to be the first main order and the second main order; if the comprehensive performance value of the vehicle interior vibration and noise is greater than or equal to the third threshold and less than the fourth threshold, the target channels are determined to be the first main order, the second main order, and the third main order; if the comprehensive performance value of the vehicle interior vibration and noise is greater than or equal to the fourth threshold, the target channels are determined to be the first main order, the second main order, the third main order, and the fourth main order.

[0053] In this embodiment, if the sorting in the current main order value sequence is F2 > F4 > F6 > F8, that is, the current first main order is F2, the second main order is F4, the third main order is F6, and the fourth main order is F8. At this time, the magnitude relationship between F and the first threshold y1, the second threshold y2, the third threshold y3, and the fourth threshold y4 is determined. If F < y1, the active mount does not need to be opened at this time; if y1 ≤ F < y2, only the reverse output control of the 2nd order of the active mount is required; if y2 ≤ F < y3, the reverse output control of the 2nd order and the 4th order of the active mount is required; if y3 ≤ F < y4, the reverse output control of the 2nd order, the 4th order, and the 6th order of the active mount is required; if F ≥ y4, the reverse output control of the 2nd order, the 4th order, the 6th order, and the 8th order of the active mount is required simultaneously.

[0054] If the sorting in the current main order value sequence is F4 > F2 > F6 > F8, that is, the current first main order is F4, the second main order is F2, the third main order is F6, and the fourth main order is F8, determine whether F is < y1. If so, the active suspension does not need to be activated at this time; if y1 ≤ F < y2, only the reverse output control of the 4th order of the active suspension is required; if y2 ≤ F < y3, the reverse output control of the 4th and 2nd orders of the active suspension is required; if y3 ≤ F < y4, the reverse output control of the 4th, 2nd, and 6th orders of the active suspension is required; if F ≥ y4, the reverse output control of the 4th, 2nd, 6th, and 8th orders of the active suspension is required simultaneously. Through this method, the refined control of the active suspension can be achieved without activating the active suspension in all working conditions, realizing the purpose of energy conservation and consumption reduction while ensuring the control effect, and also being beneficial to improving the overall service life of the active suspension system.

[0055] Step 205, perform active suspension control according to the target channel.

[0056] This method can preset a mathematical model representing the corresponding relationship between the power generation power, rotational speed of the range extender, and the comprehensive performance value of vehicle interior vibration and noise. According to the current power generation power and current rotational speed of the range extender and combining this mathematical model, determine the current comprehensive performance value of vehicle interior vibration and noise. Then, sort the multiple main order values of the range extender engine collected currently according to their magnitudes to obtain the main order value sequence. Thus, the target channel to be activated can be determined from each channel of the active suspension according to the comprehensive performance value of vehicle interior vibration and noise, the main order value sequence, and the preset determination conditions, achieving the refined control of the active suspension, effectively suppressing the transmission of vibration excitation generated during the operation of the range extender to the vehicle body, improving the NVH performance inside the vehicle in the range-extended mode, ensuring that there is no perceptible change in NVH inside the vehicle during the mode switching of the range-extended vehicle, improving the driving comfort and experience of the range-extended vehicle, and also realizing the effect of energy conservation and consumption reduction without activating each channel of the active suspension in all working conditions of the range-extended mode.

[0057] In a specific embodiment, by applying this active suspension control method, it is actually applied to a certain range-extended vehicle model. Figure 3 It is the measured value of the noise at the right ear of the driver during uniform driving in different modes. Figure 4The measured noise levels in the driver's right ear during acceleration in different modes show that, by applying the active suspension control method of this application, the target channel to be activated can be determined from each channel of the active suspension based on the comprehensive performance value of in-vehicle vibration and noise, the main order value sequence, and preset judgment conditions. This achieves refined control of the active suspension, effectively suppressing the transmission of vibration excitation generated during the operation of the range extender to the vehicle body, greatly improving the NVH level inside the vehicle when the range extender is working. The difference in NVH between pure electric mode and range extender mode is less than 1 dB(A), and the subjective evaluation shows that the switching between different modes is basically imperceptible. This improves the driving comfort and experience of range extender vehicles, and it does not require all channels of the active suspension to be activated in all operating conditions of the range extender mode, thus also achieving energy saving and consumption reduction.

[0058] Based on the same technical concept, the second embodiment of this application provides an active suspension control device, such as... Figure 5 The device includes: The acquisition module 501 is used to acquire the current power generation and current speed of the range extender; The first determining module 502 is used to determine the current comprehensive performance value of in-vehicle vibration and noise based on the current power generation, the current speed, and a preset mathematical model; wherein, the mathematical model is used to characterize the correspondence between the power generation, speed, and comprehensive performance value of in-vehicle vibration and noise of the range extender; The sorting module 503 is used to sort the multiple principal order values ​​of the currently collected range extender engine according to their size to obtain a principal order value sequence. The second determining module 504 is used to determine the target channel for active suspension opening based on the comprehensive performance value of in-vehicle vibration and noise, the main order value sequence, and preset judgment conditions; wherein, the preset judgment conditions include the threshold for opening each channel; The control module 505 is used to perform active suspension control according to the target channel.

[0059] This device can preset a mathematical model representing the relationship between the range extender's power generation, speed, and the overall vibration and noise performance of the vehicle interior. Based on the current power generation and speed of the range extender, combined with this mathematical model, the current overall vibration and noise performance of the vehicle interior is determined. Then, multiple principal order values ​​of the range extender engine collected at the moment are sorted by magnitude to obtain a principal order value sequence. Thus, based on the overall vibration and noise performance of the vehicle interior, the principal order value sequence, and preset judgment conditions, the target channel to be activated is determined from the various channels of the active suspension. This achieves fine-grained control of the active suspension, effectively suppressing the transmission of vibration excitation generated during the operation of the range extender to the vehicle body, improving the NVH performance of the vehicle interior in range-extended mode, ensuring imperceptible NVH when switching between different modes of the range-extended vehicle, improving the driving comfort and experience of the range-extended vehicle, and eliminating the need for all channels of the active suspension to be activated in all operating conditions of the range-extended mode, thus also achieving energy saving and consumption reduction.

[0060] like Figure 6 As shown in the figure, this application embodiment provides a vehicle, including a processor 111, a communication interface 112, a memory 113, and a communication bus 114, wherein the processor 111, the communication interface 112, and the memory 113 communicate with each other through the communication bus 114. Memory 113 is used to store computer programs; In one embodiment of this application, the processor 111, when executing the program stored in the memory 113, implements the active suspension control method provided in any of the foregoing method embodiments.

[0061] The communication bus mentioned above can be a Peripheral Component Interconnect (PCI) bus or an Extended Industry Standard Architecture (EISA) bus, etc. This communication bus can be divided into address bus, data bus, control bus, etc. For ease of illustration, only one thick line is used to represent it in the diagram, but this does not mean that there is only one bus or one type of bus.

[0062] The communication interface is used for communication between the aforementioned terminal and other devices.

[0063] The memory may include random access memory (RAM) or non-volatile memory, such as at least one disk storage device. Optionally, the memory may also be at least one storage device located remotely from the aforementioned processor.

[0064] The processors mentioned above can be general-purpose processors, including central processing units (CPUs), network processors (NPs), etc.; they can also be digital signal processors (DSPs), application-specific integrated circuits (ASICs), field-programmable gate arrays (FPGAs), or other programmable logic devices, discrete gate or transistor logic devices, or discrete hardware components.

[0065] This application also provides a computer-readable storage medium storing a computer program thereon, which, when executed by a processor, implements the active suspension control method as provided in any of the foregoing method embodiments.

[0066] The device embodiments described above are merely illustrative. The units described as separate components may or may not be physically separate. The components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple network units. Some or all of the modules can be selected to achieve the purpose of this embodiment according to actual needs.

[0067] Through the above description of the embodiments, those skilled in the art can clearly understand that each embodiment can be implemented using software plus a general-purpose hardware platform, or of course, using hardware. Based on this understanding, the above technical solutions, in essence or the parts that contribute to the related technology, can be embodied in the form of a software product. This computer software product can be stored in a computer-readable storage medium, such as ROM / RAM, magnetic disk, optical disk, etc., and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute the methods described in the various embodiments or some parts of the embodiments.

[0068] It should be understood that the terminology used herein is for the purpose of describing particular exemplary embodiments only and is not intended to be limiting. Unless the context clearly indicates otherwise, the singular forms “a,” “an,” and “described” as used herein may also include the plural forms. The terms “comprising,” “including,” “containing,” and “having” are inclusive and therefore indicate the presence of the stated features, steps, operations, elements, and / or components, but do not exclude the presence or addition of one or more other features, steps, operations, elements, components, and / or combinations thereof. The method steps, processes, and operations described herein are not construed as requiring them to be performed in a particular order described or illustrated unless the order of performance is explicitly indicated. It should also be understood that additional or alternative steps may be used.

[0069] It should be understood that the specific embodiments described herein are merely illustrative and not intended to limit the scope of this application. In the description, suffixes such as "module," "part," or "unit" used to denote elements are used solely for illustrative purposes and have no specific meaning in themselves. Therefore, "module," "part," or "unit" may be used interchangeably.

[0070] The above description is merely a specific embodiment of this application, enabling those skilled in the art to understand or implement this application. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of this application. Therefore, this application is not to be limited to the embodiments shown herein, but is to be accorded the widest scope consistent with the principles and novel features claimed herein.

Claims

1. An active suspension control method, characterized in that, The method includes: Obtain the current power output and current speed of the range extender; The current in-vehicle vibration and noise comprehensive performance value is determined based on the current power generation, the current speed, and a preset mathematical model; wherein, the mathematical model is used to characterize the correspondence between the power generation, speed, and in-vehicle vibration and noise comprehensive performance value of the range extender; The multiple principal order values ​​of the range extender engine currently collected are sorted according to their magnitude to obtain a principal order value sequence; The target channel for active suspension opening is determined based on the comprehensive performance value of in-vehicle vibration and noise, the principal order value sequence, and preset judgment conditions; wherein, the preset judgment conditions include the threshold for opening each channel; Active suspension control is performed based on the target channel.

2. The method according to claim 1, characterized in that, Before determining the current in-vehicle vibration and noise comprehensive performance value based on the current power generation, the current rotation speed, and the preset mathematical model, the method further includes: acquiring the mathematical model; The process of generating the mathematical model includes: Multiple sets of raw data of the range extender measured under different power generation conditions are obtained; wherein, the raw data includes noise data and vibration data; The raw data is processed as follows: for any target power generation condition under different power generation conditions, the comprehensive value of in-vehicle noise is determined based on the noise data under the target power generation condition, and the comprehensive value of vibration is determined based on the vibration data; the comprehensive performance value of in-vehicle vibration and noise is determined based on the comprehensive value of in-vehicle noise and the comprehensive value of vibration.

3. The method according to claim 2, characterized in that, Determining the overall in-vehicle noise value based on the noise data under the target power generation condition, and determining the overall vibration value based on the vibration data, including: The overall in-vehicle noise value is determined by weighting the noise data of the driver's right ear, the noise data of the rear left passenger's right ear, and a preset noise weighting coefficient; wherein, the preset noise weighting coefficient is used to characterize the weight of the noise data of the driver's right ear and the noise data of the rear left passenger's right ear. The overall vibration value is determined by weighting the initial driver's seat rail vibration data, the initial steering wheel vibration data, and a preset vibration weighting coefficient; wherein the preset vibration weighting coefficient is used to characterize the weight of the initial driver's seat rail vibration data and the initial steering wheel vibration data.

4. The method according to claim 3, characterized in that, The comprehensive vibration value is determined by weighting the initial driver's seat rail vibration data, the initial steering wheel vibration data, and a preset vibration weighting coefficient, including: The corrected driver's seat guide rail vibration data is determined based on the initial driver's seat guide rail vibration data and the first amplification factor. Corrected steering wheel vibration data are determined based on initial steering wheel vibration data and a second amplification factor; wherein, the first amplification factor and the second amplification factor are used to convert the vibration data into the same order of magnitude as the noise data; The comprehensive vibration value is determined by weighting the corrected driver's seat guide rail vibration data, the corrected steering wheel vibration data, and a preset vibration weighting coefficient.

5. The method according to claim 1, characterized in that, The multiple principal order values ​​of the currently collected range extender engine are sorted by magnitude to obtain a principal order value sequence, including: Obtain multiple major order values ​​of the current range extender engine; Sort the multiple principal order values ​​according to their size to obtain the principal order value sequence.

6. The method according to claim 1, characterized in that, The target channel for active suspension activation is determined based on the comprehensive performance value of in-vehicle vibration and noise, the principal order value sequence, and preset judgment conditions, including: Obtain the preset judgment conditions; The comprehensive performance value of in-vehicle vibration and noise is compared with the threshold in the preset judgment conditions, and the target channel for active suspension opening is determined from the main order value sequence based on the comparison result.

7. The method according to claim 6, characterized in that, The preset judgment conditions include a first threshold, a second threshold, a third threshold, and a fourth threshold arranged from smallest to largest; the principal order value sequence includes a first principal order, a second principal order, a third principal order, and a fourth principal order arranged from largest to smallest; the comprehensive performance value of in-vehicle vibration and noise is compared with the thresholds in the preset judgment conditions, and the target channel for active suspension opening is determined from the principal order value sequence based on the comparison result, including: The overall performance value of in-vehicle vibration and noise is compared with the first threshold, the second threshold, the third threshold, and the fourth threshold; If the overall performance value of the in-vehicle vibration and noise is less than the first threshold, the active suspension does not need to be activated; If the overall performance value of the in-vehicle vibration and noise is greater than or equal to the first threshold and less than the second threshold, then the target channel is determined to be the first primary order. If the overall performance value of the in-vehicle vibration and noise is greater than or equal to the second threshold and less than the third threshold, then the target channel is determined to be the first principal order and the second principal order. If the overall performance value of the in-vehicle vibration and noise is greater than or equal to the third threshold and less than the fourth threshold, then the target channel is determined to be the first principal order, the second principal order and the third principal order; If the overall performance value of the in-vehicle vibration and noise is greater than or equal to the fourth threshold, then the target channel is determined to be the first principal order, the second principal order, the third principal order, and the fourth principal order.

8. An active suspension control device, characterized in that, The device includes: The acquisition module is used to acquire the current power generation and current speed of the range extender; The first determining module is used to determine the current in-vehicle vibration and noise comprehensive performance value based on the current power generation, the current speed, and a preset mathematical model; wherein, the mathematical model is used to characterize the correspondence between the power generation, speed, and in-vehicle vibration and noise comprehensive performance value of the range extender; The sorting module is used to sort the multiple principal order values ​​of the currently collected range extender engine according to their size, and obtain a sequence of principal order values. The second determining module is used to determine the target channel for active suspension opening based on the comprehensive performance value of in-vehicle vibration and noise, the main order value sequence, and preset judgment conditions; wherein, the preset judgment conditions include the threshold for opening each channel; The control module is used to perform active suspension control based on the target channel.

9. A vehicle, characterized in that, It includes a processor, a communication interface, a memory, and a communication bus, wherein the processor, the communication interface, and the memory communicate with each other through the communication bus; Memory, used to store computer programs; When a processor executes a program stored in memory, it implements the active suspension control method according to any one of claims 1-7.

10. A computer-readable storage medium having a computer program stored thereon, characterized in that, When the computer program is executed by the processor, it implements the active suspension control method as described in any one of claims 1-7.

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