A control method and device of a hydraulic active suspension, an electronic device and a medium

Abstract

The application provides a control method and device of a hydraulic active suspension, electronic equipment and a medium. The method comprises the following steps: matching a target control mode for the hydraulic active suspension from a plurality of preset control modes according to a current suspension expected force and a current relative speed corresponding to a continuous damping shock absorber; different preset control modes are used to implement different division control on an electric hydraulic pump and the continuous damping shock absorber in the hydraulic active suspension; and the electric hydraulic pump and the continuous damping shock absorber in the hydraulic active suspension are controlled respectively according to the target control mode. The application decouples the control of the continuous damping shock absorber and the electric hydraulic pump, improves the control effect of the hydraulic active suspension, improves the vehicle riding comfort, reduces the working time of the electric hydraulic pump, reduces the energy consumption of the hydraulic active suspension system, and has extremely high practical value and popularization prospect.

Description

Technical Field

[0001] This invention relates to the field of vehicle suspension control technology, and more specifically, to a control method, device, electronic equipment, and medium for a hydraulic active suspension. Background Technology

[0002] Active suspension systems, through the coordinated action of an electric hydraulic pump and a continuously damped shock absorber, can effectively improve the ride comfort and handling stability of a vehicle, and represent an important development direction for modern vehicle chassis technology.

[0003] However, the control logic of existing hydraulic active suspensions has failed to effectively decouple the control of the electric hydraulic pump and the continuous damping shock absorber, which leads to a series of problems such as high system energy consumption, shortened component lifespan, and poor control performance. Summary of the Invention

[0004] In view of this, the purpose of this application is to provide a control method, device, electronic equipment and medium for hydraulic active suspension, which can decouple the control of the electric hydraulic pump and the continuous damping shock absorber, improve the control effect of hydraulic active suspension, thereby improving the ride comfort of the vehicle, reducing the working time of the electric hydraulic pump, reducing the energy consumption of the hydraulic active suspension system, and avoiding a series of problems such as shortened component life and poor control performance.

[0005] In a first aspect, embodiments of this application provide a control method for a hydraulic active suspension, the control method comprising: Obtain the current desired suspension force required by the vehicle's hydraulic active suspension and the current relative speed corresponding to the continuous damping shock absorber in the hydraulic active suspension; Based on the current desired suspension force and the current relative speed corresponding to the continuous damping shock absorber, a target control mode is matched for the hydraulic active suspension from multiple preset control modes; different preset control modes are used to implement different division of labor control for the electric hydraulic pump and the continuous damping shock absorber in the hydraulic active suspension; According to the target control mode, the electric hydraulic pump and the continuous damping shock absorber in the hydraulic active suspension are controlled respectively.

[0006] In one possible implementation, matching a target control mode for the hydraulic active suspension from multiple preset control modes based on the current desired suspension force and the current relative speed corresponding to the continuous damping shock absorber includes: If the working mode of the hydraulic active suspension is not preset, a target control mode is matched for the hydraulic active suspension from multiple preset control modes based on the current desired suspension force, the current relative speed corresponding to the continuous damping shock absorber, the current body vibration frequency of the hydraulic active suspension, and the current speed of the vehicle. If the working mode of the hydraulic active suspension is preset, then according to the current desired suspension force, the current relative speed corresponding to the continuous damping shock absorber, and the control mode selection strategy corresponding to the working mode, the target control mode is matched for the hydraulic active suspension from multiple preset control modes.

[0007] In one possible implementation, matching a target control mode for the hydraulic active suspension from multiple preset control modes based on the current desired suspension force, the current relative speed corresponding to the continuous damping shock absorber, the current body vibration frequency of the hydraulic active suspension, and the current speed of the vehicle includes: The current vehicle body vibration frequency is compared with a preset frequency threshold to obtain a first numerical comparison result; the current speed is compared with a preset vehicle speed threshold to obtain a second numerical comparison result. Based on the current desired suspension force, the current relative speed corresponding to the continuous damping shock absorber, the first numerical comparison result, and the second numerical comparison result, a target control mode is matched for the hydraulic active suspension from multiple preset control modes.

[0008] In one possible implementation, matching a target control mode for the hydraulic active suspension from multiple preset control modes based on the current desired suspension force, the current relative speed corresponding to the continuously damped shock absorber, the first numerical comparison result, and the second numerical comparison result includes: If the first numerical comparison result is that the current vehicle vibration frequency is less than the preset frequency threshold and the second numerical comparison result is that the current speed is less than the preset vehicle speed threshold, then at the current relative speed, the preset control mode corresponding to the range of the first suspension total force to which the current suspension desired force belongs is determined as the target control mode corresponding to the hydraulic active suspension. The preset control mode is obtained by dividing the global suspension control space; the global suspension control space is with the relative velocity of the continuously damped shock absorber as the horizontal axis and the total suspension force as the vertical axis; under the same relative velocity for the continuously damped shock absorber, different preset control modes correspond to different ranges of the first total suspension force.

[0009] In one possible implementation, the step of matching a target control mode for the hydraulic active suspension from multiple preset control modes based on the current suspension desired force, the current relative speed corresponding to the continuously damped shock absorber, the first numerical comparison result, and the second numerical comparison result further includes: If the first numerical comparison result is that the current vehicle vibration frequency is greater than or equal to the preset frequency threshold, or the second numerical comparison result is that the current speed is greater than or equal to the preset vehicle speed threshold, then the target control mode corresponding to the hydraulic active suspension is selected from the fixed control mode set according to the current relative speed corresponding to the continuous damping shock absorber; the fixed control mode set is a subset selected in advance from all preset control modes.

[0010] In one possible implementation, when the operating mode is comfort mode, the step of matching a target control mode for the hydraulic active suspension from multiple preset control modes according to the current suspension desired force, the current relative speed corresponding to the continuous damping shock absorber, and the control mode selection strategy corresponding to the operating mode includes: Based on the current desired suspension force, the current relative speed corresponding to the continuous damping shock absorber, and the range of the total second suspension force corresponding to each comfort control mode, determine whether there is a comfort control mode that matches the hydraulic active suspension. If it exists, the comfort control mode that matches the hydraulic active suspension will be determined as the target control mode corresponding to the hydraulic active suspension. If not, then based on the current desired suspension force and the current relative speed corresponding to the continuous damping shock absorber, a target control mode is matched for the hydraulic active suspension from a preset control mode other than the comfort control mode.

[0011] In one possible implementation, the continuous damping shock absorber is controlled according to the target control mode through the following steps: If the target control mode is an active control mode for an electric hydraulic pump, then the continuous damping damper is constrained and controlled according to the preset continuous damping damper constraint logic corresponding to the target control mode.

[0012] Secondly, embodiments of this application also provide a control device for a hydraulic active suspension, the device comprising: The acquisition module is used to acquire the current desired suspension force required by the vehicle's hydraulic active suspension and the current relative speed corresponding to the continuous damping shock absorber in the hydraulic active suspension. The matching module is used to match a target control mode for the hydraulic active suspension from multiple preset control modes based on the current desired suspension force and the current relative speed corresponding to the continuous damping shock absorber; different preset control modes are used to implement different division of labor control for the electric hydraulic pump and the continuous damping shock absorber in the hydraulic active suspension; The control module is used to control the electric hydraulic pump and the continuous damping shock absorber in the hydraulic active suspension according to the target control mode.

[0013] In one possible implementation, the matching module is specifically configured to, if the operating mode of the hydraulic active suspension is not preset, match a target control mode for the hydraulic active suspension from multiple preset control modes based on the current desired suspension force, the current relative speed corresponding to the continuous damping shock absorber, the current body vibration frequency of the hydraulic active suspension, and the current speed of the vehicle; if the operating mode of the hydraulic active suspension is preset, match a target control mode for the hydraulic active suspension from multiple preset control modes based on the current desired suspension force, the current relative speed corresponding to the continuous damping shock absorber, and the control mode selection strategy corresponding to the operating mode.

[0014] In one possible implementation, the matching module is specifically used to compare the current vehicle body vibration frequency with a preset frequency threshold to obtain a first numerical comparison result; compare the current speed with a preset vehicle speed threshold to obtain a second numerical comparison result; and match a target control mode for the hydraulic active suspension from multiple preset control modes based on the current suspension desired force, the current relative speed corresponding to the continuous damping shock absorber, the first numerical comparison result, and the second numerical comparison result.

[0015] In one possible implementation, the matching module is specifically configured to, if the first numerical comparison result indicates that the current vehicle vibration frequency is less than the preset frequency threshold and the second numerical comparison result indicates that the current speed is less than the preset vehicle speed threshold, then at the current relative speed, determine the preset control mode corresponding to the range of the first total suspension force to which the current desired suspension force belongs as the target control mode corresponding to the hydraulic active suspension; the preset control mode is obtained by dividing the global suspension control space; the global suspension control space has the relative speed of the continuously damped shock absorber as the horizontal axis and the total suspension force as the vertical axis; at the same relative speed corresponding to the continuously damped shock absorber, different preset control modes correspond to different ranges of the first total suspension force.

[0016] In one possible implementation, the matching module is specifically configured to select the target control mode corresponding to the hydraulic active suspension from a fixed control mode set based on the current relative speed corresponding to the continuous damping shock absorber if the first numerical comparison result is that the current vehicle vibration frequency is greater than or equal to the preset frequency threshold or the second numerical comparison result is that the current speed is greater than or equal to the preset vehicle speed threshold; the fixed control mode set is a subset selected in advance from all preset control modes.

[0017] In one possible implementation, when the operating mode is comfort mode, the matching module is specifically used to determine whether there is a comfort control mode that matches the hydraulic active suspension based on the current suspension expected force, the current relative speed corresponding to the continuous damping shock absorber, and the range of the second suspension total force corresponding to each comfort control mode; if there is, the comfort control mode that matches the hydraulic active suspension is determined as the target control mode corresponding to the hydraulic active suspension; if there is no, the target control mode is matched for the hydraulic active suspension from preset control modes other than the comfort control mode based on the current suspension expected force and the current relative speed corresponding to the continuous damping shock absorber.

[0018] In one possible implementation, the control module is specifically configured to control the continuous damping shock absorber according to the target control mode through the following steps: If the target control mode is an active control mode for an electric hydraulic pump, then the continuous damping damper is constrained and controlled according to the preset continuous damping damper constraint logic corresponding to the target control mode.

[0019] Thirdly, embodiments of this application also provide an electronic device, including: a processor, a storage medium, and a bus, wherein the storage medium stores machine-readable instructions executable by the processor, and when the electronic device is running, the processor communicates with the storage medium via the bus, and the processor executes the machine-readable instructions to perform the steps of the hydraulic active suspension control method as described in any of the first aspects.

[0020] Fourthly, embodiments of this application also provide a computer-readable storage medium storing a computer program, which, when executed by a processor, performs the steps of the hydraulic active suspension control method as described in any of the first aspects.

[0021] This application provides a control method, device, electronic device, and medium for a hydraulic active suspension. The method includes: acquiring the desired current suspension force and the current relative speed of the continuously damped shock absorber in the hydraulic active suspension; matching a target control mode to the hydraulic active suspension from multiple preset control modes based on the desired current suspension force and the current relative speed of the continuously damped shock absorber; using different preset control modes to implement different division of labor control for the electric hydraulic pump and the continuously damped shock absorber in the hydraulic active suspension; and controlling the electric hydraulic pump and the continuously damped shock absorber in the hydraulic active suspension respectively according to the target control mode. This application improves the control effect of the hydraulic active suspension by decoupling the control of the continuously damped shock absorber and the electric hydraulic pump, thereby improving the ride comfort of the vehicle, reducing the working time of the electric hydraulic pump, and reducing the energy consumption of the hydraulic active suspension system. It has extremely high practical value and promising prospects for promotion. Attached Figure Description

[0022] To more clearly illustrate the technical solutions of the embodiments of this application, the accompanying drawings used in the embodiments will be briefly introduced below. It should be understood that the following drawings only show some embodiments of this application and should not be regarded as a limitation of the scope. For those skilled in the art, other related drawings can be obtained based on these drawings without creative effort.

[0023] Figure 1 A flowchart of a control method for a hydraulic active suspension provided in an embodiment of this application is shown; Figure 2 A schematic diagram illustrating the division of the global suspension control space provided in an embodiment of this application is shown; Figure 3 This illustration shows a structural schematic diagram of a control device for a hydraulic active suspension according to an embodiment of this application; Figure 4 A schematic diagram of the structure of an electronic device provided in an embodiment of this application is shown. Detailed Implementation

[0024] 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. It should be understood that the accompanying drawings in this application are for illustrative and descriptive purposes only and are not intended to limit the scope of protection of this application. Furthermore, it should be understood that the schematic drawings are not drawn to scale. The flowcharts used in this application illustrate operations implemented according to some embodiments of this application. It should be understood that the operations in the flowcharts may not be implemented in sequence, and steps without logical contextual relationships may be reversed or implemented simultaneously. In addition, those skilled in the art, guided by the content of this application, may add one or more other operations to the flowcharts, or remove one or more operations from the flowcharts.

[0025] Furthermore, the described embodiments are merely some, not all, of the embodiments of this application. The components of the embodiments of this application described and illustrated herein can typically be arranged and designed in various different configurations. Therefore, the following detailed description of the embodiments of this application provided in the accompanying drawings is not intended to limit the scope of the claimed application, but merely to illustrate selected embodiments of the application. All other embodiments obtained by those skilled in the art based on the embodiments of this application without inventive effort are within the scope of protection of this application.

[0026] To enable those skilled in the art to utilize the content of this application, and in conjunction with the specific application scenario of "vehicle suspension control technology," the following embodiments are provided. For those skilled in the art, the general principles defined herein can be applied to other embodiments and application scenarios without departing from the spirit and scope of this application. Although this application is primarily described within the "vehicle suspension control technology field," it should be understood that this is merely an exemplary embodiment.

[0027] It should be noted that the term "comprising" will be used in the embodiments of this application to indicate the presence of the features declared thereafter, but does not exclude the addition of other features.

[0028] The following is a detailed description of a hydraulic active suspension control method provided in the embodiments of this application.

[0029] Reference Figure 1 The diagram shown is a flowchart illustrating a control method for a hydraulic active suspension according to an embodiment of this application. The exemplary steps of this embodiment are described below: S101. Obtain the current desired suspension force required by the vehicle's hydraulic active suspension and the current relative speed corresponding to the continuous damping shock absorber in the hydraulic active suspension.

[0030] In this embodiment, the current suspension desired force refers to the target force required by the hydraulic active suspension to maintain the vehicle's driving posture and suppress body vibration. The current suspension desired force can be calculated based on the current vehicle body state and the current hydraulic active suspension state. The current vehicle body state and the current hydraulic active suspension state are obtained using sensors pre-installed on the vehicle, including but not limited to acceleration sensors, height sensors, and inertial measurement units.

[0031] In addition, the current relative speed corresponding to the continuous damping shock absorber refers to the vertical relative speed between the upper and lower connecting ends of the shock absorber. Specifically, it is the difference between the vertical speed of the end of the shock absorber connected to the vehicle body and the vertical speed of the end of the shock absorber connected to the wheel. If the current relative speed is greater than 0, it means that the current motion state of the hydraulic active suspension is extension. If the current relative speed is less than 0, it means that the current motion state of the hydraulic active suspension is compression.

[0032] Here, the current vehicle body status includes: (1) Acceleration sensors are pre-installed on the body parts above each wheel to measure the vertical acceleration of the body relative to the ground; it should be noted that there are springs in the car suspension, and all components above the springs (including the body, seats, occupants and trunk items, etc.) are collectively referred to as "sprung mass". Therefore, the acceleration sensor actually measures the vertical acceleration of the sprung mass (i.e., the vertical acceleration of the body), which will be referred to as sprung vertical acceleration from now on; the number of acceleration sensors pre-installed on the body can be set to four, which respectively detect the acceleration of the body parts above the corresponding tires. (2) An acceleration sensor is pre-installed on the wheel side (steering knuckle / wheel bracket) of each wheel to measure the vertical acceleration of the wheel relative to the ground. Similarly, all components under the spring (including the wheel, tire, brake, steering knuckle and lower part of the shock absorber, etc.) are collectively referred to as "unsprung mass". Therefore, the acceleration sensor measures the vertical acceleration of the unsprung mass (i.e., the vertical acceleration of the wheel), which will be referred to as unsprung vertical acceleration. The number of acceleration sensors pre-installed on the wheel side can be set to four, corresponding to the four wheel installation positions respectively.

[0033] The current hydraulic active suspension status includes: a height sensor pre-installed on the vehicle is used to detect the dynamic travel of the hydraulic active suspension, that is, the relative displacement between the upper pivot point of the suspension on the vehicle side and the lower pivot point of the shock absorber on the wheel side (that is, the relative displacement between the sprung mass and the unsprung mass); the number of height sensors can be set to four, corresponding to the four suspension arrangements respectively.

[0034] Furthermore, in the embodiments of this application, the desired suspension force is calculated through a control strategy, which may include, but is not limited to, ceiling control, optimal control, robust control, etc.

[0035] The following section uses ceiling control as an example, combining the signals collected by the aforementioned sensors and the relevant definitions of on-sprung and unsprung forces, to explain in detail the calculation process of the desired suspension force: Input signals collected mainly include suspension travel signals collected by the height sensor, sprung vertical acceleration signals (i.e., vehicle vertical acceleration) collected by the vehicle acceleration sensor, and unsprung vertical acceleration signals (i.e., wheel vertical acceleration) collected by the wheel acceleration sensor. Calculate the vertical velocity: Integrate the collected sprung vertical acceleration (vehicle vertical acceleration) to obtain the sprung vertical velocity (i.e., vehicle vertical velocity); Integrate the collected unsprung vertical acceleration (wheel vertical acceleration) to obtain the unsprung vertical velocity (i.e., wheel vertical velocity). Determine the relative velocity of the continuous damping shock absorber: Based on the calculated difference between the sprung vertical velocity and the unsprung vertical velocity, determine the relative velocity of the continuous damping shock absorber (because the shock absorber connects the vehicle body and the wheels, its relative velocity is essentially the difference between the sprung and unsprung velocities). Calculating the desired suspension force: When the relative velocity of the continuously damped shock absorber is in the same direction as the sprung vertical velocity (vehicle body vertical velocity), the desired suspension force required by the hydraulic active suspension is calculated by combining the sprung vertical velocity, unsprung vertical velocity, passive damping coefficient, and ceiling damping coefficient. When the velocity of the continuously damped shock absorber is not in the same direction as the sprung vertical velocity, the desired suspension force is determined as follows: Soft expectation.

[0036] Specifically, the desired force of the roof-controlled suspension can be calculated based on the following formula: ; in, For the current expected force of the suspension, For soft expectation, This is the passive damping coefficient. This is the ceiling damping coefficient. The vertical velocity of the spring. The vertical velocity is the velocity under the spring.

[0037] S102. Based on the current desired suspension force and the current relative speed corresponding to the continuous damping shock absorber, match the target control mode for the hydraulic active suspension from multiple preset control modes.

[0038] In this embodiment, different preset control modes are used to implement different division of labor control between the electro-hydraulic pump and the continuous damping shock absorber in the hydraulic active suspension; the preset control modes are obtained by dividing the global suspension control space. (Refer to...) Figure 2 The diagram shown illustrates the division of the global suspension control space according to an embodiment of this application. The global suspension control space is plotted with the relative velocity of the continuously damped shock absorbers on the horizontal axis and the total suspension force on the vertical axis. (Refer to...) Figure 2 As can be seen, this embodiment divides the global suspension control space into eight control regions, each corresponding to a preset control mode; moreover, at the same relative speed of the continuously damped shock absorber, different preset control modes correspond to different ranges of the total force of the first suspension. The preset control modes for each region are explained below: (1) The first control area corresponds to the preset control mode as the semi-active control area in the tensile direction: characterized by the continuous force-velocity change characteristics between the hard limit force and the soft limit force of the continuous damping damper within the relative velocity range in the tensile direction; within this range, the damping force is always within the semi-active control force range of the continuous damping damper, that is, only the damping magnitude is adjusted, and no active oil pumping is used to generate force, that is, only the continuous damping damper works, and the electric hydraulic pump does not intervene.

[0039] (2) The second control area corresponds to the preset control mode as the active control area with large damping in the tensile direction: characterized by the force-velocity characteristics within the relative velocity range in the tensile direction that are greater than the hard limit force of the continuous damping damper; features: when damping alone is not enough, the hydraulic system actively applies force to make the total force exceed the maximum passive damping of the damper, thereby achieving stronger suppression in the tensile direction. That is, the hydraulic pump actively intervenes, and the damper (same as the continuous damping damper) cooperates (the damping has reached the limit and is no longer adjusted).

[0040] (3) The third control area corresponds to the preset control mode of compression direction reverse active control area: characterized by force-velocity characteristics within the relative velocity range of compression direction, with the total force in the compression direction. Features: When the suspension is compressed, the control force also follows the compression direction, actively "helping to compress", playing a role in reverse compensation and smoothing the impact. That is, the hydraulic pump actively exerts force, and the shock absorber does not participate in damping adjustment.

[0041] (4) The fourth control area corresponds to the preset control mode of small damping active control area in the compression direction: characterized by force-velocity characteristics within the relative velocity range in the compression direction, greater than the soft limit force of the continuous damping shock absorber, and with the total force in the tensile direction; features: a relatively small but still semi-active main force is used to hold the compression, between soft damping and active compensation, leaning towards comfort. That is, the hydraulic pump (same as the electric hydraulic pump) actively generates force, and the shock absorber does not participate in damping adjustment.

[0042] (5) The fifth control area corresponds to the preset control mode of the compression direction semi-active control zone: characterized by the continuous force-velocity variation characteristics between the hard limit force and soft limit force of the continuous damping damper within the relative velocity range in the compression direction. Within this range, the damping force is always within the semi-active control force range of the continuous damping damper. Features: pure damping adjustment, no active force application, belonging to the conventional semi-active damping in the compression direction. That is, only the continuous damping damper works, and the electric hydraulic pump does not intervene.

[0043] (6) The sixth control area corresponds to the preset control mode of large damping active control area in the compression direction: characterized by force-velocity characteristics within the relative velocity range in the compression direction that are less than the hard limit force of the continuous damping shock absorber. Features: Hydraulic active damping strongly resists compression and suppresses brake pitching and impact when going over potholes. That is, the hydraulic pump actively intervenes, and the shock absorber cooperates (damping has reached its limit and no further adjustment is needed).

[0044] (7) The seventh control area corresponds to the preset control mode of the tension direction reverse active control area: characterized by the force-velocity characteristic within the relative velocity range of the tension direction, with the total force acting in the tension direction. Features: When the suspension is stretched, the control force also stretches along with it, actively "helping to stretch" and making reverse compensation, making the body smoother. That is, the hydraulic pump actively exerts force, and the shock absorber does not participate in damping adjustment.

[0045] (8) The eighth control area corresponds to the preset control mode of small damping active control zone in the tensile direction: characterized by force-velocity characteristics within the relative velocity range in the tensile direction, less than the soft limit force of the continuous damping shock absorber, and with the total force in the compression direction. Features: A relatively small active compression force is used to mitigate tension, which is between soft damping and active compensation, leaning towards comfort control. That is, the hydraulic pump actively generates force, and the shock absorber does not participate in damping adjustment.

[0046] In summary, this application embodiment, considering the characteristics of each control region in each global suspension control space, clarifies the division of labor between the electro-hydraulic pump and the continuous damping shock absorber in three categories, thereby achieving decoupling between the electro-hydraulic pump and the continuous damping shock absorber: Category 1: Pure Semi-Active Control Zone (First and Fifth Control Zones): Only the continuous damping shock absorber operates; the electric hydraulic pump does not intervene. The force-velocity characteristics of these two control zones are both between the "hard limit force and soft limit force" of the continuous damping shock absorber, falling within the coverage range of the shock absorber's own semi-active control force. In this case, only the damping magnitude of the shock absorber needs to be adjusted (without active hydraulic pump supply and pressurization) to meet the total suspension force requirements. The hydraulic pump is completely inactive, and the two are entirely separated, with no mutual interference.

[0047] Category Two: Active Control Zone (Second and Sixth Control Zones): The hydraulic pump actively intervenes, with the shock absorber assisting (damping has reached its limit and is no longer adjustable). Second Control Zone (Tension Direction): The total force exceeds the shock absorber's hard limit force—at this point, the shock absorber's damping is at its maximum and cannot provide further force. The electric hydraulic pump must actively output additional active force to compensate for the shock absorber's insufficient capacity. Sixth Control Zone (Compression Direction): The total force is less than the shock absorber's hard limit force (compression damping with a larger absolute value)—similarly, the shock absorber's damping has reached its limit, requiring the hydraulic pump to actively pressurize and enhance the damping effect. In these two zones, the shock absorber is in its "limit damping state" (no longer adjustable), only responsible for basic damping support, while the hydraulic pump is dedicated to outputting active force. Their roles are clearly defined, eliminating the problem of "simultaneous adjustment and mutual restraint," thus achieving decoupling.

[0048] The third category: Reverse active control zone (third and seventh control areas) and low-damping active control zone (fourth and eighth control areas): The hydraulic pump actively applies force, and the shock absorber does not participate in damping adjustment. In the third control area (reverse compression direction) and the seventh control area (reverse tension direction), the direction of the total force is consistent with the direction of suspension movement (reverse active compensation). This active compensation force cannot be achieved through the damping of the shock absorber (the damping force of the shock absorber can only hinder movement, not propel it in the same direction), and can only be actively output by the hydraulic pump. The shock absorber does not participate in force application, only playing an auxiliary support role. In the fourth and eighth control areas, the direction of the total force is opposite to the direction of suspension movement, but the magnitude of the force is outside the soft limit force, belonging to "low-damping active control"—at this time, the shock absorber maintains a minimum damping state (no longer adjusted), relying on the hydraulic pump to output precise low-force active force to meet comfort requirements; the two operate independently.

[0049] Specifically, the target control mode is matched to the hydraulic active suspension from multiple preset control modes through the following steps, based on the current desired suspension force and the current relative speed corresponding to the continuous damping shock absorber: i. If the working mode of the hydraulic active suspension is not preset, then based on the current desired suspension force, the current relative speed corresponding to the continuous damping shock absorber, the current body vibration frequency of the hydraulic active suspension, and the current speed of the vehicle, a target control mode is matched for the hydraulic active suspension from multiple preset control modes.

[0050] In this embodiment, the current vehicle vibration frequency is compared with a preset frequency threshold to obtain a first numerical comparison result; the current speed is compared with a preset vehicle speed threshold to obtain a second numerical comparison result; based on the current suspension expected force, the current relative speed corresponding to the continuous damping shock absorber, the first numerical comparison result, and the second numerical comparison result, a target control mode is matched for the hydraulic active suspension from multiple preset control modes.

[0051] Among these, considering the response characteristics of the electric hydraulic pump, and based on the current desired suspension force, the current relative speed corresponding to the continuous damping shock absorber, the first numerical comparison result, and the second numerical comparison result, a target control mode is matched for the hydraulic active suspension from multiple preset control modes, including: Step 1: If the first numerical comparison result is that the current vehicle body vibration frequency is less than the preset frequency threshold and the second numerical comparison result is that the current speed is less than the preset vehicle speed threshold, then at the current relative speed, the preset control mode corresponding to the range of the first suspension total force to which the current suspension expected force belongs is determined as the target control mode corresponding to the hydraulic active suspension.

[0052] In the embodiments of this application, such as Figure 2 As shown, the total force range of the first suspension is the total force range of each preset control mode at each relative speed after the global suspension control space is divided.

[0053] Step 2: If the first numerical comparison result is that the current vehicle body vibration frequency is greater than or equal to the preset frequency threshold, or the second numerical comparison result is that the current speed is greater than or equal to the preset vehicle speed threshold, then the target control mode corresponding to the hydraulic active suspension is selected from the fixed control mode set according to the current relative speed corresponding to the continuous damping shock absorber; the fixed control mode set is a subset selected in advance from all preset control modes.

[0054] In this embodiment, the fixed control mode set includes a preset control mode corresponding to the first control region and a preset control mode corresponding to the fifth control region. If the current relative speed corresponding to the continuous damping shock absorber is greater than 0, it indicates that the hydraulic active suspension is in the extension direction, and the preset control mode corresponding to the first control region is selected as the target control mode. If the current relative speed corresponding to the continuous damping shock absorber is less than 0, it indicates that the hydraulic active suspension is in the compression direction, and the preset control mode corresponding to the fifth control region is selected as the target control mode.

[0055] The current vehicle body vibration frequency is determined based on a frequency selector, as detailed below: Frequency selector It is a time-dependent function, derived from the vehicle's observable state parameter, the sprung vertical acceleration. Vertical velocity of the spring and switching frequency Composition. The main function of the frequency selector is to determine the current vibration frequency of the vehicle body in real time. Is it greater than the switching frequency? (i.e., the preset frequency threshold), the judgment rule is: ; ; .

[0056] ii. If the working mode of the hydraulic active suspension is preset, then according to the current desired suspension force, the current relative speed corresponding to the continuous damping shock absorber, and the control mode selection strategy corresponding to the working mode, the target control mode is matched for the hydraulic active suspension from multiple preset control modes.

[0057] In this application's embodiments, the operating mode may include comfort mode, sport mode, and energy-saving mode, etc., and different operating modes employ different control mode selection strategies. Specifically: (1) If the working mode is comfort mode, the step of matching a target control mode for the hydraulic active suspension from multiple preset control modes according to the current suspension desired force, the current relative speed corresponding to the continuous damping shock absorber, and the control mode selection strategy corresponding to the working mode includes: In comfort mode, the mode allocation controller prioritizes the preset control modes corresponding to the first and fifth control areas. If neither the first nor the fifth control area's preset control modes are satisfactory, it then selects preset control modes corresponding to other control areas. The specific process is as follows: Step 1: Based on the current desired suspension force, the current relative speed corresponding to the continuous damping shock absorber, and the range of the total second suspension force corresponding to each comfort control mode, determine whether there is a comfort control mode that matches the hydraulic active suspension.

[0058] In this embodiment, the comfort control mode includes a preset control mode corresponding to the first control area and a preset control mode corresponding to the fifth control area. In order for the mode allocation controller to preferentially select the preset control mode corresponding to the first control area and the preset control mode corresponding to the fifth control area, a corresponding second suspension total force range is set for each comfort control mode. Specifically, (1) if the hydraulic active suspension is in the extension direction (current relative speed is greater than 0) and the current suspension expected force is greater than the hard limit force of the continuous damping shock absorber but does not exceed the first preset force threshold, or if the hydraulic active suspension is in the extension direction (current relative speed is greater than 0) and the current suspension expected force is less than the soft limit force of the continuous damping shock absorber but not lower than the second preset force threshold, the preset control mode corresponding to the first control area is the comfort control mode that matches the hydraulic active suspension. (2) If the hydraulic active suspension is in the compression direction (current relative speed is less than 0) and the current suspension expected force is less than the hard limit force of the continuous damping shock absorber and not lower than the third preset force threshold, or if the hydraulic active suspension is in the compression direction (current relative speed is less than 0) and the current suspension expected force is greater than the soft limit force of the continuous damping shock absorber and not exceeding the fourth preset force threshold, the preset control mode corresponding to the fifth control area is the comfort control mode that matches the hydraulic active suspension.

[0059] Step 2: If it exists, the comfort control mode that matches the hydraulic active suspension is determined as the target control mode corresponding to the hydraulic active suspension.

[0060] Step 3: If not, then based on the current desired suspension force and the current relative speed corresponding to the continuous damping shock absorber, match the target control mode for the hydraulic active suspension from the preset control modes other than the comfort control mode.

[0061] In this embodiment of the application, if it does not exist, then at the current relative speed, the preset control mode corresponding to the range of the first suspension total force to which the current suspension expected force belongs is determined as the target control mode corresponding to the hydraulic active suspension among the preset control modes other than the comfort control mode.

[0062] (2) If the working mode is motion mode, the step of matching a target control mode for the hydraulic active suspension from multiple preset control modes according to the current suspension desired force, the current relative speed corresponding to the continuous damping shock absorber, and the control mode selection strategy corresponding to the working mode includes: In this embodiment, when the operating mode is motion mode, the preset control modes corresponding to the first control area and the fifth control area are reduced. Specifically, when the hydraulic active suspension is in the extension direction, and the current desired suspension force is less than the hard limit force of the continuous damping shock absorber but not lower than the fifth preset force threshold, the preset control mode corresponding to the second control area is used as the target control mode for the hydraulic active suspension. When the hydraulic active suspension is in the extension direction, and the current desired suspension force is greater than the soft limit force of the continuous damping shock absorber but not exceeding the sixth preset force threshold, the preset control mode corresponding to the eighth control area is used as the target control mode for the hydraulic active suspension.

[0063] When the hydraulic active suspension is in the compression direction, and the current desired suspension force is greater than the hard limit force of the continuous damping shock absorber but not exceeding the seventh preset force threshold, the preset control mode corresponding to the sixth control area is used as the target control mode corresponding to the hydraulic active suspension; when the hydraulic active suspension is in the compression direction, and the current desired suspension force is less than the soft limit force of the continuous damping shock absorber but not lower than the eighth preset force threshold, the preset control mode corresponding to the fourth control area is used as the target control mode corresponding to the hydraulic active suspension.

[0064] If none of the preset control modes corresponding to the second, fourth, sixth, and eighth control regions are matched with the hydraulic active suspension, then based on the current desired suspension force and the current relative speed corresponding to the continuous damping shock absorber, a target control mode is matched for the hydraulic active suspension from among the preset control modes other than those corresponding to the second, fourth, sixth, and eighth control regions. This process refers to the aforementioned process of "matching a target control mode for the hydraulic active suspension from preset control modes other than the comfort control mode".

[0065] (3) If the working mode is energy-saving mode, the step of matching the target control mode for the hydraulic active suspension from multiple preset control modes according to the current suspension desired force, the current relative speed corresponding to the continuous damping shock absorber, and the control mode selection strategy corresponding to the working mode includes: In this embodiment, when the operating mode is in energy-saving mode, only the preset control mode corresponding to the first control area and the preset control mode corresponding to the fifth control area are selected. That is, when the hydraulic active suspension is in the extension direction, the preset control mode corresponding to the first control area is used as the target control mode for the hydraulic active suspension; when the hydraulic active suspension is in the extension direction, the preset control mode corresponding to the fifth control area is used as the target control mode for the hydraulic active suspension.

[0066] S103. According to the target control mode, control the electric hydraulic pump and the continuous damping shock absorber in the hydraulic active suspension respectively.

[0067] In this embodiment, when the target control mode is the preset control mode corresponding to the pure semi-active control zone, control can be performed according to normal control logic. However, for the preset control mode corresponding to the active control zone and the preset control mode corresponding to the reverse active control zone (i.e., the electric hydraulic pump active control mode), it is necessary to limit the damping force of the continuous damping damper and the rate of change of the damping force of the continuous damping damper.

[0068] Specifically: The continuous damping vibration damper is controlled according to the target control mode through the following steps: if the target control mode is an electric hydraulic pump active control mode, the continuous damping vibration damper is constrained and controlled according to the preset continuous damping vibration damper constraint logic corresponding to the target control mode.

[0069] In this embodiment, the preset continuous damping damper constraint logic is used to limit the damping force of the continuous damping damper and the rate of change of the damping force of the continuous damping damper. Different electric hydraulic pump active control modes can correspond to different preset continuous damping damper constraint logics.

[0070] Example of preset continuous damping vibration damper constraint logic: In the preset control mode corresponding to the second control region, the continuous damping vibration damper outputs the maximum damping force; in the preset control mode corresponding to the eighth control region, the continuous damping vibration damper outputs the minimum damping force; in the preset control mode corresponding to the seventh control region, the continuous damping vibration damper outputs the minimum damping force; in the preset control mode corresponding to the sixth control region, the continuous damping vibration damper outputs the maximum damping force; in the preset control mode corresponding to the fourth control region, the continuous damping vibration damper outputs the minimum damping force; in the preset control mode corresponding to the third control region, the continuous damping vibration damper outputs the minimum damping force.

[0071] In addition, the preset constraint logic for the continuous damping damper should also limit the rate of change of the damping force of the continuous damping damper. Specifically, during the control mode switching process, a gradual algorithm is used to achieve a smooth transition of the damping force to avoid the damping force changing too quickly and causing an impact.

[0072] Based on the same inventive concept, this application also provides a control device for a hydraulic active suspension corresponding to the control method of the hydraulic active suspension. Since the principle of the device in this application is similar to the control method of the hydraulic active suspension described above, the implementation of the device can refer to the implementation of the method, and the repeated parts will not be described again.

[0073] Reference Figure 3 The diagram shown is a schematic of a control device for a hydraulic active suspension according to an embodiment of this application. The control device for the hydraulic active suspension includes: The acquisition module 301 is used to acquire the current desired suspension force required to be output by the vehicle's hydraulic active suspension and the current relative speed corresponding to the continuous damping shock absorber in the hydraulic active suspension. Matching module 302 is used to match a target control mode for the hydraulic active suspension from multiple preset control modes based on the current desired suspension force and the current relative speed corresponding to the continuous damping shock absorber; different preset control modes are used to implement different division of labor control for the electric hydraulic pump and the continuous damping shock absorber in the hydraulic active suspension; The control module 303 is used to control the electric hydraulic pump and the continuous damping shock absorber in the hydraulic active suspension according to the target control mode.

[0074] The control device for the hydraulic active suspension provided in this application embodiment can decouple the control of the continuous damping shock absorber from that of the electric hydraulic pump, thereby improving the control effect of the hydraulic active suspension, improving the ride comfort of the vehicle, reducing the working time of the electric hydraulic pump, reducing the energy consumption of the hydraulic active suspension system, and having extremely high practical value and promotion prospects, avoiding a series of problems such as shortened component lifespan and poor control performance.

[0075] like Figure 4 As shown in the embodiment of this application, an electronic device 400 includes a processor 401, a memory 402, and a bus. The memory 402 stores machine-readable instructions that can be executed by the processor 401. When the electronic device is running, the processor 401 communicates with the memory 402 via the bus. The processor 401 executes the machine-readable instructions to perform the steps of the control method of the hydraulic active suspension described above.

[0076] Specifically, the memory 402 and processor 401 mentioned above can be general-purpose memory and processor, without any specific limitations. When the processor 401 runs the computer program stored in the memory 402, it can execute the control method of the hydraulic active suspension mentioned above.

[0077] Corresponding to the above-described hydraulic active suspension control method, this application embodiment also provides a computer-readable storage medium storing a computer program, which, when executed by a processor, performs the steps of the above-described hydraulic active suspension control method.

[0078] Those skilled in the art will clearly understand that, for the sake of convenience and brevity, the specific working processes of the systems and devices described above can be referred to the corresponding processes in the method embodiments, and will not be repeated here. In the several embodiments provided in this application, it should be understood that the disclosed systems, devices, and methods can be implemented in other ways. The device embodiments described above are merely illustrative. For example, the division of modules is only a logical functional division, and in actual implementation, there may be other division methods. Furthermore, multiple modules or components can be combined or integrated into another system, or some features can be ignored or not executed. Another point is that the displayed or discussed mutual coupling or direct coupling or communication connection can be through some communication interfaces; the indirect coupling or communication connection of devices or modules can be electrical, mechanical, or other forms.

[0079] The modules described as separate components may or may not be physically separate. The components shown as modules 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 units can be selected to achieve the purpose of this embodiment according to actual needs.

[0080] In addition, the functional units in the various embodiments of this application can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit.

[0081] If the aforementioned functions are implemented as software functional units and sold or used as independent products, they can be stored in a processor-executable, non-volatile, computer-readable storage medium. Based on this understanding, the technical solution of this application, in essence, or the part that contributes to the prior art, or a portion of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods described in the various embodiments of this application. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, portable hard drives, ROM, RAM, magnetic disks, or optical disks.

[0082] The above are merely specific embodiments of this application, but the scope of protection of this application is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the scope of the technology disclosed in this application should be included within the scope of protection of this application. Therefore, the scope of protection of this application should be determined by the scope of the claims.

Claims

1. A control method for a hydraulic active suspension, characterized in that, The method includes: Obtain the current desired suspension force required by the vehicle's hydraulic active suspension and the current relative speed corresponding to the continuous damping shock absorber in the hydraulic active suspension; Based on the current desired suspension force and the current relative speed corresponding to the continuous damping shock absorber, a target control mode is matched for the hydraulic active suspension from multiple preset control modes; different preset control modes are used to implement different division of labor control for the electric hydraulic pump and the continuous damping shock absorber in the hydraulic active suspension; According to the target control mode, the electric hydraulic pump and the continuous damping shock absorber in the hydraulic active suspension are controlled respectively.

2. The control method for hydraulic active suspension according to claim 1, characterized in that, The step of matching a target control mode for the hydraulic active suspension from multiple preset control modes based on the current desired suspension force and the current relative speed corresponding to the continuous damping shock absorber includes: If the working mode of the hydraulic active suspension is not preset, a target control mode is matched for the hydraulic active suspension from multiple preset control modes based on the current desired suspension force, the current relative speed corresponding to the continuous damping shock absorber, the current body vibration frequency of the hydraulic active suspension, and the current speed of the vehicle. If the working mode of the hydraulic active suspension is preset, then according to the current desired suspension force, the current relative speed corresponding to the continuous damping shock absorber, and the control mode selection strategy corresponding to the working mode, the target control mode is matched for the hydraulic active suspension from multiple preset control modes.

3. The control method for hydraulic active suspension according to claim 2, characterized in that, The step of matching a target control mode for the hydraulic active suspension from multiple preset control modes based on the current desired suspension force, the current relative speed corresponding to the continuous damping shock absorber, the current body vibration frequency of the hydraulic active suspension, and the current speed of the vehicle includes: The current vehicle body vibration frequency is compared with a preset frequency threshold to obtain a first numerical comparison result; the current speed is compared with a preset vehicle speed threshold to obtain a second numerical comparison result. Based on the current desired suspension force, the current relative speed corresponding to the continuous damping shock absorber, the first numerical comparison result, and the second numerical comparison result, a target control mode is matched for the hydraulic active suspension from multiple preset control modes.

4. The control method for hydraulic active suspension according to claim 3, characterized in that, The step of matching a target control mode for the hydraulic active suspension from multiple preset control modes based on the current desired suspension force, the current relative speed corresponding to the continuous damping shock absorber, the first numerical comparison result, and the second numerical comparison result includes: If the first numerical comparison result is that the current vehicle vibration frequency is less than the preset frequency threshold and the second numerical comparison result is that the current speed is less than the preset vehicle speed threshold, then at the current relative speed, the preset control mode corresponding to the range of the first suspension total force to which the current suspension desired force belongs is determined as the target control mode corresponding to the hydraulic active suspension. The preset control mode is obtained by dividing the global suspension control space; the global suspension control space is with the relative velocity of the continuously damped shock absorber as the horizontal axis and the total suspension force as the vertical axis; under the same relative velocity for the continuously damped shock absorber, different preset control modes correspond to different ranges of the first total suspension force.

5. The control method for hydraulic active suspension according to claim 3, characterized in that, The step of matching a target control mode for the hydraulic active suspension from multiple preset control modes based on the current desired suspension force, the current relative speed corresponding to the continuous damping shock absorber, the first numerical comparison result, and the second numerical comparison result, further includes: If the first numerical comparison result is that the current vehicle vibration frequency is greater than or equal to the preset frequency threshold, or the second numerical comparison result is that the current speed is greater than or equal to the preset vehicle speed threshold, then the target control mode corresponding to the hydraulic active suspension is selected from the fixed control mode set according to the current relative speed corresponding to the continuous damping shock absorber; the fixed control mode set is a subset selected in advance from all preset control modes.

6. The control method for hydraulic active suspension according to claim 2, characterized in that, When the operating mode is comfort mode, the step of matching a target control mode for the hydraulic active suspension from multiple preset control modes, based on the current desired suspension force, the current relative speed corresponding to the continuous damping shock absorber, and the control mode selection strategy corresponding to the operating mode, includes: Based on the current desired suspension force, the current relative speed corresponding to the continuous damping shock absorber, and the range of the total second suspension force corresponding to each comfort control mode, determine whether there is a comfort control mode that matches the hydraulic active suspension. If it exists, the comfort control mode that matches the hydraulic active suspension will be determined as the target control mode corresponding to the hydraulic active suspension. If not, then based on the current desired suspension force and the current relative speed corresponding to the continuous damping shock absorber, a target control mode is matched for the hydraulic active suspension from a preset control mode other than the comfort control mode.

7. The control method for hydraulic active suspension according to claim 2, characterized in that, The continuous damping vibration damper is controlled according to the target control mode through the following steps: If the target control mode belongs to the electric hydraulic pump active control mode, then the continuous damping damper is constrained and controlled according to the preset continuous damping damper constraint logic corresponding to the target control mode.

8. A control device for a hydraulic active suspension, characterized in that, The device includes: The acquisition module is used to acquire the current desired suspension force required by the vehicle's hydraulic active suspension and the current relative speed corresponding to the continuous damping shock absorber in the hydraulic active suspension. The matching module is used to match a target control mode for the hydraulic active suspension from multiple preset control modes based on the current desired suspension force and the current relative speed corresponding to the continuous damping shock absorber; different preset control modes are used to implement different division of labor control for the electric hydraulic pump and the continuous damping shock absorber in the hydraulic active suspension; The control module is used to control the electric hydraulic pump and the continuous damping shock absorber in the hydraulic active suspension according to the target control mode.

9. An electronic device, characterized in that, include: The device includes a processor, a storage medium, and a bus, wherein the storage medium stores machine-readable instructions executable by the processor, and when the electronic device is running, the processor communicates with the storage medium via the bus, and the processor executes the machine-readable instructions to perform the steps of the control method for a hydraulic active suspension as described in any one of claims 1 to 7.

10. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores a computer program that, when executed by a processor, performs the steps of the control method for a hydraulic active suspension as described in any one of claims 1 to 7.

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