Control method and device of vehicle active suspension, vehicle, storage medium

Abstract

This disclosure relates to a control method, device, vehicle, and storage medium for an active suspension system. The method includes: acquiring a first distance between the vehicle and an obstacle before the vehicle's camera enters a blind spot, and the total number of pulses generated by the vehicle after the camera enters the blind spot, the pulse count increment per tire revolution, and the tire circumference; determining the distance traveled by the vehicle after entering the blind spot based on the total number of pulses, the pulse count increment, and the tire circumference; and determining the active force applied to the active suspension based on the first distance and the travel distance, so that the vehicle triggers control of the active suspension based on the active force. This disclosure compensates for distance signals that the camera cannot recognize within the blind spot area by calculating the travel distance in real time, and provides independent control logic for the active suspension, thereby improving the vehicle's stability when encountering road obstacles.

Description

Technical Field

[0001] This disclosure relates to the field of vehicle technology, and specifically to control methods, devices, vehicles, and storage media for active vehicle suspension. Background Technology

[0002] With the rapid development of vehicle technology, vehicle perception and control capabilities are constantly improving. Traditional vehicle control technologies are unable to accurately perceive the road environment characteristics ahead of the vehicle in advance, and cannot provide the vehicle with sufficient road feature information to meet control requirements (insufficient accuracy, misidentification, etc.). This leads to untimely vehicle control response in extreme scenarios, affecting the driving experience or driving safety. Some vehicles are equipped with suspension anti-suspension systems that can detect road bumps, undulations, irregular obstacles, and other stimuli in advance, guiding the vehicle's active or semi-active suspension system to adjust stiffness, damping coefficients, and vehicle height in advance. This effectively reduces vehicle vibration and impact, significantly improving ride stability and comfort.

[0003] Existing suspension anti-sighting systems primarily rely on LiDAR and monocular / dual-lens cameras from intelligent driving systems, typically mounted above the windshield. While these systems can perceive some road conditions, there's a conflict between ranging range and viewing angle, resulting in blind spots at close range and reduced effectiveness. Although cloud-based data can predict road obstacles, its real-time accuracy and precision are insufficient, impacting the effectiveness of suspension anti-sighting control and failing to meet the timing requirements for suspension control. Summary of the Invention

[0004] In view of this, the present disclosure provides a control method, device, vehicle, and storage medium for an active vehicle suspension to solve the problem that existing suspension preview systems have scanning blind spots at close range, resulting in reduced suspension preview control effectiveness and failure to meet the timing requirements for suspension control.

[0005] In a first aspect, this disclosure provides a method for controlling an active suspension system for a vehicle, the method comprising: The system acquires the first distance between the vehicle and the obstacle before the vehicle camera enters the blind spot, the total number of pulses generated by the vehicle after the vehicle camera enters the blind spot, the increase in the number of pulses per tire revolution, and the tire circumference of the vehicle. Based on the total number of pulses, the pulse count increment, and the tire circumference, the distance the vehicle travels after entering the recognition blind spot is determined. Based on the first distance and the driving distance, the main force applied to the active suspension is determined so that the vehicle triggers control of the active suspension based on the active force.

[0006] In one alternative implementation, determining the primary force applied to the active suspension based on a first distance and a travel distance, such that the vehicle triggers control of the active suspension based on the primary force, includes: Obtain the longitudinal distance from the front of the vehicle to the front tire; The second distance is obtained based on the driving distance and the longitudinal distance; Based on the second distance and the first distance, the remaining distance that the vehicle's front wheels will travel to the obstacle is obtained; Based on the remaining distance, the main force applied to the active suspension is determined so that the vehicle triggers control of the active suspension based on the active force.

[0007] In one alternative implementation, based on the remaining distance, a primary force is determined to be applied to the active suspension so that the vehicle triggers control of the active suspension based on the primary force, including: Based on the remaining distance, obtain the potential energy and unsprung mass of the suspension spring; Based on the potential energy and unsprung mass of the suspension springs, the active force applied to the active suspension is determined. The rotational speed of the active suspension actuator is determined based on the active force. The active suspension is controlled to extend and retract based on rotational speed triggering.

[0008] In one alternative implementation, the potential energy and unsprung mass of the suspension spring are obtained based on the remaining distance, including: Obtain the distance threshold, where the distance threshold is the minimum distance from which the front wheels of the vehicle contact the obstacle; When the remaining distance is less than or equal to the distance threshold, obtain the potential energy and unsprung mass of the suspension spring.

[0009] In one alternative implementation, obtaining the tire circumference of the vehicle includes: The system obtains the vehicle's initial tire circumference, the number of wheel rotations per unit time, the covariance coefficient, and the forgetting factor coefficient. The covariance coefficient is used to quantify the uncertainty of the tire circumference, and the forgetting factor coefficient is used to balance the weights of historical data and current data. The gain value is determined based on the number of wheel rotations per unit time, the covariance coefficient, and the forgetting factor coefficient. The updated tire circumference is obtained based on the number of wheel rotations per unit time, the gain value, and the initial tire circumference. The updated covariance coefficient is determined based on the number of wheel rotations per unit time, the gain value, the covariance coefficient, and the forgetting factor coefficient. Based on the updated covariance coefficients, the gain value is updated, and based on the updated gain value and the updated tire circumference, the tire circumference is obtained.

[0010] In one optional implementation, the gain value is updated based on the updated covariance coefficient, and the tire circumference is obtained based on the updated gain value and the updated tire circumference, including: The updated tire circumference is used as the initial tire circumference, and the updated covariance coefficient is used as the covariance coefficient. The process starts by obtaining the initial tire circumference of the vehicle, the number of wheel rotations per unit time, and the covariance coefficient and forgetting factor coefficient, and then loops until the obtained covariance coefficient is equal to the covariance threshold and the covariance coefficient has not changed within a preset time. Then, the updated gain value is obtained from the covariance coefficient. The tire circumference is obtained from the updated gain value, the number of wheel rotations per unit time, and the initial tire circumference.

[0011] In one alternative implementation, before determining the primary force applied to the active suspension, the method further includes: Obtain the height and location information of the obstacles; Determine whether the location information is within the vehicle's forward path and whether the height of the protrusion exceeds the height threshold for triggering active suspension control. If the location information is within the forward path and the height of the protrusion exceeds the height threshold, then the active power applied to the active suspension is obtained.

[0012] Secondly, this disclosure provides a control device for a vehicle active suspension, the device comprising: The first acquisition module is used to acquire the first distance between the vehicle and the obstacle before the vehicle camera enters the recognition blind zone, the total number of pulses generated by the vehicle after the vehicle camera enters the recognition blind zone, the increase in the number of pulses per revolution of the tire, and the tire circumference of the vehicle. The first determining module is used to determine the distance the vehicle travels after entering the recognition blind zone based on the total number of pulses, the pulse number increment, and the tire circumference. The second determining module is used to determine the main force applied to the active suspension based on the first distance and the driving distance, so that the vehicle triggers control of the active suspension based on the active force.

[0013] Thirdly, this disclosure provides a vehicle, including: a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the program to perform the vehicle active suspension control method of the first aspect or any corresponding embodiment described above.

[0014] Fourthly, this disclosure provides a computer-readable storage medium storing computer instructions for causing a computer to execute the vehicle active suspension control method of the first aspect or any corresponding embodiment described above.

[0015] Fifthly, this disclosure provides a computer program product, including computer instructions for causing a computer to execute the vehicle active suspension control method described in the first aspect or any corresponding embodiment.

[0016] In this embodiment, the first distance between the vehicle and the obstacle before the vehicle camera enters the blind spot is obtained. Then, the total number of pulses generated by the vehicle after the vehicle camera enters the blind spot, the pulse count increment per tire revolution, and the tire circumference are obtained. Based on the total number of pulses, the pulse count increment, and the tire circumference, the distance traveled by the vehicle after entering the blind spot is determined, compensating for the distance signal that the camera cannot recognize within the blind spot and solving the problem of inaccurate camera distance information. Finally, based on the first distance and the travel distance, the main force applied to the active suspension is determined, so that the vehicle triggers independent control logic of the active suspension based on the active force, reducing the time lag of suspension control, improving the stability of the vehicle body when encountering road obstacles, and improving suspension comfort. Attached Figure Description

[0017] To more clearly illustrate the technical solutions in the specific embodiments of this disclosure or the prior art, the drawings used in the description of the specific embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of this disclosure. For those skilled in the art, other drawings can be obtained from these drawings without creative effort.

[0018] Figure 1 This is a schematic flowchart of a vehicle active suspension control method according to an embodiment of the present disclosure; Figure 2 This is a schematic diagram of the vehicle active suspension obstacle crossing control strategy according to an embodiment of the present disclosure; Figure 3 This is a schematic flowchart of the control method for active vehicle suspension according to an embodiment of the present disclosure; Figure 4 This is a structural block diagram of a vehicle active suspension control device according to an embodiment of the present disclosure; Figure 5 This is a structural block diagram of a vehicle according to an embodiment of the present disclosure. Detailed Implementation

[0019] To make the objectives, technical solutions, and advantages of the embodiments of this disclosure clearer, the technical solutions of the embodiments of this disclosure will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this disclosure, and not all embodiments. Based on the embodiments of this disclosure, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this disclosure.

[0020] It is understood that before using the technical solutions disclosed in the various embodiments of this disclosure, users should be informed of the types, scope of use, and usage scenarios of the personal information involved in this disclosure in an appropriate manner in accordance with relevant laws and regulations, and user authorization should be obtained.

[0021] The terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Therefore, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature.

[0022] With the rapid development of vehicle technology, vehicle perception and control capabilities are constantly improving. Traditional vehicle control technologies are unable to accurately perceive the road environment characteristics ahead of the vehicle in advance, and cannot provide the vehicle with sufficient road feature information to meet control requirements (insufficient accuracy, misidentification, etc.). This leads to untimely vehicle control response in extreme scenarios, affecting the driving experience or driving safety. Some vehicles are equipped with suspension anti-suspension systems that can detect road bumps, undulations, irregular obstacles, and other stimuli in advance, guiding the vehicle's active or semi-active suspension system to adjust stiffness, damping coefficients, and vehicle height in advance. This effectively reduces vehicle vibration and impact, significantly improving ride stability and comfort.

[0023] Existing suspension anti-sighting systems primarily rely on LiDAR and monocular / dual-lens cameras from intelligent driving systems, typically mounted above the windshield. While these systems can perceive some road conditions, there's a conflict between ranging range and viewing angle, resulting in blind spots at close range and reduced effectiveness. Although cloud-based data can predict road obstacles, its real-time accuracy and precision are insufficient, impacting the effectiveness of suspension anti-sighting control and failing to meet the timing requirements for suspension control.

[0024] To address the aforementioned issues, this disclosure provides an embodiment of a vehicle active suspension control method. It should be noted that this invention proposes a solution to the problem of inaccurate distance recognition when the front camera's pre-aiming signal enters the blind zone, thus resolving the real-time performance issue of suspension control. However, this method cannot cover wheel slippage and cornering deviation scenarios; the prerequisite of the vehicle traveling in a normal straight line must be added to enable the pre-aiming control function to be triggered.

[0025] Furthermore, the steps shown in the flowchart in the accompanying drawings can be executed in a computer system such as a set of computer-executable instructions, and although a logical order is shown in the flowchart, in some cases the steps shown or described may be executed in a different order than that shown here.

[0026] This embodiment provides a control method for an active vehicle suspension, which can be used in a vehicle's intelligent driving system. Figure 1 This is a flowchart of a vehicle active suspension control method according to an embodiment of the present disclosure, such as... Figure 1 As shown, the process includes the following steps: Step S101: Obtain the first distance between the vehicle and the obstacle before the vehicle camera enters the recognition blind zone, the total number of pulses generated by the vehicle after the vehicle camera enters the recognition blind zone, the increase in the number of pulses per tire revolution, and the tire circumference of the vehicle.

[0027] Optionally, in this embodiment of the disclosure, the vehicle relies on a lidar and monocular / dual-lens cameras mounted above the windshield. This allows the vehicle's MCU (Microcontroller Unit) to acquire real-time driving information (such as vehicle speed and angular velocity), and based on this information, determine when the vehicle enters the camera's blind spot. Therefore, the vehicle's driving conditions can be roughly divided into two parts: before entering the blind spot and after entering the blind spot.

[0028] Before the vehicle enters the camera's blind spot, the obstacle distance signal from the camera is accurate. At this point, the actual distance between the vehicle and the obstacle is obtained at the critical moment when the vehicle enters the camera's blind spot. This is called the first distance, which is also the initial distance benchmark for blind spot distance compensation.

[0029] It should be noted that the camera's pre-aiming blind spot is an inherent defect of the vehicle's visual perception system. The contradiction between the ranging range and the viewing angle creates a close-range scanning blind spot. Selecting the moment of entering the blind spot is to ensure the temporal continuity of distance compensation and avoid deviations from the initial distance reference.

[0030] The total number of pulses generated by the vehicle's camera under the current driving conditions is obtained based on the wheel speed sensor after the camera enters the blind spot. (Inherent hardware parameters of the wheel speed sensor, fixed pulse increment per revolution), pulse increment per revolution of the tire. and the vehicle's tire circumference .

[0031] Among them, the wheel speed sensor is a conventional vehicle speed detection component that calculates rotational speed / stroke by detecting the pulse signal of wheel rotation.

[0032] Step S102: Based on the total number of pulses, the pulse count increment, and the tire circumference, determine the distance the vehicle travels after entering the recognition blind spot.

[0033] Optionally, the wheel speed sensor detects each time... Each pulse increment represents one revolution of the wheel, and the distance traveled is the tire circumference. Therefore, the total travel distance can be obtained through the conversion relationship between the total number of pulses, the pulse increment per revolution, and the tire circumference. Currently, we need to calculate the distance the vehicle travels after entering the recognition blind zone, based on the total number of pulses, the pulse increment, and the tire circumference.

[0034] It should be noted that the formula for calculating the driving distance is as follows:

[0035] Four wheels of the vehicle , Substitute the values ​​into the distance calculation formula above to obtain the travel distance of each of the four wheels. Take the average of the travel distances of the four wheels to obtain the travel distance of the vehicle's center of gravity, which is then used as the final travel distance of the vehicle.

[0036] Alternatively, you can take the two maximum values ​​of the distance traveled by the four wheels and then take the average to get the final distance the vehicle travels.

[0037] Step S103: Based on the first distance and the driving distance, determine the main force to be applied to the active suspension so that the vehicle triggers control of the active suspension based on the active force.

[0038] Optionally, since the camera in the blind spot cannot provide real-time distance information, the real-time relative distance between the vehicle and the obstacle can be obtained by subtracting the actual distance traveled in the blind spot from the first distance (initial blind spot distance). Based on this relative distance, the main power output of the active suspension is determined so that the vehicle can trigger the control of the active suspension based on the active power, thereby realizing the advance adjustment of the active suspension.

[0039] In this embodiment, the first distance between the vehicle and the obstacle before the vehicle camera enters the blind spot is obtained. Then, the total number of pulses generated by the vehicle after the vehicle camera enters the blind spot, the pulse count increment per tire revolution, and the tire circumference are obtained. Based on the total number of pulses, the pulse count increment, and the tire circumference, the distance traveled by the vehicle after entering the blind spot is determined, compensating for the distance signal that the camera cannot recognize within the blind spot and solving the problem of inaccurate camera distance information. Finally, based on the first distance and the travel distance, the main force applied to the active suspension is determined, so that the vehicle triggers independent control logic of the active suspension based on the active force, reducing the time lag of suspension control, improving the stability of the vehicle body when encountering road obstacles, and improving suspension comfort.

[0040] As an optional embodiment, step S103 above includes: S1031, obtain the longitudinal distance from the front of the vehicle to the front tire; S1032, based on the driving distance and longitudinal distance, the second distance is obtained; S1033, based on the second distance and the first distance, obtain the remaining distance that the vehicle's front wheels will travel to the obstacle; S1034, based on the remaining distance, determine the main force to be applied to the active suspension so that the vehicle triggers control of the active suspension based on the active force.

[0041] Optionally, since the lidar and monocular / dual-lens cameras are mounted above the windshield, and the suspension controls the wheels, the overall driving distance of the vehicle needs to be converted into the travel distance of the front wheels, and the longitudinal distance from the front of the vehicle to the front wheels is added to make up for the positional deviation between the overall vehicle and the front wheels.

[0042] Specifically, it is necessary to obtain the remaining distance between the front wheels of the vehicle and the obstacle. Therefore, it is necessary to obtain the longitudinal distance from the front of the vehicle to the front tires. Then, the superposition of the distance traveled by the vehicle in the blind spot and the longitudinal distance from the front of the vehicle to the front tires represents the actual distance traveled by the front wheels relative to the obstacle from the start of the blind spot to the current moment.

[0043] The longitudinal distance from the front of the vehicle to the front wheel is fixed after the vehicle design is finalized. This longitudinal distance is an inherent structural parameter of the vehicle and can be directly obtained from the vehicle design parameters without the need for real-time detection.

[0044] The remaining distance from the front wheel to the obstacle is obtained based on the second distance and the first distance. The remaining distance = first distance - second distance is the real-time relative distance between the front wheel and the obstacle. When this distance reaches the critical value, it is the best time to adjust the active suspension. Then, the main force applied to the active suspension is determined so that the vehicle can trigger the control of the active suspension based on the active force.

[0045] It should be noted that the size of the remaining distance directly determines the adjustment range and timing of the active suspension's active force; the smaller the remaining distance, the more precise the adjustment of the active force.

[0046] In this embodiment, the inherent structural parameters of the vehicle (longitudinal distance from the front of the vehicle to the front wheel) are introduced to transform the "distance between the overall vehicle and the obstacle" into the "remaining distance between the front wheel and the obstacle", thereby achieving a more refined distance calculation that meets the control requirements of the active suspension for the wheels.

[0047] As an optional embodiment, step S1034 above includes: Step a1: Based on the remaining distance, obtain the potential energy and unsprung mass of the suspension spring; Step a2: Based on the potential energy and unsprung mass of the suspension springs, determine the main force applied to the active suspension; Step a3: Determine the rotational speed of the active suspension actuator based on the active force; Step a4: Control the extension and retraction of the active suspension based on the rotation speed trigger.

[0048] Optionally, when the remaining distance reaches a critical value, the compression of the suspension is detected by a height sensor, and the spring potential energy is calculated in conjunction with the spring stiffness; the unsprung mass is the ratio of the front and rear axles of the vehicle. The critical value is a core mechanical parameter in suspension design. The critical value is represented by a distance threshold, which is the minimum remaining distance (e.g., 1 cm) between the front wheel and the obstacle. This threshold is the critical trigger point at which the suspension begins to adjust.

[0049] When the remaining distance is less than or equal to the distance threshold, it indicates that the front wheels of the vehicle have reached the obstacle. At this point, the active suspension prepares to adjust the damping and active force. Taking going over a pothole as an example, when the pre-aiming signal detects that the left wheel will run over the manhole cover or pothole, the suspension compression input from the height sensor calculates the potential energy of the spring, and the unsprung mass is the force required to lift the wheel. The sum of these two values ​​is the magnitude of the active force that needs to be applied.

[0050] Formula for calculating the active force applied by the active suspension when going over a pothole: F= K stff X Vert + M Axle / 2 g, where K stff For the elastic stiffness of the spring, X Vert The elastic force is the conversion of the spring's potential energy. M Axle Let g be the unsprung mass of the front and rear axles, and g be the acceleration due to gravity. K stff X Vert and M Axle / 2 The sum of these two factors constitutes the main force that the active suspension needs to apply.

[0051] Then, the corresponding rotational speed is obtained by looking up a table based on the external characteristics of the hydraulic pump's main force.

[0052] The hydraulic pump is the core actuator of the hydraulic active suspension, and the active force required by the suspension is converted from the hydraulic energy output by the hydraulic pump.

[0053] The external characteristics of a hydraulic pump refer to the fixed relationship between the output driving force of the hydraulic pump and its own driving speed under given hydraulic system operating conditions (such as fixed system oil pressure, oil temperature, and hydraulic oil type). This relationship is an inherent characteristic of the hydraulic pump, determined by the pump's structure, displacement, and hydraulic system parameters, and can be calibrated as an external characteristic curve through bench testing.

[0054] Thus, different rotational speeds correspond to different output forces from the hydraulic pump, and this correspondence is unique and calibrable. Therefore, the current rotational speed can be obtained by looking up a table using the external characteristics of the hydraulic pump's output force.

[0055] Additionally, when the left front wheel travels on an obstacle, the left front wheel and the right rear wheel (diagonally opposite wheels) experience a seesaw effect. Therefore, based on the vertical velocity difference between the left front wheel and the right rear wheel obtained from the acceleration sensor, a corresponding rotational speed is applied to the right rear wheel, compressing the suspension travel to reduce center of gravity shift. Conversely, when the front wheels pass over an obstacle and the rear wheels press on it, the right rear wheel lifts up, and the left front wheel simultaneously applies a rotational speed in the same direction to maintain diagonal balance of the vehicle body. The same principle applies to obstacles on the right side. On raised surfaces, the suspension control direction is opposite to that of potholes, which will not be elaborated upon here.

[0056] Furthermore, based on the obstacle length signal and vehicle speed, the time required to cross the pothole (i.e., the action time of the active suspension) can be calculated, allowing the vehicle to maintain the required speed for that duration to ensure a smooth passage. The calculation formula is T=L / V, where L is the obstacle length and V is the vehicle speed.

[0057] The electrical speed command is converted into the physical extension and retraction of the suspension. By precisely controlling the amount and speed of suspension extension and retraction, the relative position of the vehicle body and wheels, as well as the stiffness and damping characteristics of the suspension, are adjusted to meet the requirements of single-wheel obstacle crossing. Ultimately, the goal of applying precise active force to the wheels and offsetting the impact of obstacles is achieved.

[0058] Specifically, such as Figure 2 As shown, Figure 2 This is a schematic diagram of the vehicle active suspension obstacle crossing control strategy according to an embodiment of the present disclosure. The specific process is as follows: The process begins.

[0059] The following three signal input and processing steps are executed in parallel: Obstacle length signal input: Combined with the current vehicle speed, it enables the action time of the active suspension.

[0060] Altitude sensor signal input: Based on the current suspension compression and unsprung mass, calculate the required main force.

[0061] Acceleration sensor signal input: Calculate the vertical velocity difference between the diagonal wheels based on the vertical velocities at the four corners of the vehicle body.

[0062] The corresponding rotational speed is output by taking the "magnitude of the main force obtained from the height sensor" and the "difference between the vertical speeds of the diagonal wheels obtained from the acceleration sensor" as inputs and using a lookup table.

[0063] Determine if the vehicle has passed the obstacle: If not driven (No): Return to the "Enable Active Suspension Adjustment Speed ​​Control" step and continue the adjustment.

[0064] If the vehicle has already passed (yes): The process ends.

[0065] The embodiments disclosed herein realize quantitative control of "active force calculation - actuator speed conversion - suspension extension control", transforming abstract force parameters into specific speed indicators, making suspension adjustment more operable.

[0066] As an optional embodiment, obtaining the tire circumference of the vehicle in step S101 above includes: Step S1011: Obtain the initial tire circumference of the vehicle, the number of wheel rotations per unit time, the covariance coefficient, and the forgetting factor coefficient. The covariance coefficient is used to quantify the uncertainty of the tire circumference, and the forgetting factor coefficient is used to balance the weights of historical data and current data. Step S1012: Determine the gain value based on the number of wheel rotations per unit time, the covariance coefficient, and the forgetting factor coefficient; Step S1013: Based on the number of wheel rotations per unit time, the gain value, and the initial tire circumference, the updated tire circumference is obtained. Step S1014: Based on the number of wheel rotations per unit time, gain value, covariance coefficient, and forgetting factor coefficient, determine the updated covariance coefficient. Step S1015: Update the gain value based on the updated covariance coefficient, and obtain the tire circumference based on the updated gain value and the updated tire circumference.

[0067] Alternatively, due to factors such as load changes, tire pressure changes, and tire deformation during vehicle operation, the tire's outer diameter circumference changes. Even if the number of wheel speed pulses per revolution remains unchanged, the distance the tire travels per revolution will change, leading to errors in the forward travel calculation.

[0068] In this embodiment, recursive least squares method is used as an adaptive algorithm for estimating tire circumference. The equation pulse count × circumference = distance is considered as a linear equation: y = , It is the estimated tire circumference. y is the number of wheel rotations per unit time, and y is the distance traveled per unit time as measured by GPS.

[0069] The initial tire circumference is set based on the tire model. The tire circumference can be measured according to the actual tire model and standard tire pressure used on the vehicle. P is the covariance coefficient, and the initial value can be set to a large value, such as 10 to the power of 5, to represent the uncertainty of the tire circumference estimation. λ is the forgetting factor coefficient, used to balance the weight of historical data and current data. It is set to 0.995 initially. The closer it is to 1, the longer the memory is retained, the smoother the transition, and the longer the time to converge to the estimated value.

[0070] The gain value is determined based on the number of wheel rotations per unit time, the covariance coefficient, and the forgetting factor coefficient. The formula for calculating the gain value is as follows:

[0071] in, for .

[0072] Based on the number of wheel rotations per unit time, the gain value, and the initial tire circumference, the updated tire circumference is obtained. The formula for updating parameter estimation (calculating tire circumference) is as follows:

[0073] Based on the number of wheel rotations per unit time, the gain value, the covariance coefficient, and the forgetting factor coefficient, the updated covariance coefficient is determined. The formula for calculating the updated covariance is as follows:

[0074] in, for .

[0075] Will As ,Will As To achieve the update of variables Iteration:

[0076]

[0077] Then the updated Substitute the values ​​into the gain calculation formula to obtain the updated gain value. Then, combine the updated gain value with the updated tire circumference. Substitute the values ​​into the formula for calculating tire circumference to obtain the tire circumference.

[0078] It should be noted that historical data refers to the estimation results of the previous iteration / the initial baseline data (representing the historical information accumulated by the algorithm), while current data refers to the operating condition data collected and measured in real time in this round (representing the current environmental information obtained by the algorithm).

[0079] Specifically, historical data includes initial tire circumference. Covariance coefficient of the previous round

[0080] The current data includes pulse signals detected in real time by the wheel speed sensor. y is the distance traveled per unit time.

[0081] The forgetting factor coefficient λ ranges from 0 < λ ≤ 1, and it is determined in the formula by changing the historical covariance. The magnitude of the gain value k is used to adjust the weights of historical / current data. The initial value of λ is set to 0.995, which allows for covariance updates. Closer The gain value k is smaller, and the estimated tire circumference in this round is... Closer to the previous round The estimation results are smoother and more suitable for normal driving conditions where there are no significant changes in tire circumference.

[0082] Simulation of tire circumference estimation: Setting The initial value is 1.4m, given a vehicle speed matched to the wheel speed sensor and a pulse value for each wheel speed increment. After 2 seconds, the estimated circumference stabilized at 1.400m, which matched the travel distance calculated from the vehicle speed. It is evident that the adaptive k value dynamically changes during the calculation process. Initially, k is relatively large, leading to inaccurate initial circumference estimates. Therefore, in practical engineering, amplitude-limiting filtering is required. Specifically, after continuously obtaining updated covariance coefficients P, only when the estimated value converges (covariance P is sufficiently small, such as P equaling the covariance threshold of 0.001) and remains stable for a period of time (such as when P does not change within a preset time (e.g., 0.5s)) can the final tire circumference be obtained from the updated gain value, the number of wheel rotations per unit time, and the initial tire circumference. This final tire circumference is then written to non-volatile memory.

[0083] In this embodiment, the covariance coefficient and forgetting factor coefficient are introduced to make the tire circumference estimation take into account both data smoothness and real-time performance, and the estimated value is closer to the actual value, thereby improving the accuracy of tire circumference.

[0084] As an optional embodiment, before determining the active force applied to the active suspension in step S103, the method further includes: Step b1: Obtain the height and location information of the obstacle's protrusion; Step b2: Determine whether the location information is within the vehicle's forward path range, and determine whether the height of the protrusion exceeds the height threshold for triggering active suspension control. Step b3: If the location information is within the forward path range and the bulge height exceeds the height threshold, then obtain the active power applied to the active suspension.

[0085] Optionally, the vehicle-mounted visual perception system can determine the protrusion height (size detection) and position coordinates (spatial positioning) of an obstacle through image recognition algorithms, and match them with the coordinates of the vehicle's forward path to determine whether the obstacle's position is within the vehicle's forward path. At the same time, it can determine whether the protrusion height exceeds the height threshold (such as 10cm) for triggering active suspension control. Only when both judgments are satisfied will subsequent active power calculation and suspension control be initiated.

[0086] It should be noted that vehicles may encounter minor bumps or dents while driving. If suspension control is activated for every such minor obstacle, it will lead to a waste of system resources and unnecessary vibration of the vehicle body. Therefore, setting a height threshold is a well-known design that balances driving comfort and system efficiency. This height threshold can be calibrated through real vehicle testing.

[0087] Active suspension control is only triggered when an obstacle is in the path and its height exceeds a certain threshold. Additionally, the action time of the active suspension can be calculated based on the obstacle length signal and vehicle speed, ensuring the vehicle maintains the required engine speed for that duration to smoothly traverse obstacles.

[0088] In this embodiment, a dual pre-judgment of obstacles (position + height) is added, which avoids ineffective suspension control of non-threatening obstacles, saves vehicle system resources, and improves the operating efficiency of the control system.

[0089] As an alternative embodiment, such as Figure 3 As shown, Figure 3 This is a schematic flowchart of the control method for an active vehicle suspension according to an embodiment of the present disclosure. The specific process is as follows: The process begins.

[0090] Camera signal input: Acquire obstacle distance signals collected by the vehicle-mounted camera.

[0091] Blind spot detection: Based on the minimum blind spot distance specified by the vehicle model, determine whether an obstacle enters the camera's blind spot. If the blind spot is not entered (No), return to the "Camera Signal Input" step and continue the test.

[0092] If the blind zone is entered (yes), the following two operations are executed in parallel: Use the camera distance signal value just before entering the blind spot; The distance a vehicle travels in blind spots is calculated using wheel speed sensors.

[0093] Distance calculation: Subtract the distance signal value just before entering the blind spot from the driving distance calculated by the wheel speed sensor to obtain the real-time distance between the current vehicle and the target obstacle.

[0094] Trigger condition judgment: Determine if the distance to the target obstacle is close to 0: If the distance does not approach 0 (No), return to the "Distance calculated by wheel speed sensor" step, recalculate the distance and update the obstacle distance.

[0095] If the value approaches 0 (yes), then active suspension adjustment control is enabled, triggering the suspension to perform the corresponding action.

[0096] The process is complete.

[0097] This embodiment also provides a control device for a vehicle active suspension, which is used to implement the above embodiments and preferred embodiments; details already described will not be repeated. As used below, the term "module" can refer to a combination of software and / or hardware that implements a predetermined function. Although the device described in the following embodiments is preferably implemented in software, hardware implementation, or a combination of software and hardware, is also possible and contemplated.

[0098] This embodiment provides a control device for a vehicle's active suspension, such as... Figure 4 As shown, it includes: The first acquisition module 401 is used to acquire the first distance between the vehicle and the obstacle before the vehicle camera enters the recognition blind zone, the total number of pulses generated by the vehicle after the vehicle camera enters the recognition blind zone, the increase in the number of pulses per revolution of the tire, and the tire circumference of the vehicle. The first determining module 402 is used to determine the distance the vehicle travels after entering the recognition blind zone based on the total number of pulses, the pulse number increment, and the tire circumference. The second determining module 403 is used to determine the main force applied to the active suspension based on the first distance and the driving distance, so that the vehicle triggers control of the active suspension based on the active force.

[0099] In this embodiment of the present disclosure, a first distance between the vehicle and the obstacle is obtained before the vehicle camera enters the recognition blind zone. Then, the total number of pulses generated by the vehicle after the vehicle camera enters the recognition blind zone, the pulse number increment per tire revolution, and the tire circumference of the vehicle are obtained. Based on the total number of pulses, the pulse number increment, and the tire circumference, the distance traveled by the vehicle after entering the recognition blind zone is determined to compensate for the distance signal that the camera cannot recognize within the blind zone, thus solving the problem of inaccurate camera distance information. Finally, based on the first distance and the travel distance, the main force applied to the active suspension is determined so that the vehicle triggers independent control logic of the active suspension based on the active force, reducing the time lag of suspension control, improving the stability of the vehicle body when encountering road obstacles, and improving suspension comfort.

[0100] In some optional implementations, the second determining module 403 is used to obtain the longitudinal distance from the front of the vehicle to the front tire; obtain a second distance based on the travel distance and the longitudinal distance; obtain the remaining distance from the front tire of the vehicle to the obstacle based on the second distance and the first distance; and determine the main force to be applied to the active suspension based on the remaining distance, so that the vehicle triggers control of the active suspension based on the active force.

[0101] In some alternative implementations, the second determining module 403 is used to obtain the potential energy and unsprung mass of the suspension spring based on the remaining distance; determine the main force applied to the active suspension based on the potential energy and unsprung mass of the suspension spring; determine the rotational speed of the actuator of the active suspension based on the main force; and trigger the extension and retraction control of the active suspension based on the rotational speed.

[0102] In some optional implementations, the second determining module 403 is used to obtain a distance threshold, wherein the distance threshold is the minimum distance at which the front wheel of the vehicle contacts an obstacle; and when the remaining distance is less than or equal to the distance threshold, to obtain the potential energy and unsprung mass of the suspension spring.

[0103] In some optional implementations, the first acquisition module 401 is used to acquire the initial tire circumference of the vehicle, the number of wheel rotations per unit time, the covariance coefficient, and the forgetting factor coefficient, wherein the covariance coefficient is used to quantify the uncertainty of the tire circumference, and the forgetting factor coefficient is used to balance the weights of historical data and current data; a gain value is determined based on the number of wheel rotations per unit time, the covariance coefficient, and the forgetting factor coefficient; an updated tire circumference is obtained based on the number of wheel rotations per unit time, the gain value, and the initial tire circumference; an updated covariance coefficient is determined based on the number of wheel rotations per unit time, the gain value, the covariance coefficient, and the forgetting factor coefficient; the gain value is updated based on the updated covariance coefficient; and the tire circumference is obtained based on the updated gain value and the updated tire circumference.

[0104] In some optional implementations, the first acquisition module 401 is used to use the updated tire circumference as the initial tire circumference and the updated covariance coefficient as the covariance coefficient. The process begins by obtaining the vehicle's initial tire circumference, the number of wheel rotations per unit time, the covariance coefficient, and the forgetting factor coefficient, and then loops until the obtained covariance coefficient equals the covariance threshold and the covariance coefficient has not changed within a preset time period. Then, the updated gain value is obtained from the covariance coefficient; and the tire circumference is obtained from the updated gain value, the number of wheel rotations per unit time, and the initial tire circumference.

[0105] In some alternative embodiments, the device further includes: The second acquisition module is used to acquire the protrusion height and position information of the obstacle before determining the main force applied to the active suspension; The judgment module is used to determine whether the location information is within the vehicle's forward path and whether the height of the protrusion exceeds the height threshold for triggering active suspension control. The third acquisition module is used to acquire the main force applied to the active suspension if the location information is within the range of the forward path and the height of the protrusion exceeds the height threshold.

[0106] Further functional descriptions of the above modules and units are the same as those in the corresponding embodiments described above, and will not be repeated here.

[0107] In this embodiment, the vehicle active suspension control device is presented in the form of a functional unit. Here, a unit refers to an ASIC (Application Specific Integrated Circuit) circuit, a processor and memory that execute one or more software or fixed programs, and / or other devices that can provide the above functions.

[0108] This disclosure also provides a vehicle having the above-described features. Figure 4 The control device for the vehicle's active suspension is shown.

[0109] Please see Figure 5 , Figure 5 This is a structural block diagram of a vehicle provided in an optional embodiment of this disclosure, such as... Figure 5As shown, the vehicle includes one or more processors 10, memory 20, and interfaces for connecting the components, including high-speed interfaces and low-speed interfaces. The components communicate with each other via different buses and can be mounted on a common motherboard or otherwise installed as needed. The processors can process instructions executed within the computer device, including instructions stored in or on memory to display graphical information of a GUI on an external input / output device (such as a display device coupled to the interface). In some alternative implementations, multiple processors and / or multiple buses can be used with multiple memories and multiple memory modules, if desired. Similarly, multiple computer devices can be connected, each providing some of the necessary operations (e.g., as a server array, a group of blade servers, or a multiprocessor system). Figure 5 Take a processor 10 as an example.

[0110] Processor 10 may be a central processing unit, a network processor, or a combination thereof. Processor 10 may further include a hardware chip. The hardware chip may be an application-specific integrated circuit (ASIC), a programmable logic device (PLD), or a combination thereof. The programmable logic device may be a complex programmable logic device (CAMP), a field-programmable gate array (FPGA), a general-purpose array logic (GPA), or any combination thereof.

[0111] The memory 20 stores instructions executable by at least one processor 10 to cause at least one processor 10 to perform the method shown in the above embodiments.

[0112] The memory 20 may include a program storage area and a data storage area. The program storage area may store the operating system and applications required for at least one function; the data storage area may store data created based on the use of the computer device. Furthermore, the memory 20 may include high-speed random access memory and may also include non-transitory memory, such as at least one disk storage device, flash memory device, or other non-transitory solid-state storage device. In some alternative embodiments, the memory 20 may optionally include memory remotely located relative to the processor 10, and these remote memories may be connected to the computer device via a network. Examples of such networks include, but are not limited to, the Internet, intranets, local area networks, mobile communication networks, and combinations thereof.

[0113] The memory 20 may include volatile memory, such as random access memory; the memory may also include non-volatile memory, such as flash memory, hard disk or solid-state drive; the memory 20 may also include a combination of the above types of memory.

[0114] The computer device also includes a communication interface 30 for communicating with other devices or communication networks.

[0115] This disclosure also provides a computer-readable storage medium in which the methods described in this disclosure can be implemented in hardware or firmware, or implemented as recordable on a storage medium, or implemented as computer code originally stored on a remote storage medium or a non-transitory machine-readable storage medium and subsequently stored on a local storage medium after being downloaded over a network. Thus, the methods described herein can be processed by software stored on a storage medium using a general-purpose computer, a dedicated processor, or programmable or dedicated hardware. The storage medium may be a magnetic disk, optical disk, read-only memory, random access memory, flash memory, hard disk, or solid-state drive, etc.; further, the storage medium may also include combinations of the above types of memory. It is understood that computers, processors, microprocessor controllers, or programmable hardware include storage components capable of storing or receiving software or computer code that, when accessed and executed by the computer, processor, or hardware, implements the methods shown in the above embodiments.

[0116] Although embodiments of the present disclosure have been described in conjunction with the accompanying drawings, those skilled in the art can make various modifications and variations without departing from the spirit and scope of the present disclosure, and such modifications and variations all fall within the scope defined by the appended claims.

Claims

1. A control method of a vehicle active suspension, characterized by, The method includes: The system acquires the first distance between the vehicle and the obstacle before the vehicle camera enters the recognition blind zone, the total number of pulses generated by the vehicle after the vehicle camera enters the recognition blind zone, the increase in the number of pulses per tire revolution, and the tire circumference of the vehicle. Based on the total number of pulses, the pulse count increment, and the tire circumference, the distance the vehicle travels after entering the recognition blind spot is determined. Based on the first distance and the travel distance, a primary force is determined to be applied to the active suspension so that the vehicle triggers control of the active suspension based on the primary force.

2. The method of claim 1, wherein, The step of determining the active force applied to the active suspension based on the first distance and the travel distance, so that the vehicle triggers control of the active suspension based on the active force, includes: Obtain the longitudinal distance from the front of the vehicle to the front tire; Based on the travel distance and the longitudinal distance, the second distance is obtained; Based on the second distance and the first distance, the remaining distance that the front wheels of the vehicle travel to the obstacle is obtained; Based on the remaining distance, a primary force is determined to be applied to the active suspension so that the vehicle triggers control of the active suspension based on the primary force.

3. The method of claim 2, wherein, The step of determining the active force to be applied to the active suspension based on the remaining distance, so that the vehicle triggers control of the active suspension based on the active force, includes: Based on the remaining distance, the potential energy and unsprung mass of the suspension spring are obtained; Based on the potential energy of the suspension spring and the unsprung mass, the main force applied to the active suspension is determined; The rotational speed of the active suspension actuator is determined based on the active force. The active suspension is controlled to extend or retract based on the speed trigger.

4. The method of claim 3, wherein, The step of obtaining the potential energy and unsprung mass of the suspension spring based on the remaining distance includes: Obtain a distance threshold, wherein the distance threshold is the minimum distance at which the front wheel of the vehicle contacts the obstacle; When the remaining distance is less than or equal to the distance threshold, the potential energy of the suspension spring and the unsprung mass are obtained.

5. The method of claim 1, wherein, Obtaining the tire circumference of the vehicle includes: The initial tire circumference of the vehicle, the number of wheel rotations per unit time, the covariance coefficient, and the forgetting factor coefficient are obtained. The covariance coefficient is used to quantify the uncertainty of the tire circumference, and the forgetting factor coefficient is used to balance the weights of historical data and current data. The gain value is determined based on the number of wheel rotations per unit time, the covariance coefficient, and the forgetting factor coefficient. The updated tire circumference is obtained based on the number of wheel rotations per unit time, the gain value, and the initial tire circumference. Based on the number of wheel rotations per unit time, the gain value, the covariance coefficient, and the forgetting factor coefficient, the updated covariance coefficient is determined. Based on the updated covariance coefficient, the gain value is updated, and based on the updated gain value and the updated tire circumference, the tire circumference is obtained.

6. The method of claim 5, wherein, The process of updating the gain value based on the updated covariance coefficient, and obtaining the tire circumference based on the updated gain value and the updated tire circumference, includes: The updated tire circumference is used as the initial tire circumference, and the updated covariance coefficient is used as the covariance coefficient. The process starts by obtaining the initial tire circumference of the vehicle, the number of wheel rotations per unit time, the covariance coefficient, and the forgetting factor coefficient, and then loops until the obtained covariance coefficient is equal to the covariance threshold and the covariance coefficient has not changed in value within a preset time period. Then, the updated gain value is obtained from the covariance coefficient. The tire circumference is obtained from the updated gain value, the number of wheel rotations per unit time, and the initial tire circumference.

7. The method of claim 1, wherein, Before determining the primary force applied to the active suspension, the method further includes: Obtain the height and position information of the protrusion of the obstacle; Determine whether the location information is within the vehicle's forward path range, and determine whether the height of the protrusion exceeds the height threshold for triggering active suspension control. If the location information is within the range of the forward path and the protrusion height exceeds the height threshold, then the active power applied to the active suspension is obtained.

8. A control device for a vehicle active suspension, characterized by comprising: The device includes: The first acquisition module is used to acquire the first distance between the vehicle and the obstacle before the vehicle camera enters the recognition blind zone, the total number of pulses generated by the vehicle after the vehicle camera enters the recognition blind zone, the increase in the number of pulses per revolution of the tire, and the tire circumference of the vehicle. The first determining module is used to determine the distance the vehicle travels after entering the recognition blind zone based on the total number of pulses, the pulse count increment, and the tire circumference. The second determining module is used to determine the main force applied to the active suspension based on the first distance and the driving distance, so that the vehicle triggers control of the active suspension based on the main force.

9. A vehicle characterized by comprising: include: A memory, a processor, and a computer program stored in the memory and executable on the processor, the processor executing the program to implement the vehicle active suspension control method 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 computer instructions for causing the computer to execute the vehicle active suspension control method according to any one of claims 1 to 7.

Images