Suspension control method, electronic device, and storage medium

Abstract

The application relates to the field of vehicle suspension control, in particular to a suspension control method, an electronic device and a storage medium, which comprises the following steps: determining whether a vehicle body motion state meets a preset sky-horizon control condition according to vehicle body motion state information; in response to the vehicle body motion state not meeting the preset sky-horizon control condition, determining whether a vehicle under-spring motion state meets a preset ground-horizon control condition according to under-spring detection data; in response to the under-spring motion state meeting the preset ground-horizon control condition, determining a comprehensive vehicle body posture angular velocity according to the vehicle body motion state information, determining an under-spring speed according to the under-spring detection data, and obtaining a sky-horizon damping force and a ground-horizon damping force; determining a fusion weight according to the comprehensive vehicle body posture angular velocity and the under-spring speed, fusing the sky-horizon damping force and the ground-horizon damping force according to the fusion weight, obtaining a fusion damping force, and outputting the fusion damping force. The application solves the problem of how to accurately determine the sky-ground horizon control demand and reasonably distribute the damping force.

Description

Technical Field

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

[0002] With the development of vehicle suspension control technology, electronically controlled semi-active suspensions can adjust the damper damping force according to the vehicle's motion state. While roof control algorithms suppress vehicle vibration by calculating roof damping force, they do not adequately consider unsprung motion and struggle to ensure wheel stability.

[0003] To balance vehicle body stability and wheel stability, a fusion algorithm is typically used to calculate and combine the roof damping force and the ground damping force separately. However, the distribution ratio is usually determined based on the unsprung motion frequency, without considering the actual control requirements based on the vehicle body and unsprung motion state, which still affects vehicle body stability and ride comfort.

[0004] There is currently no effective solution to the above problems. Summary of the Invention

[0005] This application provides a suspension control method, electronic device, and storage medium to solve the aforementioned technical problem of how to accurately determine the control requirements of the suspension top and bottom and reasonably allocate damping force.

[0006] According to one aspect of the embodiments of this application, this application provides a suspension control method, including: acquiring vehicle body motion state information, and determining whether the vehicle body motion state meets preset ceiling control conditions based on the vehicle body motion state information; in response to the vehicle body motion state not meeting the preset ceiling control conditions, acquiring unsprung detection data of the vehicle, and determining whether the unsprung motion state of the vehicle meets preset floor control conditions based on the unsprung detection data; in response to the unsprung motion state meeting the preset floor control conditions, determining a comprehensive vehicle body attitude angular velocity based on the vehicle body motion state information, determining an unsprung velocity based on the unsprung detection data, and acquiring a ceiling damping force calculated based on a ceiling control algorithm and a floor damping force calculated based on a floor control algorithm; determining a fusion weight based on the comprehensive vehicle body attitude angular velocity and the unsprung velocity, and fusing the ceiling damping force and the floor damping force based on the fusion weight to obtain a fused damping force; and outputting the fused damping force as a suspension fusion control command.

[0007] Optionally, the vehicle motion state information includes the vertical acceleration, roll rate, and pitch rate of the vehicle's center of gravity. Determining whether the vehicle motion state meets the preset canopy control conditions based on this information includes: acquiring the vehicle's current speed and, based on a preset correspondence between speed and thresholds, determining a first acceleration threshold, a second acceleration threshold, and an angular velocity threshold corresponding to the current speed, wherein the first acceleration threshold is greater than the second acceleration threshold; if the vertical acceleration is greater than the first acceleration threshold, then the first trigger condition is determined to be met; if at least one of the roll rate and pitch rate is greater than the angular velocity threshold, and the vertical acceleration is greater than the second acceleration threshold, then the second trigger condition is determined to be met; in response to at least one of the first and second trigger conditions being met, the vehicle motion state is determined to meet the preset canopy control conditions; in response to neither the first nor the second trigger conditions being met, the vehicle motion state is determined not to meet the preset canopy control conditions.

[0008] Optionally, acquiring unsprung detection data of the vehicle and determining whether the unsprung motion state of the vehicle meets the preset floor control conditions based on the unsprung detection data includes: acquiring unsprung detection data output by the unsprung sensor and determining the unsprung acceleration based on the unsprung detection data; acquiring a preset unsprung acceleration threshold and comparing the unsprung acceleration with the preset unsprung acceleration threshold; determining that the unsprung motion state does not meet the preset floor control conditions in response to the unsprung acceleration being less than or equal to the preset unsprung acceleration threshold; calculating the duration for which the unsprung acceleration is continuously greater than the preset unsprung acceleration threshold in response to the unsprung acceleration being greater than the preset unsprung acceleration threshold; determining that the unsprung motion state meets the preset floor control conditions in response to the duration being greater than a preset duration threshold; and determining that the unsprung motion state does not meet the preset floor control conditions in response to the duration being less than or equal to the preset duration threshold.

[0009] Optionally, the comprehensive vehicle attitude angular velocity is determined based on the vehicle motion state information, including: obtaining the pitch weight coefficient corresponding to the pitch angular velocity and the roll weight coefficient corresponding to the roll angular velocity; multiplying the pitch angular velocity by the pitch weight coefficient to obtain the weighted pitch angular velocity, and multiplying the roll angular velocity by the roll weight coefficient to obtain the weighted roll angular velocity; adding the square of the weighted pitch angular velocity to the square of the weighted roll angular velocity, and determining the square root of the sum as the comprehensive vehicle attitude angular velocity.

[0010] Optionally, the fusion weights are determined based on the overall vehicle attitude angular velocity and unsprung velocity, including: obtaining a preset correspondence, wherein the preset correspondence includes the correspondence between the overall vehicle attitude angular velocity, unsprung velocity and fusion weights; and determining the fusion weights corresponding to the overall vehicle attitude angular velocity and unsprung velocity based on the preset correspondence.

[0011] Optionally, the ceiling damping force and the ground damping force are fused according to the fusion weight to obtain the fused damping force, including: subtracting the fusion weight from the target value to obtain the difference, multiplying the ground damping force by the difference to obtain the first product, and multiplying the ceiling damping force by the fusion weight to obtain the second product; adding the first product and the second product to obtain the fused damping force.

[0012] Optionally, after determining whether the vehicle's motion state meets the preset skylight control conditions based on the vehicle's motion state information, the method further includes: in response to the vehicle's motion state meeting the preset skylight control conditions, obtaining the skylight damping force calculated based on the skylight control algorithm; and outputting the skylight damping force as a skylight control command.

[0013] Optionally, after determining whether the unsprung motion state of the vehicle meets the preset floor control conditions based on the unsprung detection data, the method further includes: in response to the unsprung motion state not meeting the preset floor control conditions, obtaining the vehicle's suspension mode; obtaining the preset damping force corresponding to the suspension mode, wherein the preset damping force is a damping force pre-calibrated for different suspension modes; and outputting the preset damping force as a basic control command.

[0014] According to another aspect of the embodiments of this application, this application provides an electronic device, including a memory, a processor, and a computer program stored in the memory, wherein the processor executes the computer program to implement the above-described method.

[0015] According to another aspect of the embodiments of this application, this application also provides a computer-readable storage medium, characterized in that a computer program is stored on the computer-readable storage medium, and when the computer program is executed by a processor, it implements the above-described method.

[0016] Compared with related technologies, the technical solutions provided in this application have the following advantages: This application provides a suspension control method, comprising: acquiring vehicle body motion state information, and determining whether the vehicle body motion state meets preset ceiling control conditions based on the vehicle body motion state information; in response to the vehicle body motion state not meeting the preset ceiling control conditions, acquiring unsprung detection data of the vehicle, and determining whether the unsprung motion state of the vehicle meets preset floor control conditions based on the unsprung detection data; in response to the unsprung motion state meeting the preset floor control conditions, determining the comprehensive vehicle body attitude angular velocity based on the vehicle body motion state information, determining the unsprung velocity based on the unsprung detection data, and acquiring the ceiling damping force calculated based on the ceiling control algorithm and the floor damping force calculated based on the floor control algorithm; determining the fusion weight based on the comprehensive vehicle body attitude angular velocity and the unsprung velocity, and fusing the ceiling damping force and the floor damping force based on the fusion weight to obtain a fused damping force; and outputting the fused damping force as a suspension fusion control command. This application first determines whether the roof control conditions are met based on the vehicle body motion state information. Only when the roof control conditions are not met is it further determined whether the unsprung motion state meets the ground control conditions. Only when the ground control conditions are met does it enter the roof-ground fusion control, thus forming a control judgment order that prioritizes roof control requirements. After entering the fusion control, the fusion weight is determined based on the comprehensive vehicle body attitude angular velocity and unsprung velocity. The fusion weight is then used to fuse the roof damping force and the ground damping force, so that the fusion ratio simultaneously reflects the vehicle body attitude motion and wheel motion state. This solves the problem of how to accurately determine the roof-ground control requirements and reasonably allocate the damping force. Attached Figure Description

[0017] The accompanying drawings, which are incorporated in and form part of this specification, illustrate embodiments consistent with this application and, together with the description, serve to explain the principles of this application.

[0018] To more clearly illustrate the technical solutions in the embodiments of this application or related technologies, the accompanying drawings used in the description of the embodiments or related technologies will be briefly introduced below. Obviously, for those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0019] Figure 1 A flowchart illustrating an optional suspension control method provided according to an embodiment of this application; Figure 2 This is a schematic diagram of the control logic of an optional suspension control method provided according to an embodiment of this application; Figure 3 This is a block diagram of an optional suspension control device provided according to an embodiment of this application. Detailed Implementation

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

[0021] In the following description, the use of suffixes such as "module," "part," or "unit" to denote elements is solely for the purpose of illustration and has no specific meaning in itself. Therefore, "module" and "part" may be used interchangeably.

[0022] With the development of vehicle suspension control technology, electronically controlled semi-active suspensions can adjust the damper damping force according to the vehicle's motion state. While roof control algorithms suppress vehicle vibration by calculating roof damping force, they do not adequately consider unsprung motion and struggle to ensure wheel stability.

[0023] To balance vehicle body stability and wheel stability, a fusion algorithm is typically used to calculate and combine the roof damping force and the ground damping force separately. However, the distribution ratio is usually determined based on the unsprung motion frequency, without considering the actual control requirements based on the vehicle body and unsprung motion state, which still affects vehicle body stability and ride comfort.

[0024] To address the problems mentioned in the background art, according to one aspect of the embodiments of this application, an embodiment of a suspension control method is provided.

[0025] The suspension control method provided in this application can be applied to the electronically controlled semi-active suspension control system of a vehicle, and is used to determine the suspension control mode based on the vehicle's body motion state and unsprung motion state. This method is particularly suitable for suspension control of vehicles on well-paved roads, under aggressive driving conditions, or on rough roads.

[0026] The suspension control method provided in this application can be executed by the vehicle's suspension controller. The suspension controller can acquire data output from the vehicle's inertial navigation sensors and unsprung sensors, perform ceiling control demand judgment, floor control demand judgment, and ceiling-floor fusion calculation, and output damping force commands for controlling the electronically controlled suspension.

[0027] Skylight control refers to calculating skylight damping force based on the vehicle's motion state to suppress vertical, pitch, or roll motion of the vehicle body; floor control refers to calculating floor damping force based on unsprung motion state to suppress corresponding unsprung motion of the wheels. The specific calculation methods for skylight and floor damping forces can employ existing skylight and floor control algorithms. This application's embodiments focus on illustrating the judgment of the two control requirements, priority decision-making, and the fusion process of the two damping forces, without further limiting the specific calculation process of each damping force.

[0028] This application's embodiment determines the suspension control method in the following order: ceiling control requirements, ground control requirements when ceiling control requirements are not met, and basic control. When ceiling control requirements are met, a ceiling control command is output; when ceiling control requirements are not met but ground control requirements are met, the ceiling damping force and ground damping force are merged; when neither ceiling control requirements nor ground control requirements are met, a basic control command is output. Therefore, the suspension control method can be determined based on control requirements, and the ceiling-ground fusion is only executed when the corresponding judgment conditions are met.

[0029] By arbitrating controls according to a fixed priority of ceiling requirements, floor requirements, and basic controls, command conflicts between different control requirements can be avoided.

[0030] Figure 1 The flowchart of the suspension control method provided in this application is shown in the figure, and specifically includes: Step 101: Obtain the vehicle's body motion state information, and determine whether the vehicle's motion state meets the preset canopy control conditions based on the body motion state information. Step 102: In response to the vehicle body motion state not meeting the preset canopy control conditions, obtain the unsprung detection data of the vehicle, and determine whether the unsprung motion state of the vehicle meets the preset canopy control conditions based on the unsprung detection data. Step 103: In response to the unsprung motion state satisfying the preset floor control conditions, determine the comprehensive vehicle attitude angular velocity based on the vehicle motion state information, determine the unsprung velocity based on the unsprung detection data, and obtain the ceiling damping force calculated based on the ceiling control algorithm and the floor damping force calculated based on the floor control algorithm. Step 104: Determine the fusion weight based on the overall vehicle body attitude angular velocity and unsprung velocity, and fuse the ceiling damping force and floor damping force according to the fusion weight to obtain the fused damping force; Step 105: Output the fusion damping force as the suspension fusion control command.

[0031] Vehicle motion state information characterizes the vehicle's motion and may include the vertical acceleration of the vehicle's center of gravity, roll rate, and pitch rate. Preset skylight control conditions are preset conditions used to determine whether the vehicle requires skylight control. Meeting the preset skylight control conditions indicates that the skylight control requirement is valid; not meeting the preset skylight control conditions indicates that the skylight control requirement is invalid.

[0032] Unsprung detection data refers to the detection data output by the unsprung sensor for the unsprung portion corresponding to the wheel, which can be used to determine unsprung acceleration and unsprung velocity. Preset floor control conditions are preset conditions used to determine whether the vehicle requires floor control.

[0033] The overall vehicle attitude angular velocity is a parameter determined based on the roll and pitch angular velocities, used to comprehensively characterize the degree of vehicle attitude movement. The unsprung velocity is calculated from the data detected by the unsprung sensors, used to characterize the vertical motion of the unsprung portion. The ceiling damping force is the damping force calculated by the ceiling control algorithm, and the floor damping force is the damping force calculated by the floor control algorithm.

[0034] The fusion weight is a parameter used to determine the proportion of ceiling damping force and floor damping force in the fusion damping force. In this embodiment, the fusion weight is determined by combining the vehicle body attitude angular velocity and unsprung velocity, so that the fusion weight can simultaneously reflect the vehicle body attitude motion and the corresponding unsprung motion of the wheels.

[0035] The suspension fusion control command is a suspension control command that uses the fusion damping force as the target damping force. The suspension controller outputs the suspension fusion control command so that the electronically controlled suspension can control according to the fusion damping force. Thus, while focusing on controlling wheel stability, vehicle body stability can also be taken into account.

[0036] This application first determines the skylight control requirement based on the vehicle's motion state. Only when the skylight control requirement is not met does it proceed to determine the ground cover control requirement. When the ground cover control requirement is met, the fusion weight is determined jointly based on the vehicle's posture motion and unsprung motion. Therefore, instead of continuously allocating skylight and ground cover based solely on the unsprung motion frequency, it determines whether to perform skylight and ground cover fusion based on the vehicle's actual control requirements.

[0037] As an optional embodiment, the vehicle motion state information includes the vertical acceleration, roll rate, and pitch rate of the vehicle's center of gravity. Determining whether the vehicle motion state meets preset ceiling control conditions based on this information includes: acquiring the vehicle's current speed and, based on a preset correspondence between speed and thresholds, determining a first acceleration threshold, a second acceleration threshold, and an angular velocity threshold corresponding to the current speed, wherein the first acceleration threshold is greater than the second acceleration threshold; if the vertical acceleration is greater than the first acceleration threshold, then a first trigger condition is determined to be met; if at least one of the roll rate and pitch rate is greater than the angular velocity threshold, and the vertical acceleration is greater than the second acceleration threshold, then a second trigger condition is determined to be met; in response to at least one of the first and second trigger conditions being met, it is determined that the vehicle motion state meets the preset ceiling control conditions; in response to neither the first nor the second trigger conditions being met, it is determined that the vehicle motion state does not meet the preset ceiling control conditions.

[0038] The vehicle motion status information includes the vertical acceleration, roll rate, and pitch rate of the vehicle's center of gravity, which are collected by the IMU (Inertial Measurement Unit).

[0039] The current vehicle speed is the speed at which the vehicle performs this roof control condition judgment. Both the first and second acceleration thresholds are used for comparison with the vertical acceleration of the vehicle's center of gravity. The angular velocity threshold is used for comparison with the roll and pitch angular velocities, and the first acceleration threshold is greater than the second acceleration threshold. It should be noted that each threshold can be calibrated according to the vehicle speed.

[0040] Specifically, the correspondence between vehicle speed and various thresholds is pre-set; after obtaining the current vehicle speed, the correspondence is queried based on the current vehicle speed to obtain the first acceleration threshold, the second acceleration threshold, and the angular velocity threshold corresponding to the current vehicle speed.

[0041] Based on the comparison results of vertical acceleration, roll rate, and pitch rate with each threshold, it is determined whether the first trigger condition and the second trigger condition are met. The first trigger condition is that the vertical acceleration is greater than the first acceleration threshold; the second trigger condition is that at least one of the roll rate and pitch rate is greater than the angular velocity threshold, and the vertical acceleration is greater than the second acceleration threshold.

[0042] First, the vertical acceleration is compared with the first acceleration threshold. If the vertical acceleration is greater than the first acceleration threshold, the first trigger condition is determined to be met. The suspension controller also compares the roll rate and pitch rate with the angular velocity thresholds respectively, and compares the vertical acceleration with the second acceleration threshold. If the roll rate or pitch rate is greater than the angular velocity threshold, and the vertical acceleration is greater than the second acceleration threshold, the second trigger condition is determined to be met.

[0043] For example, the first triggering condition is met when the vehicle body has no obvious pitch or roll motion, but the vertical acceleration is greater than the first acceleration threshold; the second triggering condition is met when at least one of the roll angular velocity and pitch angular velocity is greater than the angular velocity threshold, and the vertical acceleration is greater than the second acceleration threshold.

[0044] If at least one of the first triggering condition and the second triggering condition is met, the suspension controller determines that the vehicle motion state meets the preset skylight control condition, that is, the skylight control requirement is met; if neither the first triggering condition nor the second triggering condition is met, the suspension controller determines that the vehicle motion state does not meet the preset skylight control condition, that is, the skylight control requirement is not met.

[0045] This embodiment sets two different vertical acceleration thresholds and combines vertical acceleration with roll rate and pitch rate for judgment. This allows for the identification of conditions with large vertical motion and conditions where vehicle body posture motion and vertical motion coexist, thereby improving the matching degree between the judgment of roof control requirements and the actual motion state of the vehicle body.

[0046] As an optional embodiment, acquiring unsprung detection data of the vehicle and determining whether the unsprung motion state of the vehicle meets the preset floor control conditions based on the unsprung detection data includes: acquiring unsprung detection data output by the unsprung sensor and determining the unsprung acceleration based on the unsprung detection data; acquiring a preset unsprung acceleration threshold and comparing the unsprung acceleration with the preset unsprung acceleration threshold; in response to the unsprung acceleration being less than or equal to the preset unsprung acceleration threshold, determining that the unsprung motion state does not meet the preset floor control conditions; in response to the unsprung acceleration being greater than the preset unsprung acceleration threshold, counting the duration for which the unsprung acceleration is continuously greater than the preset unsprung acceleration threshold; in response to the duration being greater than a preset duration threshold, determining that the unsprung motion state meets the preset floor control conditions; in response to the duration being less than or equal to the preset duration threshold, determining that the unsprung motion state does not meet the preset floor control conditions.

[0047] Unsprung acceleration is a parameter used to characterize the degree of motion change of the unsprung portion of a wheel in the vertical direction.

[0048] Optionally, the unsprung detection data output by the unsprung sensor is received, and the unsprung acceleration is obtained from the unsprung detection data. The unsprung detection data can also be used to calculate the unsprung velocity required for ceiling-floor fusion calculations.

[0049] The preset unsprung acceleration threshold is an acceleration threshold used to determine whether the unsprung motion meets the requirements of the floor control. The preset unsprung acceleration threshold is read, and it is determined whether the current unsprung acceleration is greater than the preset unsprung acceleration threshold.

[0050] Based on the comparison between the unsprung acceleration and a preset unsprung acceleration threshold, determine whether to count the duration. The duration is the time during which the unsprung acceleration is continuously greater than the preset unsprung acceleration threshold.

[0051] Optionally, if the unsprung acceleration is less than or equal to a preset unsprung acceleration threshold, the suspension controller determines that the unsprung motion state does not meet the preset floor control conditions; if the unsprung acceleration is greater than the preset unsprung acceleration threshold, the suspension controller counts the duration during which the unsprung acceleration is continuously greater than the preset unsprung acceleration threshold.

[0052] The duration is compared with a preset duration threshold to determine whether the unsprung motion state meets the preset floor control conditions. The preset duration threshold is a time threshold used to distinguish between instantaneous unsprung impact and continuous unsprung motion.

[0053] If the duration exceeds the preset duration threshold, the suspension controller determines that the unsprung motion state meets the preset floor control conditions, i.e., the floor control requirement is met; if the duration is less than or equal to the preset duration threshold, the controller determines that the unsprung motion state does not meet the preset floor control conditions, i.e., the floor control requirement is not met.

[0054] For example, when a wheel is subjected to a momentary impact from the road surface, causing the unsprung acceleration to briefly exceed a preset unsprung acceleration threshold, but the duration does not exceed a preset duration threshold, it is determined that the floor control requirement is not met; when the vehicle travels on a rough road surface and the unsprung acceleration continuously exceeds the preset unsprung acceleration threshold, it can be determined that the floor control requirement is met.

[0055] This embodiment adds a duration judgment to the unsprung acceleration threshold, which can filter instantaneous road impacts and detect noise, so that the ground cover control requirement is established when the wheel has a continuous and obvious unsprung motion, thereby improving the robustness of the ground cover control requirement judgment.

[0056] As an optional embodiment, determining the comprehensive vehicle attitude angular velocity based on the vehicle motion state information includes: obtaining the pitch weight coefficient corresponding to the pitch angular velocity and the roll weight coefficient corresponding to the roll angular velocity; multiplying the pitch angular velocity by the pitch weight coefficient to obtain the weighted pitch angular velocity, and multiplying the roll angular velocity by the roll weight coefficient to obtain the weighted roll angular velocity; adding the square of the weighted pitch angular velocity to the square of the weighted roll angular velocity, and determining the square root of the sum as the comprehensive vehicle attitude angular velocity.

[0057] The pitch weighting coefficient corresponds to the pitch angular velocity and is used to adjust the effect of the pitch angular velocity on the overall vehicle attitude angular velocity; the roll weighting coefficient corresponds to the roll angular velocity and is used to adjust the effect of the roll angular velocity on the overall vehicle attitude angular velocity. Both the pitch weighting coefficient and the roll weighting coefficient can be pre-calibrated.

[0058] Obtain the pre-calibrated pitch and roll weight coefficients, and then weight the pitch and roll angular velocities respectively. The weighted pitch angular velocity is the product of the pitch angular velocity and the pitch weight coefficient; the weighted roll angular velocity is the product of the roll angular velocity and the roll weight coefficient.

[0059] The overall vehicle attitude angular velocity is determined based on the weighted pitch and roll angular velocities. Specifically, the squares of the weighted pitch and roll angular velocities are calculated separately, the two squares are added together, and the square root of the sum is taken to obtain the overall vehicle attitude angular velocity.

[0060] Combined vehicle attitude angular velocity (denoted as) The following formula can be used to calculate: , in, Indicates pitch angular velocity, This represents the pitch weighting coefficient. Indicates the roll rate. This represents the tilt weighting coefficient.

[0061] Both the pitch weighting coefficient and the roll weighting coefficient have values ​​ranging from [0, 1], and are pre-calibrated values. During calibration, the pitch weighting coefficient and roll weighting coefficient are determined within [0, 1] according to the control emphasis on pitch and roll motion in the suspension control. When it is necessary to increase the contribution of pitch angular velocity to the overall vehicle attitude angular velocity, the pitch weighting coefficient is increased; when it is necessary to increase the contribution of roll angular velocity to the overall vehicle attitude angular velocity, the roll weighting coefficient is increased.

[0062] Through the above calculations, pitch and roll motions can be combined into a single vehicle body attitude motion parameter, providing input for subsequent determination of fusion weights based on unsprung speed.

[0063] As an optional embodiment, determining the fusion weights based on the overall vehicle attitude angular velocity and unsprung velocity includes: obtaining a preset correspondence, wherein the preset correspondence includes the correspondence between the overall vehicle attitude angular velocity, unsprung velocity and fusion weights; and determining the fusion weights corresponding to the overall vehicle attitude angular velocity and unsprung velocity based on the preset correspondence.

[0064] The preset correspondence is used to record the fusion weights corresponding to different overall vehicle body attitude angular velocities and different unsprung velocities. The overall vehicle body attitude angular velocity is used to reflect the vehicle body motion state, and the unsprung velocity is used to reflect the unsprung motion state of the corresponding wheel.

[0065] For example, the preset correspondence is set as a two-dimensional lookup table with the combined vehicle body attitude angular velocity and unsprung velocity as the query input and the fusion weight as the query result.

[0066] The fusion weights corresponding to the overall vehicle attitude angular velocity and unsprung velocity are determined based on a preset correspondence. For example, the current overall vehicle attitude angular velocity and current unsprung velocity are used as query conditions to find the corresponding fusion weights in a two-dimensional lookup table.

[0067] For example, when the vehicle is under aggressive driving conditions or traversing rough roads, the suspension controller calculates the current overall vehicle attitude angular velocity and solves for the current unsprung speed, then queries the fusion weight based on the combination of the two. The specific fusion weights corresponding to each state combination in the two-dimensional lookup table can be pre-defined; this application embodiment does not limit the specific weight values.

[0068] This embodiment uses a combination of vehicle body attitude angular velocity and unsprung velocity to determine the fusion weight, so that the fusion weight is associated with both vehicle body attitude motion and wheel motion, rather than determining the allocation relationship between ceiling control and floor control solely based on unsprung motion frequency.

[0069] As an optional embodiment, the ceiling damping force and the ground damping force are fused according to the fusion weight to obtain the fused damping force, including: subtracting the fusion weight from the target value to obtain the difference, multiplying the ground damping force by the difference to obtain a first product, and multiplying the ceiling damping force by the fusion weight to obtain a second product; and adding the first product and the second product to obtain the fused damping force.

[0070] The target value involved in this application is 1. The difference between the target value and the fusion weight is the weight corresponding to the ground damping force, and the fusion weight is the weight corresponding to the ceiling damping force.

[0071] The first product is the product of the ground damping force and the difference between 1 and the fusion weight, and the second product is the product of the ceiling damping force and the fusion weight.

[0072] Optionally, the difference between 1 and the fusion weight is calculated, the ground damping force is multiplied by the difference to obtain the first product, and the ceiling damping force is multiplied by the fusion weight to obtain the second product.

[0073] Adding the first product to the second product yields the combined damping force. Specifically, the combined damping force is calculated using the following formula (denoted as ). ): , in, Indicates the damping force of the floor slab. Indicates ceiling damping force. This indicates the fusion weight.

[0074] The fusion weight ranges from [0, 1] and is a pre-calibrated value. When the fusion weight is 0, the fusion damping force is the ground damping force; when the fusion weight is 1, the fusion damping force is the ceiling damping force; when the fusion weight is greater than 0 and less than 1, the fusion damping force is obtained by fusing the ceiling damping force and the ground damping force according to their respective weights.

[0075] The fusion weight is a dimensionless weight used in the numerical calculation of damping force. Therefore, both the first and second products retain the dimensions of damping force, and the sum of the two yields the fused damping force. As the fused weight obtained from the query changes, the proportions of ceiling damping force and ground damping force in the fused damping force change accordingly according to the above formula.

[0076] This embodiment uses the same fusion weight and its difference from 1 to weight the ceiling damping force and the floor damping force respectively. The suspension fusion control command can be generated according to the fusion weight corresponding to the vehicle body and unsprung state, so as to control the stability of the wheels while taking into account the stability of the vehicle body.

[0077] As an optional embodiment, after determining whether the vehicle body motion state meets the preset skylight control conditions based on the vehicle body motion state information, the method further includes: in response to the vehicle body motion state meeting the preset skylight control conditions, obtaining the skylight damping force calculated based on the skylight control algorithm; and outputting the skylight damping force as a skylight control command.

[0078] The fact that the vehicle's motion meets the preset skylight control conditions indicates that the skylight control requirement is met. The skylight damping force output here, along with the skylight damping force involved in the fusion above, is calculated by the skylight control algorithm and belongs to the same type of control quantity. The difference between the two lies in their usage.

[0079] When at least one of the first and second triggering conditions is met, the suspension controller no longer performs the ground control demand judgment for the current control cycle, but instead obtains the current calculated ceiling damping force from the ceiling control algorithm.

[0080] The ceiling damping force is output as the ceiling control command. The ceiling control command is the suspension control command with the ceiling damping force as the target damping force.

[0081] Optionally, the suspension controller directly outputs the roof control command without integrating the roof damping force and the floor damping force. This allows for priority suppression of vehicle movement when the roof control requirement is met, ensuring vehicle stability.

[0082] This embodiment outputs the sky control command directly when the sky control demand is met, reflecting the high priority of the sky control demand in the control judgment sequence, and avoiding the execution of sky-sky fusion when the vehicle body movement is obvious.

[0083] As an optional embodiment, after determining whether the unsprung motion state of the vehicle meets the preset floor control conditions based on the unsprung detection data, the method further includes: in response to the unsprung motion state not meeting the preset floor control conditions, obtaining the vehicle's suspension mode; obtaining the preset damping force corresponding to the suspension mode, wherein the preset damping force is a damping force pre-calibrated for different suspension modes; and outputting the preset damping force as a basic control command.

[0084] In response to the unsprung motion state not meeting the preset ceiling control conditions, the vehicle's suspension mode is obtained. Since the ceiling control demand determination is performed after the vehicle's motion state fails to meet the preset ceiling control conditions, both ceiling and ceiling control demands are not met during this step. The suspension mode is the vehicle's current suspension control mode, used to determine the corresponding basic control damping force.

[0085] Specifically, when the unsprung acceleration is less than or equal to a preset unsprung acceleration threshold, or when the duration of continuous unsprung acceleration greater than the preset unsprung acceleration threshold is less than or equal to a preset duration threshold, the suspension controller determines that the floor control requirement is not met and obtains the vehicle's suspension mode.

[0086] Obtain the preset damping force corresponding to the suspension mode. The preset damping force is a damping force that is pre-calibrated for different suspension modes and used to generate basic control commands.

[0087] Optionally, a corresponding damping force is pre-calibrated for each suspension mode; after acquiring the vehicle's suspension mode, the suspension controller obtains the preset damping force corresponding to that suspension mode. This application does not limit the specific damping force value corresponding to each suspension mode.

[0088] The preset damping force is used as the basic control command output. The basic control command is the suspension control command output when neither the ceiling control requirement nor the floor control requirement is met.

[0089] The preset damping force corresponding to the current suspension mode is used as the basic control command output. For example, when the vehicle is at low speed or under slight control, and neither the body movement nor the unsprung motion has reached the corresponding control conditions, the basic control command can be output.

[0090] In this embodiment, when neither the ceiling control requirement nor the floor control requirement is met, a preset damping force corresponding to the suspension mode is used to form a dead zone space for demand judgment, thereby preventing the electronically controlled suspension from excessively executing ceiling control or ceiling-floor fusion control under low speed or slight handling conditions.

[0091] Figure 2The control logic diagram of a suspension control method provided in this application is shown in the figure. The ceiling demand judgment module determines whether the ceiling demand is valid based on the vertical acceleration, roll rate, and pitch rate. When the ceiling demand is valid, the ceiling demand force obtained by the ceiling control demand calculation module, i.e., the ceiling damping force, is directly output. When the ceiling demand is invalid, the ground demand is determined based on the unsprung detection data. When the ground demand is valid, the ceiling and ground fusion calculation module determines the fusion weight based on the comprehensive vehicle attitude angular velocity and unsprung velocity, and fuses the ceiling demand force and the ground demand force (i.e., the ground damping force) obtained by the ground control demand calculation module, outputting the fused ceiling and ground demand, i.e., the suspension fusion control command. When the ground demand is invalid, the basic force demand calculation module obtains the preset damping force corresponding to the suspension mode and directly outputs the basic force demand, i.e., the basic control command.

[0092] In summary, this embodiment of the application determines the suspension control requirements according to a fixed sequence: ceiling control requirements, floor control requirements when ceiling control requirements are not met, and basic control. The ceiling control requirements are determined by a combination of two vertical acceleration thresholds and a vehicle attitude angular velocity threshold. The floor control requirements are determined by the duration for which unsprung acceleration exceeds the threshold. When ceiling control requirements are not met but floor control requirements are met, the ceiling damping force and floor damping force are fused based on a weighted query of the combined vehicle attitude angular velocity and unsprung velocity. Therefore, the suspension control mode can be allocated according to the actual control requirements of the vehicle, and the damping force ratio of ceiling control to floor control can be adjusted according to the combined motion state of the vehicle body and wheels, ensuring vehicle stability while also considering wheel stability and ride comfort.

[0093] As an alternative implementation, a dynamic arbitration method can be used to determine the priority of ceiling demand versus floor demand.

[0094] Optionally, at least one of the vehicle's driving mode, road surface prediction information, and driver's operational intensity can be acquired. Based on the acquired information, the priority of ceiling and floor requirements is dynamically determined, and corresponding demand judgments and damping force outputs are executed according to the determined priority. The driving mode may include comfort mode, sport mode, or off-road mode, and the road surface prediction information can be determined through data collected by cameras or historical road surface data.

[0095] For example, when the vehicle is in off-road mode, the priority of ground cover demand can be increased, making it equal to or higher than that of roof cover demand, in order to prioritize the control requirements for wheel stability. This alternative embodiment adjusts the demand priority according to the vehicle's current operating scenario, allowing the demand arbitration method to adapt to different driving modes, road conditions, or driver operating states.

[0096] As an alternative implementation, a unified vehicle state evaluation function can be used instead of separately performing ceiling demand judgment, ground demand judgment, and combined ceiling-ground demand calculation. The inputs to the vehicle state evaluation function include vehicle body attitude error and wheel motion error. The vehicle body attitude error includes motion errors in the vertical, roll, and pitch directions, while the wheel motion error includes unsprung speed error and unsprung displacement error.

[0097] Optionally, the vehicle body attitude error and wheel motion error are input into the vehicle state evaluation function, and the target damping force is calculated using a Linear Quadratic Regulator (LQR) or Model Predictive Control (MPC). The target damping force is then output as a suspension control command. Thus, the target damping force simultaneously encompasses the control objectives of suppressing vehicle body motion and suppressing wheel motion, eliminating the need to separately output the ceiling damping force and floor damping force before explicit fusion.

[0098] According to another aspect of the embodiments of this application, this application provides a suspension control device, such as... Figure 3 As shown, it includes: The judgment module 301 is used to obtain the vehicle body motion state information and determine whether the vehicle body motion state meets the preset canopy control conditions based on the vehicle body motion state information. The acquisition module 302 is used to acquire unsprung detection data of the vehicle in response to the vehicle body motion state not meeting the preset canopy control conditions, and to determine whether the unsprung motion state of the vehicle meets the preset canopy control conditions based on the unsprung detection data. The determination module 303 is used to respond to the unsprung motion state meeting the preset floor control conditions, determine the comprehensive vehicle attitude angular velocity based on the vehicle motion state information, determine the unsprung velocity based on the unsprung detection data, and obtain the ceiling damping force calculated based on the ceiling control algorithm and the floor damping force calculated based on the floor control algorithm. The fusion module 304 is used to determine the fusion weight based on the comprehensive vehicle body attitude angular velocity and unsprung velocity, and to fuse the ceiling damping force and the floor damping force according to the fusion weight to obtain the fused damping force. Output module 305 is used to output the fused damping force as a suspension fused control command.

[0099] It should be noted that the judgment module 301 in this embodiment can be used to execute step 101 in this application embodiment, the acquisition module 302 in this embodiment can be used to execute step 102 in this application embodiment, the determination module 303 in this embodiment can be used to execute step 103 in this application embodiment, the fusion module 304 in this embodiment can be used to execute step 104 in this application embodiment, and the output module 305 in this embodiment can be used to execute step 105 in this application embodiment.

[0100] It should be noted that the examples and application scenarios implemented by the above modules and corresponding steps are the same, but are not limited to the content disclosed in the above embodiments.

[0101] According to another aspect of the embodiments of this application, this application provides an electronic device, including a memory, a processor, and a computer program stored in the memory, wherein the processor executes the computer program to implement the above-described method.

[0102] The memory and processor in the aforementioned electronic devices communicate with each other via a communication bus and a communication interface. The communication bus can be a Peripheral Component Interconnect (PCI) bus or an Extended Industry Standard Architecture (EISA) bus, etc. This communication bus can be divided into an address bus, a data bus, a control bus, etc.

[0103] The memory may include random access memory (RAM) or non-volatile memory, such as at least one disk storage device. Optionally, the memory may also be at least one storage device located remotely from the aforementioned processor.

[0104] The processors mentioned above can be general-purpose processors, including central processing units (CPUs), network processors (NPs), etc.; they can also be digital signal processors (DSPs), application-specific integrated circuits (ASICs), field-programmable gate arrays (FPGAs), or other programmable logic devices, discrete gate or transistor logic devices, or discrete hardware components.

[0105] According to another aspect of the embodiments of this application, this application also provides a computer-readable storage medium storing a computer program, which, when executed by a processor, implements the above-described method.

[0106] Optionally, specific examples in this embodiment can refer to the examples described in the above embodiments, and will not be repeated here.

[0107] In specific implementation, the embodiments of this application can be referred to the above embodiments and have corresponding technical effects.

[0108] It is understood that the embodiments described herein can be implemented in hardware, software, firmware, middleware, microcode, or a combination thereof. For hardware implementation, the processing unit can be implemented in one or more application-specific integrated circuits (ASICs), digital signal processors (DSPs), digital signal processing devices (DSPDs), programmable logic devices (PLDs), field-programmable gate arrays (FPGAs), general-purpose processors, controllers, microcontrollers, microprocessors, other electronic units for performing the functions described herein, or combinations thereof.

[0109] For software implementation, the techniques described herein can be implemented by units that perform the functions described herein. The software code can be stored in memory and executed by a processor. The memory can be implemented in the processor or external to the processor.

[0110] Those skilled in the art will recognize that the units and algorithm steps of the various examples described in conjunction with the embodiments disclosed herein can be implemented in electronic hardware, or a combination of computer software and electronic hardware. Whether these functions are implemented in hardware or software depends on the specific application and design constraints of the technical solution. Those skilled in the art can use different methods to implement the described functions for each specific application, but such implementation should not be considered beyond the scope of this application.

[0111] Those skilled in the art will understand that, for the sake of convenience and brevity, the specific working processes of the systems, devices, and units described above can be referred to the corresponding processes in the foregoing method embodiments, and will not be repeated here.

[0112] In the embodiments provided in this application, it should be understood that the disclosed apparatus and methods can be implemented in other ways. For example, the apparatus embodiments described above are merely illustrative. For instance, the division of modules is only a logical functional division, and in actual implementation, there may be other division methods. For example, multiple modules or components may be combined or integrated into another system, or some features may be ignored or not executed. Furthermore, the coupling or direct coupling or communication connection shown or discussed may be an indirect coupling or communication connection through some interfaces, devices, or units, and may be electrical, mechanical, or other forms.

[0113] The units described as separate components may or may not be physically separate. The components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple network units. Some or all of the units can be selected to achieve the purpose of this embodiment according to actual needs.

[0114] 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.

[0115] If the aforementioned function is implemented as a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of the embodiments of this application, or the part that contributes to the prior art, or a part 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. It should be noted that in this document, relational terms such as "first" and "second" are used only to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. In the absence of further restrictions, an element defined by the phrase "comprising a..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes said element.

[0116] The above description is merely a specific embodiment of this application, enabling those skilled in the art to understand or implement this application. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of this application. Therefore, this application is not to be limited to the embodiments shown herein, but is to be accorded the widest scope consistent with the principles and novel features claimed herein.

Claims

1. A suspension control method, characterized in that, include: Obtain vehicle body motion state information, and determine whether the vehicle body motion state meets the preset canopy control conditions based on the vehicle body motion state information; In response to the vehicle body motion state not meeting the preset canopy control conditions, the unsprung detection data of the vehicle is acquired, and the unsprung motion state of the vehicle is determined based on the unsprung detection data to determine whether the unsprung motion state of the vehicle meets the preset canopy control conditions. In response to the unsprung motion state satisfying the preset floor control conditions, the comprehensive vehicle attitude angular velocity is determined based on the vehicle motion state information, the unsprung velocity is determined based on the unsprung detection data, and the ceiling damping force calculated based on the ceiling control algorithm and the floor damping force calculated based on the floor control algorithm are obtained. The fusion weight is determined based on the combined vehicle body attitude angular velocity and the unsprung velocity, and the ceiling damping force and the floor damping force are fused based on the fusion weight to obtain the fused damping force; The fusion damping force is output as a suspension fusion control command.

2. The method according to claim 1, characterized in that, The vehicle motion state information includes the vertical acceleration of the vehicle's center of gravity, roll rate, and pitch rate. The step of determining whether the vehicle motion state meets the preset roof control conditions based on the vehicle motion state information includes: The current vehicle speed is obtained, and a first acceleration threshold, a second acceleration threshold, and an angular velocity threshold corresponding to the current vehicle speed are determined according to a preset correspondence between vehicle speed and threshold, wherein the first acceleration threshold is greater than the second acceleration threshold. If the vertical acceleration is greater than the first acceleration threshold, the first triggering condition is determined to be met; if at least one of the roll rate and the pitch rate is greater than the angular velocity threshold, and the vertical acceleration is greater than the second acceleration threshold, the second triggering condition is determined to be met. In response to the fulfillment of at least one of the first triggering condition and the second triggering condition, it is determined that the vehicle body motion state meets the preset awning control condition; in response to the failure of both the first triggering condition and the second triggering condition, it is determined that the vehicle body motion state does not meet the preset awning control condition.

3. The method according to claim 1, characterized in that, The step of acquiring unsprung detection data of the vehicle and determining whether the unsprung motion state of the vehicle meets the preset floor canopy control conditions based on the unsprung detection data includes: Acquire the unsprung detection data output by the unsprung sensor, and determine the unsprung acceleration based on the unsprung detection data; Obtain a preset unsprung acceleration threshold and compare the unsprung acceleration with the preset unsprung acceleration threshold; In response to the unsprung acceleration being less than or equal to the preset unsprung acceleration threshold, it is determined that the unsprung motion state does not meet the preset floor control condition; in response to the unsprung acceleration being greater than the preset unsprung acceleration threshold, the duration for which the unsprung acceleration is continuously greater than the preset unsprung acceleration threshold is counted. In response to the duration being greater than a preset duration threshold, it is determined that the unsprung motion state meets the preset floor control condition; in response to the duration being less than or equal to the preset duration threshold, it is determined that the unsprung motion state does not meet the preset floor control condition.

4. The method according to claim 2, characterized in that, Determining the comprehensive vehicle attitude angular velocity based on the vehicle motion state information includes: Obtain the pitch weight coefficient corresponding to the pitch angular velocity and the roll weight coefficient corresponding to the roll angular velocity; Multiply the pitch rate by the pitch weighting coefficient to obtain the weighted pitch rate, and multiply the roll rate by the roll weighting coefficient to obtain the weighted roll rate. The square of the weighted pitch angular velocity is added to the square of the weighted roll angular velocity, and the square root of the sum is determined as the comprehensive vehicle attitude angular velocity.

5. The method according to claim 1, characterized in that, The step of determining the fusion weights based on the combined vehicle attitude angular velocity and the unsprung velocity includes: Obtain a preset correspondence, wherein the preset correspondence includes the correspondence between the overall vehicle body attitude angular velocity, unsprung velocity and fusion weight; The fusion weights corresponding to the integrated vehicle body attitude angular velocity and the unsprung velocity are determined based on the preset correspondence.

6. The method according to claim 5, characterized in that, The step of fusing the ceiling damping force and the ground damping force according to the fusion weight to obtain the fused damping force includes: Subtract the fusion weight from the target value to obtain the difference, multiply the ground damping force by the difference to obtain the first product, and multiply the ceiling damping force by the fusion weight to obtain the second product; Add the first product to the second product to obtain the fusion damping force.

7. The method according to claim 1, characterized in that, After determining whether the vehicle motion state meets the preset canopy control conditions based on the vehicle motion state information, the method further includes: In response to the vehicle's body motion state satisfying the preset skylight control conditions, the skylight damping force calculated based on the skylight control algorithm is obtained; The ceiling damping force is output as a ceiling control command.

8. The method according to claim 1, characterized in that, After determining whether the unsprung motion state of the vehicle meets the preset floor canopy control conditions based on the unsprung detection data, the method further includes: In response to the unsprung motion state not meeting the preset floor control conditions, the vehicle's suspension mode is obtained; Obtain the preset damping force corresponding to the suspension mode, wherein the preset damping force is a damping force pre-calibrated for different suspension modes; The preset damping force is output as the basic control command.

9. An electronic device, characterized in that, The method includes a memory, a processor, and a computer program stored in the memory, wherein when the processor executes the computer program, it implements the steps of the method according to any one of claims 1 to 8.

10. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores a computer program that, when executed by a processor, implements the steps of the method according to any one of claims 1 to 8.

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