Suspension system control method and vehicle

Abstract

The application relates to a suspension system control method and a vehicle, and relates to the technical field of vehicle control. The method comprises the following steps: determining a stretching cavity electromagnetic valve control current, a compression cavity electromagnetic valve control current and a motor target rotating speed according to a control mode corresponding to a suspension system; and controlling corresponding stretching cavity electromagnetic valves, compression cavity electromagnetic valves and driving motors in the suspension system according to the stretching cavity electromagnetic valve control current, the compression cavity electromagnetic valve control current and the motor target rotating speed. In this way, the stretching cavity electromagnetic valves, the compression cavity electromagnetic valves and the driving motors are determined and controlled according to the control mode, the output adaptive actuator control parameters can be adapted, the problems of low response accuracy and control hysteresis of an existing strategy are improved, and the comfort and the driving stability of the vehicle are considered.

Description

Technical Field

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

[0002] Existing hydraulic fully active suspension control strategies mainly involve directly calibrating the motion state of the vehicle body and suspension. This approach suffers from low response accuracy and significant control lag, making it difficult for the control force output by the suspension to adapt to actual needs and failing to meet the control requirements for both vehicle comfort and driving stability. Summary of the Invention

[0003] This application provides a suspension system control method, device, vehicle, and storage medium. Based on a control mode, it determines and controls the tension chamber solenoid valve, compression chamber solenoid valve, and drive motor respectively. This improves upon existing strategies by adjusting the actuator control parameters to match the output, addressing issues of low response accuracy and control lag. It allows the suspension output control force to adapt to actual needs, thereby balancing vehicle comfort and driving stability. The specific technical solution is as follows: In a first aspect of this application, a suspension system control method is provided, the method comprising: Based on the control mode corresponding to the suspension system, determine the control current of the tension chamber solenoid valve, the control current of the compression chamber solenoid valve, and the target speed of the motor; According to the control current of the tension chamber solenoid valve, the control current of the compression chamber solenoid valve, and the target speed of the motor, the corresponding tension chamber solenoid valve, compression chamber solenoid valve, and drive motor in the suspension system are controlled respectively.

[0004] In an optional implementation, the method further includes, before execution: Obtain the target requested force corresponding to the suspension system and the current shock absorber speed in the suspension system; The control mode corresponding to the suspension system is determined based on the target requested force and the current shock absorber speed.

[0005] In an optional implementation, determining the control mode corresponding to the suspension system based on the target requested force and the current shock absorber speed includes: Based on the target requested force and the current vibration damper speed, the pre-stored first damping force mapping relationship is queried to obtain the corresponding solenoid valve target current; Based on the target current of the solenoid valve and the current vibration damper speed, the pre-stored second damping force mapping relationship is queried to obtain the passive damping force that the vibration damper can achieve; By comparing the passive damping force with the target requested force, the control mode corresponding to the suspension system is determined based on the comparison result.

[0006] In an optional implementation, determining the control mode corresponding to the suspension system based on the comparison results includes: If the difference between the passive damping force and the target requested force is within a preset allowable range, then the solenoid valve individual control mode is determined as the control mode corresponding to the suspension system. If the difference between the passive damping force and the target requested force exceeds the preset allowable range, then the combined control mode of the solenoid valve and the motor is determined as the control mode corresponding to the suspension system.

[0007] In an optional implementation, when the control mode is the solenoid valve individual control mode, determining the control current of the tension chamber solenoid valve, the control current of the compression chamber solenoid valve, and the target motor speed according to the control mode corresponding to the suspension system includes: Based on the direction of the target requested force, the working chamber solenoid valve and the non-working chamber solenoid valve are determined from the tension chamber solenoid valve and the compression chamber solenoid valve; The target current of the solenoid valve is determined as the control current of the working chamber solenoid valve, the preset minimum working current is determined as the control current of the non-working chamber solenoid valve, and the preset speed is set as the target speed of the motor.

[0008] In an optional implementation, when the control mode is a combined solenoid valve and motor control mode, determining the control current of the tension chamber solenoid valve, the control current of the compression chamber solenoid valve, and the target motor speed according to the control mode corresponding to the suspension system includes: Based on the direction of the target requested force, the working chamber solenoid valve and the non-working chamber solenoid valve are determined from the tension chamber solenoid valve and the compression chamber solenoid valve; Set the target damper speed in the same direction as the target requested force; Based on the target vibration damper speed and the target requested force, the pre-stored first damping force mapping relationship is queried to obtain the control current of the working chamber solenoid valve; The preset minimum operating current is determined as the control current of the non-working chamber solenoid valve, and the target motor speed is calculated based on the difference between the target damper speed and the current damper speed.

[0009] In an optional implementation, setting the target damper speed in the same direction as the target requested force includes: Based on the target requested force, the pre-stored speed mapping relationship is queried to obtain the corresponding target speed; The target velocity is defined as the target damper velocity in the same direction as the target requested force.

[0010] In an optional implementation, calculating the target motor speed based on the difference between the target damper speed and the current damper speed includes: The current shock absorber speed is subjected to low-pass filtering to obtain the filtered current shock absorber speed that retains the low-frequency motion components of the vehicle body. The low-pass filtering process is used to filter out the velocity fluctuation component corresponding to the high-frequency impact excitation of the road surface superimposed on the current vibration damper speed. The target motor speed is calculated based on the difference between the target damper speed and the current damper speed after filtering.

[0011] In an optional implementation, calculating the target motor speed based on the difference between the target damper speed and the filtered current damper speed includes: The difference between the target vibration damper speed and the current vibration damper speed after filtering is calculated to obtain the equivalent compensation speed; Obtain the hydraulic area of ​​the working chamber of the shock absorber, and multiply the hydraulic area of ​​the working chamber of the shock absorber by the equivalent compensation speed to obtain the equivalent compensation flow rate; Obtain the displacement per revolution of the electro-hydraulic pump, and divide the equivalent compensation flow rate by the displacement per revolution of the electro-hydraulic pump to obtain the target speed of the motor.

[0012] In an optional implementation, when the control mode is a combined solenoid valve and motor control mode, the corresponding drive motor in the suspension system is controlled according to the target motor speed, including: Based on the direction of the target requested force, a compensation chamber is determined from the tension chamber and the compression chamber; The rotation direction of the drive motor is determined according to the compensation chamber so that the pumping direction of the electro-hydraulic pump corresponds to the compensation chamber. The drive motor is controlled to run at the target speed and in the direction of rotation, and the electro-hydraulic pump is driven to input the working medium with a corresponding flow rate into the compensation chamber.

[0013] In a second aspect of this application, a suspension system control device is also provided, the device comprising: The parameter determination module is used to determine the control current of the tension chamber solenoid valve, the control current of the compression chamber solenoid valve, and the target speed of the motor according to the control mode corresponding to the suspension system. The system control module is used to control the corresponding tension chamber solenoid valve, compression chamber solenoid valve and drive motor in the suspension system according to the control current of the tension chamber solenoid valve, the control current of the compression chamber solenoid valve and the target speed of the motor.

[0014] In a third aspect of the embodiments of this application, a vehicle is also provided, including a processor, a communication interface, a memory, and a communication bus, wherein the processor, the communication interface, and the memory communicate with each other through the communication bus; Memory, used to store computer programs; When the processor executes a program stored in memory, it implements the suspension system control method described in any of the first aspects above.

[0015] In a fourth aspect of the embodiments of this application, a storage medium is also provided, wherein the storage medium stores instructions that, when executed on a computer, cause the computer to perform any of the suspension system control methods described in the first aspect above.

[0016] In a fifth aspect of the embodiments of this application, a computer program product containing instructions is also provided, which, when run on a computer, causes the computer to execute any of the suspension system control methods described above.

[0017] The technical solution provided in this application determines the control current of the tension chamber solenoid valve, the control current of the compression chamber solenoid valve, and the target speed of the motor according to the control mode corresponding to the suspension system. Based on the control current of the tension chamber solenoid valve, the control current of the compression chamber solenoid valve, and the target speed of the motor, the corresponding tension chamber solenoid valve, compression chamber solenoid valve, and drive motor in the suspension system are controlled respectively.

[0018] By determining the control current of the tension chamber solenoid valve, the compression chamber solenoid valve, and the target speed of the motor according to the control mode of the suspension system, and controlling the corresponding tension chamber solenoid valve, compression chamber solenoid valve, and drive motor in the suspension system according to the control current of the tension chamber solenoid valve, the compression chamber solenoid valve, and the target speed of the motor, the existing strategies can be improved by adjusting the actuator control parameters to match the output. This allows the control force output by the suspension to match the actual needs, thereby balancing vehicle comfort and driving stability. Attached Figure Description

[0019] 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.

[0020] To more clearly illustrate the technical solutions in the embodiments of this application or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, for those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0021] One or more embodiments are illustrated by way of example with reference numerals in the accompanying drawings. These illustrations do not constitute a limitation on the embodiments. Elements with the same reference numerals in the drawings are denoted as similar elements. Unless otherwise stated, the figures in the drawings are not to be limited by scale.

[0022] Figure 1This is a schematic diagram of the architecture of a suspension system control system shown in an embodiment of this application; Figure 2 This is a schematic diagram illustrating the implementation process of a suspension system control method in an embodiment of this application; Figure 3 This is a schematic diagram illustrating the implementation process of another suspension system control method shown in the embodiments of this application; Figure 4 This is a schematic diagram illustrating a damping force and an active force in an embodiment of this application; Figure 5 This is a schematic diagram illustrating the implementation process of another suspension system control method shown in the embodiments of this application; Figure 6 This is a schematic diagram illustrating the implementation process of a parameter determination method in an embodiment of this application; Figure 7 This is a schematic diagram illustrating the implementation process of another parameter determination method shown in the embodiments of this application; Figure 8 This is a schematic diagram illustrating the implementation process of a method for determining the target speed of a motor in an embodiment of this application; Figure 9 This is a schematic diagram illustrating the implementation process of a drive motor control method in an embodiment of this application; Figure 10 This is a schematic diagram of the hardware structure of a vehicle as shown in an embodiment of this application. Detailed Implementation

[0023] 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.

[0024] The following disclosure provides numerous different embodiments or examples for implementing various structures of this application. To simplify the disclosure, specific examples of components and arrangements are described below. These are merely examples and are not intended to limit the scope of this application. Furthermore, reference numerals and / or letters may be repeated in different examples. Such repetition is for simplification and clarity and does not in itself indicate a relationship between the various embodiments and / or arrangements discussed.

[0025] A typical hardware architecture of a hydraulic fully active suspension system includes the vehicle body 1, a variable damping shock absorber 4 with built-in tension and compression chamber solenoid valves, a spring 5, and an electro-hydraulic pump 3 driven by a drive motor and connected to the shock absorber's working chamber. The force and direction of travel 2 acting on the variable damping shock absorber 4 are as follows: Figure 1 As shown; the solenoid valve is used to adjust the flow cross-sectional area of ​​the working chamber to change the passive damping force, and the drive motor is used to drive the electro-hydraulic pump to pump the working medium to the target chamber to provide active compensation force. The two work together to achieve real-time adjustment of the suspension output force.

[0026] The control strategy is the core factor determining the performance of a fully active hydraulic suspension system. Existing fully active hydraulic suspension control strategies are mainly divided into two categories: direct calibration of the vehicle and suspension motion states, and force-requesting closed-loop control. However, both have inherent drawbacks. Both control methods generally suffer from low response accuracy and significant control lag. Furthermore, closed-loop control systems are susceptible to interference from high-frequency, irregular input signals from the road surface, making them prone to system divergence and control failure. Overall, their control robustness is poor, failing to simultaneously meet the control requirements for vehicle comfort and driving stability.

[0027] To address the inherent shortcomings of existing control strategies, our research team proposes a layered control approach—"passive damping bears the basic force, active compensation bears the differential force"—focusing on improving control accuracy, reducing response hysteresis, and enhancing system robustness. This approach uses the target requested force and the current damper speed as inputs to determine the control mode. Based on the corresponding control mode of the suspension system, it determines the control current of the tension chamber solenoid valve, the compression chamber solenoid valve, and the target motor speed. Then, according to these parameters, it controls the corresponding tension chamber solenoid valve, compression chamber solenoid valve, and drive motor in the suspension system, respectively. By adjusting the output actuator control parameters, this approach improves upon the low response accuracy, control hysteresis, and poor robustness of existing strategies, thereby balancing vehicle comfort and driving stability.

[0028] The suspension system control method provided in this embodiment is based on determining the control mode by using the target requested force and the current shock absorber speed as dual inputs. According to the control mode, the corresponding control quantities are output: the control current of the tension chamber solenoid valve, the control current of the compression chamber solenoid valve, and the target speed of the motor. These three control quantities drive the corresponding actuators to work together, thereby improving control accuracy and system stability while ensuring rapid response.

[0029] Based on the above inventive concept, such as Figure 2 The diagram shown is a schematic representation of the implementation flow of a suspension system control method provided in this application embodiment. This method is applied to vehicles and may specifically include the following steps: S201, based on the control mode corresponding to the suspension system, determine the control current of the tension chamber solenoid valve, the control current of the compression chamber solenoid valve, and the target speed of the motor.

[0030] In this embodiment, this step calculates the control parameters of the three actuators based on the control mode corresponding to the suspension system. These parameters are the control current of the tension chamber solenoid valve, the control current of the compression chamber solenoid valve, and the target motor speed. The calculation logic for these parameters differs under different control modes.

[0031] For example, under the determined solenoid valve and motor joint control mode, the control current of the compression chamber solenoid valve is calculated to be 1A, and the control current of the tension chamber solenoid valve is calculated to be 0A (assuming 0A is the softest state), and the corresponding target speed of the motor is calculated at the same time.

[0032] S202, according to the control current of the tension chamber solenoid valve, the control current of the compression chamber solenoid valve, and the target speed of the motor, respectively control the corresponding tension chamber solenoid valve, compression chamber solenoid valve, and drive motor in the suspension system.

[0033] In this embodiment of the application, the three control quantities obtained in S201 are sent to the corresponding hardware actuators respectively. Through the coordinated work of the solenoid valve and the drive motor, the suspension outputs a force that matches the demand (i.e., the target requested force mentioned above).

[0034] For example, a 1A current is output to the compression chamber solenoid valve and a 0A current is output to the tension chamber solenoid valve. At the same time, the drive motor is controlled to run at the calculated target speed. The actuators work together to make the shock absorber output a suspension force of +200N to match the target requested force.

[0035] By determining the control current of the tension chamber solenoid valve, the compression chamber solenoid valve, and the target speed of the motor according to the control mode of the suspension system, and controlling the corresponding tension chamber solenoid valve, compression chamber solenoid valve, and drive motor in the suspension system according to the control current of the tension chamber solenoid valve, the compression chamber solenoid valve, and the target speed of the motor, the corresponding actuator control parameters can be output to improve the shortcomings of low response accuracy and control lag of the existing strategy. This allows the control force output by the suspension to adapt to actual needs, thereby balancing vehicle comfort and driving stability.

[0036] like Figure 3 The diagram shown is a schematic representation of the implementation flow of another suspension system control method provided in this application embodiment. This method is applied to a vehicle and may specifically include the following steps: S301, obtain the target requested force corresponding to the suspension system and the current shock absorber speed in the suspension system.

[0037] In this embodiment of the application, this step obtains two core input quantities required for control: the target requested force corresponding to the suspension system and the current damper speed of the shock absorber in the suspension system.

[0038] The target request force is output by the upper-level body and suspension function algorithm, which can come from upper-level logic such as roof control, floor control or handling stability control; the current shock absorber speed is obtained by collecting displacement signals from the suspension travel sensor, and then performing differential calculations and suspension lever ratio conversion.

[0039] For example, when a vehicle is driving on a bumpy road, the upper-level algorithm outputs a target request force of +200N for the left front suspension, indicating that the requested force is directed downwards; the suspension travel sensor calculates the current shock absorber speed as -0.2m / s, indicating that the shock absorber is in a compression motion state.

[0040] It should be noted that the defined direction is positive when the requested force is downward along the piston rod section, and positive when the damper speed is stretched. Of course, other directions can also be defined, but this application embodiment does not limit this.

[0041] S302 determines the corresponding control mode of the suspension system based on the target requested force and the current shock absorber speed.

[0042] In this embodiment, this step is the mode determination stage. Its core is to determine whether the passive damping of the solenoid valve alone can cover the target requested force under the current operating condition, thereby classifying the control mode. To this end, the obtained target requested force and current damper speed are used as inputs to complete the control mode determination, preparing for the subsequent output of different control quantities.

[0043] For example, based on the target requested force of +200N and the current shock absorber speed of -0.2m / s, the internal mode determination logic determines the suspension to execute the joint control mode of the solenoid valve and motor.

[0044] In addition, such as Figure 4 The diagram shown is a schematic representation of damping force and active force provided in an embodiment of this application. In the diagram, curve 1 represents the maximum tensile current damping force, curve 2 represents the minimum tensile current damping force, curve 3 represents the maximum compressive current damping force, curve 4 represents the minimum compressive current damping force, and the area of ​​curve 5 represents the active force that the motor can control. The area between curves 1 and 2 and the area between curves 3 and 4 represent the damping force that the shock absorber solenoid valve can achieve.

[0045] Therefore, it can also be determined directly by the symbols: if the symbols of the requested force and the damper speed are the same (falling in the first and third quadrants), it means that the passive damping can cover the demand, which is the solenoid valve control mode alone; if the symbols are different (falling in the second and fourth quadrants), it means that the passive damping cannot cover the demand, which is the solenoid valve + motor combined control mode.

[0046] For example, the target requested force of +200N and the current damper speed of -0.2m / s mentioned above have different signs, corresponding to the second quadrant operating condition. The passive damping cannot meet the requirements, so it is determined to be a combined control mode of solenoid valve and motor. It should be noted that this sign criterion is a simplified qualitative understanding. This application adopts a quantitative determination method that obtains the passive damping force by looking up a table and then compares it with the target requested force by a difference threshold.

[0047] S303 determines the control current of the tension chamber solenoid valve, the control current of the compression chamber solenoid valve, and the target speed of the motor based on the control mode corresponding to the suspension system.

[0048] In this embodiment, this step calculates the control parameters of the three actuators based on the control mode corresponding to the suspension system. These parameters are the control current of the tension chamber solenoid valve, the control current of the compression chamber solenoid valve, and the target speed of the motor. The calculation logic of the parameters differs under different control modes.

[0049] For example, under the determined solenoid valve and motor joint control mode, the control current of the compression chamber solenoid valve is calculated to be 1A, and the control current of the tension chamber solenoid valve is calculated to be 0A (assuming 0A is the softest state), and the corresponding target speed of the motor is calculated at the same time.

[0050] S304 controls the corresponding tension chamber solenoid valve, compression chamber solenoid valve, and drive motor in the suspension system according to the control current of the tension chamber solenoid valve, the control current of the compression chamber solenoid valve, and the target speed of the motor.

[0051] In this embodiment of the application, the three control quantities obtained in S303 are sent to the corresponding hardware actuators respectively. Through the coordinated work of the solenoid valve and the drive motor, the suspension outputs a force that matches the demand (i.e. the target requested force mentioned above).

[0052] For example, a 1A current is output to the compression chamber solenoid valve and a 0A current is output to the tension chamber solenoid valve. At the same time, the drive motor is controlled to run at the calculated target speed. The actuators work together to make the shock absorber output a suspension force of +200N to match the target requested force.

[0053] By determining the control mode based on the target requested force and the current vibration damper speed, differentiated control logic can be matched for different working conditions. This reduces the output deviation caused by coarse working condition calibration and eliminates the feedback iteration process of a single closed-loop control, effectively improving control accuracy and shortening response time. By outputting control parameters for the dual solenoid valves and drive motor separately according to the control mode, the demand for working conditions of different intensities can be diverted to the appropriate control path for processing. This avoids the oscillation and divergence of a single control logic due to continuous excitation from high-frequency road surface inputs, enhancing the system's operational stability and anti-interference capability. Each actuator is driven independently according to the corresponding control quantity, realizing the division of labor and coordination between damping adjustment and active force compensation. The workload is reasonably distributed, avoiding long-term high-load operation of the actuators. While taking into account driving comfort and handling stability, it also improves the system's vibration and acoustic roughness performance.

[0054] like Figure 5 The diagram shown is a schematic representation of the implementation flow of another suspension system control method provided in this application embodiment. This method is applied to a vehicle and may specifically include the following steps: S501, obtain the target requested force corresponding to the suspension system and the current shock absorber speed in the suspension system.

[0055] In this embodiment, this step obtains two basic input quantities required for control. The target requested force is output by the upper vehicle body or suspension control algorithm; the current shock absorber speed is obtained by collecting displacement signals from the suspension travel sensor, performing differential calculations and converting the suspension lever ratio, reflecting the actual motion state of the shock absorber.

[0056] For example, when a vehicle is traveling on a bumpy road, the upper-level algorithm outputs a target request force of +1400N (downward force) for the left front suspension; the sensor calculates that the current shock absorber speed is -0.18m / s, and the shock absorber is in compression motion.

[0057] S502: Based on the target requested force and the current vibration damper speed, query the pre-stored first damping force mapping relationship to obtain the corresponding solenoid valve target current.

[0058] In this embodiment of the application, this step takes the target requested force obtained in S501 and the current vibration damper speed as input, calls the first damping force mapping relationship pre-calibrated and stored in the system to look up the table, and outputs the target current of the solenoid valve adapted to the working condition.

[0059] For example, by substituting the target requested force of +1400N and the damper speed of -0.18m / s, and querying the mapping relationship of the first damping force, the target current of the solenoid valve is obtained as 1.1A.

[0060] S503: Based on the target current of the solenoid valve and the current speed of the damper, query the pre-stored mapping relationship of the second damping force to obtain the passive damping force that the damper can achieve.

[0061] In this embodiment of the application, this step utilizes the target current of the solenoid valve obtained in the previous step, combined with the current vibration damper speed, to query the pre-calibrated second damping force mapping relationship, and obtains the upper limit of the passive damping force that the vibration damper can output under the current conditions by relying solely on the adjustment of the solenoid valve.

[0062] For example, by substituting the target current of the 1.1A solenoid valve and the vibration damper speed of -0.18m / s into the query for the second damping force mapping relationship, the passive damping force that the vibration damper can achieve is 1100N.

[0063] S504: Compare the passive damping force with the target requested force, and determine the corresponding control mode of the suspension system based on the comparison results.

[0064] In this embodiment of the application, this step compares the passive damping force with the target requested force to determine whether the passive damping of the shock absorber alone can meet the force requirement, and thus selects the control mode.

[0065] Furthermore, the control mode is selected based on the comparison between the passive damping force and the target requested force: if the difference between the passive damping force and the target requested force is within the preset allowable range, the solenoid valve alone control mode is determined as the control mode corresponding to the suspension system; if the difference between the passive damping force and the target requested force exceeds the preset allowable range, the solenoid valve and motor combined control mode is determined as the control mode corresponding to the suspension system.

[0066] Here, the difference between the passive damping force obtained from the table lookup and the target request force issued by the upper layer is calculated and compared with the system's pre-set allowable deviation threshold: When the difference between the two values ​​falls within the preset allowable range, it means that the passive damping force generated by the solenoid valve adjustment alone is sufficient to meet the suspension's power output requirements under the current operating conditions, without the need for the motor to participate in power output. In this case, the solenoid valve-only control mode is selected. For example, if the target requested force is 800N, the passive damping force is found to be 740N from the table, and the preset allowable range is ±100N; the difference between the two is 60N, which is within the allowable range, so the solenoid valve-only control mode is selected, and the motor does not need to output compensation speed.

[0067] When the difference between the two exceeds the preset allowable range, it means that the passive damping force of the solenoid valve alone cannot reach the target required force, and the motor needs to cooperate to output active compensation force. At this time, the solenoid valve and motor joint control mode is selected. For example, if the target required force is 1400N, the passive damping force is found to be 1100N by referring to the table, and the preset allowable range is ±100N; the difference between the two is 300N, which exceeds the allowable range, so it is determined to be the solenoid valve and motor joint control mode. Subsequently, it is necessary to simultaneously determine the solenoid valve current and the target motor speed.

[0068] The control mode is automatically switched by comparing the difference between the passive damping force that the shock absorber can output and the target requested force. When the passive damping can meet the output demand, the solenoid valve is used for independent control without the need for motor intervention, which reduces system energy consumption, vibration and acoustic roughness load. When the passive damping is insufficient to meet the output demand, it automatically switches to joint control of solenoid valve and motor, introduces active compensation of motor, widens the suspension output range, and takes into account energy consumption, vibration and acoustic roughness performance and force output capability under all working conditions.

[0069] S505 determines the control current of the tension chamber solenoid valve, the control current of the compression chamber solenoid valve, and the target speed of the motor based on the control mode corresponding to the suspension system.

[0070] In this embodiment of the application, this step calculates the control output of the two solenoid valves and the drive motor according to the control mode output by S504; the calculation logic of each control quantity is different under different control modes.

[0071] For example, for the combined control mode of solenoid valve and motor, the control current of the compression chamber solenoid valve is calculated to be 1.1A, the control current of the tension chamber solenoid valve is taken as the preset minimum operating current of 0A, and the corresponding target speed of the motor is calculated.

[0072] Furthermore, when the control mode is the solenoid valve individual control mode, the specific process for determining the control quantities of each actuator is as follows: Figure 6 The diagram shown is a schematic representation of the implementation process of a parameter determination method provided in this application. The method may specifically include the following steps: S601, based on the direction of the target requested force, determine the working chamber solenoid valve and the non-working chamber solenoid valve from the tension chamber solenoid valve and the compression chamber solenoid valve.

[0073] S602, the target current of the solenoid valve is determined as the control current of the working chamber solenoid valve, the preset minimum working current is determined as the control current of the non-working chamber solenoid valve, and the preset speed is set as the target speed of the motor.

[0074] In this embodiment, based on the direction of the target requested force, the working chamber solenoid valve and the non-working chamber solenoid valve are determined from the tension chamber solenoid valve and the compression chamber solenoid valve. Then, the target current of the solenoid valve can be determined as the control current of the working chamber solenoid valve, the preset minimum working current can be determined as the control current of the non-working chamber solenoid valve, and the preset speed can be set as the target speed of the motor.

[0075] Specifically, when the working chamber solenoid valve is a tension chamber solenoid valve, the target current of the solenoid valve is determined as the control current of the tension chamber solenoid valve, the preset minimum working current is determined as the control current of the compression chamber solenoid valve, and the preset speed is set as the target speed of the motor; when the working chamber solenoid valve is a compression chamber solenoid valve, the target current of the solenoid valve is determined as the control current of the compression chamber solenoid valve, the preset minimum working current is determined as the control current of the tension chamber solenoid valve, and the preset speed is set as the target speed of the motor.

[0076] This section describes the control quantity assignment logic within the solenoid valve's independent control mode. Based on the direction of the target requested force, the working chamber solenoid valve and the non-working chamber solenoid valve are selected. The working chamber solenoid valve outputs the target current obtained from a lookup table; the non-working chamber solenoid valve outputs a preset minimum operating current (e.g., 0A); the motor directly uses a preset speed (standby speed, typically 0 speed), and the motor does not output active compensation force. The suspension relies entirely on the passive damping force adjusted by the solenoid valve to meet the force requirements.

[0077] The example follows the directional convention: the downward force along the piston rod is positive, and the stretching velocity of the damper is positive. 1. The target requested force is negative (force upward, in the direction of tension). Based on the direction of the requested force, the tension chamber solenoid valve is determined to be the working chamber solenoid valve. The target current of the solenoid valve obtained from the table, for example, 0.9A, is assigned to the control current of the tension chamber solenoid valve. The compression chamber solenoid valve is used as the non-working chamber, and a preset minimum working current of 0A is assigned (assuming 0A is the softest state). The target speed of the motor is the preset standby speed of 0rpm.

[0078] 2. The target requested force is positive (force downwards, in the direction of compression). Based on the direction of the requested force, the compression chamber solenoid valve is determined to be the working chamber solenoid valve. The target current of the solenoid valve obtained from the table, for example, 1.1A, is assigned to the control current of the compression chamber solenoid valve. The tension chamber solenoid valve is used as the non-working chamber and is assigned a preset minimum working current of 0A. The target speed of the motor is taken as the preset standby speed of 0rpm.

[0079] It should be noted that the preset minimum operating current and the preset standby speed of the motor are fixed parameters that have been calibrated in advance; in this mode, the motor does not participate in the active power output, and all suspension output is borne by the passive damping force obtained by the solenoid valve of the working chamber.

[0080] In the solenoid valve stand-alone control mode, the working chamber solenoid valve is selected according to the direction of the requested force. The working chamber directly uses the target current of the solenoid valve obtained by looking up the table, while the non-working chamber is configured with the minimum working current. The motor adopts a preset standby speed and does not output active force. The target requested force can be met by relying solely on the passive damping force of the vibration damper. The motor does not need to participate in the work, which reduces the frequency of motor start-stop and alternating operation, reduces system energy consumption, and at the same time reduces motor vibration and noise output, and extends the service life of the motor.

[0081] In addition, regarding the control mode, when the control mode is a combined control mode of solenoid valve and motor, the specific process for determining the control quantities of each actuator according to the control mode is as follows: Figure 7 The method shown is a schematic diagram of the implementation process of another parameter determination method provided in this application embodiment, which may specifically include the following steps: S701, based on the direction of the target requested force, determine the working chamber solenoid valve and the non-working chamber solenoid valve from the tension chamber solenoid valve and the compression chamber solenoid valve.

[0082] S702 sets the target damper speed in the same direction as the target requested force.

[0083] S703: Based on the target damper speed and the target requested force, query the pre-stored first damping force mapping relationship to obtain the control current of the working chamber solenoid valve.

[0084] S704 sets the preset minimum operating current as the control current of the non-working chamber solenoid valve, and calculates the target motor speed based on the difference between the target damper speed and the current damper speed.

[0085] In this embodiment, based on the direction of the target requested force, the working chamber solenoid valve and the non-working chamber solenoid valve are determined from the tension chamber solenoid valve and the compression chamber solenoid valve. Then, the target damper speed in the same direction as the target requested force can be set. Based on the target damper speed and the target requested force, the pre-stored first damping force mapping relationship is queried to obtain the control current of the working chamber solenoid valve. The preset minimum working current is determined as the control current of the non-working chamber solenoid valve. Based on the difference between the target damper speed and the current damper speed, the target motor speed is calculated.

[0086] Specifically, when the working chamber solenoid valve is a tension chamber solenoid valve, the following steps are performed: set the target damper speed in the same direction as the target requested force; based on the target damper speed and the target requested force, query the pre-stored first damping force mapping relationship to obtain the tension chamber solenoid valve control current, and determine the preset minimum working current as the compression chamber solenoid valve control current; calculate the target motor speed based on the difference between the target damper speed and the current damper speed.

[0087] When the working chamber solenoid valve is a compression chamber solenoid valve, the following steps are performed: set the target damper speed in the same direction as the target requested force; according to the target damper speed and the target requested force, query the pre-stored first damping force mapping relationship to obtain the control current of the compression chamber solenoid valve; determine the preset minimum working current as the control current of the tension chamber solenoid valve; calculate the target motor speed according to the difference between the target damper speed and the current damper speed.

[0088] This section describes the internal execution logic of the combined control mode of the solenoid valve and motor. First, based on the direction of the target requested force, the working chamber solenoid valve and the non-working chamber solenoid valve are selected from the tension chamber solenoid valve and the compression chamber solenoid valve. The target damper speed is set to be consistent with the direction of the target requested force. The control current of the working chamber solenoid valve is obtained by looking up a table, and the preset minimum working current is directly assigned to the non-working chamber solenoid valve. Then, the difference between the target damper speed and the current damper speed is used to calculate the target speed of the motor. The working chamber solenoid valve outputs the basic damping, and the motor outputs the active compensation force. The two work together to achieve the target requested force.

[0089] Direction convention: positive when the requested force is downward along the piston rod segment, and positive when the damper is stretched.

[0090] Scenario 1: The working chamber solenoid valve is a tension chamber solenoid valve (the target demand force is negative, the force is upward, and the tension direction is upward). Set the target damper speed in the same direction as the target requested force; use the target damper speed and the target requested force to query the mapping relationship of the first damping force and obtain the control current of the tension chamber solenoid valve; the compression chamber is a non-working chamber, and the preset minimum working current is taken; subtract the current damper speed from the target damper speed to obtain the difference, and calculate the target motor speed based on the difference.

[0091] For example, the target requested force is -250N (upward, in the tensile direction), and the current damper speed is +0.15m / s. Set the target damper speed in the same direction to +0.06m / s; query the first damping force mapping relationship to obtain the tension chamber solenoid valve control current of 1.0A, and the compression chamber solenoid valve to use the preset minimum operating current of 0A; calculate the speed difference: 0.06. 0.15= The target speed of the motor can be calculated from the speed difference of 0.09 m / s.

[0092] Scenario 2: The working chamber solenoid valve is a compression chamber solenoid valve (the target requested force is positive, the force is downward, and the compression direction is positive). Set the target damper speed in the same direction as the target requested force; using the target damper speed and the target requested force, query the mapping relationship of the first damping force to obtain the control current of the compression chamber solenoid valve; the tension chamber is a non-working chamber, and the preset minimum working current is taken; subtract the current damper speed from the target damper speed to obtain the difference, and calculate the target motor speed based on the difference.

[0093] For example, the target requested force is +250N (downward, in the compression direction), and the current damper speed is -0.15m / s. Set the target damper speed in the same direction to -0.06m / s; query the first damping force mapping relationship to obtain the control current of the compression chamber solenoid valve (1.0A), and the preset minimum operating current of the tension chamber solenoid valve (0.1A); calculate the speed difference: 0.06 ( 0.15) = 0.09 m / s, and the target speed of the motor can be calculated from this speed difference.

[0094] In the combined control mode of solenoid valve and motor, the working chamber solenoid valve and the non-working chamber solenoid valve are selected according to the direction of the target requested force. The target damper speed in the same direction as the requested force is introduced to participate in the mapping relationship of the first damping force. The control current of the working chamber solenoid valve is solved by looking up the table. The non-working chamber solenoid valve adopts the minimum working current. At the same time, the target speed of the motor is calculated by combining the speed difference. This realizes the division of labor and cooperation between the passive damping of the solenoid valve and the active force of the motor. It solves the working condition requirements where passive damping cannot cover the target requested force, takes into account the damping adjustment of the solenoid valve and the active compensation of the motor, improves the output accuracy of the suspension control force under all working conditions, and ensures the ride comfort of the vehicle.

[0095] In this preferred embodiment, the target damper speed is not directly assigned a fixed value, but rather obtained by looking up a table. Therefore, a target damper speed in the same direction as the target requested force is set. Specifically, based on the target requested force, a pre-stored speed mapping relationship (as shown in Table 1 below) is consulted to obtain the corresponding target speed; the target speed is then determined as the target damper speed in the same direction as the target requested force. This speed mapping relationship was calibrated through bench and vehicle tests in the early stages. The target damper speed can be assigned a value according to the magnitude of the requested force. Requested forces within a range can be interpolated to obtain the corresponding target speed. The calibration process considers both ride comfort and motor vibration and acoustic roughness performance, avoiding the risk of motor speed exceeding limits.

[0096] Table 1

[0097] This section is used to obtain the target vibration damper speed under joint control mode. Based on the current target requested force, the pre-calibrated and stored speed mapping relationship (Table 1) is queried. The speed output from the table is the target vibration damper speed in the same direction as the target requested force. Subsequently, this target vibration damper speed is used for solenoid valve current lookup and motor speed difference calculation.

[0098] For example, if the requested force is +200N and the current vibration damper speed is -0.2m / s, according to the requested force, refer to Table 1 above. The target vibration damper speed is the minimum speed range of -0.05m / s in the same direction as +200N.

[0099] The target damper speed is obtained by querying the pre-stored speed mapping relationship. The initial calibration can be completed by combining the overall vehicle comfort, motor vibration and acoustic roughness, and motor operating range. It can match a reasonable target damper speed according to different target request forces, avoiding problems such as the motor speed being too high and howling due to the target speed being too large, or the active compensation force being insufficient due to the target speed being too small. The calibration logic is simple and clear, which is convenient for actual vehicle debugging and matching.

[0100] Furthermore, in this preferred embodiment, the original current shock absorber speed is not directly used in the difference calculation. During vehicle operation, the original current shock absorber speed signal collected by the suspension travel sensor will be mixed with high-frequency speed vibrations caused by road potholes and gravel impacts on the wheels.

[0101] Therefore, the current shock absorber speed is subjected to low-pass filtering to obtain the filtered current shock absorber speed that retains the low-frequency motion components of the vehicle body; the low-pass filtering is used to filter out the speed fluctuation components corresponding to the high-frequency impact excitation of the road surface superimposed on the current shock absorber speed; the target motor speed is calculated based on the difference between the target shock absorber speed and the filtered current shock absorber speed.

[0102] Before calculating the motor speed in the combined control mode of the solenoid valve and the motor, the current shock absorber speed obtained from the original acquisition is first subjected to low-pass filtering to filter out the high-frequency speed fluctuations caused by road impacts and retain only the low-frequency components corresponding to the vehicle body movement; then, the current shock absorber speed after filtering, instead of the original speed, is used to perform a difference calculation with the target shock absorber speed, and then the target motor speed is solved.

[0103] The purpose of low-pass filtering: When the wheels travel over potholes or gravel roads, the raw shock absorber speed collected by the sensors will contain a large amount of vibration signals generated by high-frequency impacts from the road surface. If the raw speed is used directly in the calculation, it will cause the motor speed to change frequently and rapidly, resulting in vibration and acoustic roughness problems such as motor whistling and pump body vibration. After low-pass filtering, this high-frequency excitation is removed, and the motor only compensates for the low-frequency motion of the vehicle body.

[0104] By performing low-pass filtering on the current shock absorber speed, the speed fluctuation component caused by high-frequency impacts from the road surface is filtered out, and only the low-frequency motion component of the vehicle body is retained to participate in the motor speed calculation. This can avoid frequent alternation and commutation of motor speed caused by high-frequency disturbances at the wheel ends, effectively improve the vibration and acoustic roughness performance of the motor and electro-hydraulic pump, reduce unnecessary alternating losses of the motor, and improve the motor's durability and lifespan. At the same time, it makes the output of active compensation force smoother, further improving the vehicle's driving comfort.

[0105] Furthermore, the specific process of converting the speed difference into the target motor speed is as follows: Figure 8The method shown is a schematic diagram of the implementation process of a method for determining the target speed of a motor provided in an embodiment of this application. The method may specifically include the following steps: S801 calculates the difference between the target damper speed and the current damper speed after filtering to obtain the equivalent compensation speed.

[0106] S802, obtain the hydraulic area of ​​the working chamber of the shock absorber, multiply the hydraulic area of ​​the working chamber of the shock absorber by the equivalent compensation speed to obtain the equivalent compensation flow rate.

[0107] S803: Obtain the displacement per revolution of the electro-hydraulic pump, divide the equivalent compensation flow rate by the displacement per revolution of the electro-hydraulic pump, and obtain the target speed of the motor.

[0108] In this embodiment, this section describes the complete conversion process of the target motor speed under the combined control mode. First, the difference between the target damper speed and the current damper speed after filtering is calculated as the equivalent compensation speed; then, the equivalent compensation flow rate required from the electro-hydraulic pump is calculated based on the hydraulic area of ​​the damper's working chamber; finally, the flow rate is converted into the target motor speed using the pump's own displacement per revolution.

[0109] Equivalent compensation speed ,in, For the target vibration damper speed, The current vibration damper speed after filtering; equivalent compensation flow rate. Where S is the hydraulic area of ​​the working chamber of the shock absorber; the target speed of the motor r = Q / L, where L is the displacement per revolution of the electro-hydraulic pump, and is an inherent parameter of the pump body.

[0110] This conversion method is based on the inherent hardware parameters such as the hydraulic area of ​​the shock absorber's working chamber and the displacement per revolution of the electro-hydraulic pump to perform physical derivation. It directly converts the equivalent compensation speed required by the shock absorber into the target speed of the motor without relying on a large number of multi-dimensional mapping lookup tables. This reduces the workload of actual vehicle calibration, saves controller storage resources, and ensures that the output flow of the electro-hydraulic pump matches the active compensation requirements, thereby improving the control accuracy of the active force. At the same time, the hardware parameters are directly determined with the components, and only the corresponding parameter values ​​need to be modified when changing the hardware platform. The algorithm has good portability.

[0111] It should be noted that because the motor rotation will produce vibration and noise, after obtaining the speed r, it is necessary to combine the motor power, durability and vibration and acoustic roughness performance of the active suspension system to limit the maximum value of the final achieved speed. The limit can be based on two-dimensional lookup table calibration of the achieving force and the shock absorber speed. The final speed parameters are determined through actual vehicle calibration to ensure that when the achieving force or the shock absorber speed is large, the motor speed requirement is within a range that performs well in the above three dimensions.

[0112] S506 controls the corresponding tension chamber solenoid valve, compression chamber solenoid valve, and drive motor in the suspension system according to the control current of the tension chamber solenoid valve, the control current of the compression chamber solenoid valve, and the target speed of the motor.

[0113] In this embodiment of the application, the three sets of control quantities obtained in S505 are sent to the corresponding hardware actuators. The solenoid valve regulates the flow in the chamber to generate passive damping force, and the motor drives the electro-hydraulic pump to output active force. The two work together to make the shock absorber output a suspension force that matches the target requested force.

[0114] For example, 0A is output to the tension chamber solenoid valve and 1.1A is output to the compression chamber solenoid valve, driving the motor to run at the calculated target speed; the passive damping force is superimposed on the active compensation force provided by the motor, and the actual output force of the shock absorber is close to 1400N, matching the target request force of the upper layer.

[0115] By using a two-stage damping mapping lookup table, the target current of the solenoid valve and the passive damping force that the vibration damper can output are obtained sequentially. This allows for an assessment of whether passive damping alone can meet the target force requirement, providing a quantitative basis for subsequent control mode switching. The mode determination logic relies on a pre-calibrated mapping relationship, making the calculation simple and real-time, which facilitates the controller to quickly identify the operating conditions and lays the foundation for switching between solenoid valve individual control and solenoid valve motor joint control.

[0116] After obtaining the theoretical value of the target speed of the motor, it is also necessary to determine the actual rotation direction of the drive motor to achieve directional pumping of the hydraulic medium. Based on this, such as Figure 9 The diagram shown is a schematic representation of the implementation flow of a drive motor control method provided in this application. The method may specifically include the following steps: S901, based on the direction of the target requested force, determines the compensation chamber from the tension chamber and the compression chamber.

[0117] S902, the rotation direction of the drive motor is determined according to the compensation chamber so that the pumping direction of the electro-hydraulic pump corresponds to the compensation chamber.

[0118] S903 controls the drive motor to run at the target motor speed and rotation direction, and drives the electro-hydraulic pump to input the working medium with the corresponding flow rate into the compensation chamber.

[0119] In this embodiment, after calculating the motor speed, it is also necessary to determine the actual rotation direction of the motor. The compensation chamber requiring oil replenishment is selected based on the direction of the target requested force. Then, the compensation chamber is matched to the motor's rotation direction to ensure that the electro-hydraulic pump can deliver the working medium to the target compensation chamber. Finally, the motor is controlled to operate according to the calculated target motor speed and the determined rotation direction to achieve directional oil compensation.

[0120] For example, if the target requested force is +200N and the direction of the requested force is downward, the compensation chamber is determined to be the compression chamber; the matching motor rotates in the forward direction, so that the oil outlet of the electro-hydraulic pump is connected to the compression chamber; the theoretical target speed of the motor is calculated to be 3120rpm, the controller outputs a command to control the drive motor to run in the forward direction at 3120rpm, and the electro-hydraulic pump inputs the corresponding flow of hydraulic oil into the compression chamber to provide active compensation force in the compression direction.

[0121] For example, if the target requested force is -200N and the direction of the requested force is upward, the compensation chamber is determined to be the tension chamber; the matching motor rotates in the opposite direction so that the oil outlet of the electro-hydraulic pump is connected to the tension chamber; assuming that the calculated target speed of the motor is 2400rpm, the controller outputs a command to control the drive motor to run in the opposite direction at 2400rpm, and the electro-hydraulic pump inputs the corresponding flow of hydraulic oil into the tension chamber to provide active compensation force in the tension direction.

[0122] This allows for controllable output direction of the active force, preventing suspension control anomalies caused by reversed active force and improving the reliability of the hydraulic fully active suspension control logic. The speed controls the amplitude of the compensation force, and the steering controls the oil replenishment chamber. The two work together to ensure that the magnitude and direction of the output active force match the target request force sent from the upper layer, improving the overall control accuracy of the suspension. This logic reuses existing target request force signals, eliminating the need for new hardware sensing devices, simplifying the control chain, and facilitating the implementation of the controller.

[0123] Corresponding to the above method embodiments, this application also provides a suspension system control device, which may include: a parameter determination module and a system control module.

[0124] The parameter determination module is used to determine the control current of the tension chamber solenoid valve, the control current of the compression chamber solenoid valve, and the target speed of the motor according to the control mode corresponding to the suspension system. The system control module is used to control the corresponding tension chamber solenoid valve, compression chamber solenoid valve and drive motor in the suspension system according to the control current of the tension chamber solenoid valve, the control current of the compression chamber solenoid valve and the target speed of the motor.

[0125] This application also provides a vehicle, such as... Figure 10 As shown, it includes a processor 1001, a communication interface 1002, a memory 1003, and a communication bus 1004, wherein the processor 1001, the communication interface 1002, and the memory 1003 communicate with each other through the communication bus 1004. Memory 1003 is used to store computer programs; When processor 1001 executes a program stored in memory 1003, it performs the following steps: Based on the control mode corresponding to the suspension system, determine the control current of the tension chamber solenoid valve, the control current of the compression chamber solenoid valve, and the target speed of the motor; according to the control current of the tension chamber solenoid valve, the control current of the compression chamber solenoid valve, and the target speed of the motor, control the corresponding tension chamber solenoid valve, compression chamber solenoid valve, and drive motor in the suspension system respectively.

[0126] The communication bus mentioned in the above vehicles can be a Peripheral Component Interconnect (PCI) bus or an Extended Industry Standard Architecture (EISA) bus, etc. This communication bus can be divided into address bus, data bus, control bus, etc. For ease of illustration, only one thick line is used to represent it in the diagram, but this does not indicate that there is only one bus or one type of bus.

[0127] The communication interface is used for communication between the aforementioned vehicle and other devices.

[0128] 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.

[0129] 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.

[0130] In another embodiment provided in this application, a storage medium is also provided, which stores instructions that, when run on a computer, cause the computer to execute any of the suspension system control methods described in the above embodiments.

[0131] In another embodiment provided in this application, a computer program product containing instructions is also provided, which, when run on a computer, causes the computer to execute any of the suspension system control methods described in the above embodiments.

[0132] In the above embodiments, implementation can be achieved entirely or partially through software, hardware, firmware, or any combination thereof. When implemented using software, it can be implemented entirely or partially in the form of a computer program product. The computer program product includes one or more computer instructions. When the computer program instructions are loaded and executed on a computer, all or part of the processes or functions described in the embodiments of this application are generated. The computer can be a general-purpose computer, a special-purpose computer, a computer network, or other programmable device. The computer instructions can be stored in a storage medium or transmitted from one storage medium to another. For example, the computer instructions can be transmitted from one website, computer, server, or data center to another website, computer, server, or data center via wired (e.g., coaxial cable, fiber optic, digital subscriber line (DSL)) or wireless (e.g., infrared, wireless, microwave, etc.) means. The storage medium can be any available medium that a computer can access or a data storage device such as a server or data center that integrates one or more available media. The available medium can be a magnetic medium (e.g., floppy disk, hard disk, magnetic tape), an optical medium (e.g., DVD), or a semiconductor medium (e.g., solid state disk (SSD)).

[0133] 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, 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. Without further limitations, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes said element.

[0134] The various embodiments in this specification are described in a related manner. Similar or identical parts between embodiments can be referred to mutually. Each embodiment focuses on describing the differences from other embodiments. In particular, the system embodiments are basically similar to the method embodiments, so the description is relatively simple; relevant parts can be referred to the descriptions of the method embodiments.

[0135] The above description is merely a preferred embodiment of this application and is not intended to limit the scope of protection of this application. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this application are included within the scope of protection of this application.

Claims

1. A suspension system control method, characterized in that, The method includes: Based on the control mode corresponding to the suspension system, determine the control current of the tension chamber solenoid valve, the control current of the compression chamber solenoid valve, and the target speed of the motor; According to the control current of the tension chamber solenoid valve, the control current of the compression chamber solenoid valve, and the target speed of the motor, the corresponding tension chamber solenoid valve, compression chamber solenoid valve, and drive motor in the suspension system are controlled respectively.

2. The method according to claim 1, characterized in that, Before executing the method, the following is also included: Obtain the target requested force corresponding to the suspension system and the current shock absorber speed in the suspension system; The control mode corresponding to the suspension system is determined based on the target requested force and the current shock absorber speed.

3. The method according to claim 2, characterized in that, The step of determining the control mode corresponding to the suspension system based on the target requested force and the current shock absorber speed includes: Based on the target requested force and the current vibration damper speed, the pre-stored first damping force mapping relationship is queried to obtain the corresponding solenoid valve target current; Based on the target current of the solenoid valve and the current vibration damper speed, the pre-stored second damping force mapping relationship is queried to obtain the passive damping force that the vibration damper can achieve; By comparing the passive damping force with the target requested force, the control mode corresponding to the suspension system is determined based on the comparison result.

4. The method according to claim 3, characterized in that, The step of determining the control mode corresponding to the suspension system based on the comparison results includes: If the difference between the passive damping force and the target requested force is within a preset allowable range, then the solenoid valve individual control mode is determined as the control mode corresponding to the suspension system. If the difference between the passive damping force and the target requested force exceeds the preset allowable range, then the combined control mode of the solenoid valve and the motor is determined as the control mode corresponding to the suspension system.

5. The method according to claim 4, characterized in that, When the control mode is the solenoid valve individual control mode, determining the control current of the tension chamber solenoid valve, the control current of the compression chamber solenoid valve, and the target motor speed according to the control mode corresponding to the suspension system includes: Based on the direction of the target requested force, the working chamber solenoid valve and the non-working chamber solenoid valve are determined from the tension chamber solenoid valve and the compression chamber solenoid valve; The target current of the solenoid valve is determined as the control current of the working chamber solenoid valve, the preset minimum working current is determined as the control current of the non-working chamber solenoid valve, and the preset speed is set as the target speed of the motor.

6. The method according to claim 4, characterized in that, When the control mode is a combined solenoid valve and motor control mode, determining the control current of the tension chamber solenoid valve, the control current of the compression chamber solenoid valve, and the target motor speed according to the control mode corresponding to the suspension system includes: Based on the direction of the target requested force, the working chamber solenoid valve and the non-working chamber solenoid valve are determined from the tension chamber solenoid valve and the compression chamber solenoid valve; Set the target damper speed in the same direction as the target requested force; Based on the target vibration damper speed and the target requested force, the pre-stored first damping force mapping relationship is queried to obtain the control current of the working chamber solenoid valve; The preset minimum operating current is determined as the control current of the non-working chamber solenoid valve, and the target motor speed is calculated based on the difference between the target damper speed and the current damper speed.

7. The method according to claim 6, characterized in that, The setting of the target damper speed in the same direction as the target requested force includes: Based on the target requested force, the pre-stored speed mapping relationship is queried to obtain the corresponding target speed; The target velocity is defined as the target damper velocity in the same direction as the target requested force.

8. The method according to claim 6, characterized in that, The step of calculating the target motor speed based on the difference between the target damper speed and the current damper speed includes: The current shock absorber speed is subjected to low-pass filtering to obtain the filtered current shock absorber speed that retains the low-frequency motion components of the vehicle body. The low-pass filtering process is used to filter out the velocity fluctuation component corresponding to the high-frequency impact excitation of the road surface superimposed on the current vibration damper speed. The target motor speed is calculated based on the difference between the target damper speed and the current damper speed after filtering.

9. The method according to claim 8, characterized in that, The step of calculating the target motor speed based on the difference between the target damper speed and the current damper speed after filtering includes: The difference between the target vibration damper speed and the current vibration damper speed after filtering is calculated to obtain the equivalent compensation speed; Obtain the hydraulic area of ​​the working chamber of the shock absorber, and multiply the hydraulic area of ​​the working chamber of the shock absorber by the equivalent compensation speed to obtain the equivalent compensation flow rate; Obtain the displacement per revolution of the electro-hydraulic pump, and divide the equivalent compensation flow rate by the displacement per revolution of the electro-hydraulic pump to obtain the target speed of the motor.

10. The method according to claim 4, characterized in that, When the control mode is the combined control mode of the solenoid valve and the motor, the corresponding drive motor in the suspension system is controlled according to the target motor speed, including: Based on the direction of the target requested force, a compensation chamber is determined from the tension chamber and the compression chamber; The rotation direction of the drive motor is determined according to the compensation chamber so that the pumping direction of the electro-hydraulic pump corresponds to the compensation chamber. The drive motor is controlled to run at the target speed and in the direction of rotation, and the electro-hydraulic pump is driven to input the working medium with a corresponding flow rate into the compensation chamber.

11. A vehicle, characterized in that, It includes a processor, a communication interface, a memory, and a communication bus, wherein the processor, the communication interface, and the memory communicate with each other through the communication bus; Memory, used to store computer programs; A processor, when executing a program stored in memory, implements the method described in any one of claims 1-10.

Images