Vehicle control method and device, vehicle, and storage medium

Abstract

A vehicle control method, comprising: acquiring suspension real-time response information for a suspension of a vehicle; when it is determined on the basis of the suspension real-time response information that a current driving working condition of the vehicle is a pulse excitation working condition, determining a pulse excitation scenario for the pulse excitation working condition; and determining a damping control mode of an electrically controlled shock absorber having continuously-adjustable damping in the pulse excitation scenario, and controlling said electrically controlled shock absorber by means of the damping control mode. Also disclosed are a corresponding control device, a vehicle and a storage medium. The control method realizes generation of corresponding control policies for different pulse excitation scenarios to control an electronically controlled shock absorber having continuously-adjustable damping, thereby improving the control efficiency for the shock absorber.

Description

Vehicle control method and device, vehicle and storage medium

[0001] Cross-reference to related applications

[0002] This application is an international patent application of the Chinese patent application No. 202411089758.7 filed on August 8, 2024, the whole content of which is incorporated into the present application by reference. TECHNICAL FIELD

[0003] The present application relates to the technical field of vehicle shock absorption control, in particular to a vehicle control method, a vehicle control device, a vehicle and a computer readable storage medium. BACKGROUND

[0004] During the driving process of a vehicle, vertical movement of the vehicle may occur, for example, in order to control the driving speed of the vehicle in urban areas, it is necessary to set up a speed bump in the main densely populated road sections of the city, especially in the road sections and road junctions near schools, squares and other places with large traffic flow; for another example, there are inevitably pits, manhole covers and other scenes on the road, when the vehicle drives through the pits, manhole covers and other scenes, the vertical movement of the vehicle will occur, which may cause the passengers in the vehicle to feel uncomfortable, or in severe cases, may cause safety accidents to the passengers. SUMMARY

[0005] One of the purposes of the present application is to provide a vehicle control method to solve the problem of low control efficiency of the vehicle shock absorber in the prior art; the second purpose is to provide a vehicle control device; the third purpose is to provide a vehicle, and the fourth purpose is to provide a computer readable storage medium.

[0006] In order to achieve the above purpose, the technical scheme adopted by the present application is as follows:

[0007] A vehicle control method, the vehicle is configured with a continuously adjustable electronically controlled shock absorber, comprising:

[0008] Obtaining suspension real-time response information of the suspension of the vehicle;

[0009] When it is determined that the current driving condition of the vehicle is a pulse excitation condition based on the suspension real-time response information, determining a pulse excitation scene for the pulse excitation condition;

[0010] Determining the damping control mode of the continuously adjustable electronically controlled shock absorber in the pulse excitation scene, and controlling the continuously adjustable electronically controlled shock absorber through the damping control mode.

[0011] Further, the vehicle is configured with a vehicle self-perception system and a domain controller, the vehicle self-perception system comprises a suspension height sensor and a vehicle body acceleration sensing device, the continuously adjustable electronically controlled shock absorber comprises a sprung mass structure, the step of obtaining suspension real-time response information of the suspension of the vehicle comprises:

[0012] obtaining a suspension stroke actual change value of the continuously adjustable electronically controlled shock absorber through the suspension height sensor;

[0013] obtaining a sprung mass acceleration of the sprung mass structure through the vehicle body acceleration sensing device;

[0014] determining the suspension stroke actual change value and the sprung mass acceleration as the suspension real-time response information, and sending the suspension real-time response information to the domain controller.

[0015] Further, when it is determined based on the suspension real-time response information that the current driving condition of the vehicle is a pulse excitation condition, the step of determining a pulse excitation scenario for the pulse excitation condition comprises:

[0016] When it is determined by the domain controller that the sprung mass acceleration is greater than a preset sprung mass acceleration characteristic threshold value, and the absolute value of the suspension stroke actual change value is greater than a preset suspension height characteristic threshold value within a preset time threshold range, the pulse excitation scenario for the pulse excitation condition is determined.

[0017] Further, the pulse excitation scenario comprises a vehicle front axle slope driving stage, a vehicle front axle residual vibration stage, a vehicle rear axle slope driving stage and a vehicle rear axle residual vibration stage, and the step of determining the damping control mode of the continuously adjustable electronically controlled shock absorber in the pulse excitation scenario comprises:

[0018] determining a first target damping control mode of the continuously adjustable electronically controlled shock absorber in the vehicle front axle slope driving stage;

[0019] determining a second target damping control mode of the continuously adjustable electronically controlled shock absorber in the vehicle front axle residual vibration stage;

[0020] determining a third target damping control mode of the continuously adjustable electronically controlled shock absorber in the vehicle rear axle slope driving stage;

[0021] determining a fourth target damping control mode of the continuously adjustable electronically controlled shock absorber in the vehicle rear axle residual vibration stage.

[0022] Further, the step of determining the first target damping control mode of the continuously adjustable electronically controlled shock absorber in the vehicle front axle slope driving stage comprises:

[0023] acquire a first target time point at which the front axle of the vehicle enters the vehicle front axle slope driving stage, and identify a second target time point at which the vehicle is in the vehicle front axle slope driving stage;

[0024] from the first target time point to the second target time point, determine the first target damping control mode as a normal road surface damping mode for the front axle and the rear axle of the vehicle.

[0025] Further, the step of determining the second target damping control mode of the continuously adjustable damping electric control shock absorber in the vehicle front axle residual vibration stage includes:

[0026] acquire the second target time point at which the vehicle is in the vehicle front axle slope driving stage;

[0027] from the second target time point, determine the second target damping control mode as a hard damping mode for the front axle and an auxiliary damping mode for the rear axle of the vehicle.

[0028] Further, the step of determining the third target damping control mode of the continuously adjustable damping electric control shock absorber in the vehicle rear axle slope driving stage includes:

[0029] acquire a first target time point at which the front axle of the vehicle enters the vehicle front axle slope driving stage;

[0030] from the first target time point, acquire vehicle driving state information of the vehicle;

[0031] determine a first travel distance of the vehicle from the first target time point based on the vehicle driving state information;

[0032] when the difference between the first travel distance and the wheelbase of the vehicle is less than a preset distance threshold, determine the third target damping control mode as a soft damping mode for the rear axle of the vehicle.

[0033] Further, the step of determining the fourth target damping control mode of the continuously adjustable damping electric control shock absorber in the vehicle rear axle residual vibration stage includes:

[0034] acquire the second target time point at which the vehicle is in the vehicle front axle slope driving stage;

[0035] determine a second travel distance of the vehicle from the first target time point to the second target time point based on the vehicle driving state information;

[0036] determine the pulse excitation contour development length through the second travel distance;

[0037] when the first distance is less than a preset distance threshold, determining a third distance of the vehicle based on the vehicle driving state information;

[0038] when the third distance is equal to a preset ratio of the pulse excitation profile development length, determining the fourth target damping control mode as a hard damping mode for the rear axle of the vehicle.

[0039] Further, the vehicle control device further comprises:

[0040] acquiring an opening duration of the hard damping mode for the rear axle of the vehicle;

[0041] when the opening duration exceeds a preset duration threshold, determining the damping control mode of the continuously variable damping electronically controlled shock absorber as a normal road damping mode for the front axle and the rear axle of the vehicle.

[0042] A vehicle control device, the vehicle being configured with a continuously variable damping electronically controlled shock absorber, comprising:

[0043] a suspension real-time response information acquisition module, configured to acquire suspension real-time response information of a suspension of the vehicle;

[0044] a pulse excitation scene determination module, configured to determine a pulse excitation scene for a pulse excitation working condition of the vehicle when it is determined that the current driving working condition of the vehicle is the pulse excitation working condition based on the suspension real-time response information;

[0045] a damping control mode determination module, configured to determine a damping control mode of the continuously variable damping electronically controlled shock absorber in the pulse excitation scene, and control the continuously variable damping electronically controlled shock absorber through the damping control mode.

[0046] A vehicle, comprising:

[0047] one or more processors;

[0048] and one or more machine-readable media having stored thereon instructions, which, when executed by the one or more processors, cause the vehicle to perform one or more of the methods described above.

[0049] A computer-readable storage medium having stored thereon instructions, which, when executed by one or more processors, cause the processors to perform the methods described in the embodiments of the present application.

[0050] The beneficial effects of the present application are:

[0051] The embodiment of the present application acquires suspension real-time response information of the suspension of the vehicle, determines a pulse excitation scene for the pulse excitation working condition when it is determined that the current driving working condition of the vehicle is the pulse excitation working condition based on the suspension real-time response information, determines the damping control mode of the continuously variable electronically controlled shock absorber in the pulse excitation scene, and controls the continuously variable electronically controlled shock absorber through the damping control mode, so that the corresponding control strategy is generated for different pulse excitation scenes to control the continuously variable electronically controlled shock absorber, thereby improving the control efficiency of the shock absorber. BRIEF DESCRIPTION OF DRAWINGS

[0052] Fig. 1 is a step flow chart of a vehicle control method provided in the embodiment of the present application;

[0053] Fig. 2 is a structural schematic diagram of a shock absorber control system provided in the embodiment of the present application;

[0054] Fig. 3 is a driving process segmentation diagram provided in the embodiment of the present application;

[0055] Fig. 4 is a flow schematic diagram of a vehicle control method provided in the embodiment of the present application;

[0056] Fig. 5 is a schematic diagram of a pulse excitation scene identification flag provided in the embodiment of the present application;

[0057] Fig. 6 is a vehicle passing through an excitation road surface moment and shock absorber mode triggering diagram provided in the embodiment of the present application;

[0058] Fig. 7 is a structural block diagram of a vehicle control device provided in the embodiment of the present application. DETAILED DESCRIPTION

[0059] The embodiments of the present application will be described hereinafter with reference to the drawings and preferred embodiments, and other advantages and effects of the present application can be easily understood by those skilled in the art from the contents disclosed in the present specification. The present application can also be implemented or applied by other different specific embodiments, and various modifications or changes can be made to the details in the present specification based on different views and applications without departing from the spirit of the present application. It should be understood that the preferred embodiments are only for illustrating the present application, but not for limiting the protection scope of the present application.

[0060] It should be noted that the diagrams provided in the following embodiments only illustrate the basic concept of the present application in a schematic manner, and only the components related to the present application are shown in the diagrams, but not the number, shape and size of the components when actually implemented. The type, number and proportion of the components when actually implemented can be arbitrarily changed, and the layout type of the components can also be more complex.

[0061] In a specific implementation, in order to control the driving speed of the vehicle in the city, it is necessary to set up a speed reduction zone near the main densely populated road sections in the city, especially the road sections and road intersections with large amounts of people and vehicles such as schools and squares. In addition, there are inevitably pits, manhole covers and other scenes on the road. When the vehicle passes through the pits, manhole covers and other scenes, the vertical movement of the vehicle may occur, which may cause the passengers in the vehicle to feel uncomfortable, or in severe cases, may cause safety accidents to the passengers.

[0062] Referring to FIG. 1, a step flowchart of a vehicle control method provided in an embodiment of the present application is shown, which can specifically include the following steps:

[0063] Step 101, obtaining suspension real-time response information of a suspension of the vehicle;

[0064] Step 102, when determining that the current driving condition of the vehicle is a pulse excitation condition based on the suspension real-time response information, determining a pulse excitation scene for the pulse excitation condition;

[0065] Step 103, determining a damping control mode of the continuously adjustable electronically controlled shock absorber in the pulse excitation scene, and controlling the continuously adjustable electronically controlled shock absorber through the damping control mode.

[0066] ECDC shock absorber (Electronically Controlled Damping Controler), also known as continuously adjustable electronically controlled shock absorber, is a shock absorber that uses electronic control technology to adjust the damping characteristics. Compared with traditional mechanical or hydraulic shock absorbers, ECDC shock absorber has the following advantages:

[0067] Fast response speed: ECDC shock absorber can adjust the damping in real time according to the road conditions, with fast response speed, which can effectively suppress the body vibration.

[0068] High control precision: ECDC shock absorber can finely adjust the damping through the electronic control system, achieving more precise control effect.

[0069] Various functions: ECDC shock absorber can realize various functions, such as comfort mode, sports mode, off-road mode, etc., to meet different driving needs.

[0070] Referring to FIG. 2, FIG. 2 is a structural schematic diagram of a shock absorber control system provided in an embodiment of the present application;

[0071] The embodiment of the present application can be applied to a vehicle, which can be configured with a shock absorber control system, and the shock absorber control system can include a vehicle self-perception system, a vehicle state acquisition module, a domain controller, and a semi-active shock absorber including a continuously adjustable electronically controlled shock absorber.

[0072] The suspension real-time response information of the vehicle suspension can be obtained by the vehicle self-perception system, and the suspension real-time response information can be information for feeding back the suspension operating condition. For example, the suspension real-time response information can include a suspension stroke actual change value, a sprung mass acceleration, an unsprung mass acceleration, and the like.

[0073] When the vehicle self-perception system obtains the suspension real-time response information of the vehicle suspension, the suspension real-time response information can be sent to the domain controller. The domain controller can determine whether the current driving condition of the vehicle is a pulse excitation condition based on the suspension real-time response information after obtaining the suspension real-time response information of the vehicle suspension.

[0074] The domain controller is built-in with a program. When it is determined that the current driving condition of the vehicle is a pulse excitation condition based on the suspension real-time response information, the pulse excitation scene for the pulse excitation condition can be determined according to the special features presented in the pulse excitation scene. For example, the pulse excitation scene can include a vehicle front axle slope driving stage, a vehicle front axle residual vibration stage, a vehicle rear axle slope driving stage, a vehicle rear axle residual vibration stage, and the like.

[0075] For different pulse excitation scenes, the damping continuous adjustable electric control shock absorber can be controlled by the corresponding control strategy generated for the different pulse excitation scenes.

[0076] In the embodiment, the suspension real-time response information of the vehicle suspension is obtained. When it is determined that the current driving condition of the vehicle is a pulse excitation condition based on the suspension real-time response information, the pulse excitation scene for the pulse excitation condition is determined. The damping control mode of the damping continuous adjustable electric control shock absorber in the pulse excitation scene is determined, and the damping continuous adjustable electric control shock absorber is controlled through the damping control mode. Thus, the corresponding control strategy for different pulse excitation scenes is generated to control the damping continuous adjustable electric control shock absorber, thereby improving the control efficiency of the shock absorber.

[0077] On the basis of the above-mentioned embodiments, variant embodiments of the above-mentioned embodiments are proposed. It should be noted that, in order to make the description brief, only the differences between the variant embodiments and the above-mentioned embodiments are described in the variant embodiments.

[0078] The damping continuous adjustable electric control shock absorber includes a variable damping shock absorber, a sprung mass structure, a suspension spring, and an unsprung mass structure.

[0079] The sprung mass structure is located above the suspension spring.

[0080] The unsprung mass structure is located below the suspension spring.

[0081] The sprung mass structure is connected to the unsprung mass structure through the suspension spring.

[0082] The variable damping shock absorber is arranged between the sprung mass structure and the unsprung mass structure.

[0083] The unsprung mass structure is connected to the wheel of the vehicle.

[0084] The vehicle is configured with a vehicle self-sensing system and a domain controller, the vehicle self-sensing system includes a suspension height sensor and a vehicle body acceleration sensing device, and the step of acquiring suspension real-time response information of the suspension of the vehicle includes:

[0085] The suspension stroke actual change value of the continuously variable damping electronically controlled shock absorber is acquired by the suspension height sensor.

[0086] The unsprung mass acceleration of the unsprung mass structure is acquired by the vehicle body acceleration sensing device.

[0087] The suspension stroke actual change value and the unsprung mass acceleration are determined as the suspension real-time response information, and the suspension real-time response information is sent to the domain controller.

[0088] In a specific implementation, the continuously variable damping electronically controlled shock absorber includes a variable damping shock absorber, a sprung mass structure, a suspension spring, and an unsprung mass structure.

[0089] The sprung mass structure is located above the suspension spring.

[0090] The unsprung mass structure is located below the suspension spring.

[0091] The sprung mass structure is connected to the unsprung mass structure through the suspension spring, and the stiffness of the suspension spring is k.

[0092] The variable damping shock absorber is arranged between the sprung mass structure and the unsprung mass structure, and the damping of the variable damping shock absorber is c(t).

[0093] The unsprung mass structure is connected to the wheel of the vehicle, and the wheel can be regarded as an elastic element with a stiffness of k t , and the wheel is in contact with the ground.

[0094] The suspension height sensor, also known as the vehicle body height sensor, is mainly used to measure the distance between the vehicle body and the axle, i.e. the suspension height. Its signal can be used for the following purposes:

[0095] Automatic ride height adjustment: On vehicles equipped with air suspension or hydraulic suspension, the suspension height sensor can provide a feedback signal to control the suspension system to automatically adjust the ride height, keeping the vehicle level or adjusting the ride height according to different driving conditions.

[0096] Brake light force adjustment: On some vehicles, the suspension height sensor signal can be used to adjust the brake light force, which will increase accordingly when the vehicle is fully loaded or towing heavy objects, to improve braking effect.

[0097] Anti-bottoming: On some off-road vehicles, the suspension height sensor can be used to monitor the vehicle height, and when the vehicle height is too low, a warning can be given to the driver to prevent the vehicle from bottoming out.

[0098] Vehicle body acceleration sensor, also known as longitudinal acceleration sensor or vertical acceleration sensor, is mainly used to measure the acceleration of the vehicle body in the vertical direction. Its signal can be used for the following purposes:

[0099] Road condition recognition: By analyzing the vehicle body acceleration signal, the road condition type can be identified, such as concave-convex road, bumpy road, etc., and the suspension damping or other control strategies of the vehicle can be adjusted according to the road condition.

[0100] Electronic stability control system (ESC): The vehicle body acceleration sensor is one of the important sensors of the ESC system, which can provide vehicle lateral and longitudinal acceleration information to detect the risk of vehicle loss of control and take intervention measures, such as braking specific wheels or reducing engine torque.

[0101] Traction control system (TCS): The vehicle body acceleration sensor can be used to monitor the wheel slip condition and provide feedback signal to the TCS system to control the engine torque or brake the slipping wheel to prevent the vehicle from losing traction.

[0102] In a specific implementation, the vehicle self-sensing system includes a suspension height sensor and a vehicle body acceleration sensing device, and the embodiment of the present application can determine the suspension travel change value caused by the scene of the front axle suspension of the vehicle through the suspension height sensor. Considering the vehicle equipped with air springs, when the air spring height mode is selected differently, the suspension is adjusted to different initial height H0 under normal road scene, when the vehicle drives to the pulse excitation scene, the actual suspension travel change value H d The difference between the real-time suspension height H and the initial suspension height H0 of the suspension under different modes of the air spring; at the same time, the sprung mass acceleration of the sprung mass structure can also be obtained through the vehicle body acceleration sensing device.

[0103] In another optional embodiment of the present application, only the vehicle body acceleration sensing device can be used to determine the actual suspension travel change value and the sprung mass acceleration.

[0104] Optionally, the suspension real-time response information includes raw sprung mass acceleration and raw unsprung mass acceleration obtained by the vehicle body acceleration sensing device, and the domain controller can be configured to:

[0105] The raw sprung mass acceleration, the preset factor parameter and the preset offset are used to determine the sprung mass acceleration.

[0106] The raw unsprung mass acceleration, the preset factor parameter and the preset offset are used to determine the unsprung mass acceleration.

[0107] The sprung mass displacement data for the sprung mass are calculated by the sprung mass acceleration.

[0108] The unsprung mass displacement data for the unsprung mass are calculated by the unsprung mass acceleration.

[0109] The suspension deformation displacement for the continuously variable electronically controlled shock absorber is calculated by the sprung mass displacement data and the unsprung mass displacement data.

[0110] In actual application, since the raw sprung mass acceleration and the raw unsprung mass acceleration obtained by the domain controller are the measurement values of physical quantities, which are raw data and cannot be directly used, before the target damping value for the variable damping shock absorber is calculated, the raw data need to be converted into common units by combining the raw data with the preset factor parameter factor. Optionally, after the raw sprung mass acceleration and the raw unsprung mass acceleration are converted into common units of sprung mass acceleration and unsprung mass acceleration, it can also be confirmed whether the processed unit sprung mass acceleration and the unsprung mass acceleration are within a reasonable preset range. If the data exceeds the reasonable preset range, the preset factor parameter factor can be re-adjusted or it can be checked whether an error occurs in the data acquisition process.

[0111] The raw sprung mass acceleration, the preset factor parameter and the preset offset are used to determine the sprung mass acceleration, which can be realized by formula 1.

[0112] Formula 1: ProcessedData = PreData · factor + offset

[0113] Wherein ProcessedData is the sprung mass acceleration, PreData is the raw sprung mass acceleration, factor is the preset factor parameter, and offset is the preset offset.

[0114] The raw unsprung mass acceleration, the preset factor parameter and the preset offset are used to determine the unsprung mass acceleration, which can be realized by formula 2.

[0115] Formula 2: ProcessedData = PreData*factor+offset

[0116] Wherein, ProcessedData is the sprung mass acceleration, PreData is the original sprung mass acceleration, factor is a preset factor parameter, and offset is a preset offset.

[0117] The actual suspension stroke change value can be obtained by Formula 3.

[0118] Formula 3: Z def = Z-Z t

[0119] Wherein, Z is the sprung mass displacement data, and Z t is the unsprung mass displacement data.

[0120] The actual suspension stroke change value and the sprung mass acceleration are determined as the suspension real-time response information, and the suspension real-time response information is sent to the domain controller.

[0121] In the embodiment of the application, the actual suspension stroke change value of the continuously adjustable electronically controlled shock absorber is obtained by the suspension height sensor, the sprung mass acceleration of the sprung mass structure is obtained by the vehicle body acceleration sensing device, the actual suspension stroke change value and the sprung mass acceleration are determined as the suspension real-time response information, and the suspension real-time response information is sent to the domain controller, so that the acquisition efficiency of the actual suspension stroke change value and the sprung mass acceleration is improved.

[0122] In an optional embodiment of the application, when it is determined based on the suspension real-time response information that the current driving condition of the vehicle is the pulse excitation condition, the step of determining the pulse excitation scene for the pulse excitation condition comprises:

[0123] When it is determined by the domain controller that the sprung mass acceleration is greater than a preset sprung mass acceleration characteristic threshold value, and the absolute value of the actual suspension stroke change value is greater than a preset suspension height characteristic threshold value within a preset time threshold range, the pulse excitation scene for the pulse excitation condition is determined.

[0124] In a specific implementation, when the vehicle enters the pulse excitation scene, the absolute value of the actual suspension stroke change value reaches a maximum when the vehicle reaches the top or bottom of a slope, and the sprung mass acceleration reaches a maximum at the second peak, so the actual suspension stroke change value and the sprung mass acceleration can be used for signal recognition.

[0125] Since the sprung mass acceleration and the actual change value of the suspension stroke do not reach the characteristic threshold value at the same time when the vehicle travels to the pulse excitation section, the absolute value of the actual change value of the suspension stroke is greater than the preset suspension height characteristic threshold value when the sprung mass acceleration is greater than the preset sprung mass acceleration characteristic threshold value within the preset time threshold value, at this time, it can be determined that the current driving condition of the vehicle is the pulse excitation condition, and the pulse excitation scene is started to be automatically identified. The preset suspension height characteristic threshold value can be determined by the vehicle speed and the air spring height mode.

[0126] In the embodiment of the application, when the domain controller determines that the sprung mass acceleration is greater than the preset sprung mass acceleration characteristic threshold value, and the absolute value of the actual change value of the suspension stroke is greater than the preset suspension height characteristic threshold value within the preset time threshold value, the pulse excitation scene for the pulse excitation condition is determined, so that the shock absorber intervention control is realized under reasonable conditions, and the control efficiency of the shock absorber is further improved.

[0127] In an optional embodiment of the application, the pulse excitation scene includes a vehicle front axle slope driving stage, a vehicle front axle residual vibration stage, a vehicle rear axle slope driving stage and a vehicle rear axle residual vibration stage, and the step of determining the damping control mode of the continuously variable electronically controlled shock absorber in the pulse excitation scene includes:

[0128] determining a first target damping control mode of the continuously variable electronically controlled shock absorber in the vehicle front axle slope driving stage;

[0129] determining a second target damping control mode of the continuously variable electronically controlled shock absorber in the vehicle front axle residual vibration stage;

[0130] determining a third target damping control mode of the continuously variable electronically controlled shock absorber in the vehicle rear axle slope driving stage;

[0131] determining a fourth target damping control mode of the continuously variable electronically controlled shock absorber in the vehicle rear axle residual vibration stage.

[0132] The embodiment of the application can perform stage decomposition on the pulse excitation scene, segment the vehicle driving process into a vehicle front axle slope driving stage, a vehicle front axle residual vibration stage, a vehicle rear axle slope driving stage and a vehicle rear axle residual vibration stage, and execute different control strategies for different stages to realize efficient control of the shock absorber.

[0133] In an optional embodiment of the application, the step of determining the first target damping control mode of the continuously variable electronically controlled shock absorber in the vehicle front axle slope driving stage includes:

[0134] acquire a first target time point at which a front axle of the vehicle enters the front axle slope driving stage, and identify a second target time point at which the vehicle is in the front axle slope driving stage;

[0135] from the first target time point to the second target time point, the first target damping control mode is determined as a normal road surface damping mode for both the front axle and the rear axle of the vehicle.

[0136] The vehicle front axle climbing stage is a stage in which the vehicle enters the scene and the scene is identified according to the actual change value of the suspension stroke and the sprung mass acceleration. The judgment that the vehicle enters the convex scene is based on the change characteristic that the value of the sprung mass acceleration is not an integer at the previous time point and is an integer at the current time point, and whether the pulse excitation scene can be identified within a certain time is combined to confirm whether the current time is the pulse excitation entering time t0.

[0137] In a specific implementation, the present embodiment can record the time length between the trigger time (the first target time point) t0 and the time at which the front axle automatically identifies the pulse excitation scene (the second target time point) t1 as t p , and record the real-time data such as the vehicle speed and the front axle damper speed in the period from t0 to t1.

[0138] When the front axle automatically identifies the pulse excitation scene, the vehicle is at the climbing peak, and the first target damping control mode is determined as a normal road surface damping mode for both the front axle and the rear axle of the vehicle in the period from the trigger time t0 to the time at which the front axle automatically identifies the pulse excitation scene t1. The above example is only an example, and the same method can be used for the concave scene.

[0139] In an optional embodiment of the present application, the step of determining the second target damping control mode of the continuously adjustable electronically controlled damper in the vehicle front axle residual vibration stage comprises:

[0140] acquire the second target time point at which the vehicle is in the front axle slope driving stage;

[0141] from the second target time point, the second target damping control mode is determined as a hard damping mode for the front axle and an auxiliary damping mode for the rear axle of the vehicle.

[0142] In a specific implementation, after the front axle automatically identifies the pulse excitation scene t1, the vehicle enters the vehicle front axle residual vibration stage, in which the front axle is in a hard damping mode, and the damping coefficient of the hard damping mode and the damper speed and the vehicle speed can be obtained by looking up a table. The rear axle damping is in an auxiliary damping state.

[0143] In an alternative embodiment of the present application, the step of determining the third target damping control mode of the continuously adjustable electronically controlled shock absorber in the vehicle rear axle slope driving stage comprises:

[0144] A first target time when the front axle of the vehicle enters the vehicle front axle slope driving stage is obtained;

[0145] Vehicle driving state information of the vehicle is obtained from the first target time as the starting point;

[0146] A first distance traveled by the vehicle from the first target time is determined based on the vehicle driving state information;

[0147] When the difference between the first distance traveled and the wheelbase of the vehicle is less than a preset distance threshold, the third target damping control mode is determined as a soft damping mode for the rear axle of the vehicle.

[0148] In a specific implementation, the vehicle state acquisition module of the embodiment of the present application is responsible for acquiring real-time vehicle speed, braking state, longitudinal acceleration, lateral acceleration, steering wheel angle and other vehicle driving state information;

[0149] The speed accumulation method is a method of calculating distance by accumulating acceleration values, which is commonly used in the measurement of vehicle driving distance. The basic principle is that:

[0150] In a short period of time, the acceleration can be considered constant, and the distance is equal to the speed multiplied by the time, so the distance can be calculated by the speed accumulation method through the following steps: obtaining the instantaneous speed value of the vehicle, multiplying the instantaneous speed value by the time interval to obtain the driving distance in the time interval, and accumulating the driving distances in all time intervals to obtain the total driving distance.

[0151] The advantages of the speed accumulation method are:

[0152] The structure is simple and easy to implement.

[0153] The measurement accuracy is high and is not affected by factors such as wheel slip.

[0154] The embodiment of the present application can use the speed accumulation method to calculate the distance, and use the vehicle cumulative distance greater than the preset distance threshold as the trigger condition for the clear0 processing, to prevent data overflow.

[0155] When the first distance is less than a preset distance threshold from the difference between the first distance and the wheelbase of the vehicle, it is determined that the rear axle of the vehicle will soon enter the pulse excitation road surface and enter the vehicle rear axle residual vibration stage, and the soft damping mode control is performed on the rear axle shock absorber, and the damping coefficient of the soft damping mode can be determined according to the shock absorber speed and the vehicle speed corresponding to the front axle climbing (or descending in the pit scene) stage through table lookup.

[0156] In an optional embodiment of the present application, the step of determining the fourth target damping control mode of the continuously adjustable electronically controlled shock absorber in the vehicle rear axle residual vibration stage comprises:

[0157] A second target time at which it is identified that the vehicle is in the vehicle front axle slope driving stage is acquired.

[0158] A second distance of the vehicle from the first target time to the second target time is determined based on the vehicle driving state information.

[0159] The pulse excitation shape development length is determined through the second distance.

[0160] When the first distance is less than a preset distance threshold from the difference between the first distance and the wheelbase of the vehicle, a third distance of the vehicle is determined based on the vehicle driving state information.

[0161] When the third distance is equal to a preset ratio of the pulse excitation shape development length, the fourth target damping control mode is determined as a hard damping mode for the rear axle of the vehicle.

[0162] In a specific implementation, the embodiment of the present application can calculate the second distance of the vehicle driving during the climbing process between the pulse excitation entering time t0 and the time t1 at which the vehicle pulse excitation scene is identified based on the vehicle speed information in the vehicle driving state information by using the speed accumulation method. The present inventors have found that the second distance is 0.5 times the pulse excitation shape development length, and then the pulse excitation shape development length is calculated.

[0163] When the first distance is less than a preset distance threshold from the difference between the first distance and the wheelbase of the vehicle, it is determined that the vehicle enters the vehicle rear axle slope driving stage, and at this time, the third distance of the vehicle can be calculated based on the vehicle speed information in the vehicle driving state information by using the speed accumulation method.

[0164] When the third travel distance reaches the pulse excitation profile development length, a fourth target damping control mode is determined as a hard damping mode for the rear axle of the vehicle. Illustratively, after entering the vehicle rear axle climbing stage, the vehicle enters the rear axle residual vibration stage after continuing to travel to 1 / 2 of the pulse excitation profile development length, the rear axle enters the residual vibration hard damping state, and the front axle adopts the auxiliary hard damping strategy, and the damping coefficients of the two can be obtained by different mapping table lookup according to the damper speed and the vehicle speed, respectively.

[0165] In an optional embodiment of the present application, further comprising:

[0166] Obtaining an opening duration of the hard damping mode for the rear axle of the vehicle;

[0167] When the opening duration exceeds a preset duration threshold, the damping control mode of the continuously adjustable electronically controlled shock absorber is determined as a normal road surface damping mode for the front axle and the rear axle of the vehicle.

[0168] In a specific implementation, when the opening duration of the rear axle in the residual vibration hard damping state and the front axle in the auxiliary hard damping exceeds a preset duration threshold, it can be determined that the vehicle is in normal driving, at this time, the damping control mode of the continuously adjustable electronically controlled shock absorber can be determined as a normal road surface damping mode for the front axle and the rear axle of the vehicle, which takes into account the vehicle comfort and handling.

[0169] In an optional embodiment of the present application, the suspension travel actual change value of the continuously adjustable electronically controlled shock absorber for a single side wheel is obtained through the suspension height sensor, and the sprung mass acceleration of the sprung mass structure for a single side wheel is obtained through the vehicle body acceleration sensing device.

[0170] In a specific implementation, considering that the vehicle may only have one front wheel entering the convex road surface scene, the above steps of determining the pulse excitation scene for the pulse excitation working condition and determining the damping control mode of the continuously adjustable electronically controlled shock absorber in the pulse excitation scene can be performed for the left and right wheels respectively, thereby realizing separate control of the left and right wheel dampings. When the function switch is turned on, if only one side wheel recognizes the pulse scene, the side wheel executes the self-control logic on that side, and the other side also executes the control logic on the opposite side. When the coaxial damping control is turned on and both sides of the damping control are enabled, both sides execute the self-control logic on that side, and the self-control has priority. When the coaxial damping control is not turned on, the damping on the pulse recognition side is self-controlled, and the damping on the non-pulse enabled side is not controlled.

[0171] In order for those skilled in the art to better understand the embodiments of the present application, the following describes the embodiments of the present application with an example.

[0172] Taking the damping control of the semi-active shock absorber in the convex scene as an example, the specific steps are as follows:

[0173] (1) In normal driving, the suspension control mode is in normal road mode, considering both vehicle comfort and handling.

[0174] (2) When the emergency steering, longitudinal acceleration (emergency braking), lateral acceleration and vehicle speed are too large, the damping adjustment function is inhibited in the convex scene to ensure vehicle stability.

[0175] (3) In braking conditions, whether the vehicle is braking is determined according to the longitudinal deceleration and the real-time pressure of the brake cylinder; if there is a deceleration process, the damping mode is switched from normal road mode to braking nod suppression mode. During braking, the vertical and pitch attitude of the vehicle body are combined to minimize the control target for two-degree-of-freedom coordinated control of vertical and pitch. If not braking, the vehicle normal driving mode is maintained.

[0176] Referring to FIG. 3, FIG. 3 is a driving process segmentation diagram provided in an embodiment of the present application;

[0177] (4) In the pulse excitation condition, in addition to the normal road mode of the vehicle, it is also divided into the front axle climbing stage of the vehicle (the concave scene is downhill), the front axle residual vibration stage, the rear axle climbing stage and the rear axle residual vibration stage.

[0178] Referring to FIG. 4, FIG. 4 is a flowchart of a vehicle control method provided in an embodiment of the present application; as shown in FIG. 4, the vehicle control method can include the following steps.

[0179] In step 401, the front and rear axles of the vehicle are in normal mode.

[0180] In step 402, it is determined whether the steering angle is too large and whether emergency braking occurs. If the steering angle is too large and emergency braking occurs, return to step 401, otherwise execute step 403 or step 404.

[0181] In step 403, it is determined whether the vehicle is braking and decelerating. If braking and deceleration occur, execute step 404, otherwise return to step 401.

[0182] In step 404, the front and rear wheel dampings are triggered to braking mode.

[0183] After step 404, enter the pulse excitation recognition stage.

[0184] 1) Pulse excitation identification: during vehicle driving, the domain controller collects the height sensor and body acceleration sensor data of the vehicle in real time, processes the vehicle unsprung mass acceleration, selects the air spring mode, and according to the actual change value of the suspension travel caused by the scene and the real-time response characteristics of the unsprung mass acceleration when the front axle enters the pulse excitation scene, automatically identifies the pulse excitation scene and identifies the time when the vehicle enters the pulse excitation scene.

[0185] The pulse excitation identification stage includes steps 405 and 406.

[0186] In step 405, it is judged whether the front wheel unsprung acceleration is greater than a threshold value. The threshold value here is a preset unsprung mass acceleration characteristic threshold value. Step 406 is executed in the case that the front wheel unsprung acceleration is greater than the threshold value and the time is less than a threshold value (such as a preset time threshold value), otherwise it returns to step 401.

[0187] In step 406, it is judged whether the height change value is greater than a threshold value. The threshold value here refers to a preset suspension height characteristic threshold value. If it is greater, step 407 is executed, otherwise it returns to step 401.

[0188] In step 407, the front wheel is in the residual vibration mode, the damping is actively triggered, the pulse residual vibration mode, and the rear axle is in the auxiliary damping mode.

[0189] In step 408, the rear wheel is calculated to pass through the pulse excitation, the rear wheel is in the soft damping mode, and the front wheel is in the auxiliary damping mode.

[0190] In step 409, the rear wheel is in the residual vibration mode, and the front axle is in the auxiliary damping mode.

[0191] In step 410, the holding time is greater than a threshold value. And return to step 401 in the case that the holding time is greater than the threshold value.

[0192] Referring to FIG. 5, FIG. 5 is a schematic diagram of a pulse excitation scene identification flag provided in an embodiment of the present application;

[0193] Taking the selection of the air spring motion mode as an example, the initial height of the suspension in the motion mode under the normal road scene is-25mm, the actual change value of the suspension travel caused by the scene and the unsprung mass acceleration when the front axle enters the pulse excitation scene are as shown in FIG. 5, the unsprung mass acceleration characteristic threshold value is set to 80m / s, and the absolute value of the actual change value of the suspension travel (suspension deformation displacement) is greater than the suspension height characteristic threshold value 50mm within the 0.1s time threshold value. The pulse excitation scene is identified, the flag position is true, as shown in FIG. 3, and it can be seen that the pulse identification time is the state that the suspension is compressed to the maximum when the vehicle climbs to the top of the slope. 2

[0194] ​The trigger time is identified in combination with the change characteristics of the spring-mass acceleration value and the pulse identification flag in the pulse excitation scene, as shown in the trigger time in Fig. 3.

[0195] The distance of 0.4 m driven by the vehicle in the climbing process is calculated, and the length of the pulse excitation profile is 0.8 m.

[0196] (4) Damping control

[0197] Referring to Figs. 4 and 6, Fig. 4 is a flowchart of a vehicle control method provided in an embodiment of the present application, and Fig. 6 is a diagram of a trigger time of a vehicle passing through an excitation road surface and a damper mode provided in an embodiment of the present application.

[0198] When the front axle automatically identifies the pulse excitation scene, the vehicle is at the climbing peak, and in the time period between the trigger time t0 and the time t1 when the front axle automatically identifies the pulse excitation scene, the front and rear axles are in the normal road surface damping mode.

[0199] After the front axle automatically identifies the pulse excitation scene, the vehicle enters the front axle residual vibration control phase, in which the front axle is in the hard damping mode, and the damping is looked up in a table according to the damper speed and the vehicle speed. The rear axle damping is in the auxiliary damping state.

[0200] When the vehicle front wheel enters the pulse excitation scene, the distance traveled by the vehicle after the time is less than a threshold value (0.5 m) minus the wheelbase (3.1 m), the rear axle will enter the above-mentioned pulse excitation road surface, and enter the rear axle climbing phase. After driving a distance of 0.4 m of the length of the pulse excitation profile, the rear axle enters the residual vibration phase.

[0201] In the rear axle climbing phase, the rear axle damper is controlled in the soft damping mode, and the soft damping value is looked up in a damping mapping table according to the corresponding damper speed and vehicle speed in the front axle climbing (pit scene as downhill) phase. The duration of the soft damping mode is 0.4 m of the rear axle wheel travel, and the rear axle enters the residual vibration hard damping state, and exits to the normal road surface state after a set time threshold. In the rear axle climbing process, the front axle damping is in the auxiliary soft damping state, and the rear axle is in the residual vibration state, the front axle adopts the auxiliary hard damping strategy, and the two are looked up in different mapping tables according to the damper speed and the vehicle speed.

[0202] Referring to Fig. 7, a structural block diagram of a vehicle control device provided in an embodiment of the present application is shown, which can specifically include the following modules:

[0203] The suspension real-time response information acquisition module 701 is configured to acquire suspension real-time response information of the vehicle.

[0204] The pulse excitation scene determination module 702 is configured to determine a pulse excitation scene for the pulse excitation condition when it is determined that the current driving condition of the vehicle is the pulse excitation condition based on the suspension real-time response information.

[0205] The damping control mode determination module 703 is configured to determine a damping control mode of the continuously variable damping electronically controlled shock absorber in the pulse excitation scene, and control the continuously variable damping electronically controlled shock absorber through the damping control mode.

[0206] For the device embodiment, it is basically similar to the method embodiment, and thus the description is relatively simple. For the relevant parts, refer to the description of the method embodiment.

[0207] The above embodiments are only preferred embodiments for fully illustrating the present application, and the protection scope of the present application is not limited thereto. Any equivalent replacement or transformation of the present application made by those skilled in the art based on the present application shall fall within the protection scope of the present application.

Claims

1. A vehicle control method characterized by, The vehicle is configured with a continuously adjustable damping electronically controlled shock absorber, comprising: obtaining suspension real-time response information of the suspension of the vehicle; when determining that the current driving condition of the vehicle is a pulse excitation condition based on the suspension real-time response information, determining a pulse excitation scene for the pulse excitation condition; determining the damping control mode of the continuously adjustable damping electronically controlled shock absorber in the pulse excitation scene, and controlling the continuously adjustable damping electronically controlled shock absorber through the damping control mode.

2. The method of claim 1, wherein, The vehicle is configured with a vehicle self-perception system and a domain controller, the vehicle self-perception system comprises a suspension height sensor and a vehicle body acceleration sensing device, the continuously adjustable damping electronically controlled shock absorber comprises a sprung mass structure, and the step of obtaining the suspension real-time response information of the suspension of the vehicle comprises: obtaining the actual change value of the suspension stroke of the continuously adjustable damping electronically controlled shock absorber through the suspension height sensor; obtaining the sprung mass acceleration of the sprung mass structure through the vehicle body acceleration sensing device; determining the actual change value of the suspension stroke and the sprung mass acceleration as the suspension real-time response information, and sending the suspension real-time response information to the domain controller.

3. The method of claim 2, wherein, The step of determining the pulse excitation scene for the pulse excitation condition when determining that the current driving condition of the vehicle is a pulse excitation condition based on the suspension real-time response information comprises: when determining that the sprung mass acceleration is greater than a preset sprung mass acceleration characteristic threshold value, and the absolute value of the actual change value of the suspension stroke is greater than a preset suspension height characteristic threshold value within a preset time threshold value range through the domain controller, determining the pulse excitation scene for the pulse excitation condition.

4. The method according to any one of claims 1 to 3, characterized in that, The pulse excitation scene comprises a vehicle front axle slope driving stage, a vehicle front axle residual vibration stage, a vehicle rear axle slope driving stage and a vehicle rear axle residual vibration stage, and the step of determining the damping control mode of the continuously adjustable damping electronically controlled shock absorber in the pulse excitation scene comprises: determining a first target damping control mode of the continuously adjustable damping electronically controlled shock absorber in the vehicle front axle slope driving stage; determining a second target damping control mode of the continuously adjustable damping electronically controlled shock absorber in the vehicle front axle residual vibration stage; determining a third target damping control mode of the continuously adjustable damping electronically controlled shock absorber in the vehicle rear axle slope driving stage; determining a fourth target damping control mode of the continuously adjustable damping electronically controlled shock absorber in the vehicle rear axle residual vibration stage.

5. The method of claim 4, wherein, The step of determining the first target damping control mode of the continuously adjustable damping electronically controlled shock absorber in the vehicle front axle slope driving stage comprises: obtaining a first target time when the front axle of the vehicle enters the vehicle front axle slope driving stage, and identifying a second target time when the vehicle is in the vehicle front axle slope driving stage; from the first target time to the second target time, the first target damping control mode is determined as the normal road damping mode for the front axle and the rear axle of the vehicle.

6. The method according to claim 4 or 5, characterized in that, The step of determining the second target damping control mode of the continuously variable damping electronically controlled shock absorber in the front axle slope driving phase of the vehicle comprises: acquiring a second target time point at which the vehicle is identified to be in the front axle slope driving phase of the vehicle; starting from the second target time point, determining the second target damping control mode as a front axle hard damping mode and a rear axle auxiliary damping mode of the vehicle.

7. The method according to any one of claims 4-6, characterized in that, The step of determining the third target damping control mode of the continuously variable damping electronically controlled shock absorber in the rear axle slope driving phase of the vehicle comprises: acquiring a first target time point at which the front axle of the vehicle enters the front axle slope driving phase of the vehicle; starting from the first target time point, acquiring vehicle driving state information of the vehicle; determining a first distance traveled by the vehicle after the first target time point based on the vehicle driving state information; when a difference between the first distance traveled and a wheelbase of the vehicle is less than a preset distance threshold, determining the third target damping control mode as a rear axle soft damping mode of the vehicle.

8. The method of claim 7, wherein, The step of determining the fourth target damping control mode of the continuously variable damping electronically controlled shock absorber in the rear axle slope driving phase of the vehicle comprises: acquiring a second target time point at which the vehicle is identified to be in the front axle slope driving phase of the vehicle; determining a second distance traveled by the vehicle from the first target time point to the second target time point based on the vehicle driving state information; determining a pulse excitation profile development length through the second distance traveled; when a difference between the first distance traveled and a wheelbase of the vehicle is less than a preset distance threshold, determining a third distance traveled by the vehicle based on the vehicle driving state information; when the third distance traveled is equal to a preset ratio of the pulse excitation profile development length, determining the fourth target damping control mode as a rear axle hard damping mode of the vehicle.

9. The method according to any one of claims 4-8, characterized in that, Further comprising: acquiring an opening duration of the rear axle of the vehicle in the hard damping mode; when the opening duration exceeds a preset duration threshold, determining the damping control mode of the continuously variable damping electronically controlled shock absorber as a normal road damping mode of the front axle and the rear axle of the vehicle.

10. A vehicle control device characterized by comprising: The vehicle is configured with a continuously variable damping electronically controlled shock absorber, comprising: a suspension real-time response information acquisition module configured to acquire suspension real-time response information of a suspension of the vehicle; a pulse excitation scenario determination module configured to determine a pulse excitation scenario for a pulse excitation working condition of the vehicle when the current driving condition of the vehicle is determined to be the pulse excitation working condition based on the suspension real-time response information; a damping control mode determination module configured to determine a damping control mode of the continuously variable damping electronically controlled shock absorber in the pulse excitation scenario and control the continuously variable damping electronically controlled shock absorber through the damping control mode.

11. A vehicle characterized by comprising: comprising: one or more processors; and one or more machine-readable media having instructions stored thereon that, when executed by the one or more processors, cause the vehicle to perform the method of any one of claims 1-9.

12. A computer-readable storage medium, characterized in that, one or more machine-readable media having instructions stored thereon that, when executed by the one or more processors, cause the processor to perform the method of any one of claims 1-9.

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