CN116409102B - Control method and device for vehicle suspension, vehicle and medium - Google Patents
Control method and device for vehicle suspension, vehicle and medium Download PDFInfo
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- CN116409102B CN116409102B CN202111669837.1A CN202111669837A CN116409102B CN 116409102 B CN116409102 B CN 116409102B CN 202111669837 A CN202111669837 A CN 202111669837A CN 116409102 B CN116409102 B CN 116409102B
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G17/00—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load
- B60G17/015—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load the regulating means comprising electric or electronic elements
- B60G17/018—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load the regulating means comprising electric or electronic elements characterised by the use of a specific signal treatment or control method
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G17/00—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load
- B60G17/015—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load the regulating means comprising electric or electronic elements
- B60G17/016—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load the regulating means comprising electric or electronic elements characterised by their responsiveness, when the vehicle is travelling, to specific motion, a specific condition, or driver input
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G17/00—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load
- B60G17/06—Characteristics of dampers, e.g. mechanical dampers
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G2800/00—Indexing codes relating to the type of movement or to the condition of the vehicle and to the end result to be achieved by the control action
- B60G2800/90—System Controller type
- B60G2800/91—Suspension Control
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/72—Electric energy management in electromobility
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- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Vehicle Body Suspensions (AREA)
Abstract
本发明公开了一种车辆悬架的控制方法、装置、车辆及介质。车辆悬架的控制方法，其特征在于，包括：确定每个车轮对应的路面等级，并根据每个车轮对应的路面等级确定对应车轮的最大阻尼限制值；获取每个车轮对应的减振器行程速度和簧上速度，并根据每个车轮对应的减振器行程速度和簧上速度确定对应车轮的天棚阻尼；确定同一车轮的最大阻尼限制值与天棚阻尼中的较小值；根据较小值对相应车轮对应的减振器进行控制。上述车辆悬架的控制方法、装置、车辆及介质中，根据每个车轮对应的路面等级确定对应车轮的最大阻尼限制值，进而选择天棚阻尼和最大阻尼限制值中的较小值对相应车轮减振器进行控制，能够更加精准地控制车辆的减振器，提高车辆的舒适性。
The present invention discloses a control method, device, vehicle and medium for vehicle suspension. The control method for vehicle suspension is characterized by comprising: determining the road surface grade corresponding to each wheel, and determining the maximum damping limit value of the corresponding wheel according to the road surface grade corresponding to each wheel; obtaining the shock absorber stroke speed and sprung speed corresponding to each wheel, and determining the ceiling damping of the corresponding wheel according to the shock absorber stroke speed and sprung speed corresponding to each wheel; determining the smaller value between the maximum damping limit value and the ceiling damping of the same wheel; and controlling the shock absorber corresponding to the corresponding wheel according to the smaller value. In the control method, device, vehicle and medium for vehicle suspension described above, the maximum damping limit value of the corresponding wheel is determined according to the road surface grade corresponding to each wheel, and then the smaller value between the ceiling damping and the maximum damping limit value is selected to control the shock absorber of the corresponding wheel, so that the shock absorber of the vehicle can be controlled more accurately and the comfort of the vehicle can be improved.
Description
Technical Field
The present invention relates to the field of vehicle suspension technologies, and in particular, to a method and apparatus for controlling a vehicle suspension, a vehicle, and a medium.
Background
With the rapid development of science and technology, automobile-related technologies are continuously updated, people use more and more automobiles when traveling, and requirements on performances of the automobiles are higher and higher. In the vehicle performance evaluation system, riding comfort and operation stability are particularly important, and the selection of the vehicle suspension and the control method of the vehicle suspension are key factors for improving the comfort and operation stability. In the related art, the passive suspension cannot be adjusted in size due to the fact that the damping coefficient cannot be adjusted, comfort and operation stability cannot be considered, the passive suspension is gradually replaced by the semi-active suspension and the active suspension, and the semi-active suspension and the active suspension can adopt a ceiling control algorithm to adjust the damping size in vertical control, but once the damping coefficient is selected, the maximum damping limit value of a vehicle is fixed and cannot be adjusted, so that the vehicle damper cannot be controlled more accurately, and the comfort of the vehicle is affected.
Disclosure of Invention
The present invention aims to solve at least one of the technical problems in the related art to some extent. Therefore, an object of the present invention is to provide a control method of a vehicle suspension, which is capable of adjusting a maximum damping limit value according to a road surface level, thereby facilitating more accurate control of a shock absorber of a vehicle and improving comfort of the vehicle.
A second object of the present invention is to propose a computer readable storage medium.
A third object of the present invention is to propose a vehicle.
A fourth object of the present invention is to provide a control device for a vehicle suspension.
To achieve the above object, an embodiment of a first aspect of the present invention provides a method for controlling a vehicle suspension, the method including: determining the corresponding road surface grade of each wheel, and determining the maximum damping limit value of the corresponding wheel according to the corresponding road surface grade of each wheel; acquiring the stroke speed and the sprung speed of the shock absorber corresponding to each wheel, and determining the zenith damping of the corresponding wheel according to the stroke speed and the sprung speed of the shock absorber corresponding to each wheel; determining the maximum damping limit value of the same wheel and the smaller value of the zenith damping; and controlling the shock absorbers corresponding to the corresponding wheels according to the smaller values.
According to the control method of the vehicle suspension, the maximum damping limit value of the corresponding wheel is determined according to the road surface grade corresponding to each wheel, and then the smaller value of the zenith damping and the maximum damping limit value is selected to control the shock absorber corresponding to the corresponding wheel, so that the shock absorber of the vehicle can be controlled more accurately, and the comfort of the vehicle is improved.
In some embodiments of the invention, determining the corresponding road surface grade for each wheel includes: acquiring unsprung acceleration corresponding to each wheel; and determining the road surface grade corresponding to each wheel according to the root mean square value of the unsprung acceleration corresponding to each wheel and the first corresponding relation calibrated in advance.
In some embodiments of the present invention, determining the maximum damping limit value of the corresponding wheel according to the road surface grade corresponding to each wheel includes: and determining the maximum damping percentage corresponding to each wheel according to the road surface grade corresponding to each wheel and a second corresponding relation calibrated in advance, and determining the maximum damping limit value of the corresponding wheel according to the maximum damping percentage corresponding to each wheel and the actual damping range of the corresponding shock absorber.
In some embodiments of the invention, prior to determining the road surface level for each rear wheel of the vehicle, the method further comprises: and acquiring a steering wheel angle, and judging whether the vehicle is in straight running or not according to the steering wheel angle.
In some embodiments of the present invention, when the vehicle is running straight, determining the maximum damping limit value of the corresponding wheel according to the road surface grade corresponding to each wheel includes: determining a maximum damping limit value of each front wheel according to the road surface grade corresponding to each front wheel of the vehicle; calculating the time required by the running of the rear wheels to the positions of the front wheels of the vehicle, determining the pre-aiming time of the rear wheels according to the time required by the running of the rear wheels to the positions of the front wheels of the vehicle, and assigning the maximum damping limit value of each front wheel to the corresponding rear wheel according to the pre-aiming time of the rear wheels.
In some embodiments of the invention, determining a rear wheel pretightening time based on a time required for the vehicle rear wheels to travel to a vehicle front wheel position includes: and subtracting the time interval for determining the road surface grade corresponding to each front wheel of the vehicle from the time required by running the rear wheels of the vehicle to the positions of the front wheels of the vehicle, and taking the time interval as the pre-aiming time of the rear wheels.
In some embodiments of the invention, calculating the time required for the rear wheels of the vehicle to travel to the front wheel positions of the vehicle includes: determining a speed and a front-rear wheel spacing of the vehicle; and calculating the time required for the rear wheels of the vehicle to run to the front wheel position of the vehicle according to the speed of the vehicle and the distance between the front wheels and the rear wheels.
To achieve the above object, a second aspect of the present invention provides a computer-readable storage medium having stored thereon a control program for a vehicle suspension, which when executed by a processor, implements the control method for a vehicle suspension according to any one of the above embodiments.
According to the computer readable storage medium, the maximum damping limit value of the corresponding wheel is determined according to the road surface grade corresponding to each wheel, and then the smaller value of the zenith damping and the maximum damping limit value is selected to control the shock absorber corresponding to the corresponding wheel, so that the shock absorber of the vehicle can be controlled more accurately, and the comfort of the vehicle is improved.
To achieve the above object, an embodiment of a third aspect of the present invention provides a vehicle, which includes a memory, a processor, and a control program of a vehicle suspension stored on the memory and executable on the processor, wherein the processor implements the control method of the vehicle suspension according to any one of the above embodiments when executing the control program of the vehicle suspension.
According to the vehicle provided by the embodiment of the invention, the maximum damping limit value of the corresponding wheel is determined according to the road surface grade corresponding to each wheel, and then the smaller value of the zenith damping and the maximum damping limit value is selected to control the shock absorber corresponding to the corresponding wheel, so that the shock absorber of the vehicle can be controlled more accurately, and the comfort of the vehicle is improved.
To achieve the above object, a fourth aspect of the present invention provides a control device for a vehicle suspension, including a first determining module, a second determining module, a third determining module, and a control module. The first determining module is used for determining the road surface grade corresponding to each wheel and determining the maximum damping limit value of the corresponding wheel according to the road surface grade corresponding to each wheel. The second determining module is used for obtaining the stroke speed and the sprung speed of the shock absorber corresponding to each wheel and determining the zenith damping of the corresponding wheel according to the stroke speed and the sprung speed of the shock absorber corresponding to each wheel. The third determining module is used for determining the maximum damping limit value of the same wheel and the smaller value of the canopy damping. And the control module is used for controlling the shock absorbers corresponding to the corresponding wheels according to the smaller value.
According to the control device for the vehicle suspension, provided by the embodiment of the invention, the maximum damping limit value of the corresponding wheel is determined according to the road surface grade corresponding to each wheel, and then the smaller value of the zenith damping and the maximum damping limit value is selected to control the shock absorber corresponding to the corresponding wheel, so that the shock absorber of the vehicle can be controlled more accurately, and the comfort of the vehicle is improved.
Additional aspects and advantages of the invention will be set forth in part in the description which follows and, in part, will be obvious from the description, or may be learned by practice of the invention.
Drawings
FIG. 1 is a flow chart diagram of a method of controlling a vehicle suspension according to one embodiment of the invention;
fig. 2 is a control schematic diagram of a control method of a vehicle suspension according to the related art;
FIG. 3 is a control schematic of a control method of a vehicle suspension according to an embodiment of the invention;
FIG. 4 is a flow chart of a method of controlling a vehicle suspension according to another embodiment of the invention;
FIG. 5 is a signal diagram of a method of controlling a vehicle suspension according to one embodiment of the invention;
FIG. 6 is a schematic diagram of a first correspondence of a control method of a vehicle suspension according to one embodiment of the invention;
FIG. 7 is a flow chart of a method of controlling a vehicle suspension according to another embodiment of the invention;
FIG. 8 is a flow chart of a method of controlling a vehicle suspension according to another embodiment of the invention;
FIG. 9 is a pre-sight schematic of a method of controlling a vehicle suspension according to one embodiment of the invention;
FIG. 10 is a flow chart of a method of controlling a vehicle suspension according to another embodiment of the invention;
FIG. 11 is a schematic illustration of a vehicle according to one embodiment of the invention;
FIG. 12 is a block diagram of a vehicle according to one embodiment of the invention;
Fig. 13 is a block diagram of a control device of a vehicle suspension according to an embodiment of the present invention.
Detailed Description
Embodiments of the present invention are described in detail below, examples of which are illustrated in the accompanying drawings, wherein like or similar reference numerals refer to like or similar elements or elements having like or similar functions throughout. The embodiments described below by referring to the drawings are illustrative and intended to explain the present invention and should not be construed as limiting the invention.
Referring to fig. 1, the present invention provides a control method for a vehicle suspension, which includes:
s11: determining the corresponding road surface grade of each wheel, and determining the maximum damping limit value of the corresponding wheel according to the corresponding road surface grade of each wheel;
S13: acquiring the stroke speed and the sprung speed of the shock absorber corresponding to each wheel, and determining the zenith damping of the corresponding wheel according to the stroke speed and the sprung speed of the shock absorber corresponding to each wheel;
S15: determining the maximum damping limit value of the same wheel and the smaller value of the zenith damping;
S17: and controlling the shock absorber corresponding to the corresponding wheel according to the smaller value.
According to the control method of the vehicle suspension, the maximum damping limit value of the corresponding wheel is determined according to the road surface grade corresponding to each wheel, and then the smaller value of the zenith damping and the maximum damping limit value is selected to control the shock absorber corresponding to the corresponding wheel, so that the shock absorber of the vehicle can be controlled more accurately, and the comfort of the vehicle is improved.
It can be understood that in the related art, the canopy control algorithm includes a linear canopy and a switching canopy, and the principle of the canopy control algorithm is that the corresponding damping magnitude is judged according to the corresponding sensor signal and then the canopy damping is output. The linear ceiling is different from the switching ceiling in that: the linear canopy is capable of outputting a maximum value, a minimum value, and a series of other values between the maximum value and the minimum value, while the switching canopy is capable of outputting only the maximum value or the minimum value. In the related art, once the maximum damping limit value of the corresponding wheel is selected, the maximum damping limit value of the corresponding wheel is fixed to be the maximum value of the actual damping range of the shock absorber, as shown in fig. 2, in the actual working process, as long as the ceiling damping is smaller than the maximum value of the actual damping range of the shock absorber, the shock absorber is controlled according to the ceiling damping, and as for the switching ceiling, the maximum value and the minimum value of the switching ceiling are preset, if the maximum value of the switching ceiling is smaller than the maximum value of the actual damping range of the shock absorber, in the actual working process, the minimum value of the ceiling damping is directly output when the vehicle suspension is determined to need smaller damping, and the maximum value of the ceiling damping is directly output when the vehicle suspension is determined to need larger damping, so that the damping value between the maximum value and the minimum value of the ceiling damping cannot be well matched with the actual road surface level, and the comfort of the vehicle cannot be ensured.
The control method of the vehicle suspension, provided by the invention, considers that the influence of the road surface roughness on the comfort of the vehicle is large, and the road surface factors belong to objective factors and cannot be changed, so that a control scheme corresponding to the road surface grade is added in the control method of the vehicle suspension so as to adapt to different road surfaces. Specifically, as shown in fig. 3, in the actual working process, the maximum damping limit value of the corresponding wheel is determined according to the road surface grade corresponding to each wheel, the maximum damping limit value of the corresponding wheel is dynamically adjusted, and further, a more suitable damping value for controlling the shock absorber is determined according to the maximum damping limit value and the zenith damping calculated by the zenith control algorithm, so that the defect that the maximum damping limit value of the corresponding wheel cannot be adjusted in the traditional zenith control algorithm is overcome.
For a certain wheel, when the ceiling damping obtained according to a ceiling control algorithm at a certain moment is larger than the maximum damping limit value obtained according to the road surface grade, the fact that the control effect cannot be better obtained by adopting the ceiling damping is explained, and at the moment, the maximum damping limit value is selected to control the shock absorber so as to better match the current road surface, that is, compared with the prior art, the method and the device can further improve the shock absorption effect and improve the vehicle comfort; when the canopy damping obtained according to the canopy control algorithm at a certain moment is smaller than the maximum damping limit value obtained according to the road surface grade, the control by adopting the canopy damping can obtain a better control effect, and the canopy damping is selected to control the shock absorber so as to better match the current road surface.
The vehicle may include a plurality of wheels, and one wheel may be provided with one damper correspondingly, for example, when the vehicle includes 4 wheels, that is, a left front wheel, a right front wheel, a left rear wheel, a right rear wheel, respectively, the left front wheel is provided with a first damper, the right front wheel is provided with a second damper, the left rear wheel is provided with a third damper, and the right rear wheel is provided with a fourth damper. Considering that the road surface condition is complex, the road surface roughness of each wheel in the traveling direction may be different, each shock absorber may be independently controlled according to the control method of the present invention, that is, the road surface grade corresponding to each wheel is calculated respectively, the maximum damping limit value corresponding to each wheel is calculated respectively, the ceiling damping corresponding to each wheel is calculated respectively, the shock absorber corresponding to each wheel is controlled respectively, for example, at a certain moment, the maximum damping limit value corresponding to the left front wheel is determined to be 80, the ceiling damping corresponding to the left front wheel is determined to be 85, the maximum damping limit value corresponding to the right front wheel is determined to be 120, the ceiling damping corresponding to the right front wheel is determined to be 110, the damping of the first shock absorber corresponding to the left front wheel is controlled to be 80, and the damping of the second shock absorber corresponding to the right front wheel is controlled to be 110, thereby better avoiding jolt and improving the comfort of the vehicle.
It should be noted that the road surface grade of the invention is irrelevant to the national road surface grading system standard, and is an identification grading system for subjective evaluation comfort generated in the vehicle calibration process.
The maximum damping limit value can be understood as the maximum damping value which can be achieved by controlling the shock absorber in the process of controlling the shock absorber at the current moment, namely, the shock absorber can only be controlled by adopting the damping value which is smaller than or equal to the maximum damping limit value at the current moment, and the shock absorber cannot be controlled by adopting the damping value which is larger than the maximum damping limit value. The maximum damping limit value is less than or equal to the maximum value of the actual damping range of the shock absorber itself.
It will be appreciated that vehicles employing electrically controlled vehicle suspensions employing a zenith control algorithm are typically provided with sensors for detecting shock absorber travel speed and sprung speed, that is, the shock absorber travel speed and sprung speed for each wheel may be detected by the associated sensors already installed in the vehicle, without the addition of further sensors, the method being able to be used directly in an electrically controlled vehicle suspension employing a zenith control algorithm and being able to control cost effectively.
The canopy damping of the invention can be understood as a damping value calculated by a canopy control algorithm in the related art. And inputting the stroke speed and the sprung speed of the shock absorber corresponding to each wheel into a canopy control algorithm in the related technology to obtain the canopy damping. In some embodiments, the sprung acceleration may also be collected by a sensor, and then the collected sprung acceleration may be integrated to obtain a corresponding sprung velocity.
Referring to fig. 4, in some embodiments of the present invention, "determining the road surface level corresponding to each wheel" in step S11 includes:
s111: acquiring unsprung acceleration corresponding to each wheel;
S113: and determining the road surface grade corresponding to each wheel according to the root mean square value of the unsprung acceleration corresponding to each wheel and the first corresponding relation calibrated in advance.
Thus, the road surface grade can simultaneously contain road surface roughness and vehicle speed influence components, and smoothness of vehicles running on different road surfaces at different vehicle speeds can be ensured when the shock absorber is controlled according to the road surface grade. It can be understood that the road roughness has a larger influence on the riding comfort of the vehicle, and the unsprung acceleration of the flat road is smaller and the unsprung acceleration of the rough road is larger at the same vehicle speed; on the same road surface, the response of vehicles with different speeds is different, the unsprung acceleration is smaller when the vehicles pass at low speed, and the unsprung acceleration is larger when the vehicles pass at high speed; therefore, in the running process of the vehicle, not only the roughness of the road surface but also the excitation effect of the road surface to the wheels at the current vehicle speed are considered, so the invention adopts the root mean square value of the unsprung acceleration to evaluate the road surface grade, and as shown in fig. 5, on the road surfaces with different roughness, the root mean square values of the unsprung acceleration are obviously different, and the root mean square value of the unsprung acceleration can comprehensively reflect the road surface roughness and the vehicle speed.
Specifically, the vehicle may include a vertical sensor (e.g., an acceleration sensor, a shock absorber travel sensor) provided for each wheel, and the signals output from the vertical sensors are processed to determine the shock absorber travel speed, sprung speed and unsprung acceleration corresponding to each wheel, so that road grading using the vertical sensor signals is simple and convenient.
Because the road surface condition is complex and changeable, the road surface grade corresponding to each wheel can be determined once according to the preset time t1 or the preset distance, so that the road surface is divided into small sections for road surface grade division, and the real-time performance and the accuracy are higher. It can be appreciated that the greater the values of the preset time period t1 and the preset distance, the higher the accuracy of the determined road surface level; the smaller the values of the preset time length t1 and the preset distance are, the higher the real-time performance of the determined pavement grade is, and the real-time performance and the accuracy of the determined pavement grade can be ensured by reasonably setting the preset time length t1 and the preset distance.
In some embodiments, the sensor of the corresponding wheel samples at a certain sampling frequency, for example, once every 2ms, but the sensor sends all data obtained by sampling to the processor every preset time period t1 (for example, 200 ms) so that the processor determines a plurality of unsprung accelerations of the corresponding wheel according to all the received data, or the sensor directly sends the data to the processor after each sampling, but the processor processes the received data every preset time period t1 (for example, 200 ms) to determine a plurality of unsprung accelerations of the corresponding wheel, and further determines the road surface level according to the plurality of unsprung accelerations. In some embodiments, the predetermined time period or the predetermined distance may be determined according to the vehicle speed. For example, when the vehicle is traveling at a speed of 72km/h, the road surface level may be determined every 3m or 5 m.
The root mean square value of the unsprung acceleration corresponding to one wheel is calculated according to a plurality of unsprung accelerations corresponding to the wheel, which are acquired in a preset time length or a preset distance, namely the root mean square value of the unsprung acceleration corresponding to the first wheel is calculated according to a plurality of unsprung accelerations corresponding to the first wheel, and the root mean square value of the unsprung acceleration corresponding to the second wheel is calculated according to a plurality of unsprung accelerations corresponding to the second wheel.
The first correspondence is the correspondence of the root mean square value of different unsprung accelerations to the road surface level. The root mean square value of the plurality of unsprung accelerations may correspond to one road surface level, or the root mean square value of the one unsprung acceleration may correspond to one road surface level. The first correspondence may be stored in the form of a table or a line graph or the like. The first corresponding relation can be stored locally in the vehicle or in the cloud, and when the first corresponding relation is stored in the cloud, the vehicle can communicate in a mode of establishing wireless connection with the cloud and acquire the first corresponding relation stored in the cloud. The vehicle can run on different roads at a fixed vehicle speed, and the road surface grade is determined by identifying and grading according to the root mean square value of unsprung acceleration acquired by signals, so that the first corresponding relation is calibrated.
In one example, as shown in fig. 6, the first correspondence relationship considers that the user is more sensitive to jounce in the case where the root mean square value of the unsprung acceleration corresponding to the wheel is less than 20m/s 2, and therefore the road surface level divided when the root mean square value of the unsprung acceleration corresponding to the wheel is less than 20m/s 2 is greater than the road surface level divided when the root mean square value of the unsprung acceleration corresponding to the wheel is greater than 20m/s 2. For example, when the root mean square value of the unsprung acceleration corresponding to the wheel is 0 or more and less than 5m/s 2, it may be determined that the road surface level is 1; when the root mean square value of the unsprung acceleration corresponding to the wheel is more than or equal to 5m/s 2 and less than 10m/s 2, the road surface grade is determined to be 2; when the root mean square value of the unsprung acceleration corresponding to the wheel is more than or equal to 10m/s 2 and less than 20m/s 2, the road surface grade is determined to be 3; when the root mean square value of the unsprung acceleration corresponding to the wheel is 20m/s 2 or more, the road surface grade can be determined to be 4.
In some embodiments of the present invention, "determining the maximum damping limit value of each wheel according to the road surface level corresponding to each wheel" in step S11 includes: and determining the maximum damping percentage corresponding to each wheel according to the road surface grade corresponding to each wheel and a second corresponding relation calibrated in advance, and determining the maximum damping limit value of the corresponding wheel according to the maximum damping percentage corresponding to each wheel and the actual damping range of the corresponding shock absorber.
Thus, the maximum damping limit value of the corresponding wheel is dynamically adjusted. It can be understood that in the related art, the canopy control algorithm generally determines the damping value required by the shock absorber according to the sprung speed and the stroke speed of the shock absorber, then compares the maximum value of the actual damping range of the shock absorber, outputs a proper damping, and the maximum damping limit value is related to the maximum value of the actual damping range of the shock absorber and is not adjustable, whereas the invention divides the actual damping range of the shock absorber into percentage intervals [0%,100% ], wherein 0% represents the minimum damping, 100% represents the maximum damping actually achieved by the shock absorber, then calibrates the maximum damping percentage according to the road surface grade, and dynamically obtains the maximum damping limit value for limiting the canopy damping.
Specifically, the second correspondence is a correspondence of the road surface level and the maximum damping percentage. It may be that a road grade corresponds to a maximum damping percentage. The second correspondence may be stored in the form of a table or a line graph or the like. The second corresponding relation can be stored locally in the vehicle or in the cloud, and when the second corresponding relation is stored in the cloud, the vehicle can communicate in a mode of establishing wireless connection with the cloud and acquire the second corresponding relation stored in the cloud. The vehicle with different maximum damping percentages can be subjected to subjective evaluation on comfort by means of running on different road surfaces at a fixed speed and running on the same road surface at different speeds, and the optimal maximum damping percentages corresponding to different road surface grades are selected, so that the second corresponding relation is calibrated.
The actual damping range of the respective shock absorber can be determined by reading locally stored information of the vehicle or by means of a network. After determining the corresponding maximum damping percentage of the wheel and the actual damping range of the respective shock absorber, the product of the maximum damping percentage and the maximum value of the actual damping range may be taken as the maximum damping limit value of the corresponding wheel.
In one example, the second correspondence is shown in table 1, and it can be seen that when the road surface level is 1, the maximum damping percentage can be determined to be 60% by looking up a table; when the road surface grade is 2, the maximum damping percentage can be determined to be 55% through table look-up; when the road surface grade is 3, the maximum damping percentage can be determined to be 50% through table look-up; when the road surface grade is 4, the maximum damping percentage can be determined to be 45% by looking up a table.
TABLE 1
| Road grade | 1 | 2 | 3 | 4 |
| Percent maximum damping | 60％ | 55％ | 50％ | 45％ |
It is noted that the specific values mentioned above are only for the purpose of illustrating the implementation of the present invention in detail and are not to be construed as limiting the present invention. In other examples or embodiments or examples, other values may be selected according to the present invention, without specific limitation.
Because the root mean square value of the unsprung acceleration changes frequently in the running process of the vehicle, if the corresponding relation between the root mean square value of the unsprung acceleration and the maximum damping percentage is directly calibrated, on one hand, the same frequent change of the maximum damping percentage can cause that the corresponding maximum damping percentage cannot be determined in time, and the corresponding relation is inaccurate; on the other hand, even if the correspondence between the root mean square value and the maximum damping percentage of different unsprung accelerations can be obtained, in the practical application process, the practical damping effect is generally caused by frequent switching of the damping values corresponding to the damper control, which is not beneficial to user experience. Therefore, in the embodiment of the invention, the first correspondence between the root mean square value of the unsprung acceleration and the road surface level is calibrated first, and the second correspondence between the road surface level and the maximum damping percentage is calibrated instead of directly calibrating the correspondence between the root mean square value of the unsprung acceleration and the maximum damping percentage.
Referring to fig. 7, in some embodiments of the present invention, before step S11, the method further includes:
s19: and acquiring the steering wheel angle, and judging whether the vehicle is in straight running or not according to the steering wheel angle.
Specifically, when the steering wheel angle is larger than a threshold value, determining that the vehicle turns or changes lanes; and when the steering wheel angle is smaller than or equal to the threshold value, determining that the vehicle is in straight running. The threshold value may be set according to the width of the wheel.
In one example, the threshold value may be set to any one of 2 °,3 °, 4 °, or 5 ° when the width of the wheel is between 20cm-30 cm.
Referring to fig. 8, in some embodiments of the present invention, when the vehicle is running straight, "determining the maximum damping limit value of each wheel according to the road surface level corresponding to each wheel" in step S11 includes:
s115: determining a maximum damping limit value of each front wheel according to the road surface grade corresponding to each front wheel of the vehicle;
S117: calculating the time required by the rear wheels of the vehicle to run to the front wheels of the vehicle, determining the pre-aiming time of the rear wheels according to the time required by the rear wheels of the vehicle to run to the front wheels of the vehicle, and assigning the maximum damping limit value of each front wheel to the corresponding rear wheel according to the pre-aiming time of the rear wheels.
Thus, when the vehicle is in a straight line, the front wheel data is utilized to pretighten the rear wheel, thereby reducing hysteresis and improving the comfort of the vehicle. It can be understood that in the road surface recognition process, the data collected in the preset time period t1 is adopted to perform road surface grade recognition, and then the maximum damping percentage is obtained through table lookup. Since the control of the present period is performed using the data of the previous period, the control is delayed by a period t1, and the effect of the control is reduced. The invention determines whether the vehicle is in a straight running state according to the steering wheel angle of the vehicle, and further determines the rear wheel pre-aiming time according to the time required for the rear wheel of the vehicle to run to the front wheel position of the vehicle when the vehicle is straight, and performs pre-aiming control on the rear wheel.
Specifically, the rear wheels are wheels located on the same side of the vehicle body as the front wheels, and in the case of straight running of the vehicle, the road surface on which the rear wheels run is substantially the same as the road surface on which the rear wheels run, and at this time, the maximum damping limit value determined by the front wheels according to the road surface level is applied to the rear wheels.
Referring to fig. 9, for the front wheels of the vehicle, signal acquisition is firstly performed, then the corresponding road surface grade is determined, then the maximum damping percentage is determined according to the road surface grade, the maximum damping limit value is determined according to the maximum damping percentage, meanwhile, the maximum damping limit value is pre-aimed to the rear wheels of the vehicle, and the front wheels of the vehicle control the corresponding shock absorbers according to the smaller value of the maximum damping limit value and the ceiling damping. For the rear wheels of the vehicle, after calculating the maximum damping limit value corresponding to the front wheels of the vehicle, continuously determining whether the vehicle moves straight according to the steering wheel rotation angle in the pre-aiming time of the rear wheels, and if the vehicle always keeps straight in the pre-aiming time of the rear wheels, directly taking the maximum damping limit value corresponding to the front wheels of the vehicle as the maximum damping limit value corresponding to the rear wheels of the vehicle when the pre-aiming time of the rear wheels is reached; if the turning or lane changing of the vehicle is determined at any moment in the pre-aiming time of the rear wheels, determining the road surface grade corresponding to the rear wheels of the vehicle according to the collected signals corresponding to the rear wheels of the vehicle, determining the maximum damping percentage according to the road surface grade corresponding to the rear wheels of the vehicle, and determining the maximum damping limit value corresponding to the rear wheels of the vehicle according to the maximum damping percentage. The canopy damping corresponding to the rear wheels of the vehicle is determined according to the sprung speed and the shock absorber travel speed corresponding to the rear wheels of the vehicle. And after determining the ceiling damping and the maximum damping limit value corresponding to the rear wheels of the vehicle, controlling the shock absorber corresponding to the rear wheels of the vehicle according to the smaller value of the two.
In some embodiments of the present invention, "determining the rear wheel pre-aiming time according to the time required for the rear wheels of the vehicle to travel to the front wheel positions of the vehicle" in step S117 includes: the time interval for determining the road surface grade corresponding to each front wheel of the vehicle is subtracted from the time required for running the rear wheels of the vehicle to the positions of the front wheels of the vehicle, and the time interval is taken as the pre-aiming time of the rear wheels.
It can be understood that the road surface grade corresponding to the front wheel position of the vehicle is determined according to the first road surface where the front wheel of the vehicle runs in the time interval of the preset duration t1, the time interval of determining the road surface grade corresponding to each front wheel of the vehicle is subtracted from the time interval required for running the rear wheel of the vehicle to the front wheel position of the vehicle to serve as the pre-aiming time of the rear wheel, so that when the vehicle runs straight, when the rear wheel of the vehicle runs to the first road surface position and does not reach the front wheel position of the vehicle, the maximum damping limit value corresponding to the front wheel position of the vehicle can be directly adopted, the road surface condition of the first road surface can be accurately matched, and the hysteresis is reduced.
Referring to fig. 10 and 11, in some embodiments of the present invention, "calculating the time required for the rear wheels of the vehicle to travel to the front wheel positions of the vehicle" in step S117 includes:
s1171: determining the speed of the vehicle and the distance between the front wheel and the rear wheel;
s1173: the time required for the rear wheels of the vehicle to run to the front wheel position of the vehicle is calculated according to the speed of the vehicle and the distance between the front wheels and the rear wheels.
Therefore, the maximum damping limit value of the rear wheels of the vehicle can be pre-aimed according to the vehicle speed, the steering wheel angle and the road surface level of the front wheels of the vehicle, hysteresis is reduced, and the comfort of the vehicle is improved.
In order to implement the above embodiments, the embodiments of the present invention also provide a computer readable storage medium that can implement the control method of the vehicle suspension of any of the above embodiments. The computer-readable storage medium stores thereon a control program for a vehicle suspension, which when executed by a processor, implements the control method for a vehicle suspension of any of the above embodiments.
According to the computer readable storage medium, the maximum damping limit value of the corresponding wheel is determined according to the road surface grade corresponding to each wheel, and then the smaller value of the zenith damping and the maximum damping limit value is selected to control the shock absorber corresponding to the corresponding wheel, so that the shock absorber of the vehicle can be controlled more accurately, and the comfort of the vehicle is improved.
For example, when the program is executed by the processor, the following steps of the control method of the vehicle suspension are realized:
s11: determining the corresponding road surface grade of each wheel, and determining the maximum damping limit value of the corresponding wheel according to the corresponding road surface grade of each wheel;
S13: acquiring the stroke speed and the sprung speed of the shock absorber corresponding to each wheel, and determining the zenith damping of the corresponding wheel according to the stroke speed and the sprung speed of the shock absorber corresponding to each wheel;
S15: determining the maximum damping limit value of the same wheel and the smaller value of the zenith damping;
S17: and controlling the shock absorber corresponding to the corresponding wheel according to the smaller value.
It is understood that the control program of the vehicle suspension includes control program code of the vehicle suspension. The control program code for the vehicle suspension may be in the form of source code, object code, executable files, or some intermediate form, etc. The computer readable storage medium may include: any entity or device capable of carrying control program code for a vehicle suspension, a recording medium, a U disk, a removable hard disk, a magnetic disk, an optical disk, a computer Memory, a Read-Only Memory (ROM), a random access Memory (RAM, random Access Memory), a software distribution medium, and the like. The Processor may be a central processing unit, or may be other general purpose Processor, digital signal Processor (DIGITAL SIGNAL Processor, DSP), application SPECIFIC INTEGRATED Circuit (ASIC), off-the-shelf Programmable gate array (Field-Programmable GATE ARRAY, FPGA) or other Programmable logic device, discrete gate or transistor logic device, discrete hardware components, or the like.
In order to achieve the above embodiments, the embodiments of the present invention further provide a vehicle, which may implement the method for controlling the vehicle suspension of any one of the above embodiments. As shown in fig. 12, a vehicle 100 according to the present invention includes a memory 102, a processor 104, and a control program 106 of a vehicle suspension stored in the memory 102 and capable of running on the processor 104, where the control program 106 of the vehicle suspension is executed by the processor 104, the control method of the vehicle suspension according to any one of the embodiments is implemented.
According to the vehicle 100 provided by the embodiment of the invention, the maximum damping limit value of the corresponding wheel is determined according to the road surface grade corresponding to each wheel, and then the smaller value of the zenith damping and the maximum damping limit value is selected to control the shock absorber corresponding to the corresponding wheel, so that the shock absorber of the vehicle 100 can be controlled more accurately, and the comfort of the vehicle 100 is improved.
Specifically, the vehicle 100 includes, but is not limited to, a pure electric vehicle, a hybrid electric vehicle, an extended range electric vehicle, a fuel-fired vehicle, and the like.
It should be noted that the above explanation of the embodiment and advantageous effects of the control method of the vehicle suspension is also applicable to the vehicle 100 of the present embodiment, and is not developed in detail here to avoid redundancy.
In order to achieve the above embodiments, the embodiments of the present invention further provide a control device for a vehicle suspension, where the control device for a vehicle suspension may implement the control method for a vehicle suspension of any one of the above embodiments. As shown in fig. 13, a control device 200 for a vehicle suspension according to the present invention includes a first determination module 202, a second determination module 204, a third determination module 206, and a control module 208. The first determining module 202 is configured to determine a road surface level corresponding to each wheel, and determine a maximum damping limit value of the corresponding wheel according to the road surface level corresponding to each wheel. The second determining module 204 is configured to obtain a shock absorber travel speed and a sprung speed corresponding to each wheel, and determine a zenith damping of the corresponding wheel according to the shock absorber travel speed and the sprung speed corresponding to each wheel. The third determination module 206 is configured to determine a smaller value of the maximum damping limit and the zenith damping for the same wheel. The control module 208 is configured to control the shock absorbers corresponding to the respective wheels according to the smaller value.
According to the control device 200 of the vehicle suspension according to the embodiment of the invention, the maximum damping limit value of the corresponding wheel is determined according to the road surface grade corresponding to each wheel, and then the smaller value of the zenith damping and the maximum damping limit value is selected to control the shock absorber corresponding to the corresponding wheel, so that the shock absorber of the vehicle can be controlled more accurately, and the comfort of the vehicle is improved.
In some embodiments of the present invention, the first determination module 202 includes an acquisition unit and a first determination unit. The acquisition unit is used for acquiring the unsprung acceleration corresponding to each wheel. The first determining unit is used for determining the road surface grade corresponding to each wheel according to the root mean square value of the unsprung acceleration corresponding to each wheel and a first corresponding relation calibrated in advance.
In some embodiments of the present invention, the first determining module 202 is configured to determine a maximum damping percentage corresponding to each wheel according to the road surface grade corresponding to each wheel and the second corresponding relationship calibrated in advance, and determine a maximum damping limit value corresponding to each wheel according to the maximum damping percentage corresponding to each wheel and the actual damping range of the corresponding shock absorber.
In some embodiments of the present invention, the control device 200 for a vehicle suspension further includes a determining module, where the determining module is configured to obtain a steering wheel angle, and determine whether the vehicle is traveling straight according to the steering wheel angle.
In some embodiments of the present invention, the first determining module 202 further includes a second determining unit and a calculating and assigning unit, where the second determining unit is configured to determine a maximum damping limit value of each front wheel according to a road surface grade corresponding to each front wheel of the vehicle when the vehicle is running straight, and the calculating and assigning unit is configured to calculate a time required for the rear wheel of the vehicle to travel to a front wheel position of the vehicle, determine a rear wheel pre-aiming time according to the time required for the rear wheel of the vehicle to travel to the front wheel position of the vehicle, and assign the maximum damping limit value of each front wheel to the corresponding rear wheel according to the rear wheel pre-aiming time.
In some embodiments of the invention, the calculation and assignment unit is configured to subtract a time interval for determining a road surface level corresponding to each front wheel of the vehicle from a time required for running the rear wheels of the vehicle to the front wheel positions of the vehicle, as the rear wheel pre-aiming time.
In some embodiments of the present invention, the calculation assigning unit includes a determining subunit for determining a vehicle speed and a front-rear wheel distance of the vehicle, and a calculating subunit for calculating a time required for running the rear wheels of the vehicle to the front wheel position of the vehicle based on the vehicle speed and the front-rear wheel distance of the vehicle.
The above explanation of the embodiment and advantageous effects of the control method of the vehicle suspension is also applicable to the control device 200 of the vehicle suspension of the present embodiment, and is not developed in detail here to avoid redundancy.
In the description of the present specification, a description referring to terms "one embodiment," "some embodiments," "examples," "specific examples," or "some examples," etc., means that a particular feature, structure, material, or characteristic described in connection with the embodiment or example is included in at least one embodiment or example of the present invention. In this specification, schematic representations of the above terms do not necessarily refer to the same embodiments or examples. Furthermore, the particular features, structures, materials, or characteristics described may be combined in any suitable manner in any one or more embodiments or examples.
Furthermore, the terms "first," "second," and the like, as used in embodiments of the present invention, are used for descriptive purposes only and are not to be construed as indicating or implying relative importance or as implying any particular number of features in the present embodiment. Thus, a feature of an embodiment of the invention that is defined by terms such as "first," "second," etc., may explicitly or implicitly indicate that at least one such feature is included in the embodiment. In the description of the present invention, the word "plurality" means at least two or more, for example, two, three, four, etc., unless explicitly defined otherwise in the embodiments.
In the present invention, unless explicitly stated or limited otherwise in the examples, the terms "mounted," "connected," and "fixed" as used in the examples should be interpreted broadly, e.g., the connection may be a fixed connection, may be a removable connection, or may be integral, and it may be understood that the connection may also be a mechanical connection, an electrical connection, etc.; of course, it may be directly connected, or indirectly connected through an intermediate medium, or may be in communication with each other, or in interaction with each other. The specific meaning of the above terms in the present invention can be understood by those of ordinary skill in the art according to specific embodiments.
While embodiments of the present invention have been shown and described above, it will be understood that the above embodiments are illustrative and not to be construed as limiting the invention, and that variations, modifications, alternatives and variations may be made to the above embodiments by one of ordinary skill in the art within the scope of the invention.
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| CN1749048A (en) * | 2005-10-14 | 2006-03-22 | 上海燃料电池汽车动力系统有限公司 | Semiactive suspension awning damp control algorithm for vehicle speed and road inductive automobile |
| CN110341414A (en) * | 2019-06-25 | 2019-10-18 | 江苏大学 | A Suspension Adaptive Optimal Control System and Method Under Continuous Linear Skyhook Control |
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| WO2014002444A1 (en) * | 2012-06-29 | 2014-01-03 | 本田技研工業株式会社 | Suspension control device |
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| CN1749048A (en) * | 2005-10-14 | 2006-03-22 | 上海燃料电池汽车动力系统有限公司 | Semiactive suspension awning damp control algorithm for vehicle speed and road inductive automobile |
| CN110341414A (en) * | 2019-06-25 | 2019-10-18 | 江苏大学 | A Suspension Adaptive Optimal Control System and Method Under Continuous Linear Skyhook Control |
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