CN114454683A - Control method, device and medium for vehicle suspension damping and vehicle - Google Patents

Control method, device and medium for vehicle suspension damping and vehicle Download PDF

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Publication number
CN114454683A
CN114454683A CN202210191849.6A CN202210191849A CN114454683A CN 114454683 A CN114454683 A CN 114454683A CN 202210191849 A CN202210191849 A CN 202210191849A CN 114454683 A CN114454683 A CN 114454683A
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correlation
vehicle
sub
function
suspension
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Inventor
张丁之
申震
栾帅奇
施继龙
李徐钢
洪宗洲
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Weilai Automobile Technology Anhui Co Ltd
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Weilai Automobile Technology Anhui Co Ltd
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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
    • B60G17/0182—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 involving parameter estimation, e.g. observer, Kalman filter
    • 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
    • B60G17/019—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 type of sensor or the arrangement thereof
    • 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
    • B60G17/019—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 type of sensor or the arrangement thereof
    • B60G17/01908—Acceleration or inclination sensors

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Vehicle Body Suspensions (AREA)

Abstract

The present invention relates to a control device for damping of a vehicle suspension. The control apparatus includes: a first calculation device configured to calculate a value of a first correlation function using an extension method with a roll angle acceleration and a pitch angle acceleration as characteristic quantities; a second calculation means configured to calculate a value of a second correlation function using the extension method with the vertical acceleration of the vehicle body and the vertical acceleration of the apex on the suspension as characteristic quantities; a third calculation means configured to calculate a value of a third correlation function with the first correlation function and the second correlation function as feature quantities using the extension method; and a fourth calculation device configured to calculate a desired vehicle suspension damping force based on the value of the third correlation function. The invention also relates to a control method for damping of a vehicle suspension, a computer-readable storage medium and a vehicle.

Description

Control method, device and medium for vehicle suspension damping and vehicle
Technical Field
The present invention relates to the field of vehicle control, and in particular to a control method, a control device, a computer readable storage medium and a vehicle for vehicle suspension damping.
Background
The suspension of a vehicle is a general term for all force-transmitting connections between the frame (or the load-bearing body) and the axles (or the wheels). The suspension serves to transmit forces and torques acting between the wheels and the vehicle frame, and to cushion the impact force transmitted from an uneven road surface to the vehicle frame or the vehicle body and to reduce vibrations caused thereby, so as to ensure smooth running of the vehicle. The semi-active suspension is a controllable suspension system which senses the road condition and the vehicle body posture through a sensor and adjusts the damping parameters of the suspension, so that the running smoothness and the stability of a vehicle are improved.
However, the existing semi-active suspension system generally has the problems of response delay and long execution period, and is difficult to realize the rapid control of the vehicle body state, and particularly difficult to overcome the suspension impact phenomenon caused by severe road excitation on the vehicle in the feedback control execution period.
Further, in the suspension damping control, it is desirable that the accuracy of the damping force is closely related to the control effect. If the calculated expected damping force is not accurate enough (i.e., the accuracy of the control target is not good enough), even if the control link is accurate and fast enough, the finally adjusted damping of the vehicle suspension is difficult to provide comfortable riding experience for the people in the vehicle. Thus, optimizing the calculation of the desired damping force is a direction worth further research and exploration.
The above information disclosed in this background section is only for enhancement of understanding of the general background of the application and should not be taken as an acknowledgement or any form of suggestion that this information constitutes prior art already known to a person skilled in the art.
Disclosure of Invention
According to an aspect of the present invention, a control apparatus for vehicle suspension damping is provided. The control apparatus includes: a first calculation device configured to calculate a value of a first correlation function using an extension method with a roll angle acceleration and a pitch angle acceleration as characteristic quantities; a second calculation means configured to calculate a value of a second correlation function using the extension method with the vertical acceleration of the vehicle body and the vertical acceleration of the apex on the suspension as characteristic quantities; a third calculation means configured to calculate a value of a third correlation function with the first correlation function and the second correlation function as feature quantities using the extension method; and a fourth calculation device configured to calculate a desired vehicle suspension damping force based on the value of the third correlation function.
Alternatively or additionally to the above, in the control apparatus according to an embodiment of the invention, the second calculation means includes four second sub-modules, the on-suspension apex vertical acceleration includes four on-suspension apex vertical accelerations corresponding to the four wheels, respectively, and the second correlation function includes four second correlation sub-functions corresponding to the four wheels, respectively. Wherein each of the four second sub-modules is configured to calculate a value of a second correlation sub-function using the extension method with the body vertical acceleration and a suspension upper-apex vertical acceleration as characteristic quantities. Wherein the one suspension upper vertex vertical acceleration and the one second correlation sub-function correspond to the same wheel.
Alternatively or additionally to the above, in the control apparatus according to an embodiment of the invention, the third calculation means includes four third sub-modules, and the third correlation function includes four third correlation sub-functions corresponding to the four wheels, respectively. Wherein each of the four third sub-modules is configured to calculate a value of a third correlation sub-function using the extension method with the first correlation function and a second correlation sub-function as feature quantities. Wherein the one suspension upper vertex vertical acceleration and the one third correlation sub-function correspond to the same wheel.
Alternatively or additionally to the above, in the control apparatus according to an embodiment of the invention, the fourth calculation means includes four fourth sub-modules, and the desired vehicle suspension damping forces include four suspension damping forces corresponding to the four wheels, respectively. Wherein each of the four fourth sub-modules is configured to calculate a suspension damping force based on a value of a third correlation sub-function. Wherein the one third correlation sub-function corresponds to the same wheel as one suspension damping force.
Alternatively or additionally to the above, in the control apparatus according to an embodiment of the present invention, further including: a current determining device configured to determine an operating current for vehicle suspension damping based on the desired vehicle suspension damping force and the shock absorber vertical compression velocity for controlling vehicle suspension damping to the desired vehicle suspension damping force.
According to another aspect of the present invention, a control method for vehicle suspension damping is provided. The control method comprises the following steps: step S410: calculating a value of the first correlation function by using an extension method and using the roll angle acceleration and the pitch angle acceleration as characteristic quantities; step S420: calculating the value of a second correlation function by using the extension method and using the vertical acceleration of the vehicle body and the vertical acceleration of the top point on the suspension as characteristic quantities; step S430: calculating a value of a third correlation function by using the extension method and taking the first correlation function and the second correlation function as characteristic quantities; and step S440: calculating a desired vehicle suspension damping force based on the value of the third correlation function.
Alternatively or additionally to the above, in the control method according to an embodiment of the invention, the vertical acceleration of the upper suspension vertex includes vertical accelerations of the upper suspension vertex corresponding to four wheels, respectively, and the second correlation function includes four second correlation sub-functions corresponding to the four wheels, respectively. The step S420 further includes calculating a value of a second correlation subfunction using the extension method with the body vertical acceleration and a suspension upper vertex vertical acceleration as characteristic quantities. Wherein the one suspension upper vertex vertical acceleration and the one second correlation sub-function correspond to the same wheel.
Alternatively or additionally to the above, in the control method according to an embodiment of the invention, the third correlation function includes four third correlation sub-functions corresponding to the four wheels, respectively. The step S430 further includes calculating a value of a third correlation subfunction using the first correlation function and a second correlation subfunction as feature quantities by the extension method. Wherein the one suspension upper vertex vertical acceleration and the one third correlation sub-function correspond to the same wheel.
Alternatively or additionally to the above, in the control method according to an embodiment of the invention, the desired vehicle suspension damping force includes four suspension damping forces corresponding to the four wheels, respectively. Said step S440 further comprises calculating a suspension damping force based on a value of a third correlation sub-function. Wherein the one third correlation sub-function corresponds to the same wheel as one suspension damping force.
Alternatively or additionally to the above, in the control method according to an embodiment of the present invention, further including: determining an operating current for vehicle suspension damping based on the desired vehicle suspension damping force and the shock absorber vertical compression velocity for controlling vehicle suspension damping to the desired vehicle suspension damping force.
According to another aspect of the present invention, there is provided a control apparatus for vehicle suspension damping comprising a memory, a processor and a computer program stored on the memory and executable on the processor. The processor implements the aforementioned control method when executing the computer program.
According to still another aspect of the present invention, there is provided a vehicle provided with the aforementioned control apparatus.
According to yet another aspect of the present invention, there is provided a computer-readable storage medium having a computer program stored thereon. Which computer program, when being executed by a processor, carries out the aforementioned control method.
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The above and other objects and advantages of the present invention will become more fully apparent from the following detailed description taken in conjunction with the accompanying drawings.
Fig. 1 shows a block diagram of a control apparatus 1000 for vehicle suspension damping according to an embodiment of the present invention.
Fig. 2 shows spatial relationships in a two-dimensional extension method according to an embodiment of the invention.
Fig. 3 shows a coordinate system of a vehicle using a control apparatus for vehicle suspension damping according to an embodiment of the present invention.
FIG. 4 shows a flow diagram of a control method 4000 for vehicle suspension damping according to one embodiment of the invention.
Fig. 5 shows a block diagram of a control apparatus 5000 for damping of a vehicle suspension according to an embodiment of the present invention.
Detailed Description
It should be noted that the terms "first", "second", and the like herein are used for distinguishing similar objects, and are not necessarily used for describing a sequential order of the objects in terms of time, space, size, and the like. Furthermore, unless specifically stated otherwise, the terms "comprises," "comprising," and the like, herein are intended to mean non-exclusive inclusion. Also, the term "vehicle" or other similar terms herein include motor vehicles in general, such as passenger cars, various commercial vehicles (including buses, trucks, etc.), and includes hybrid cars, electric cars, plug-in hybrid electric vehicles, and the like. A hybrid vehicle is a vehicle having two or more power sources, such as gasoline-powered and electric vehicles.
Hereinafter, exemplary embodiments according to the present invention will be described in detail with reference to the accompanying drawings.
Fig. 1 shows a control device 1000 for vehicle suspension damping according to an embodiment of the invention. The control apparatus 1000 includes a first computing device 110, a second computing device 120, a third computing device 130, and a fourth computing device 140.
Wherein the first computing device 110 is configured to utilize the extension method to accelerate at the roll angle
Figure BDA0003524678000000051
And pitch angular acceleration
Figure BDA0003524678000000052
Calculating a first correlation function K as a feature quantity1The value of (P).
As an example, fig. 2 shows a spatial relationship in a two-dimensional extension method, in which two feature quantities (i.e., feature quantity a and feature quantity B) are included. The two-dimensional space is divided into three sections of a classical domain, an extension domain, and a non-domain, using two eigenvalues c and d of the eigenvalue a and two eigenvalues a and B of the eigenvalue B. Specifically, a coordinate axis region x belongs to [0, c ], y belongs to [0, b ] is a classical domain; a coordinate axis region x belongs to [ c, d ], y belongs to [ b, a ] as an extension domain; defining the coordinate axis region x ∈ [ d, + ∞ ], y ∈ [ a, + ∞ ] as non-domain.
An example of calculating the relevance function k (p) using the extension method is described below with reference to fig. 2.
In the extension set, the origin O is the most optimal point of the characteristic state, and any point P in the extension set3The shortest distance | OP is formed by the connection line between the point of origin and the point of origin O3I the line intersects the boundary of the classical domain at point P1Intersecting the non-domain boundary at point P2。
The correlation function k (p) can then be obtained by the following formula:
Figure BDA0003524678000000053
wherein,
Figure BDA0003524678000000061
Figure BDA0003524678000000062
returning to fig. 1, in the first calculation means 110, the roll angular acceleration as the characteristic amount
Figure BDA0003524678000000063
Has a characteristic value of
Figure BDA0003524678000000064
And
Figure BDA0003524678000000065
and pitch angle acceleration as a characteristic quantity
Figure BDA0003524678000000066
Has a characteristic value of
Figure BDA0003524678000000067
And
Figure BDA0003524678000000068
wherein,
Figure BDA00035246780000000620
Figure BDA00035246780000000610
and
Figure BDA00035246780000000611
is a predetermined threshold that may be determined based on specific performance or operating criteria of the vehicle.
The second computing device 120 is configured to utilize the extension method to provide the vehicle body vertical acceleration
Figure BDA00035246780000000612
And the vertical acceleration of the top point of the suspension
Figure BDA00035246780000000613
Calculating a second correlation function K as a feature quantity2The value of (P).
In the context of the present invention, the term "vertical acceleration of the apex on the suspension" is intended to mean the acceleration of the apex on the suspension or the suspension tower top position (top mount) in the z-axis direction.
Referring to fig. 3, a coordinate axis is established with the center of the front axis of the vehicle as an origin O, with the front of the vehicle as a positive x-axis direction, with the front left of the vehicle as a positive y-axis direction, and with the vertical direction as a positive z-axis direction. In the context of the present invention, the z-axis direction is also referred to as the vertical direction.
In one embodiment, the second meterThe computing device 120 may further include four second sub-modules 121, 122, 123, and 124, the suspension upper vertex vertical acceleration including four suspension upper vertex vertical accelerations
Figure BDA00035246780000000614
And
Figure BDA00035246780000000615
and a second correlation function K2(P) comprises four second correlation subfunctions K21(P)、K22(P)、K23(P) and K24(P)。
Wherein,
Figure BDA00035246780000000621
indicating the vertical acceleration corresponding to the left front wheel of the vehicle,
Figure BDA00035246780000000617
indicating the vertical acceleration corresponding to the right front wheel of the vehicle,
Figure BDA00035246780000000622
indicating a vertical acceleration corresponding to the left rear wheel of the vehicle,
Figure BDA00035246780000000619
indicating the vertical acceleration corresponding to the right rear wheel of the vehicle. K21(P) A second correlation subfunction, K, corresponding to the left front wheel of the vehicle22(P) A second correlation subfunction, K, corresponding to the right front wheel of the vehicle23(P) denotes a second correlation sub-function, K, corresponding to the left rear wheel of the vehicle24(P) represents a second correlation sub-function corresponding to the right rear wheel of the vehicle.
Specifically, each of the four second sub-modules is configured to calculate a value of a second correlation sub-function using the extension method with the body vertical acceleration and a suspension upper-apex vertical acceleration as characteristic quantities. And the vertical acceleration of the upper vertex of the suspension and the second correlation sub-function correspond to the same wheel.
For example, the firstThe two submodules 121 may be configured to utilize an extension method to provide vertical acceleration of the vehicle body
Figure BDA0003524678000000071
And the vertical acceleration of the upper vertex of the suspension of the left front wheel
Figure BDA0003524678000000072
Calculating a second correlation subfunction K of the left front wheel as a feature quantity21The value of (P). Wherein,
Figure BDA0003524678000000073
characteristic value of
Figure BDA0003524678000000074
And
Figure BDA0003524678000000075
characteristic value
Figure BDA00035246780000000714
And
Figure BDA00035246780000000715
is a predetermined threshold that may be determined based on specific performance or operating criteria of the vehicle.
Similarly, the second sub-module 122 may be configured to utilize an extended method to provide vertical acceleration of the vehicle body
Figure BDA0003524678000000078
And the upper vertex vertical acceleration of the suspension of the right front wheel
Figure BDA0003524678000000079
Calculating a second correlation subfunction K of the right front wheel as a feature quantity22The value of (P).
Similarly, the second sub-module 123 may be configured to utilize an extension method to provide vertical acceleration of the vehicle body
Figure BDA00035246780000000710
And the upper vertex of the suspension of the left rear wheel is verticalAcceleration of a vehicle
Figure BDA00035246780000000711
Calculating a second correlation subfunction K of the left rear wheel as a feature quantity23The value of (P).
Similarly, the second submodule 124 may be configured to utilize an extended method to provide vertical acceleration of the vehicle body
Figure BDA00035246780000000712
And the vertical acceleration of the upper vertex of the suspension of the right rear wheel
Figure BDA00035246780000000713
Calculating a second correlation subfunction K of the right rear wheel as a feature quantity24The value of (P).
The third computing means 130 is arranged to use the extension method with the first correlation function K1(P) and a second correlation function K2(P) calculating the third correlation function K as a feature quantity3The value of (P).
In one embodiment, the third computing device 130 may further include four third sub-modules 131, 132, 133, and 134, a third correlation function K3(P) comprises four third correlation subfunctions K31(P)、K32(P)、K33(P) and K34(P)。
Wherein, K31(P) a third correlation subfunction corresponding to the left front wheel of the vehicle, and a third correlation subfunction K corresponding to the right front wheel of the vehicle32(P) a third correlation subfunction K corresponding to the left rear wheel of the vehicle33(P) and a third correlation sub-function K representing a correlation corresponding to the right rear wheel of the vehicle34(P)。
In particular, each of the four third sub-modules may be configured to calculate a value of one third correlation sub-function using the first correlation function and one second correlation sub-function as feature quantities using the extension method. And the vertical acceleration of the upper vertex of the suspension and the third related subfunction correspond to the same wheel.
For example, the third submodule 131 may be configured to use the extension method with the first correlation function K1(P) and a second correlation sub-function K corresponding to the front left wheel21(P) calculating a third correlation subfunction K corresponding to the left front wheel as a feature quantity31The value of (P). Wherein, K1Characteristic value K of (P)1c(P)、K1d(P), and K21Characteristic value K of (P)21a(P) and K21b(P) is a predetermined threshold, which may be determined experimentally or empirically, for example, in the interval (0, 1) or (0, 0.5).
Similarly, the third submodule 132 may be configured to utilise an extension method with the first correlation function K1(P) and a second correlation sub-function K corresponding to the front right wheel22(P) calculating a third correlation subfunction K corresponding to the right front wheel as a feature quantity32The value of (P).
Similarly, the third submodule 133 may be configured to use an extension method with the first relevance function K1(P) and a second correlation sub-function K corresponding to the left rear wheel23(P) calculating a third correlation subfunction K corresponding to the left rear wheel as a feature quantity33The value of (P).
Similarly, the third submodule 134 may be configured to use the extension method to apply the first correlation function K1(P) and a second correlation subfunction K corresponding to the right rear wheel24(P) calculating a third correlation subfunction K corresponding to the right rear wheel as a feature quantity34The value of (P).
Similarly, a second relevance subfunction K22(P)、K23(P) and K24The characteristic value of (P) is also a predetermined threshold value, which may be determined experimentally or empirically, for example in the interval (0, 1) or (0, 0.5).
The fourth calculation means 140 are configured to be based on the third correlation function K3(P) calculating a desired vehicle suspension damping force Fc。
In one embodiment, the fourth computing device 140 may include four fourth sub-modules 141, 142, 143, and 144, the desired vehicle suspension damping force FcComprising four suspension damping forces Fcfl、Fcfr、FcrlAnd Fcrr. Wherein, FcflIndicating the left front wheel of the vehicleCorresponding vehicle suspension damping force, FcfrIndicating the vehicle suspension damping force corresponding to the right front wheel of the vehicle, FcrlIndicating the vehicle suspension damping force corresponding to the left rear wheel of the vehicle, FcrrIndicating the vehicle suspension damping force corresponding to the right rear wheel of the vehicle.
In particular, each of the four fourth sub-modules is configured to calculate a suspension damping force based on the value of a third correlation sub-function. Wherein the third correlation sub-function and the suspension damping force correspond to the same wheel.
For example, the fourth submodule 141 may calculate the desired vehicle suspension damping force F corresponding to the left front wheel using the following formulacflAbsolute value of (a):
|Fcfl|＝[1-K31(P)]·cmax
wherein, cmaxThe maximum damping coefficient that can be provided for a shock absorber can be determined, for example, by the performance of the vehicle shock absorber.
Based on vehicle suspension damping force FcflThe fourth sub-module 141 may calculate the vehicle suspension damping force F by any suitable method, such as Skyhook control (Skyhook), ground control (grouthook), hybrid control of the Skyhook and the likecfl。
Similarly, the fourth submodule 142 may calculate a desired vehicle suspension damping force F corresponding to the right front wheel using the following equationcfrAbsolute value of (a):
|Fcfr|＝[1-K32(P)]·cmax。
based on vehicle suspension damping force FcfrThe fourth sub-module 142 may calculate the vehicle suspension damping force F using any suitable method, such as skyhook control, metro-shed control, hybrid skyhook control, or the likecfr。
Similarly, the fourth sub-module 143 may calculate a desired vehicle suspension damping force F corresponding to the left rear wheel using the following equationcrlAbsolute value of (a):
|Fcrl|＝[1-K33(P)]·cmax。
vehicle suspension based dampingForce FcrlThe fourth sub-module 143 may calculate the vehicle suspension damping force F using any suitable method, such as skyhook control, metro-roof control, hybrid metro-roof control, etccrl。
Similarly, the fourth sub-module 144 may calculate a desired vehicle suspension damping force F corresponding to the right rear wheel using the following equationcrrAbsolute value of (a):
|Fcrr|＝[1-K34(P)]·cmax。
based on vehicle suspension damping force FcrrThe fourth sub-module 144 may calculate the vehicle suspension damping force F using any suitable method, including skyhook control, metro-shed control, hybrid skyhook control, and the likecrr。
Therefore, the control device 1000 can effectively improve the accuracy of the finally obtained expected suspension damping force through the serial connection and the parallel connection of a plurality of calculation modules based on the extension method, so that an accurate control target is provided for the control of the vehicle suspension damping, and comfortable riding experience is provided for people in the vehicle.
Although not shown in fig. 1, the control apparatus 1000 may further include a current determining device. The current determining means is configured to determine the desired vehicle suspension damping force F based on the calculated desired vehicle suspension damping force F calculated by the fourth calculating means 140c(e.g., F)cfl、Fcfr、FcrlAnd Fcrr) And the vertical compression speed of the vehicle shock absorber to determine the working current of the vehicle suspension damping for controlling the vehicle suspension damping to achieve the expected vehicle suspension damping force Fc(e.g., F)cfl、Fcfr、FcrlAnd Fcrr)。
Wherein the current determining means may be based on the vehicle suspension damping force F by a table look-up method or any other suitable methodcAnd determining the working current of the vehicle suspension damping by the vertical compression speed of the vehicle shock absorber.
In one embodiment, the roll angular acceleration in the first computing device 110
Figure BDA0003524678000000101
Value and depression ofAcceleration in elevation angle
Figure BDA0003524678000000102
The values of (c) can be determined by real-time motion signals of the body and suspension collected by the vehicle-mounted sensors (e.g.,
Figure BDA0003524678000000103
zr、ax、ay) The calculation is obtained according to the specific sensor hardware, and is not described herein.
In another embodiment, the roll angular acceleration in the first computing device 110
Figure BDA0003524678000000104
Value of (d) and pitch angle acceleration
Figure BDA0003524678000000105
The values of (d) can be calculated using the following equations, respectively:
Figure BDA0003524678000000106
wherein, axAnd ayLongitudinal and lateral accelerations of the vehicle body, hpAnd hrThe vertical distances from the center of mass of the vehicle to the pitch center and the roll center of the vehicle body, Ffl、Ffr、FrlAnd FrrIs the actual suspension damping force, m, corresponding to the left front wheel, the right front wheel, the left rear wheel and the right rear wheel, respectivelysIs sprung mass, BfFor front wheel track, BrFor the rear wheel track, a is the distance from the center of mass to the front axle, b is the distance from the center of mass to the rear axle, IxAnd IyThe roll moment of inertia and the pitch moment of inertia of the vehicle body are respectively, and g is the gravity acceleration.
Further, the actual suspension damping force Ffl、Ffr、FrlAnd FrrThis can be estimated by:
Figure BDA0003524678000000111
wherein z isui(i ═ fl, fr, rl, rr, respectively, left front, right front, left back, right back, and the same applies below) for each wheel vertical displacement, and z may be input according to the road surface excitation of each wheelriTo estimate. z is a radical ofsiVertical displacement of the upper vertex of each suspension; k is a radical ofsiIs the suspension stiffness coefficient, ciIs the suspension damping coefficient.
Road surface excitation input z of each wheelriMay be obtained from on-board sensors, such as on-board lidar. Alternatively, the vehicle-mounted lidar may collect data from the road surface in front of the vehicle to obtain road surface excitation inputs z for each wheelri. That is, in this embodiment, the first computing device 110 is configured to compute the roll angular acceleration
Figure BDA0003524678000000112
And pitch angular acceleration
Figure BDA0003524678000000113
Is based on a prediction of the road surface ahead of the vehicle.
In one embodiment, the body vertical acceleration in the second computing device 120
Figure BDA0003524678000000114
And the vertical acceleration of the top point of the suspension
Figure BDA0003524678000000115
The real-time motion signal of the vehicle body sensed by the vehicle-mounted sensor can be obtained.
In another embodiment, the body vertical acceleration in the second computing device 120
Figure BDA0003524678000000116
And the vertical acceleration of the top point of the suspension
Figure BDA0003524678000000117
Can be calculated using the following equation：
Figure BDA0003524678000000118
For the left front wheel, the right front wheel, the left rear wheel and the right rear wheel, respectivelysfl、zsfr、zsrlAnd zsrrAfter second-order derivation, the second-order derivation can be obtained
Figure BDA0003524678000000121
And
Figure BDA0003524678000000122
as can be seen, in this embodiment, the second computing device 120 provides vertical acceleration to the vehicle body
Figure BDA0003524678000000123
And the vertical acceleration of the top point of the suspension
Figure BDA0003524678000000124
Is based on a prediction of the road surface ahead of the vehicle.
Although not shown in fig. 1, the control apparatus 1000 for damping of a suspension of a vehicle may further include a road condition judging means.
The road condition determining means may be configured to detect whether there is a longitudinal obstacle in front of the vehicle, and send a signal to instruct the first computing device 110, the second computing device 120, the third computing device 130, the fourth computing device 140, and the optional current determining means to cooperatively implement the adjustment of the vehicle suspension damping when the obstacle is detected, thereby effectively improving the riding experience of the vehicle.
In the context of the present invention, the term "longitudinal obstacle" is intended to mean an object in front of the vehicle in the longitudinal direction that may present an obstacle to the travel of the vehicle, for example a raised obstacle or a recessed obstacle.
Optionally, the road condition determining device may detect whether there is a longitudinal obstacle in front of the vehicle by using road surface data collected by a laser radar installed on the vehicle.
Specifically, the lidar may be mounted at point O of the vehicle in fig. 3, i.e., directly above the midpoint of the front axle of the vehicle.
Collecting a point cloud P of a road surface forward of the vehicle by the laser radar, wherein the ith point is represented as PiThe coordinates can be expressed as:
Figure BDA0003524678000000125
where ρ isiDenotes the distance measurement, θiThe vertical angle is indicated as the angle of the vertical,
Figure BDA0003524678000000126
denotes the horizontal angle, hlFor laser radar mounting height, Δ h is the height variation of the laser radar mounting location that height sensor gathers in real time.
Then, coordinate points satisfying the following formula in the road coordinates are extracted:
ximax＞ximin＞0，yimax＞0＞yimin。
wherein x isimax、ximin、yimax、yiminTo be a predetermined threshold, it may be determined based on specific performance or operating criteria of the vehicle, road surface conditions, empirical values, and the like. The point cloud after screening is recorded as
Figure BDA0003524678000000131
In which the coordinate points are noted as
Figure BDA0003524678000000132
Extracting point clouds
Figure BDA0003524678000000133
The road surface coordinate points satisfying the following four formulas:
Figure BDA0003524678000000134
Figure BDA0003524678000000135
Figure BDA0003524678000000136
Figure BDA0003524678000000137
wherein lwiIs the tire width. Points satisfying the above four formulas are respectively noted as
Figure BDA0003524678000000138
And
Figure BDA0003524678000000139
for point
Figure BDA00035246780000001310
And
Figure BDA00035246780000001311
judging that a protruding obstacle (hereinafter, simply referred to as a boss) exists in front of the vehicle if the z-axis coordinate thereof satisfies the following formula:
z(xi)＞zmax,z(xi+1)＞zmax,z(xi-1)＞zmax。
wherein z ismaxIs a self-setting boss height threshold. The boss may be abstracted to a vertical height z (x)i-1)-z(xi-2) The step rising edge of (2).
For point
Figure BDA00035246780000001312
And
Figure BDA00035246780000001313
if the z-axis coordinate thereof satisfies the following formula, it is judged that there is a depressed obstacle (hereinafter simply referred to as a pit) in front of the vehicle:
z(xi)＜zmin,z(xi+1)＜zmin,z(xi-1)＜zmin。
wherein z isminIs a self-setting pit depth threshold. Pits are abstractable to a vertical depth of z (x)i-1)-z(xi-2) The step falling edge of (2).
Therefore, the control device 1000 can pre-judge whether a longitudinal obstacle exists in front of the vehicle in advance based on road data acquired by the laser radar by using the road condition judging device, and provides an instruction to a computing device in the control device 1000 according to a pre-judging result, so that an expected suspension damping force is determined, and the influence of the obstacle on riding experience is relieved.
It will be readily appreciated by those skilled in the art that the inventive concept is not limited to the use of the above detection method, but may also include detecting whether there is a longitudinal obstacle in front of the vehicle by other data, for example, data collected by a sensor such as a camera mounted on the vehicle, a microwave radar, etc., and control data sent to the vehicle from the outside (such as other vehicles or a cloud server), for example.
Those skilled in the art will readily appreciate that the control method according to the embodiments of the present invention can be used independently for controlling the damping of the vehicle suspension, and can also be combined with any other suitable control method for damping of the vehicle suspension (e.g., a control method using a vehicle body acceleration signal and a suspension motion state signal as inputs), thereby further improving the stability and comfort of the vehicle.
FIG. 4 shows a flow diagram of a control method 4000 for vehicle suspension damping according to one embodiment of the invention. The control method 4000 specifically includes the following steps.
In step S410, the acceleration is accelerated at the roll angle by using the extension method
Figure BDA0003524678000000141
And pitch angular acceleration
Figure BDA0003524678000000142
Calculating a first correlation function K as a feature quantity1The value of (P).
As indicated previously, one example of the relevance function k (p) may be calculated with reference to the two-dimensional extension method in fig. 2.
In the extension set, the origin O is the most optimal point of the characteristic state, and any point P in the extension set3The shortest distance | OP is formed by the connection line between the point of origin and the point of origin O3I, the line intersects the classical domain boundary at point P1Intersecting the non-domain boundary at point P2。
The correlation function k (p) can then be obtained by the following formula:
Figure BDA0003524678000000143
wherein,
Figure BDA0003524678000000144
Figure BDA0003524678000000145
wherein the roll angular acceleration
Figure BDA0003524678000000146
Has a characteristic value of
Figure BDA0003524678000000147
And
Figure BDA0003524678000000148
and pitch angular acceleration as a characteristic quantity
Figure BDA0003524678000000151
Has a characteristic value of
Figure BDA0003524678000000152
And
Figure BDA0003524678000000153
wherein,
Figure BDA0003524678000000154
and
Figure BDA0003524678000000155
is a predetermined threshold that may be determined based on specific performance or operating criteria of the vehicle.
In step S420, the method is used for utilizing the extension method to realize the vertical acceleration of the vehicle body
Figure BDA0003524678000000156
And the vertical acceleration of the top point of the suspension
Figure BDA0003524678000000157
Calculating a second correlation function K for the feature quantity2The value of (P).
In the context of the present invention, the term "vertical acceleration of the apex on the suspension" is intended to mean the acceleration of the apex on the suspension or the suspension tower top position (top mount) in the z-axis direction.
In one embodiment, the vertical acceleration of the suspension upper vertices comprises four vertical accelerations of the suspension upper vertices
Figure BDA0003524678000000158
And
Figure BDA0003524678000000159
the second correlation function includes K2(P) comprises four second correlation subfunctions K21(P)、K22(P)、K23(P) and K24(P)。
Wherein,
Figure BDA00035246780000001514
indicating the vertical acceleration corresponding to the left front wheel of the vehicle,
Figure BDA00035246780000001511
indicating the vertical acceleration corresponding to the right front wheel of the vehicle,
Figure BDA00035246780000001515
indicating a vertical acceleration corresponding to the left rear wheel of the vehicle,
Figure BDA00035246780000001513
indicating the vertical acceleration corresponding to the right rear wheel of the vehicle. K21(P) a second correlation subfunction corresponding to the left front wheel of the vehicle, and a second correlation subfunction K corresponding to the right front wheel of the vehicle22(P) a second correlation subfunction K corresponding to the left rear wheel of the vehicle23(P) and a second correlation sub-function K representing a correlation corresponding to a right front wheel of the vehicle24(P)。
Similarly to the above description regarding the second sub-module, step S420 may further include calculating a value of a second correlation sub-function using the extension method with the body vertical acceleration and a suspension upper-apex vertical acceleration as the characteristic quantities. Wherein the top vertical acceleration of a suspension and a second correlation sub-function correspond to the same wheel.
In step S430, the extension method is used to use the first correlation function K1(P) and a second correlation function K2(P) calculating the third correlation function K as a feature quantity3The value of (P).
In one embodiment, the third correlation function K3(P) includes four third correlation subfunctions K31(P)、K32(P)、K33(P) and K34(P) of the reaction mixture. Wherein, K31(P) a third correlation subfunction corresponding to the left front wheel of the vehicle, and a third correlation subfunction K corresponding to the right front wheel of the vehicle32(P) a third correlation subfunction K corresponding to the left rear wheel of the vehicle33(P) and a third correlation sub-function K representing a correlation corresponding to the right rear wheel of the vehicle34(P)。
Similarly to the above description about the third sub-module, step S430 may further include calculating a value of a third correlation sub-function using the extension method with the first correlation function and a second correlation sub-function as feature quantities. And the vertical acceleration of the upper vertex of the suspension and the third related subfunction correspond to the same wheel.
In step S440, based on the third correlation function K3(P) to calculate a desired vehicle suspension damping force.
Wherein the desired vehicle suspension damping force FcComprising four suspension damping forces Fcfl、Fcfr、FcrlAnd Fcrr. Wherein, FcflIndicating the vehicle suspension damping force corresponding to the left front wheel of the vehicle, FcfrIndicating the vehicle suspension damping force corresponding to the right front wheel of the vehicle, FcrlIndicating the vehicle suspension damping force corresponding to the left rear wheel of the vehicle, FcrrIndicating the vehicle suspension damping force corresponding to the right rear wheel of the vehicle.
Similarly to the above description regarding the fourth submodule, in step S440, the desired vehicle suspension damping force is calculated corresponding to the same wheel as the third correlation function on which the calculation is performed.
Therefore, the control method 4000 can effectively improve the accuracy of the finally obtained expected suspension damping force through the serial connection and the parallel connection of multiple extension calculations, so that an accurate control target is provided for the control of the vehicle suspension damping, and comfortable riding experience is provided for people in a vehicle.
Although not shown in fig. 4, control method 4000 may further include: based on desired vehicle suspension damping force Fc(e.g., F)cfl、Fcfr、FcrlAnd Fcrr) And the vertical compression speed of the shock absorber to determine the working current of the vehicle suspension damping for controlling the vehicle suspension damping to achieve the expected vehicle suspension damping force Fc(e.g., F)cfl、Fcfr、FcrlAnd Fcrr)。
For example, the vehicle suspension damping force F may be based on a table lookup or any other suitable methodcAnd determining the working current of the vehicle suspension damping by the vertical compression speed of the vehicle shock absorber.
Roll utilized in step S410Angular acceleration
Figure BDA0003524678000000161
Value of (d) and pitch angle acceleration
Figure BDA0003524678000000162
The values of (c) may be obtained, for example, using the methods described above with respect to the first computing device 110, and are not described in detail herein. Vehicle body vertical acceleration used in step S420
Figure BDA0003524678000000163
And the vertical acceleration of the top point of the suspension
Figure BDA0003524678000000164
The values of (c) may be obtained, for example, using the methods described above with respect to the first computing device 120, and are not described in detail herein.
In addition, whether a longitudinal obstacle exists in front of the vehicle can be detected by the method described in the road condition judging device based on data of the vehicle-mounted laser radar sensor, so that the adjustment of the vehicle suspension damping can be realized by the control method 4000 under the condition that the obstacle exists, and the riding experience of the vehicle can be improved.
Therefore, the control method 4000 can more accurately predict the longitudinal obstacle situation in front of the vehicle in advance, and determine the expected suspension damping force by using the steps S410-S440 according to the prediction result, so as to alleviate the influence of the obstacle on the riding experience.
It will be readily appreciated by those skilled in the art that the control apparatus according to the embodiments of the present invention can be used independently for controlling the damping of the vehicle suspension, and can also be combined with any other suitable control apparatus for damping of the vehicle suspension (e.g., a control apparatus using a vehicle body acceleration signal, a suspension motion state signal as an input), thereby further improving the stability and comfort of the vehicle.
Fig. 5 shows a block diagram of a control apparatus 5000 for damping of a vehicle suspension according to an embodiment of the present invention. The control device 5000 includes a memory 510 and a processor 520, among other things. Although not shown in fig. 5, the control device 5000 further comprises a computer program stored on the memory 510 and executable on the processor 520, thereby implementing the respective steps in the control method for vehicle suspension damping in the foregoing embodiments.
Memory 510 may be, among other things, a random access memory RAM, a read only memory ROM, an electrically programmable read only memory EPROM, an electrically erasable read only memory EEPROM or an optical disk storage device, a magnetic disk storage device, or any other medium that can be used to carry or store desired program code in the form of machine-executable instructions or data structures and that can be accessed by processor 520. Processor 520 may be any suitable special or general purpose processor such as a field programmable array FPGA, application specific integrated circuit ASIC, digital signal processing circuit DSP, or the like.
Further, the control device 5000 may be a device for adjusting the damping of the vehicle suspension independently, or may be incorporated in other processing devices such as an electronic control unit ECU, a domain control unit DCU, and the like.
It is to be understood that some of the block diagrams shown in the figures of the present invention are functional entities and do not necessarily correspond to physically or logically separate entities. These functional entities may be implemented in the form of software, or in one or more hardware modules or integrated circuits, or in different networks and/or processor means and/or microcontroller means.
It should also be understood that in some alternative embodiments, the functions/steps included in the foregoing methods may occur out of the order shown in the flowcharts. For example, two functions/steps shown in succession may be executed substantially concurrently or even in the reverse order. Depending on the functions/steps involved.
In addition, it will be readily appreciated by those skilled in the art that the control method for vehicle suspension damping provided by one or more of the above embodiments of the present invention may be implemented by a computer program. For example, when a computer storage medium storing the computer program is connected to a computer, the computer program is executed to execute the control method for vehicle suspension damping according to one or more embodiments of the present invention.
In summary, according to the control scheme for damping of the vehicle suspension provided by the invention, the expected suspension damping force with high accuracy can be obtained through multiple series and parallel connection of the calculation modules based on the extension method, so that an accurate control target is provided for controlling the damping of the vehicle suspension, and a comfortable riding experience is provided for people in the vehicle. On one hand, the control scheme for damping of the vehicle suspension according to the invention can determine and calculate the expected damping force of the suspension by utilizing the real-time motion signal of the vehicle, thereby realizing the feedback control of the suspension damping and having high control accuracy. On the other hand, the control scheme for vehicle suspension damping according to the invention can also utilize the front road surface data collected by the vehicle to pre-judge the expected suspension damping force, thereby realizing the feedforward control of the suspension damping and bringing comfortable riding experience to passengers.
In addition, the control scheme for the vehicle suspension damping can also be used for prejudging whether a longitudinal obstacle exists in the front of the vehicle through front road surface data collected by the vehicle-mounted laser radar, determining expected suspension damping force according to a prejudging result, adjusting the damping force of the vehicle in advance and further improving the adjusting effect of the suspension damping.
Although only a few embodiments of the present invention have been described in detail above, those skilled in the art will appreciate that the present invention may be embodied in many other forms without departing from the spirit or scope thereof. Accordingly, the present examples and embodiments are to be considered as illustrative and not restrictive, and various modifications and substitutions may be made therein without departing from the spirit and scope of the present invention as defined by the appended claims.

Claims (13)

1. A control apparatus for vehicle suspension damping, comprising:
a first calculation device configured to calculate a value of a first correlation function using an extension method with a roll angle acceleration and a pitch angle acceleration as characteristic quantities;
a second calculation device configured to calculate a value of a second correlation function using the extension method with the vertical acceleration of the vehicle body and the vertical acceleration of the apex on the suspension as characteristic quantities;
a third calculation means configured to calculate a value of a third correlation function with the first correlation function and the second correlation function as feature quantities using the extension method; and
a fourth computing device configured to compute a desired vehicle suspension damping force based on the value of the third correlation function.
2. The control apparatus according to claim 1, wherein the second calculation means includes four second sub-modules, the vertical acceleration of the zenith on the suspension includes vertical acceleration of the zenith on the suspension corresponding to four wheels, respectively, and the second correlation function includes four second correlation sub-functions corresponding to the four wheels, respectively,
wherein each of the four second sub-modules is configured to calculate a value of a second correlation sub-function using the extension method with the body vertical acceleration and a suspension upper vertex vertical acceleration as characteristic quantities, wherein the one suspension upper vertex vertical acceleration and the one second correlation sub-function correspond to the same wheel.
3. The control apparatus according to claim 2, wherein the third calculation means includes four third sub-modules, the third correlation function includes four third correlation sub-functions corresponding to the four wheels, respectively,
wherein each of the four third sub-modules is configured to calculate a value of a third correlation sub-function using the extension method with the first correlation function and a second correlation sub-function as feature quantities, wherein the one suspension upper vertex vertical acceleration and the one third correlation sub-function correspond to the same wheel.
4. The control apparatus according to claim 3, characterized in that the fourth calculation means includes four fourth sub-modules, the desired vehicle suspension damping force includes four suspension damping forces corresponding to the four wheels, respectively,
wherein each of the four fourth sub-modules is configured to calculate a suspension damping force based on the value of a third correlation sub-function, wherein the third correlation sub-function and a suspension damping force correspond to the same wheel.
5. The control apparatus according to claim 1, characterized by further comprising:
a current determining device configured to determine an operating current for vehicle suspension damping based on the desired vehicle suspension damping force and the shock absorber vertical compression velocity for controlling vehicle suspension damping to the desired vehicle suspension damping force.
6. A control method for vehicle suspension damping, comprising:
step S410: calculating a value of the first correlation function by using an extension method and using the roll angle acceleration and the pitch angle acceleration as characteristic quantities;
step S420: calculating the value of a second correlation function by using the extension method and using the vertical acceleration of the vehicle body and the vertical acceleration of the top point on the suspension as characteristic quantities;
step S430: calculating a value of a third correlation function using the extension method with the first correlation function and the second correlation function as feature quantities; and
step S440: calculating a desired vehicle suspension damping force based on the value of the third correlation function.
7. The control method according to claim 6, wherein the vertical acceleration of the upper suspension vertices includes vertical accelerations of the upper suspensions four vertices corresponding to four wheels, respectively, and the second correlation function includes four second correlation sub-functions corresponding to the four wheels, respectively,
the step S420 further includes calculating a value of a second correlation sub-function by using the extension method and using the body vertical acceleration and a suspension upper vertex vertical acceleration as characteristic quantities, where the suspension upper vertex vertical acceleration and the second correlation sub-function correspond to the same wheel.
8. The control method according to claim 7, characterized in that the third correlation function includes four third correlation sub-functions corresponding to the four wheels, respectively,
the step S430 further includes calculating a value of a third correlation subfunction using the first correlation subfunction and a second correlation subfunction as feature quantities by the extension method, wherein the one suspension upper vertex vertical acceleration and the third correlation subfunction correspond to the same wheel.
9. The control method according to claim 8, wherein the desired vehicle suspension damping force includes four suspension damping forces corresponding to the four wheels, respectively,
the step S440 further includes calculating a suspension damping force based on a value of a third correlation sub-function, wherein the third correlation sub-function and a suspension damping force correspond to the same wheel.
10. The control method according to claim 6, characterized by further comprising:
determining an operating current for vehicle suspension damping based on the desired vehicle suspension damping force and the shock absorber vertical compression velocity for controlling vehicle suspension damping to the desired vehicle suspension damping force.
11. A control device for vehicle suspension damping comprising a memory, a processor and a computer program stored on the memory and executable on the processor, characterized in that the processor implements the control method according to any one of claims 6 to 10 when executing the computer program.
12. A vehicle characterized by being provided with the control device according to any one of claims 1 to 5.
13. A computer-readable storage medium, on which a computer program is stored, which, when being executed by a processor, carries out a control method according to any one of claims 6 to 10.
CN202210191849.6A 2022-02-28 2022-02-28 Control method, device and medium for vehicle suspension damping and vehicle Pending CN114454683A (en)

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Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN109715421A (en) * 2016-09-28 2019-05-03 日立汽车系统株式会社 Suspension control apparatus
CN110722950A (en) * 2019-09-09 2020-01-24 江苏大学 Automobile suspension mixed damping extension switching control method
CN114056026A (en) * 2020-07-30 2022-02-18 现代自动车株式会社 Apparatus and method for controlling vehicle suspension

Patent Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN109715421A (en) * 2016-09-28 2019-05-03 日立汽车系统株式会社 Suspension control apparatus
CN110722950A (en) * 2019-09-09 2020-01-24 江苏大学 Automobile suspension mixed damping extension switching control method
CN114056026A (en) * 2020-07-30 2022-02-18 现代自动车株式会社 Apparatus and method for controlling vehicle suspension

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