CN114919362A - Suspension system control method and device and vehicle - Google Patents
Suspension system control method and device and vehicle Download PDFInfo
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- CN114919362A CN114919362A CN202210610366.5A CN202210610366A CN114919362A CN 114919362 A CN114919362 A CN 114919362A CN 202210610366 A CN202210610366 A CN 202210610366A CN 114919362 A CN114919362 A CN 114919362A
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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
- B60G17/0152—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 action on a particular type of suspension unit
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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
- B60G17/0165—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 to an external condition, e.g. rough road surface, side wind
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- Vehicle Body Suspensions (AREA)
Abstract
The application provides a control method and device of a suspension system and a vehicle, and relates to the technical field of vehicles, wherein the suspension system comprises an accumulator, a fluid pump, a buffer cylinder, a first valve system group, a second valve system group and a third valve system group, the first valve system group and the second valve system group are connected between the accumulator and the buffer cylinder, and the fluid pump and the third valve system group are connected between the accumulator and the second valve system group. The control method comprises the following steps: determining whether the vehicle has collision risk or not according to the state information and the environment perception information of the vehicle; and under the condition that the collision risk is determined, opening the first valve train group and the second valve train group as well as the fluid pump and the third valve train group to push the piston rod to move so as to lift the vehicle body. According to the automobile body longitudinal beam structure, when collision risks exist, the automobile body is lifted so that the collision position is located in the automobile body longitudinal beam structure with higher rigidity and strength, and potential safety hazards brought to the automobile and passengers by collision are reduced.
Description
Technical Field
The present application relates to the field of vehicle technologies, and in particular, to a method and an apparatus for controlling a suspension system, and a vehicle.
Background
With the continuous development of intelligent automobiles, the improvement of driving safety performance is still the main research direction.
At present, an intelligent automobile usually avoids obstacles by planning a reasonable route, so that the driving safety of the automobile is ensured. In the case of unavoidable collisions, corresponding countermeasures are lacking, which is a safety risk for the vehicle and the occupants.
Disclosure of Invention
The application provides a control method and device of a suspension system and a vehicle.
According to a first aspect of the present application, there is provided a control method of a suspension system including an accumulator, a fluid pump, a cushion cylinder, a first valve train group, a second valve train group, and a third valve train group, the cushion cylinder including a restoring chamber, a compression chamber, and a piston rod, the first valve train group being connected between the accumulator and the restoring chamber, the second valve train group being connected between the accumulator and the compression chamber, the fluid pump and the third valve train group being connected between the accumulator and the second valve train group;
the control method comprises the following steps:
determining whether the vehicle has collision risk according to the state information and the environment perception information of the vehicle;
controlling the suspension system in a first adjustment state in the event that it is determined that the vehicle is at risk of collision;
wherein when the suspension system is in the first adjustment state, the first and second valve train sets are open and the fluid pump and the third valve train set are open to urge the piston rod to move.
According to a second aspect of the present application, there is provided a control apparatus of a suspension system including an accumulator, a fluid pump, a cushion cylinder, a first valve train group, a second valve train group, and a third valve train group, the cushion cylinder including a restoring chamber, a compression chamber, and a piston rod, the first valve train group being connected between the accumulator and the restoring chamber, the second valve train group being connected between the accumulator and the compression chamber, the fluid pump and the third valve train group being connected between the accumulator and the second valve train group;
the control device includes:
the judging module is used for determining whether the vehicle has collision risks according to the state information and the environment perception information of the vehicle;
the first control module is used for controlling the suspension system to be in a first adjusting state under the condition that the collision risk of the vehicle is determined;
wherein when the suspension system is in the first adjustment state, the first and second valve train sets are open and the fluid pump and the third valve train set are open to urge the piston rod to move.
According to a third aspect of the present application, there is provided an electronic device comprising:
at least one processor; and
a memory communicatively coupled to the at least one processor; wherein the content of the first and second substances,
the memory stores instructions executable by the at least one processor to enable the at least one processor to perform the method of the first aspect of the present application.
According to a fourth aspect of the present application, there is provided a non-transitory computer readable storage medium having stored thereon computer instructions for causing the computer to perform the method of the first aspect of the present application.
According to a fifth aspect of the present application, there is provided a computer program product comprising a computer program which, when executed by a processor, implements the method of the first aspect of the present application.
According to a sixth aspect of the present application, there is provided a vehicle configured to perform the method of the first aspect of the present application.
In the embodiment of the application, under the condition that the collision risk of the vehicle is determined according to the state information and the environment perception information of the vehicle, the suspension system can be controlled to be in the first adjusting state, the fluid pump can pump out the liquid in the energy accumulator and flow into the compression cavity of the cushion cylinder through the third valve train group and the second valve train group, and the piston rod of the cushion cylinder is pushed to move in the positive direction, so that the vehicle body is lifted. Through the hydraulic suspension mechanism, the vehicle body longitudinal beam structure with higher rigidity and strength can replace a vehicle door or a vehicle window and other parts to impact an obstacle, so that the potential safety hazard brought to the vehicle and passengers by collision is effectively reduced, and the driving safety is improved.
It should be understood that the statements in this section do not necessarily identify key or critical features of the embodiments of the present application, nor do they limit the scope of the present application. Other features of the present application will become apparent from the following description.
Drawings
The drawings are included to provide a better understanding of the present solution and are not intended to limit the present application. Wherein:
FIG. 1 is a schematic structural diagram of a suspension system provided in an embodiment of the present application;
fig. 2 is a flowchart of a control method of a suspension system according to an embodiment of the present disclosure;
fig. 3 is a second flowchart of a control method of a suspension system according to an embodiment of the present application;
fig. 4 is a block diagram of a control device of a suspension system according to an embodiment of the present disclosure;
fig. 5 is a block diagram of an electronic device according to an embodiment of the present application.
Detailed Description
The following description of the exemplary embodiments of the present application, taken in conjunction with the accompanying drawings, includes various details of the embodiments of the application for the understanding of the same, which are to be considered exemplary only. Accordingly, those of ordinary skill in the art will recognize that various changes and modifications of the embodiments described herein can be made without departing from the scope and spirit of the present application. Also, descriptions of well-known functions and constructions are omitted in the following description for clarity and conciseness.
The embodiment of the application provides a control method of a suspension system, and the control method is used for controlling the suspension system of a vehicle. The suspension system includes an accumulator, a fluid pump, and a cushion cylinder, as well as first and second valve trains connected between the accumulator and the cushion cylinder, and a third valve train connected between the fluid pump, the first valve train, and the second valve train.
Specifically, as shown in fig. 1, the suspension system 1 may include a valve body assembly 10, at least one accumulator 20, and a plurality of adjustment units 30. In one embodiment, two energy stores 20, 20 'and four control units 30, 30' may be used, two control units 30 sharing one of the energy stores 20 and two other control units 30 'sharing the other energy store 20'. The four adjusting units 30, 30' correspond to four suspensions of the suspension system 1 one by one, namely a left front suspension corresponding to a left front wheel, a right front suspension corresponding to a right front wheel, a left rear suspension corresponding to a left rear wheel and a right rear suspension corresponding to a right rear wheel.
It should be noted that, in the embodiment of the present application, the arrangement of the accumulator 20 and the adjusting unit 30 is not limited, and for convenience of understanding, the above arrangement is only used as an example. For example, in other embodiments of the present application, two adjusting units 30 may be provided corresponding to only two front wheels or two rear wheels of the vehicle, and one accumulator 20 may be shared. Alternatively, for large vehicles, six regulating units 30 and correspondingly three accumulators 20 may be provided, and so on.
In the embodiment of the present application, each of the adjusting units 30 includes a cushion cylinder 310, a fluid pump 320, and a plurality of valve train groups. The fluid pump 320 and the plurality of valve train sets are respectively integrated on the valve body assembly 10, and the fluid pump 320 is respectively connected to the accumulator 20 and the plurality of valve train sets through a pipeline. The plurality of valve trains include a first valve train 331, a second valve train 332, and a third valve train 333. The damping cylinder 310 includes a restoring chamber 311, a compression chamber 312, and a piston rod 313, a first valve train 331 is connected between the accumulator 20 and the restoring chamber 311, a second valve train 332 is connected between the accumulator 20 and the compression chamber 312, and a fluid pump 320 and a third valve train 333 are connected between the accumulator 20 and the second valve train 332.
As shown in fig. 1, taking the left front suspension as an example, when the first and second valve train sets 331 and 332 are open and the fluid pump 320 and the third valve train set 333 are open, the suspension system 1 is in the first regulation state. In this state, the third valve train 333 cooperates with the first valve train 331 and the second valve train 332 to control the flow direction of the fluid in the pipe, so as to adjust the damping of the damping cylinder 310 and the position of the piston rod 313. Specifically, the fluid in the accumulator 20 may flow to the compression chamber 312 through the third valve train set 333, and the fluid in the recovery chamber 311 may flow to the accumulator 20, causing the piston rod 313 to move in the forward direction (direction a shown in fig. 1), thereby lifting the suspension system to achieve the lifting of the vehicle body.
When the first and second valve trains 331 and 332 are open and the fluid pump 320 and the third valve train 333 are closed, the suspension system 1 is in the second regulation state. In this state, the first valve train 331 and the second valve train 332 can control the flow direction of the fluid in the pipeline to adjust the volume difference between the recovery chamber 311 and the compression chamber 312, thereby achieving the purpose of adjusting the damping of the cushion cylinder 310.
Further, as shown in fig. 1, the suspension system may further include a fourth valve train 334, the fourth valve train 334 being connected between the first valve train 331 and the fluid pump 320.
When the first valve train set 331 and the second valve train set 332 are open and the fluid pump 320, the third valve train set 333, and the fourth valve train set 334 are all closed, the suspension system 1 is in the second regulation state described above. When the first and second valve train sets 331 and 332 are open and the fluid pump 320 and the fourth valve train set 334 are open, the suspension system 1 is in the third regulation state. In this state, the fourth valve train 334 cooperates with the first valve train 331 and the second valve train 332 to control the flow direction of the fluid in the pipe, so as to adjust the damping of the damping cylinder 310 and the position of the piston rod 313. Specifically, the fluid in the accumulator 20 may flow to the restoring chamber 311 through the fourth valve train group 334, and the fluid in the compression chamber 312 may flow to the accumulator 20, so that the piston rod 313 is reversely moved (B direction shown in fig. 1), thereby lowering the suspension system to achieve the lowering of the vehicle body.
It should be noted that the suspension system 1 may be in an active adjustment state or a semi-active adjustment state, where the active adjustment state includes the first adjustment state or the third adjustment state, and in the active adjustment state, the suspension system 1 may implement the adjustment of the damping and the height, and specifically, whether to open the third valve train set 333 or the fourth valve train set 334 may depend on the condition of the road surface excitation to which the suspension system 1 is subjected. The semi-active adjustment state includes the above-described second adjustment state, and in the semi-active adjustment state, the suspension system 1 can achieve adjustment of the damping.
Referring to fig. 2, fig. 2 is a flowchart of a control method of a suspension system according to an embodiment of the present disclosure. The control method can be used for controlling the suspension system 1 shown in fig. 1, and can be specifically executed by a controller, which can be a controller disposed in a vehicle and independent from the suspension system, or a controller disposed in the vehicle and located in the suspension system, and is not specifically limited herein.
As shown in fig. 2, the control method includes the following steps:
Optionally, the state information of the vehicle may include at least one of speed information, position information, path information, or height information of a suspension system of the vehicle. The speed information of the vehicle may include information of a real-time speed, a real-time acceleration, an average speed, a maximum speed, and the like of the vehicle. The position information of the vehicle may include information such as a Global Positioning System (GPS) position of the vehicle, a relative position on a driving road, and the like. The route information of the vehicle includes information such as real-time route information and predicted route information of the vehicle. The height information of the suspension system may include the height of each suspension in the suspension system, for example, the height of the front left suspension, the height of the rear left suspension, the height of the front right suspension, and the height of the rear right suspension, and may further include the relative height information between each suspension in the suspension system, for example, the relative height between the front left suspension and the front right suspension.
The state information of the vehicle may be obtained by an on-vehicle device, for example, the speed information of the vehicle may be acquired or processed by a vehicle speed sensor, a wheel speed sensor, an acceleration sensor, and the like. For another example, the position information and the route information of the vehicle may be acquired or processed by a GPS positioning system or a navigation system of the vehicle. As another example, height information of a suspension system of a vehicle may be collected or processed by a suspension height sensor. The specific implementation may be determined according to actual conditions, and is not limited specifically herein.
The environmental awareness information of the vehicle is information obtained by awareness of the environment around the vehicle. Optionally, the environmental awareness information includes obstacle information, wherein the obstacle may include a vehicle, a pedestrian, a road object or facility, or the like. The obstacle information may include at least one of position information of the obstacle, path information of the obstacle, size information of the obstacle, or speed information of the obstacle area. The position information of the obstacle may include a GPS position of the obstacle, a relative position on a driving road, and the like. The route information of the obstacle includes information such as real-time route information and predicted route information of the obstacle. The size information of the obstacle includes information such as height and width of the obstacle, wherein the height of the obstacle may specifically include the height of the entire obstacle, the height of the predicted collision point, and the like. The speed information of the obstacle may include information of a real-time speed, a real-time acceleration, an average speed, a maximum speed, and the like of the obstacle.
The environmental perception information of the vehicle can be acquired or processed by perception equipment on the vehicle, and the perception equipment can comprise a camera on the vehicle, such as a look-around camera, an infrared camera and the like, and can also comprise radar equipment on the vehicle, such as a look-around radar, an ultrasonic radar and the like. The specific implementation may be determined according to actual conditions, and is not limited specifically herein.
The environment perception information of the vehicle can also be acquired from the cloud based on the internet of vehicles, for example, when the obstacle is a vehicle, the obstacle is a table partition, the current vehicle is marked as a target vehicle, the obstacle vehicle is marked as an obstacle vehicle, and in this case, the environment perception information may include self state information which is stored in the cloud and acquired by the obstacle vehicle. Alternatively, in the case where the obstacle is a pedestrian, a road object, or a facility, the environmental awareness information may include roadside information stored in the cloud and collected by roadside devices. The specific implementation may be determined according to actual conditions, and is not particularly limited herein.
In the embodiment of the application, the vehicle may perform collision risk prediction according to the acquired state information and the acquired environment perception information to determine whether a collision risk exists between the vehicle and the obstacle, for example, may perform path prediction according to the path information of the vehicle and the path information of the obstacle to determine whether the collision risk exists. For another example, the position information and the speed information of the vehicle and the position information and the speed information of the obstacle may be used to determine whether there is a risk of collision.
In the event that it is determined that the vehicle is at risk of collision, the suspension system is controlled to be in a first state of adjustment, step 202.
In specific implementation, under the condition that the collision risk of the vehicle is determined according to the state information and the environment perception information of the vehicle, the suspension system can be controlled to be in a first adjusting state, so that the first valve train group, the second valve train group, the fluid pump and the third valve train group are all opened. Specifically, as shown in fig. 1, the fluid pump 320 may pump the fluid in the accumulator 20 and flow into the compression chamber 312 of the cushion cylinder 310 through the third valve train 333 and the second valve train 332, and due to the change of the volume of the fluid in the compression chamber 312, the piston rod 313 of the cushion cylinder 310 is pushed to move forward, thereby lifting the vehicle body. Therefore, the vehicle body side frame structure with higher rigidity and strength can replace a vehicle door or a vehicle window and other parts to bump an obstacle, so that the potential safety hazard brought to the vehicle and passengers by collision is effectively reduced, and the driving safety is improved.
In the embodiment of the present application, the position of the vehicle at which the risk of collision exists is not limited.
In an alternative embodiment, in the case that the vehicle is determined to have a collision risk, the vehicle may predict collision position information of the vehicle according to the state information and the environment perception information, determine a target suspension in the suspension system according to the collision position information, and control the target suspension to be in the first adjustment state. Illustratively, the suspension system is divided into a left front suspension, a right front suspension, a left rear suspension and a right rear suspension, and the above-mentioned target suspension may include at least one of the left front suspension, the right front suspension, the left rear suspension and the right rear suspension.
In the present embodiment, the left front suspension, the right front suspension, the left rear suspension, and the right rear suspension in the suspension system may be independently in the first adjustment state. In the case that the vehicle determines that the collision risk exists, the vehicle may further determine the position information of the collision point, that is, the collision position information, according to the state information and the environment perception information, so as to determine the target suspension in the suspension system, which needs to be in the first adjustment state. For example, if the target suspension includes a front left suspension, the first and second valve train sets corresponding to the front left suspension may be controlled to open, and the fluid pump and the third valve train set corresponding to the front left suspension may be controlled to open, so that the front left suspension is in a first adjustment state to raise the height of the front left body.
In the embodiment of the present application, an implementation of a scene where there is no collision risk or the collision risk disappears is not limited.
In an alternative embodiment, in the case that the vehicle determines that the vehicle has no collision risk or disappears according to the state information and the environment perception information, the suspension system may be controlled to be in a semi-active adjustment state or an active adjustment state according to the vehicle body motion degree and the road surface excitation condition (road surface characteristic information), so as to improve the riding comfort of the vehicle while ensuring the handling stability and driving safety of the vehicle. It should be noted that, for the specific embodiment of controlling the suspension system to be in the semi-active adjustment state or the active adjustment state, reference may be made to the description of the related art, and details are not described herein.
In an alternative embodiment, step 201 comprises:
and determining that the vehicle has a collision risk under the condition that the state information and the environment perception information represent that the vehicle meets the first condition.
Wherein the first condition comprises: the relative speed of the vehicle with respect to the first obstacle is greater than or equal to a speed threshold, and the distance between the vehicle and the first obstacle is less than or equal to a distance threshold.
In this embodiment, the first obstacle is an obstacle that is perceived by the vehicle, and the first obstacle may be determined based on the state information and the environment perception information. The above-described condition that characterizes the vehicle as satisfying the first condition includes: in the sensed obstacles, at least one first obstacle exists, the relative speed with the vehicle is greater than or equal to a preset speed threshold value, and the distance with the vehicle is less than or equal to a preset distance threshold value. In this case, it can be determined that the collision of the vehicle with the first obstacle is unavoidable, and it can be determined that the vehicle has a collision risk, in consideration of the reaction speed and the braking distance of the driver.
In an alternative embodiment, step 202 includes:
in the event that it is determined that the vehicle is at risk of a collision and the second condition is met, the suspension system is controlled to be in a first state of adjustment.
Wherein the second condition comprises at least one of: the height of the second obstacle is greater than or equal to a height threshold; the relative height of the left and right side suspensions in the suspension system is less than or equal to a first relative height threshold.
In this embodiment, the second obstacle is an obstacle having a collision risk and perceived by the vehicle, and the second obstacle may be determined based on the state information and the environment perception information. The above-described case in which the vehicle is characterized to satisfy the second condition includes the following three cases:
in the first case: in the case where it is determined that there is an obstacle at risk of collision, there is at least one second obstacle whose height is greater than or equal to a preset height threshold. In this case, the characterization requires that the vehicle lifts the vehicle body to enable the collision position of the second obstacle with the vehicle to be located in the vehicle body side member structure part instead of the door or window and the like. Otherwise, if the height of the second barrier is lower and the collision position of the second barrier with the vehicle is originally located at the longitudinal beam structure part of the vehicle body or a lower position, the fluid pump and the third valve train set do not need to be started, so that unnecessary control resources are avoided being wasted, and the power consumption of the whole vehicle can be reduced.
In the second case, the relative height of the left side suspension and the right side suspension in the suspension system of the vehicle is less than or equal to a preset first relative height threshold. Under this condition, the great relative motion does not take place for the representation automobile body both sides, and the risk of turning on one's side is less, lifts the automobile body through lifting suspension system this moment, and is less to the influence of vehicle handling stability, can guarantee the driving safety nature of vehicle. Otherwise, if the relative height between the left suspension and the right suspension in the suspension system is greater than the first relative height threshold value, the vehicle body is lifted by lifting the suspension system, so that rollover may occur, and potential safety hazards exist to vehicles and passengers.
In particular implementation, whether the relative height of the left side suspension and the right side suspension is less than or equal to a first relative height threshold value can be determined according to the collision position information. For example, if it is determined that the collision position is on the left front side of the vehicle, the relative height of the left suspension and the right suspension may be the difference between the height of the left suspension and the height of the right suspension, and in particular, it may be determined that the second condition is satisfied in a case where the left suspension is higher than the right suspension and the relative height of the left suspension and the right suspension is less than or equal to the first relative height threshold; or, in the case that the right suspension is higher than the left suspension, determining that the second condition is met, and then turning on the fluid pump and the third valve train set corresponding to the front left suspension to control the front left suspension to be in the first adjusting state.
In a third case, among the obstacles determined to be at risk of collision, there is at least one second obstacle whose height is greater than or equal to a height threshold, and in which the relative height of the left-hand suspension and the right-hand suspension in the suspension system of the vehicle is less than or equal to the first relative height threshold.
In an optional embodiment, after step 202, the control method further includes:
controlling the suspension system to be in a second adjustment state under the condition that a third condition is met;
and when the suspension system is in a second adjusting state, the first valve train set and the second valve train set are opened, and the fluid pump and the third valve train set are closed.
Wherein the third condition comprises at least one of: the relative height of the left suspension and the right suspension in the suspension system is greater than or equal to a second relative height threshold value; the height of the suspension system matches the height of the third obstacle.
In this embodiment, the third obstacle is an obstacle having a collision risk and perceived by the vehicle, and the third obstacle may be determined based on the state information and the environment perception information. After step 202 is performed to control the suspension system to be in the first adjustment state, the suspension system will start to lift. On one hand, if only one side of the suspension is lifted and the suspension is continuously lifted, large relative movement will occur on two sides of the vehicle body, which affects the operation stability of the vehicle body, and on the other hand, when the suspension system is lifted to the height matched with the height of the obstacle, unnecessary control resources will be wasted if the suspension system is continuously lifted. Based on this, the lift height of the suspension system can be defined by the judgment of the third condition.
The above-described case where the vehicle is characterized to satisfy the third condition includes the following three cases:
in the first case, the relative height of the left-side suspension and the right-side suspension in the suspension system of the vehicle is greater than or equal to a preset second relative height threshold. Under the condition, the characteristic that the two sides of the vehicle body can generate larger relative movement is realized, if the vehicle body is continuously lifted, the rollover risk is larger, and the lifting of the suspension system is stopped at the moment so as to reduce the influence on the operation stability and the driving safety of the vehicle.
In particular implementations, it may be determined whether a relative height of the left and right side suspensions is greater than or equal to a second relative height threshold based on the crash location information. For example, if the collision position is determined to be on the left front side of the vehicle, the relative height of the left suspension and the right suspension may be the difference between the height of the left suspension and the height of the right suspension, and in particular, if the left suspension is higher than the right suspension and the relative height is greater than or equal to the second relative height threshold, it may be determined that the third condition is met, so that the fluid pump and the third valve train set corresponding to the left front suspension are turned off, and the left front suspension is controlled to be in the first adjustment state.
In the second case: the case where the height of the suspension system of the vehicle matches the height of the third obstacle. Under the condition, the representation of the current lifting height of the vehicle can enable the collision position of the third barrier and the vehicle to be located at the longitudinal beam structure part of the vehicle body instead of the vehicle door or the vehicle window and other parts, and at the moment, the lifting of the suspension system is stopped, so that unnecessary control resources can be avoided from being wasted, and the power consumption of the whole vehicle can be reduced.
In a third case, the relative height of the left-side suspension and the right-side suspension in the suspension system of the vehicle is greater than or equal to the second relative height threshold, and the height of the suspension system of the vehicle matches the height of the third obstacle.
An exemplary implementation of an embodiment of the present application is described below:
in the present embodiment, the vehicle is provided with a vehicle speed sensor, a GPS locator, a look-around camera and/or a look-around radar, a suspension system, and a suspension height sensor, and the suspension system is a suspension system 1 as shown in fig. 1.
Referring to fig. 3, fig. 3 is a schematic flow chart of a control method of a suspension system according to the present embodiment.
As shown in fig. 3, the control method includes the following steps:
the method comprises the steps of firstly, obtaining state information and environment perception information of a vehicle.
In the step, the vehicle can acquire the speed of the vehicle through a vehicle speed sensor, acquire the position of the vehicle through a GPS (global positioning system) positioner, acquire the size (mainly height), the position and the speed of obstacles on two sides of the vehicle through a look-around camera and/or a look-around radar, calculate the information such as the relative speed, the relative distance and the like between the obstacles and the vehicle, acquire the height of each suspension in a suspension system through a suspension height sensor, and calculate the relative height between the suspensions.
It should be noted that the acquisition of the information may be real-time acquisition or may be periodic acquisition, and a specific acquisition period may be determined according to an actual situation, which is not limited herein.
And step two, judging whether the vehicle body needs to be lifted or not according to the state information and the environment perception information.
In this step, whether the vehicle body needs to be lifted can be determined through four conditions, which are respectively:
2.1) whether the obstacle height is greater than or equal to a height threshold;
2.2) whether the relative speed of the obstacle and the vehicle is greater than or equal to a speed threshold;
2.3) whether the relative distance between the obstacle and the vehicle is smaller than or equal to a distance threshold value;
2.4) whether the relative height of the left and right side suspensions in the suspension system is less than or equal to a first relative height threshold.
The condition 2.1) is used for judging the collision position of the vehicle with the obstacle, so that the vehicle body is lifted when the collision position is higher than the longitudinal beam structure part of the vehicle body, and unnecessary control resources are prevented from being wasted. The condition 2.2) is used for judging the reaction speed of the driver to the collision and the operation stability of the vehicle, so that the vehicle body is lifted under the condition that the collision cannot be avoided due to the fast speed, and the potential safety hazard brought to the vehicle and passengers by the collision is reduced. And the condition 2.3) is used for judging whether the vehicle has enough braking distance or not so as to lift the vehicle body and reduce the potential safety hazard brought to the vehicle and passengers by collision under the condition that the braking distance is short and the collision cannot be avoided. The condition 2.4) is used for judging whether the lifting vehicle body has the risk of side turning or not, so that the vehicle body is lifted under the condition that the risk of side turning does not exist, and further serious side turning accidents are avoided.
In the step, if at least one obstacle exists in the obstacles obtained by sensing of the vehicle and simultaneously meets the conditions 2.1) to 2.4), it is determined that the vehicle has a collision risk and the collision cannot be avoided, the vehicle body needs to be lifted to reduce potential safety hazards brought to the vehicle and passengers by the collision, and the step three can be executed, otherwise, the step six is executed.
And step three, determining the target suspension, and opening a fluid pump and a third valve system set corresponding to the target suspension to enable the target suspension to be in a first adjusting state.
In the step, the vehicle can determine a target suspension needing to be lifted in a suspension system according to the predicted collision position, and control the target suspension to be in a first adjusting state, so that the vehicle body is lifted through lifting the target suspension. The above-mentioned target suspension may include at least one of a left front suspension, a right front suspension, a left rear suspension, and a right rear suspension. During the lifting of the target suspension, the vehicle may perform step four.
And step four, judging whether the vehicle body stops being lifted according to the height of the suspension system.
In this step, whether to stop lifting the vehicle body can be determined by two conditions, which are respectively:
4.1) whether the lifting height is matched with the height of the obstacle;
4.2) whether the relative height of the left suspension and the right suspension in the suspension system is greater than or equal to a second relative height threshold;
the condition 4.1) is used for judging whether the current suspension height of the vehicle can enable the collision position with the obstacle to be located at the vehicle body longitudinal beam structure part, and if the collision position is located at the vehicle body longitudinal beam structure part, the vehicle body can be stopped to be lifted, so that unnecessary control resources are avoided being wasted. The condition 4.2) is used for judging whether the relative height of the left and right side suspensions of the vehicle has a rollover risk or not, and if the rollover risk exists, the vehicle body can be stopped from being lifted, so that a more serious rollover accident is avoided.
In this step, if the vehicle lifts the vehicle body, at least one of the above conditions 4.1) and 4.2) may determine that the vehicle body can be stopped lifting currently, so as to execute step five.
And step five, closing the fluid pump and the third valve train set corresponding to the target suspension to enable the target suspension to be in a second adjusting state.
And step six, controlling the suspension system to be in a semi-active adjusting state or an active adjusting state according to the road surface characteristic information of the target road section.
In this step, under the condition that it is determined that the vehicle does not have a collision risk, the suspension system may be controlled to be in a semi-active adjustment state or an active adjustment state according to the road surface characteristic information of the target road section, and further according to the vehicle body motion condition, for example, according to the acceleration information of the vehicle, which may specifically refer to the description of the related art and is not described herein again.
Referring to fig. 4, fig. 4 is a structural diagram of a control apparatus of a suspension system according to an embodiment of the present application, the suspension system including an accumulator, a fluid pump, a cushion cylinder, a first valve train group, a second valve train group, and a third valve train group, the cushion cylinder including a restoration chamber, a compression chamber, and a piston rod, the first valve train group being connected between the accumulator and the restoration chamber, the second valve train group being connected between the accumulator and the compression chamber, and the fluid pump and the third valve train group being connected between the accumulator and the second valve train group.
As shown in fig. 4, the control device 400 of the suspension system includes:
the judging module 401 is configured to determine whether the vehicle has a collision risk according to the state information and the environment sensing information of the vehicle;
a first control module 402 for controlling the suspension system in a first adjustment state if it is determined that the vehicle is at risk of collision;
wherein when the suspension system is in the first adjustment state, the first and second valve train sets are open and the fluid pump and the third valve train set are open to urge the piston rod to move.
Optionally, the status information comprises at least one of velocity information, position information, path information, or height information of the suspension system; the environment perception information includes obstacle information including at least one of position information of an obstacle, path information of the obstacle, size information of the obstacle, or velocity information of the obstacle.
Optionally, the determining module 401 is configured to:
determining that the vehicle has a collision risk under the condition that the state information and the environment perception information represent that the vehicle meets a first condition;
wherein the first condition comprises: the relative speed of the vehicle with respect to the first obstacle is greater than or equal to a speed threshold, and the distance between the vehicle and the first obstacle is less than or equal to a distance threshold.
Optionally, the first control module 402 is configured to:
controlling the suspension system in a first adjustment state if it is determined that the vehicle is at risk of collision and a second condition is met;
wherein the second condition comprises at least one of:
the height of the second obstacle is greater than or equal to a height threshold;
the relative height of the left side suspension and the right side suspension in the suspension system is smaller than or equal to a first relative height threshold value.
Optionally, the control device 400 further comprises:
the second control module is used for controlling the suspension system to be in a second adjusting state under the condition that a third condition is met;
wherein when the suspension system is in the second adjustment state, the first and second valve train sets are open and the fluid pump and the third valve train set are closed;
the third condition includes at least one of:
the relative height of the left suspension and the right suspension in the suspension system is greater than or equal to a second relative height threshold value;
the height of the suspension system matches the height of the third obstacle.
Optionally, the first control module 402 is configured to:
under the condition that the collision risk of the vehicle is determined, predicting collision position information of the vehicle according to the state information and the environment perception information;
determining a target suspension in the suspension system according to the collision position information, wherein the target suspension comprises at least one of a left front suspension, a right front suspension, a left rear suspension and a right rear suspension;
controlling the target suspension in the first adjustment state.
The control device 400 of the suspension system can implement the processes of the above method embodiments and achieve the same beneficial effects, and further description is omitted here to avoid repetition.
According to the embodiment of the present application, a vehicle is further provided, where the vehicle is configured to perform each process of the method embodiment and achieve the same beneficial effects, and in order to avoid repetition, the details are not repeated here.
There is also provided, in accordance with an embodiment of the present application, an electronic device, a readable storage medium, and a computer program product.
FIG. 5 illustrates a schematic block diagram of an example electronic device 500 that can be used to implement embodiments of the present application. Electronic devices are intended to represent various forms of digital computers, such as laptops, desktops, workstations, personal digital assistants, servers, blade servers, mainframes, and other appropriate computers. The electronic device may also represent various forms of mobile devices, such as personal digital processing, cellular phones, smart phones, wearable devices, and other similar computing devices. The components shown herein, their connections and relationships, and their functions, are meant to be exemplary only, and are not meant to limit implementations of the applications described and/or claimed herein.
As shown in fig. 5, the apparatus 500 comprises a computing unit 501 which may perform various appropriate actions and processes in accordance with a computer program stored in a Read Only Memory (ROM)502 or a computer program loaded from a storage unit 508 into a Random Access Memory (RAM) 503. In the RAM503, various programs and data required for the operation of the device 500 can also be stored. The computing unit 501, the ROM502, and the RAM503 are connected to each other via a bus 504. An input/output (I/O) interface 505 is also connected to bus 504.
A number of components in the device 500 are connected to the I/O interface 505, including: an input unit 506 such as a keyboard, a mouse, or the like; an output unit 507 such as various types of displays, speakers, and the like; a storage unit 508, such as a magnetic disk, optical disk, or the like; and a communication unit 509 such as a network card, modem, wireless communication transceiver, etc. The communication unit 509 allows the device 500 to exchange information/data with other devices through a computer network such as the internet and/or various telecommunication networks.
The computing unit 501 may be a variety of general and/or special purpose processing components with processing and computing capabilities. Some examples of the computing unit 501 include, but are not limited to, a Central Processing Unit (CPU), a Graphics Processing Unit (GPU), various dedicated Artificial Intelligence (AI) computing chips, various computing units running machine learning model algorithms, a Digital Signal Processor (DSP), and any suitable processor, controller, microcontroller, and so forth. The calculation unit 501 executes the respective methods and processes described above, such as the control method of the suspension system. For example, in some embodiments, the control method of the suspension system can be implemented as a computer software program tangibly embodied on a machine-readable medium, such as storage unit 508. In some embodiments, part or all of the computer program may be loaded and/or installed onto the device 500 via the ROM502 and/or the communication unit 509. When the computer program is loaded into the RAM503 and executed by the computing unit 501, one or more steps of the control method of the suspension system described above may be performed. Alternatively, in other embodiments, the computing unit 501 may be configured to perform the control method of the suspension system by any other suitable means (e.g., by means of firmware).
Program code for implementing the methods of the present application may be written in any combination of one or more programming languages. These program code may be provided to a processor or controller of a general purpose computer, special purpose computer, or other programmable data processing apparatus, such that the program code, when executed by the processor or controller, causes the functions/acts specified in the flowchart and/or block diagram to be performed. The program code may execute entirely on the machine, partly on the machine, as a stand-alone software package partly on the machine and partly on a remote machine or entirely on the remote machine or server.
In the context of this application, a machine-readable medium may be a tangible medium that can contain, or store a program for use by or in connection with an instruction execution system, apparatus, or device. The machine-readable medium may be a machine-readable signal medium or a machine-readable storage medium. A machine-readable medium may include, but is not limited to, an electronic, magnetic, optical, electromagnetic, infrared, or semiconductor system, apparatus, or device, or any suitable combination of the foregoing. More specific examples of a machine-readable storage medium would include an electrical connection based on one or more wires, a portable computer diskette, a hard disk, a Random Access Memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM or flash memory), an optical fiber, a portable compact disc read-only memory (CD-ROM), an optical storage device, a magnetic storage device, or any suitable combination of the foregoing.
The above-described embodiments should not be construed as limiting the scope of the present application. It should be understood by those skilled in the art that various modifications, combinations, sub-combinations and substitutions may be made, depending on design requirements and other factors. Any modification, equivalent replacement, and improvement made within the spirit and principle of the present application shall be included in the protection scope of the present application.
Claims (16)
1. A control method of a suspension system, characterized in that the suspension system includes an accumulator, a fluid pump, a cushion cylinder, a first valve train group, a second valve train group, and a third valve train group, the cushion cylinder includes a restoration chamber, a compression chamber, and a piston rod, the first valve train group is connected between the accumulator and the restoration chamber, the second valve train group is connected between the accumulator and the compression chamber, and the fluid pump and the third valve train group are connected between the accumulator and the second valve train group;
the control method comprises the following steps:
determining whether the vehicle has collision risk according to the state information and the environment perception information of the vehicle;
controlling the suspension system in a first adjustment state in the event that it is determined that the vehicle is at risk of collision;
wherein when the suspension system is in the first adjustment state, the first and second valve train sets are open and the fluid pump and the third valve train set are open to urge the piston rod to move.
2. The control method of claim 1, wherein the status information includes at least one of velocity information, position information, path information, or height information of a suspension system; the environment perception information includes obstacle information including at least one of position information of an obstacle, path information of the obstacle, size information of the obstacle, or velocity information of the obstacle.
3. The control method according to claim 1, wherein determining whether the vehicle is at risk of collision based on the state information and the environmental awareness information of the vehicle comprises:
determining that the vehicle has a collision risk under the condition that the state information and the environment perception information represent that the vehicle meets a first condition;
wherein the first condition comprises: the relative speed of the vehicle with respect to the first obstacle is greater than or equal to a speed threshold, and the distance between the vehicle and the first obstacle is less than or equal to a distance threshold.
4. The control method of claim 1, wherein said controlling the suspension system in a first adjustment state in the event that the vehicle is determined to be at risk of collision comprises:
controlling the suspension system in a first adjustment state if it is determined that the vehicle is at risk of collision and a second condition is met;
wherein the second condition comprises at least one of:
the height of the second obstacle is greater than or equal to a height threshold;
the relative height of the left side suspension and the right side suspension in the suspension system is smaller than or equal to a first relative height threshold value.
5. The control method of claim 1, wherein after said controlling the suspension system in the first adjustment state, the control method further comprises:
controlling the suspension system to be in a second adjustment state if a third condition is met;
wherein when the suspension system is in the second adjustment state, the first and second valve train sets are open and the fluid pump and the third valve train set are closed;
the third condition includes at least one of:
the relative height of the left suspension and the right suspension in the suspension system is greater than or equal to a second relative height threshold;
the height of the suspension system matches the height of the third obstacle.
6. The control method according to any one of claims 1 to 5, wherein said controlling the suspension system in a first adjustment state in the case where it is determined that the vehicle is at risk of collision, comprises:
under the condition that the collision risk of the vehicle is determined, predicting collision position information of the vehicle according to the state information and the environment perception information;
determining a target suspension in the suspension system according to the collision position information, wherein the target suspension comprises at least one of a left front suspension, a right front suspension, a left rear suspension and a right rear suspension;
controlling the target suspension to be in the first adjustment state.
7. A control apparatus of a suspension system, characterized in that the suspension system includes an accumulator, a fluid pump, a cushion cylinder, a first valve train group, a second valve train group, and a third valve train group, the cushion cylinder includes a restoring chamber, a compression chamber, and a piston rod, the first valve train group is connected between the accumulator and the restoring chamber, the second valve train group is connected between the accumulator and the compression chamber, and the fluid pump and the third valve train group are connected between the accumulator and the second valve train group;
the control device includes:
the judging module is used for determining whether the vehicle has collision risks or not according to the state information and the environment perception information of the vehicle;
a first control module for controlling the suspension system in a first adjustment state if it is determined that the vehicle is at risk of collision;
wherein, when the suspension system is in the first adjustment state, the first and second valve trains are open and the fluid pump and the third valve train are open to move the piston rod.
8. The control apparatus of claim 7, wherein the status information includes at least one of velocity information, position information, path information, or height information of a suspension system; the environment perception information includes obstacle information including at least one of position information of an obstacle, path information of the obstacle, size information of the obstacle, or velocity information of the obstacle.
9. The control device of claim 7, wherein the determining module is configured to:
determining that the vehicle has a collision risk under the condition that the state information and the environment perception information represent that the vehicle meets a first condition;
wherein the first condition comprises: the relative speed of the vehicle with respect to the first obstacle is greater than or equal to a speed threshold, and the distance between the vehicle and the first obstacle is less than or equal to a distance threshold.
10. The control device of claim 7, wherein the first control module is configured to:
controlling the suspension system in a first adjustment state if it is determined that the vehicle is at risk of collision and a second condition is met;
wherein the second condition comprises at least one of:
the height of the second obstacle is greater than or equal to a height threshold;
the relative height of the left suspension and the right suspension in the suspension system is less than or equal to a first relative height threshold.
11. The control device according to claim 7, characterized by further comprising:
the second control module is used for controlling the suspension system to be in a second adjusting state under the condition that a third condition is met;
wherein, when the suspension system is in the second adjustment state, the first and second valve trains are open and the fluid pump and the third valve train are closed;
the third condition includes at least one of:
the relative height of the left suspension and the right suspension in the suspension system is greater than or equal to a second relative height threshold;
the height of the suspension system matches the height of the third obstacle.
12. The control device of any one of claims 7-11, wherein the first control module is configured to:
under the condition that the collision risk of the vehicle is determined, predicting collision position information of the vehicle according to the state information and the environment perception information;
determining a target suspension in the suspension system according to the collision position information, wherein the target suspension comprises at least one of a left front suspension, a right front suspension, a left rear suspension and a right rear suspension;
controlling the target suspension in the first adjustment state.
13. An electronic device, comprising:
at least one processor; and
a memory communicatively coupled to the at least one processor; wherein the content of the first and second substances,
the memory stores instructions executable by the at least one processor to enable the at least one processor to perform the method of any one of claims 1-6.
14. A non-transitory computer readable storage medium having stored thereon computer instructions for causing the computer to perform the method of any one of claims 1-6.
15. A computer program product, characterized in that it comprises a computer program which, when being executed by a processor, carries out the method according to any one of claims 1-6.
16. A vehicle characterized by being configured to perform the method according to any one of claims 1-6.
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| CN202210610366.5A CN114919362A (en) | 2022-05-31 | 2022-05-31 | Suspension system control method and device and vehicle |
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| CN202210610366.5A CN114919362A (en) | 2022-05-31 | 2022-05-31 | Suspension system control method and device and vehicle |
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Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN116022081A (en) * | 2023-01-05 | 2023-04-28 | 中国第一汽车股份有限公司 | Anti-collision control method and device, vehicle and storage medium |
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Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN116022081A (en) * | 2023-01-05 | 2023-04-28 | 中国第一汽车股份有限公司 | Anti-collision control method and device, vehicle and storage medium |
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