CN116330909A - Vehicle suspension control method and device, vehicle controller and vehicle - Google Patents
Vehicle suspension control method and device, vehicle controller and vehicle Download PDFInfo
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- CN116330909A CN116330909A CN202111609322.2A CN202111609322A CN116330909A CN 116330909 A CN116330909 A CN 116330909A CN 202111609322 A CN202111609322 A CN 202111609322A CN 116330909 A CN116330909 A CN 116330909A
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- 239000000725 suspension Substances 0.000 title claims abstract description 120
- 238000000034 method Methods 0.000 title claims abstract description 55
- 238000006073 displacement reaction Methods 0.000 claims abstract description 135
- 238000013016 damping Methods 0.000 claims abstract description 134
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G17/00—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load
- B60G17/015—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load the regulating means comprising electric or electronic elements
- B60G17/016—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load the regulating means comprising electric or electronic elements characterised by their responsiveness, when the vehicle is travelling, to specific motion, a specific condition, or driver input
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G17/00—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load
- B60G17/015—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load the regulating means comprising electric or electronic elements
- B60G17/018—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load the regulating means comprising electric or electronic elements characterised by the use of a specific signal treatment or control method
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G2400/00—Indexing codes relating to detected, measured or calculated conditions or factors
- B60G2400/90—Other conditions or factors
- B60G2400/922—Travelling distance
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G2800/00—Indexing codes relating to the type of movement or to the condition of the vehicle and to the end result to be achieved by the control action
- B60G2800/16—Running
- B60G2800/162—Reducing road induced vibrations
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G2800/00—Indexing codes relating to the type of movement or to the condition of the vehicle and to the end result to be achieved by the control action
- B60G2800/90—System Controller type
- B60G2800/91—Suspension Control
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/72—Electric energy management in electromobility
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- Vehicle Body Suspensions (AREA)
Abstract
The invention discloses a vehicle suspension control method and device, a vehicle controller and a vehicle. The vehicle suspension control method includes calculating a first travel displacement of a vehicle; when the first driving displacement is larger than or equal to the preset distance, applying a first target damping to the rear wheel suspension, and lasting for a first preset time; a second target damping is applied to the rear wheel suspension for a second preset time. By the vehicle suspension control method provided by the invention, not only a single deceleration strip but also a plurality of deceleration strips can be identified, the situation that the rear wheel passes through the deceleration strip can be predicted in advance, damping force can be timely and effectively transmitted to the rear wheel suspension, impact caused when the rear wheel passes through the deceleration strip can be effectively relieved, comfortableness in the driving process can be improved, and use experience of a user is improved.
Description
Technical Field
The invention belongs to the technical field of intelligent driving, and particularly relates to a vehicle suspension control method and device, a controller and a vehicle.
Background
Automobile technology is increasingly developed, and requirements of people on driving experience are also increasingly high. Vehicle ride comfort and steering stability are gaining increasing attention as characteristics that directly affect occupant sensory experience and personal safety. The vehicle suspension is connected with the wheels and the vehicle body, plays a role in vibration isolation and force transmission, and is one of important systems for determining the dynamic performance of the vehicle. For the traditional passive shock absorber, if the vibration of a vehicle body is required to be reduced, the softer shock absorber is required to filter the fluctuation of the road surface, namely, the comfort is better; if the stability of the vehicle body posture during braking, accelerating and turning is to be ensured, a harder shock absorber is required to reduce the pitching and rolling of the vehicle body, namely, the steering stability is better. That is, there is a conflict between ride comfort and steering stability of the vehicle.
In the process of passing through the deceleration strip, the wheels can jolt due to vibration. In order to alleviate jolt of a vehicle when passing through a deceleration strip, chinese patent No. CN202110766254.4 discloses a suspension control method and system, a vehicle, and a storage medium, which identify the deceleration strip by means of image recognition, but the accuracy tends to be low and there is a delay in adopting the image recognition. Therefore, the method is not ideal in effect of reducing jolt generated when the vehicle passes through the deceleration strip.
Disclosure of Invention
In order to solve the above technical problem, a first object of the present invention is to provide a vehicle suspension control method.
In order to solve the above-described technical problem, a second object of the present invention is to provide a vehicle suspension control device.
In order to solve the above-mentioned technical problem, a third object of the present invention is to provide a vehicle controller.
In order to solve the above-described problems, a fourth object of the present invention is to provide a vehicle.
In order to achieve the first object of the present invention, the vehicle suspension control method provided by the present invention includes the steps of:
calculating a first travel displacement of the vehicle, the first travel displacement being a displacement generated by travel of the vehicle when the front wheels start to pass through the first deceleration strip;
when the first driving displacement is larger than or equal to a first preset distance, applying first target damping to the rear wheel suspension, and lasting for a first preset time, wherein the first preset distance is the difference between the vehicle wheelbase and the response distance, and the response distance is the distance of the vehicle driving in the suspension response time;
and after the first target damping is applied to the rear wheel suspension and the first preset time is continued, the second target damping is applied to the rear wheel suspension and the second preset time is continued, wherein the second target damping is larger than the first target damping.
In the above-described aspect, the response distance is a distance traveled by the vehicle within a suspension response time, which is a time required from the controller outputting the target damping to the shock absorber outputting the corresponding damping force. When the front wheel is detected to start to pass through the first deceleration strip, the first driving displacement of the vehicle is calculated, when the first driving displacement is larger than or equal to a preset distance, the rear wheel is judged to pass through the first deceleration strip, a response distance is reserved for the rear wheel in the process, when the controller outputs target damping, and when the corresponding damping force is output by the shock absorber, the rear wheel just starts to pass through the first deceleration strip at the moment, and therefore vibration when the rear wheel passes through the first deceleration strip can be relieved. The first target damping is soft damping, the second target damping is hard damping, and the damping value of the second target damping is larger than that of the first target damping. When the rear wheel starts to pass through the first speed reducing zone, soft damping is applied to the rear wheel suspension, the rear wheel can become softer, vibration generated in the process that the rear wheel passes through the first speed reducing zone is reduced, when the rear wheel passes through the first speed reducing zone and then runs on a road surface again, jolt generated by the rear wheel is most intense, hard damping is applied to the rear wheel suspension, the rear wheel can become harder, and jolt generated when the rear wheel just passes through the first speed reducing zone and runs on the road surface is reduced. According to the method, the fact that the rear wheel of the vehicle is about to pass through the deceleration strip can be predicted in advance, the controller can output target damping in advance, the damping force output by the shock absorber is regulated when the rear wheel starts to pass through the deceleration strip, jolt generated when the rear wheel passes through the deceleration strip is effectively reduced, and driving experience is improved.
Preferably, calculating the first travel displacement of the vehicle includes: integrating the wheel speed output by a wheel speed sensor of the vehicle to obtain a first running displacement; alternatively, the first travel displacement is obtained by integrating the longitudinal speed output from the longitudinal speed sensor of the vehicle.
In the above scheme, the integral calculation is performed on the wheel speed output by the wheel speed sensor of the vehicle, the integral calculation is performed on the longitudinal speed output by the longitudinal speed sensor of the vehicle, the displacement of the vehicle in the longitudinal direction is performed, the longitudinal direction is the running direction of the vehicle, and compared with the previous scheme, the integral calculation is performed on the longitudinal speed output by the longitudinal speed sensor of the vehicle, so that the result is more accurate.
Further, before calculating the first travel displacement of the vehicle, the control method further includes: and acquiring the running parameters of the front wheels, and judging whether the front wheels start to pass through the deceleration strip according to the running parameters of the front wheels.
The further scheme is that the running parameters of the front wheels comprise spring vertical acceleration and vehicle longitudinal acceleration; judging whether the front wheels start to pass through the deceleration strip according to the front wheel driving parameters comprises: and when the vertical acceleration of the spring is larger than a first threshold value and the longitudinal acceleration of the vehicle body is smaller than a second threshold value, judging that the front wheel starts to pass through the deceleration strip.
The control method further comprises the steps that when the first driving displacement is smaller than a first preset distance, the fact that the front wheels pass through a second deceleration strip is detected, the second driving displacement of the vehicle is calculated, and the second driving displacement is generated when the front wheels pass through the second deceleration strip; when the second driving displacement is larger than or equal to a first preset distance, applying a first target damping to the rear wheel suspension, and continuing for a first preset time; after a first target damping is applied to the rear wheel suspension for a first preset time, a second target damping is applied to the rear wheel suspension for a second preset time.
In the above scheme, because the wheelbase of the vehicle body is long, a plurality of speed reduction zones can be contained, when the front wheel passes through the second speed reduction zone, the rear wheel is likely not to start to pass through the first speed reduction zone, so that a plurality of driving displacements need to be calculated, when the second driving displacement is greater than or equal to the first preset distance, the rear wheel is indicated to start to pass through the second speed reduction zone, and at the moment, the rear wheel starts to enter the second response stage.
When the first running displacement is smaller than a first preset distance, detecting that the front wheels start to pass through a second deceleration strip, and starting to calculate a second running displacement of the vehicle, wherein the second running displacement is generated by running of the vehicle when the front wheels start to pass through the second deceleration strip; when the second driving displacement is larger than or equal to a second preset distance, applying a first target damping to the rear wheel suspension, and continuing the first preset time; wherein the second preset distance is greater than the first preset distance; after a first target damping is applied to the rear wheel suspension for a first preset time, a second target damping is applied to the rear wheel suspension for a second preset time.
In the above-described scheme, since in calculating the running displacement, if the calculation by integrating the wheel rotation speed is adopted, the running displacement is actually the displacement that the wheel takes. Since the deceleration strip corresponds to a bulge on the road surface, when the vehicle runs on the deceleration strip, the displacement of the wheels is actually larger than the displacement of the vehicle running in the longitudinal direction, and then the margin is preset for the error of the part after the vehicle passes through the deceleration strip, so that when the rear wheel is estimated to pass through the second deceleration strip, the second preset distance is larger than the first preset distance, and the target damping can be timely output to the rear wheel suspension without delay when the rear wheel passes through the deceleration strip.
The control method further comprises the steps of applying a first target damping to the rear wheel suspension, and resetting the first driving displacement after the first target damping lasts for a first preset time.
Further, the method further comprises resetting the first travel displacement when the first travel displacement is greater than or equal to a third preset distance, wherein the third preset distance is greater than the first preset distance.
In the above scheme, after the first travel displacement is cleared, the calculation of the first travel displacement is restarted, and at this time, the first travel displacement is recalculated from zero; similarly, after the second travel displacement is cleared, the second travel displacement is recalculated from zero. The first travel displacement is cleared because there is a possibility that three or more deceleration strips may be present. It is therefore necessary to repeatedly calculate the travel displacement. When the vehicle is passing through the speed bump, it is likely that the front wheels of the vehicle have passed through the first speed bump, and when the front wheels start to pass through the second speed bump, the rear wheels still do not pass through the first speed bump, at which time the calculation of the second running displacement of the vehicle starts. Similarly, when the front wheel starts to pass through the third deceleration strip, the rear wheel still does not pass through the first deceleration strip, and at this time, calculation of the third running displacement of the vehicle is started. The third travel displacement is a displacement generated by the travel of the vehicle when the front wheels start to pass through the third deceleration strip. Assuming that the front wheel has not passed the fourth speed bump, the rear wheel begins to enter the first response time when the rear wheel begins to pass the first speed bump. When the second driving displacement is larger than or equal to the preset distance, the rear wheel starts to pass through the second deceleration strip, and the rear wheel starts to enter the second response time. When the third driving displacement is larger than or equal to the preset distance, the rear wheel starts to pass through the third deceleration strip, and the rear wheel starts to enter the third response time. And the like, the back wheel can enter response time when sequentially passing through all the deceleration strips by performing the control method in a circulating and reciprocating way.
The control method further comprises the step of applying a second target damping to the rear wheel suspension, and applying a third target damping to the rear wheel suspension after the second target damping is applied to the rear wheel suspension for a second preset time, wherein the third target damping is the damping applied to the rear wheel suspension when the vehicle normally runs.
Further, the first target damping is smaller than the third target damping, and the second target damping is larger than the third target damping.
Further, the third target damping is equal to the first target damping.
In the above-described scheme, when the rear wheel starts to pass through the speed bump, in order to alleviate the bump generated by the vehicle body, the rear wheel should become "softer" than usual, and therefore the first target damping should be smaller than the third target damping. When the rear wheel just passes through the deceleration strip and starts to run on a flat road, in order to alleviate jolting generated by the vehicle body, the rear wheel theory becomes harder than usual, so the second target damping is larger than the third target damping. In the above preferred embodiment, the third target damping may be equal to the first target damping, but the second target damping is greater than the third target damping.
In order to achieve the second object of the present invention, there is provided a vehicle suspension control device including:
the displacement calculation module is used for calculating first running displacement of the vehicle, wherein the first running displacement is generated by running of the vehicle when the front wheel starts to pass through the first deceleration strip;
the execution module is used for applying first target damping to the rear wheel suspension when the first driving displacement is greater than or equal to a first preset distance, and continuing for a first preset time, wherein the first preset distance is the difference between the vehicle wheelbase and the response distance, and the response distance is the distance of the vehicle driving in the suspension response time;
the execution module is further configured to apply a second target damping to the rear wheel suspension after the first target damping is applied to the rear wheel suspension for a first preset time, and the second target damping is greater than the first target damping for a second preset time.
In order to achieve the third object of the present invention, the present invention provides a vehicle controller including a memory, a processor, and a vehicle suspension control program stored in the memory and operable on the processor, wherein the processor implements the vehicle suspension control method when executing the vehicle suspension control program.
In order to achieve the fourth object of the present invention, the present invention provides a vehicle including the above-described vehicle controller.
Drawings
In order to more clearly illustrate the technical solutions of the embodiments of the present invention, the drawings that are needed in the embodiments will be briefly described below, and it is obvious that the drawings in the following description are only some embodiments of the present invention, and other drawings may be obtained according to these drawings without inventive effort for a person skilled in the art.
Fig. 1 is a schematic flow chart of a vehicle suspension control method according to an embodiment of the present invention.
Fig. 2 is a schematic diagram of a second flow of a vehicle suspension control method according to an embodiment of the present invention.
Fig. 3 is a schematic view of a third flow of a vehicle suspension control method according to an embodiment of the present invention.
Fig. 4 is a fourth flowchart of a vehicle suspension control method according to an embodiment of the present invention.
Fig. 5 is a fifth flowchart of a vehicle suspension control method according to an embodiment of the present invention.
Fig. 6 is a sixth flowchart of a vehicle suspension control method according to an embodiment of the present invention.
Fig. 7 is a schematic view of a seventh flow chart of a vehicle suspension control method according to an embodiment of the present invention.
Fig. 8 is a schematic diagram of a vehicle sensor layout and passing through multiple speed bumps according to an embodiment of the present invention.
Fig. 9 is a schematic diagram of an execution module of an embodiment of the present invention outputting target damping to a rear wheel suspension.
Fig. 10 is a functional block diagram of a vehicle suspension control apparatus according to an embodiment of the present invention.
Fig. 11 is a functional block diagram of a vehicle controller according to an embodiment of the present invention.
Fig. 12 is a block diagram of a vehicle according to an embodiment of the present invention.
Detailed Description
The present invention will be described in further detail with reference to the drawings and examples, in order to make the objects, technical solutions and advantages of the present invention more apparent. It should be understood that the specific embodiments described herein are for purposes of illustration only and are not intended to limit the scope of the invention.
It will be understood that when an element is referred to as being "mounted" or "disposed" on another element, it can be directly on the other element or intervening elements may also be present. When an element is referred to as being "connected to" another element, it can be directly connected to the other element or intervening elements may also be present.
It should be noted that, in the embodiments of the present invention, terms such as left, right, up, and down are merely relative concepts or references to normal use states of the product, and should not be construed as limiting.
Referring to fig. 1 and 9, a vehicle control suspension control method provided by an embodiment of the present invention includes the following steps:
step S1, calculating a first driving displacement of the vehicle;
the first travel displacement is a displacement that is accumulated from when the front wheels start to pass through the first speed bump, and the vehicle starts to pass through the first speed bump from the front wheels.
Step S2, when the first driving displacement is larger than or equal to a first preset distance, applying a first target damping to the rear wheel suspension, and continuing for a first preset time;
the first preset distance is the difference between the vehicle wheelbase and the response distance, and the response distance is the distance that the vehicle travels in the suspension response time. The first target damping is damping applied to the rear wheel suspension when the rear wheel starts to pass through the first deceleration strip. The first preset time is the time taken by the rear wheel to pass through the first deceleration strip.
Step S3, applying a second target damping to the rear wheel suspension and lasting a second preset time;
the second target damping is damping applied to the rear wheel suspension when the rear wheel just passes through the first speed reducing zone, and the second preset time is time when the rear wheel bumps after just passing through the first speed reducing zone.
In this embodiment, after determining the target damping to be output to the rear wheel suspension, the execution module outputs the target damping to the current calculation module, the current calculation module calculates the corresponding target current, the calculated target current value is then sent to the current control module, the current control module outputs the target current to the solenoid valve, and the solenoid valve adjusts the opening of the throttle opening according to the input target current, thereby adjusting the damping force output to the rear wheel suspension by the shock absorber, and achieving the effect of outputting the target damping to the rear wheel suspension.
In the present embodiment, the response distance is a distance traveled by the vehicle within a suspension response time, which is a time required from the controller outputting the target damping to the shock absorber outputting the corresponding damping force. When the front wheel is detected to start to pass through the first deceleration strip, the first driving displacement of the vehicle is calculated, when the first driving displacement is larger than or equal to a preset distance, the rear wheel is judged to pass through the first deceleration strip, a response distance is reserved for the rear wheel in the process, when the controller outputs target damping, and when the corresponding damping force is output by the shock absorber, the rear wheel just starts to pass through the first deceleration strip at the moment, and therefore vibration when the rear wheel passes through the first deceleration strip can be relieved. The first preset time can be a preset experience value, and can also be calculated by the width (300-400+/-5 mm) of a conventional deceleration strip and the speed of the vehicle. The second preset time is the time for the rear wheel to generate jolt for a long time just after passing through the deceleration strip, and can be a preset empirical value, and a specific numerical value can be determined through experiments. Different vehicle types can also be different according to the experimental measured results, and the vehicle type is determined according to the experimental results of the applied vehicle types.
In the present embodiment, calculating the first travel displacement of the vehicle includes: integrating the wheel speed output by a wheel speed sensor of the vehicle to obtain a first running displacement; alternatively, the first travel displacement is obtained by integrating the longitudinal speed output from the longitudinal speed sensor of the vehicle. The longitudinal direction is the direction in which the vehicle is traveling. The above two approaches are two possible ways of calculating the first travel displacement. However, the wheel speed output from the wheel speed sensor of the vehicle is integrated to obtain the first running displacement, which is actually calculated as the displacement the wheel passes by, but since the length of the upper surface of the speed-reducing belt is longer than the length in the longitudinal direction, the actually calculated displacement is slightly larger than the displacement to be measured. The result of the integral calculation of the longitudinal speed output from the longitudinal speed sensor of the vehicle is thus more accurate.
Referring to fig. 2, before executing step S1, the vehicle suspension control method provided by the present invention further includes the steps of:
and S11, judging whether the vertical acceleration of the spring is larger than a first threshold value and the longitudinal acceleration of the vehicle body is smaller than a second threshold value, if so, executing the step S12 to determine that the front wheel starts to pass through the first deceleration strip, and if not, executing the step S13 to determine that the front wheel does not start to pass through the first deceleration strip.
In this embodiment, the acceleration sensor is provided on the front wheel, so that the values of the spring vertical acceleration and the vehicle longitudinal acceleration can be obtained in real time, and then the obtained values of the spring vertical acceleration and the vehicle longitudinal acceleration are judged. The first threshold and the second threshold may be measured experimentally. The values of the first threshold and the second threshold may also be different for different vehicle models, and specific values may also be determined experimentally.
Referring to fig. 3, the flow chart in this figure includes the following steps:
step S21, when the first running displacement is smaller than a first preset distance, detecting that the front wheels start to pass through a second deceleration strip, and starting to calculate a second running displacement of the vehicle;
step S22, when the second driving displacement is larger than or equal to a first preset distance, applying a first target damping to the rear wheel suspension, and lasting for a first preset time;
and S3, applying a second target damping to the rear wheel suspension, and lasting for a second preset time.
Referring to fig. 4, the flow chart in this figure includes the following steps:
step S21, when the first running displacement is smaller than a first preset distance, detecting that the front wheels start to pass through a second deceleration strip, and starting to calculate a second running displacement of the vehicle;
step S32, when the second driving displacement is larger than or equal to a second preset distance, applying a first target damping to the rear wheel suspension and lasting for a first preset time;
the second preset distance is the preset distance when the rear wheel passes through the second speed reduction zone, and is judged to be about to pass through the second speed reduction zone, and if errors generated in displacement calculation when the vehicle passes through the speed reduction zone are not considered, the second preset distance is equal to the first preset distance.
And S3, applying a second target damping to the rear wheel suspension, and lasting for a second preset time.
In this embodiment, since the vehicle body of a general automobile has a long wheelbase, if there are a plurality of speed reduction zones arranged closely, when the front wheel passes through the second speed reduction zone, the rear wheel is likely not yet started to pass through the first speed reduction zone, and therefore a plurality of running displacements need to be calculated. After the rear wheel passes through the first deceleration strip, the first response phase ends. Then, the timing of the rear wheel passing through the second deceleration strip needs to be judged, and at the moment, the second driving displacement needs to be used. Figures 3 and 4 provide two possible ways of determining. In fig. 4, the second preset distance is greater than the first preset distance. If the travel displacement is obtained by integrating the longitudinal speed output by the longitudinal speed sensor of the vehicle, the displacement obtained at this time can avoid errors caused by the speed reduction zone, so that the time when the rear wheel is about to pass through the second speed reduction zone can be determined by directly adopting the steps in fig. 3. However, if the travel displacement is obtained by integrating the wheel speed output from the wheel speed sensor of the vehicle, the displacement obtained at this time needs to take into account the error amount caused by the deceleration strip, so the steps in fig. 4 are adopted, and when the second travel displacement is determined, the second travel displacement needs to be compared with a second preset distance, and the second preset distance is greater than the first preset distance, so that the error caused by the deceleration strip can be avoided.
Referring to fig. 5, the flow chart in this figure includes the following steps:
step S1, calculating a first driving displacement of the vehicle;
step S2, when the first driving displacement is larger than or equal to a first preset distance, applying a first target damping to the rear wheel suspension, and continuing for a first preset time;
step S43, the first travel displacement is cleared.
Referring to fig. 6, the flow chart in this figure includes the following steps:
step S1, calculating a first driving displacement of the vehicle;
and S52, when the first driving displacement is larger than or equal to a third preset distance, resetting the first driving displacement. The third preset distance is the displacement of the vehicle when the first driving displacement is to be zero. The third preset distance is a preset experience value, and is larger than the first preset distance. After the rear wheel starts to pass through the first deceleration strip, the first driving displacement is cleared after a period of time.
Referring to fig. 7, the flow chart in this figure includes the following steps:
step S1, calculating a first driving displacement of the vehicle;
step S2, when the first driving displacement is larger than or equal to a first preset distance, applying a first target damping to the rear wheel suspension, and continuing for a first preset time;
step S3, applying a second target damping to the rear wheel suspension and lasting a second preset time;
step S4, applying a third target damping to the rear wheel suspension.
Wherein the third target damping is damping applied to the rear wheel suspension when the vehicle is running on a normal road surface.
Referring to fig. 8, in fig. 8, there are three deceleration strips, and the vehicle runs from right to left along the direction of the vehicle speed v in the figure, and the three deceleration strips are sequentially denoted as a first deceleration strip, a second deceleration strip, and a third deceleration strip according to the running direction of the vehicle, and La is the vehicle body wheelbase. The vehicle controller IMU is arranged in the middle of the vehicle body, and an acceleration sensor is arranged on the front wheel and used for acquiring the vertical spring acceleration and the longitudinal vehicle body acceleration of the front wheel. The first running displacement and the second running displacement are obtained by integral calculation of the front wheel rotation speed. When the front wheel starts to pass through the first deceleration strip, calculation of the first travel displacement L1 is started, the first travel displacement L1 is shown in fig. 8, and the first travel displacement is a solid line. When the front wheel starts to pass through the second deceleration strip, the rear wheel still does not pass through the first deceleration strip, and the second running displacement L2 is calculated, wherein the second running displacement L2 is shown as a dotted line. The above embodiment describes in detail only the case where the front wheel passes through the second speed reduction zone, however, in practice, since the wheelbase of a part of the vehicle type body is long, there is a possibility that the rear wheel still does not start to pass through the first speed reduction zone after the front wheel passes through the plurality of speed reduction zones. In fig. 8, three deceleration strips are provided, and when the front wheel starts to pass through the third deceleration strip, calculation of a third travel displacement L3 is started, the third travel displacement L3 is shown as a dot-dash line. The third travel displacement is also obtained by integrating the front wheel rotational speed. A plurality of counters are provided in the vehicle controller for storing the travel displacement. Each counter stores a travel displacement. For example, in the present embodiment, since the vehicle body can accommodate three deceleration strips, three counters, each for storing one travel displacement amount, are provided in the vehicle controller. As shown, when the front wheel has passed the third speed bump, the rear wheel is about to start passing the first speed bump, when the rear wheel starts passing the first speed bump, the first travel displacement is cleared at this time, and the rear wheel suspension enters the first response phase. When the second driving displacement is increased to be more than a preset distance, the rear wheels are indicated to be about to pass through the second deceleration strip, the second driving displacement is cleared at the moment, and the rear wheel suspension enters a second response stage. Similarly, when the rear wheel begins to pass through the third deceleration strip, the third travel displacement is cleared, and the rear wheel suspension enters a third response phase.
However, in the practical application process, there is a possibility that the number of speed-reducing belts is three or more. The vehicle suspension control method provided by the present invention needs to be repeatedly executed a plurality of times at this time, but the executed processes are the same, and thus will not be described here too much.
It should be noted that, for a part of a large-sized car, since the vehicle wheel base is long, there may be a case where the vehicle wheel base accommodates three or more deceleration strips, and therefore it is necessary to provide three or more counters in the vehicle controller so as to store the fourth travel displacement or the fifth travel displacement. In fig. 8, the case where the vehicle body wheelbase can accommodate three deceleration strips is considered, and therefore, it is sufficient to provide three counters in the vehicle controller. However, for different vehicle types, the number of counters to be stored is determined according to the number of speed reduction zones that can be accommodated by the wheelbase of the vehicle body.
In this embodiment, the first target damping is "soft damping", the second target damping is "firm damping", and the damping value of the second target damping is greater than the damping value of the first target damping. When the rear wheel starts to pass through the speed bump, in order to reduce the vibration generated when passing through the speed bump, the rear wheel needs to become "softer" than usual, and thus "soft damping" needs to be applied to the rear wheel suspension. When the rear wheel passes through the first speed reducing zone and then is driven onto the road surface again, jolting generated by the rear wheel is most severe, and hard damping is applied to the rear wheel suspension, so that the rear wheel can be harder, and jolting generated when the rear wheel passes through the first speed reducing zone and is driven onto the road surface immediately before the rear wheel passes through the first speed reducing zone is reduced. It follows that "soft damping" should be smaller than the damping force applied to the rear wheel suspension when the vehicle is running on a normal road surface. I.e. the first target damping is smaller than the third target damping, whereas the "firm damping" should be larger than the normal damping, i.e. the second target damping is larger than the third target damping. However, this is only a preferred solution. The third target damping may also be equal to the first target damping.
Referring to fig. 10, the present invention provides a vehicle suspension control apparatus 100, which includes a displacement calculation module 101 and an execution module 102. Wherein the displacement calculation module 101 is configured to calculate a first travel displacement of the vehicle; the execution module 102 is configured to apply a first target damping to the rear wheel suspension for a first preset time, and further configured to apply a second target damping to the rear wheel suspension for a second preset time after applying the first target damping to the rear wheel suspension for the first preset time.
Referring to fig. 9 and 10, the execution module 102 is configured to output a target damping to the current calculation module, calculate a corresponding target current by the current calculation module, send the calculated target current value to the current control module, output the target current to the solenoid valve by the current control module, and adjust the opening of the throttle according to the input target current by the solenoid valve, thereby adjusting the damping force output from the shock absorber to the rear wheel suspension, and achieving the effect of outputting the corresponding target damping force to the rear wheel suspension. The current detection module detects the current value in the electromagnetic valve in real time and feeds back the detected current value to the current control module, so that the current control module can adjust the output current value at any time.
Referring to fig. 11, a vehicle controller 200 provided by the present invention includes a memory 201, a processor 202, and a vehicle suspension control program stored in the memory 201 and executable on the processor 202, and when the processor 202 executes the vehicle suspension control program, the vehicle suspension control method according to the above-described embodiment is implemented.
The vehicle controller provided by the embodiment of the invention comprises the memory and the controller, and the controller can reduce jolt generated by rear wheels when a vehicle passes through a deceleration strip by executing the vehicle suspension control program stored in the memory, so that the riding experience of a user is improved.
Referring to fig. 12, the present invention proposes a vehicle 300, the vehicle 300 including the vehicle controller 200 of the above-described embodiment.
The vehicle provided by the embodiment of the invention can further reduce jolt generated by the rear wheels when passing through the deceleration strip through the vehicle controller, improve the comfort of riding in the rear row and improve the use experience of users.
It should be noted that the logic and/or steps represented in the flowcharts or otherwise described herein, for example, may be considered as a ordered listing of executable instructions for implementing logical functions, and may be embodied in any computer-readable medium for use by or in connection with an instruction execution system, apparatus, or device, such as a computer-based system, processor-containing system, or other system that can fetch the instructions from the instruction execution system, apparatus, or device and execute the instructions. For the purposes of this description, a "computer-readable medium" can be any means that can contain, store, communicate, propagate, or transport the program for use by or in connection with the instruction execution system, apparatus, or device. More specific examples (a non-exhaustive list) of the computer-readable medium would include the following: an electrical connection (electronic device) having one or more wires, a portable computer diskette (magnetic device), a Random Access Memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM or flash memory), an optical fiber device, and a portable compact disc read-only memory (CDROM). In addition, the computer readable medium may even be paper or other suitable medium on which the program is printed, as the program may be electronically captured, via, for instance, optical scanning of the paper or other medium, then compiled, interpreted or otherwise processed in a suitable manner, if necessary, and then stored in a computer memory.
It is to be understood that portions of the present invention may be implemented in hardware, software, firmware, or a combination thereof. In the above-described embodiments, the various steps or methods may be implemented in software or firmware stored in a memory and executed by a suitable instruction execution system. For example, if implemented in hardware, as in another embodiment, may be implemented using any one or combination of the following techniques, as is well known in the art: discrete logic circuits having logic gates for implementing logic functions on data signals, application specific integrated circuits having suitable combinational logic gates, programmable Gate Arrays (PGAs), field Programmable Gate Arrays (FPGAs), and the like.
In the description of the present specification, a description referring to terms "one embodiment," "some embodiments," "examples," "specific examples," or "some examples," etc., means that a particular feature, structure, material, or characteristic described in connection with the embodiment or example is included in at least one embodiment or example of the present invention. In this specification, schematic representations of the above terms do not necessarily refer to the same embodiments or examples. Furthermore, the particular features, structures, materials, or characteristics described may be combined in any suitable manner in any one or more embodiments or examples.
In the description of the present invention, it should be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", "axial", "radial", "circumferential", etc. indicate orientations or positional relationships based on the orientations or positional relationships shown in the drawings are merely for convenience in describing the present invention and simplifying the description, and do not indicate or imply that the device or element being referred to must have a specific orientation, be configured and operated in a specific orientation, and therefore should not be construed as limiting the present invention.
Furthermore, the terms "first," "second," and the like, as used in embodiments of the present invention, are used for descriptive purposes only and are not to be construed as indicating or implying relative importance or as implying any particular number of features in the present embodiment. Thus, a feature of an embodiment of the invention that is defined by terms such as "first," "second," etc., may explicitly or implicitly indicate that at least one such feature is included in the embodiment. In the description of the present invention, the word "plurality" means at least two or more, for example, two, three, four, etc., unless explicitly defined otherwise in the embodiments.
In the present invention, unless explicitly stated or limited otherwise in the examples, the terms "mounted," "connected," and "fixed" as used in the examples should be interpreted broadly, e.g., the connection may be a fixed connection, may be a removable connection, or may be integral, and it may be understood that the connection may also be a mechanical connection, an electrical connection, etc.; of course, it may be directly connected, or indirectly connected through an intermediate medium, or may be in communication with each other, or in interaction with each other. The specific meaning of the above terms in the present invention can be understood by those of ordinary skill in the art according to specific embodiments.
In the present invention, unless expressly stated or limited otherwise, a first feature "up" or "down" a second feature may be the first and second features in direct contact, or the first and second features in indirect contact via an intervening medium. Moreover, a first feature being "above," "over" and "on" a second feature may be a first feature being directly above or obliquely above the second feature, or simply indicating that the first feature is level higher than the second feature. The first feature being "under", "below" and "beneath" the second feature may be the first feature being directly under or obliquely below the second feature, or simply indicating that the first feature is less level than the second feature.
The foregoing description of the preferred embodiments of the invention is not intended to be limiting, but rather is intended to cover all modifications, equivalents, or alternatives falling within the spirit and principles of the invention.
Claims (14)
1. A vehicle suspension control method, characterized by comprising:
calculating a first travel displacement of the vehicle, the first travel displacement being a displacement generated by travel of the vehicle when passing through a first deceleration strip from a front wheel;
when the first driving displacement is larger than or equal to a first preset distance, applying first target damping to the rear wheel suspension, and lasting for a first preset time, wherein the first preset distance is the difference between the vehicle wheelbase and the response distance, and the response distance is the distance of the vehicle driving in the suspension response time;
and after the first target damping is applied to the rear wheel suspension for a first preset time, applying a second target damping to the rear wheel suspension for a second preset time, wherein the second target damping is larger than the first target damping.
2. The vehicle suspension control method according to claim 1, characterized in that the calculating of the first travel displacement of the vehicle includes: integrating the wheel speed output by a wheel speed sensor of the vehicle to obtain a first driving displacement; alternatively, the first travel displacement is obtained by integrating the longitudinal speed output from the longitudinal speed sensor of the vehicle.
3. The vehicle suspension control method according to claim 1, characterized in that before calculating the first travel displacement of the vehicle, the control method further comprises:
and acquiring the running parameters of the front wheels, and judging whether the front wheels start to pass through the deceleration strip or not according to the running parameters of the front wheels.
4. The vehicle suspension control method according to claim 3, characterized in that the front wheel running parameters include a spring-down vertical acceleration and a vehicle body longitudinal acceleration;
judging whether the front wheels start to pass through the deceleration strip according to the front wheel driving parameters comprises:
and when the vertical acceleration of the spring is larger than a first threshold value and the longitudinal acceleration of the vehicle body is smaller than a second threshold value, judging that the front wheel starts to pass through the deceleration strip.
5. The vehicle suspension control method according to claim 1, characterized in that the control method further comprises, when the first travel displacement is smaller than a first preset distance, detecting that the front wheel starts to pass through a second speed reduction zone, starting to calculate a second travel displacement of the vehicle, the second travel displacement being a displacement generated by the travel of the vehicle when the front wheel starts to pass through the second speed reduction zone;
when the second driving displacement is larger than or equal to a first preset distance, applying a first target damping to the rear wheel suspension, and continuing for a first preset time;
after a first target damping is applied to the rear wheel suspension for a first preset time, a second target damping is applied to the rear wheel suspension for a second preset time.
6. The vehicle suspension control method according to claim 1, characterized in that,
when the first running displacement is smaller than a first preset distance, detecting that the front wheels start to pass through a second deceleration strip, and starting to calculate a second running displacement of the vehicle, wherein the second running displacement is generated by running of the vehicle when the front wheels start to pass through the second deceleration strip;
when the second driving displacement is larger than or equal to a second preset distance, applying a first target damping to the rear wheel suspension, and continuing for a first preset time; wherein the second preset distance is greater than the first preset distance;
after a first target damping is applied to the rear wheel suspension for a first preset time, a second target damping is applied to the rear wheel suspension for a second preset time.
7. The vehicle suspension control method according to claim 1, characterized in that the method further comprises:
and applying a first target damping to the rear wheel suspension, and resetting the first driving displacement after lasting for a first preset time.
8. The vehicle suspension control method according to claim 1, characterized in that the method further comprises:
when the first driving displacement is larger than or equal to a third preset distance, the first driving displacement is cleared, and the third preset distance is larger than the first preset distance.
9. The vehicle suspension control method according to claim 1, characterized in that the control method further comprises:
and after the second target damping is applied to the rear wheel suspension and the second preset time is prolonged, applying a third target damping to the rear wheel suspension, wherein the third target damping is the damping applied to the rear wheel suspension when the vehicle normally runs.
10. The vehicle suspension control method according to claim 9, characterized in that the first target damping is smaller than the third target damping, and the second target damping is larger than the third target damping.
11. The vehicle suspension control method according to claim 9, characterized in that the third target damping and the first target damping are equal.
12. A vehicle suspension control apparatus, characterized by comprising:
a displacement calculation module for calculating a first travel displacement of the vehicle, the first travel displacement being a displacement generated by travel of the vehicle when passing through a first deceleration strip from a front wheel;
the execution module is used for applying first target damping to the rear wheel suspension when the first driving displacement is greater than or equal to a first preset distance, and lasting for a first preset time, wherein the first preset distance is the difference between the vehicle wheelbase and the response distance, and the response distance is the distance of the vehicle driving in the suspension response time;
the execution module is further configured to apply a second target damping to the rear wheel suspension for a second preset time after applying the first target damping to the rear wheel suspension for the first preset time, where the second target damping is greater than the first target damping.
13. A vehicle controller comprising a memory, a processor and a vehicle suspension control program stored on the memory and operable on the processor, the processor implementing the vehicle suspension control method according to any one of claims 1-11 when executing the vehicle suspension control program.
14. A vehicle comprising the vehicle controller of claim 13.
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| CN202111609322.2A CN116330909A (en) | 2021-12-24 | 2021-12-24 | Vehicle suspension control method and device, vehicle controller and vehicle |
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| CN202111609322.2A CN116330909A (en) | 2021-12-24 | 2021-12-24 | Vehicle suspension control method and device, vehicle controller and vehicle |
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| US20210339744A1 (en) * | 2020-04-30 | 2021-11-04 | Ford Global Technologies, Llc | Adjust operational parameters based on identified roadway irregularities |
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| JPH05155216A (en) * | 1991-11-30 | 1993-06-22 | Suzuki Motor Corp | Large bump control system for electronic control suspension |
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| US20090055047A1 (en) * | 2005-09-22 | 2009-02-26 | Peugeot Citroen Automobiles Sa | Suspension control device, vehicle comprising said device, production method thereof and associated program |
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