CN116476588A

CN116476588A - Control method and system for active suspension of vehicle

Info

Publication number: CN116476588A
Application number: CN202210039620.0A
Authority: CN
Inventors: 殷珺; 罗杰; 谷玉川; 谢常云; 何家兴
Original assignee: Guangzhou Automobile Group Co Ltd
Current assignee: Guangzhou Automobile Group Co Ltd
Priority date: 2022-01-13
Filing date: 2022-01-13
Publication date: 2023-07-25

Abstract

The invention discloses a control method and a system of an active suspension of a vehicle, wherein the control method comprises the following steps: when an intelligent control strategy of an active suspension of the vehicle needs to be awakened, acquiring a state signal of the vehicle, and processing the state signal; estimating a dynamic state parameter of the vehicle and a riding preference parameter of a driver according to the processed state signal; selecting at least one control strategy of the intelligent control strategies according to the dynamics state parameters and the riding preference parameters to generate the control quantity of the actuator of the active suspension according to the selected control strategy; the intelligent control strategy comprises a universal control strategy, a specific scene control strategy and an ecological content control strategy; and outputting the control quantity to the actuator so as to control the actuator. By adopting the technical scheme of the invention, the control strategy is classified and integrated, so that the flexibility of the control scheme can be improved, and the independent maintenance can be conveniently carried out later.

Description

Control method and system for active suspension of vehicle

Technical Field

The invention relates to the technical field of vehicle active suspension, in particular to a control method and a system of a vehicle active suspension.

Background

For active suspensions of vehicles, currently widely used are "slow" active suspension systems, i.e. air spring systems. The control strategy of the air spring system is to adjust the height of the static balance position of the vehicle body according to different vehicle speeds, different road conditions or different driving modes, or to manually or automatically adjust the height of the rear axle by a user under the condition that the user loads goods.

Active suspension systems in existing vehicles mainly employ electro-hydraulic or electromechanical solutions, both of which are the active suspension types that are currently on the market that respond faster. Based on the two schemes, the vehicle can acquire the front road surface information through the vision sensor, and the driving suspension actuating force, actuating speed or actuating stroke can be adjusted in real time according to the front road condition, and meanwhile, the control characteristics of the driving suspension actuating force, actuating speed or actuating stroke can be changed according to different vehicle speeds, different road conditions or different driving modes, so that better vehicle body stability and comfort performance can be realized. However, the active suspension control schemes provided by the prior art are less flexible and inconvenient to maintain.

Disclosure of Invention

The technical problem to be solved by the embodiment of the invention is to provide a control method and a system for an active suspension of a vehicle, which can improve the flexibility of a control scheme and facilitate the subsequent independent maintenance by classifying and integrating control strategies.

In order to solve the above technical problems, an embodiment of the present invention provides a method for controlling an active suspension of a vehicle, including:

when an intelligent control strategy of an active suspension of a vehicle needs to be awakened, acquiring a state signal of the vehicle, and processing the state signal;

estimating the dynamics state parameters of the vehicle and the riding preference parameters of drivers and passengers according to the processed state signals;

selecting at least one control strategy of the intelligent control strategies according to the dynamics state parameters and the riding preference parameters to generate the control quantity of the actuator of the active suspension according to the selected control strategy; the intelligent control strategy comprises a universal control strategy, a specific scene control strategy and an ecological content control strategy;

and outputting the control quantity to the actuator so as to control the actuator.

Further, the method further comprises:

when the vehicle is not started or is not electrified, if a vehicle unlocking signal is received, judging that the intelligent control strategy of the active suspension needs to be awakened;

when the vehicle stops or is powered down, if a vehicle locking signal is received, judging that the intelligent control strategy of the active suspension does not need to be awakened;

When a preset number of functional modules of the vehicle are in a working state, judging the intelligent control strategy of the active suspension to be awakened;

and when the preset number of functional modules of the vehicle are in the dormant state, judging that the intelligent control strategy of the active suspension does not need to be awakened.

Further, the acquiring the state signal of the vehicle and processing the state signal specifically includes:

acquiring a first state signal through an electronic control device in the vehicle;

acquiring a second state signal through a sensor configured by the vehicle;

performing signal processing on the first state signal and the second state signal to obtain a processed state signal;

the electric control equipment at least comprises four suspension motor controllers and a whole vehicle controller;

the first state signal at least comprises a driving mode signal, a steering wheel rotating speed signal, an accelerator pedal signal, a brake pedal signal and a vehicle speed signal;

the second state signal at least comprises one of a sprung mass vertical acceleration signal and a six-axis gyroscope signal, and one of a sprung mass vertical acceleration signal and a suspension travel signal, wherein the sprung mass vertical acceleration signal is the sprung mass vertical acceleration signal at least three positions, the unsprung mass vertical acceleration signal is the unsprung mass vertical acceleration signal at four positions, and the suspension travel signal is the suspension travel signal at four positions;

The signal processing includes at least one of filtering processing, averaging processing, scaling up or down processing, integrating processing, differentiating processing, and nonlinear compensation.

Further, the method further comprises:

acquiring an available function range and an available performance range of the active suspension according to the processed state signals;

and selecting at least one control strategy from the intelligent control strategies according to the dynamics state parameters and the riding preference parameters, wherein the control strategy comprises the following specific steps:

and selecting at least one control strategy from the intelligent control strategies to operate within the available functional range and the available performance range according to the dynamics state parameters and the riding preference parameters.

Further, the dynamic state parameters at least comprise vehicle body vertical acceleration, vehicle body side inclination acceleration and vehicle body pitch acceleration, and the vehicle body vertical acceleration, the vehicle body side inclination acceleration and the vehicle body pitch acceleration are obtained through processing and estimating according to the second state signals;

the driving preference parameter at least comprises a tendency selection of comfort performance or stable operation performance, and the tendency selection of the comfort performance or the stable operation performance is obtained by processing and estimating the first state signal.

Further, the generating the control quantity of the actuator of the active suspension according to the selected control strategy specifically includes:

when the selected control strategy is the universal control strategy, generating the control quantity of the actuator according to the dynamics state parameter and the riding preference parameter; wherein the control quantity is at least actuation force, actuation speed or actuation travel;

when the selected control strategy is the specific scene control strategy, acquiring a triggered specific scene according to the dynamics state parameter and the driving preference parameter, and operating a corresponding specific scene control strategy according to the triggered specific scene to generate the control quantity of the actuator;

and when the selected control strategy is the ecological content control strategy, acquiring the dynamic safety margin of the vehicle according to the dynamic state parameter and the control quantity generated at the last moment, and operating the ecological content control strategy when the dynamic safety margin is greater than a preset threshold value so as to generate the control quantity of the actuator.

Further, the method further comprises:

when the selected control strategies are more than one, correspondingly generating the control quantity of the actuator according to each selected control strategy;

Comprehensively processing all the generated control amounts to obtain comprehensive control amounts; wherein the comprehensive processing is at least adding processing, subtracting processing, maximum processing, minimum processing or weighting processing of frequency components;

and outputting the control amount to the actuator to control the actuator, wherein the method specifically comprises the following steps:

and outputting the comprehensive control quantity to the actuator so as to control the actuator.

Further, the method further comprises:

compensating the control amount according to the variable quantity of the dynamic model parameters of the vehicle, the kinematic characteristics of the suspension and the durable creep performance;

outputting the compensated control quantity to the actuator so as to control the actuator.

Further, the method further comprises:

limiting the control amount according to a relationship between suspension travel and speed of the vehicle, a system power constraint, and a frequency response characteristic constraint between the control amounts;

Outputting the limited control quantity to the actuator so as to control the actuator.

Further, the method further comprises:

and according to the control quantity, combining feedback information of the driver or identification information of the driver, and analyzing and obtaining user characteristics and preference of the driver.

In order to solve the above technical problem, an embodiment of the present invention further provides a control system for a vehicle active suspension, where the system is configured to implement the control method for a vehicle active suspension described in any one of the above, and the system includes:

the vehicle state signal processing module is used for acquiring a state signal of the vehicle and processing the state signal when an intelligent control strategy of an active suspension of the vehicle needs to be awakened;

the vehicle state and driving preference estimation module is used for estimating the dynamics state parameters of the vehicle and the driving preference parameters of drivers and passengers according to the processed state signals;

the master control suspension intelligent control module is used for selecting at least one control strategy in the intelligent control strategies according to the dynamic state parameters and the driving preference parameters so as to generate the control quantity of the actuator of the active suspension according to the selected control strategy; the intelligent control strategy comprises a universal control strategy, a specific scene control strategy and an ecological content control strategy;

And the control quantity output module is used for outputting the control quantity to the actuator so as to control the actuator.

Further, the system also comprises an intelligent control strategy wake-up module for:

Further, the system further comprises:

the diagnosis and function safety module is used for acquiring the available function range and the available performance range of the active suspension according to the processed state signals;

the master control suspension intelligent control module selects at least one control strategy of the intelligent control strategies according to the dynamics state parameter and the riding preference parameter, and specifically comprises the following steps:

Further, the system further comprises:

the control strategy comprehensive module is used for comprehensively processing the control quantity generated by the master control suspension intelligent control module to obtain a comprehensive control quantity; wherein the comprehensive processing is at least adding processing, subtracting processing, maximum processing, minimum processing or weighting processing of frequency components;

the control amount output module outputs the control amount to the actuator to control the actuator, and specifically includes:

Further, the system further comprises:

the vehicle dynamics safety boundary estimation module is used for acquiring the dynamics safety margin of the vehicle according to the dynamics state parameters and the comprehensive control quantity generated at the last moment of the control strategy comprehensive module;

and when the control strategy selected by the master control suspension intelligent control module is the ecological content control strategy, operating the ecological content control strategy under the condition that the dynamic safety margin is larger than a preset threshold value so as to generate the control quantity of the actuator.

Further, the system further comprises:

the control quantity compensation module is used for compensating the control quantity according to the variable quantity of the dynamic model parameters of the vehicle, the kinematic characteristics of the suspension and the durable creep property;

Further, the system further comprises:

a control amount limiting module configured to limit the control amount according to a relationship between a suspension stroke and a speed of the vehicle, a system power constraint, and a frequency response characteristic constraint between the control amounts;

Further, the system further comprises:

and the user characteristic and preference analysis module is used for analyzing and obtaining the user characteristic and preference of the driver according to the control quantity and combining the feedback information of the driver or the identification information of the driver.

Compared with the prior art, the embodiment of the invention provides a control method and a system for an active suspension of a vehicle, wherein when an intelligent control strategy of the active suspension of the vehicle needs to be awakened, a state signal of the vehicle is obtained, and the state signal is processed; estimating the dynamics state parameters of the vehicle and the riding preference parameters of drivers and passengers according to the processed state signals; selecting at least one control strategy of the intelligent control strategies according to the dynamics state parameters and the riding preference parameters to generate the control quantity of the actuator of the active suspension according to the selected control strategy; the intelligent control strategy comprises a universal control strategy, a specific scene control strategy and an ecological content control strategy; outputting the control quantity to the actuator so as to control the actuator; by classifying and integrating the control strategies, the flexibility of the control scheme can be improved, and subsequent independent maintenance is facilitated.

Drawings

FIG. 1 is a flow chart of a preferred embodiment of a method for controlling an active suspension of a vehicle in accordance with the present invention;

fig. 2 is a block diagram of a preferred embodiment of a control system for an active suspension of a vehicle in accordance with the present invention.

Detailed Description

The technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings in the embodiments of the present invention. It will be apparent that the described embodiments are only some, but not all, embodiments of the invention. All other embodiments, which can be made by those skilled in the art based on the embodiments of the present invention without making any inventive effort, are intended to fall within the scope of the present invention.

An embodiment of the present invention provides a method for controlling an active suspension of a vehicle, referring to fig. 1, which is a flowchart of a preferred embodiment of the method for controlling an active suspension of a vehicle, where the method includes steps S11 to S14:

step S11, when an intelligent control strategy of an active suspension of a vehicle needs to be awakened, acquiring a state signal of the vehicle, and processing the state signal;

step S12, estimating the dynamics state parameters of the vehicle and the riding preference parameters of drivers and passengers according to the processed state signals;

step S13, selecting at least one control strategy in the intelligent control strategy to operate according to the dynamics state parameter and the riding preference parameter so as to generate the control quantity of the actuator of the active suspension according to the selected control strategy; the intelligent control strategy comprises a universal control strategy, a specific scene control strategy and an ecological content control strategy;

And S14, outputting the control quantity to the actuator so as to control the actuator.

Specifically, whether an intelligent control strategy of an active suspension of a vehicle needs to be awakened is firstly judged, a state signal of the vehicle is obtained only when the intelligent control strategy of the active suspension needs to be awakened is judged, the obtained state signal of the vehicle is processed, and the processed state signal is correspondingly obtained. Then, according to the obtained processed state signal, estimating the dynamics state parameter of the vehicle and the riding preference parameter of the driver, and according to the estimated dynamics state parameter of the vehicle and the riding preference parameter of the driver, selecting at least one control strategy in the intelligent control strategy to generate the control quantity of the suspension actuator of the active suspension according to the selected control strategy. And finally, outputting the control quantity generated according to the selected control strategy to the suspension actuator so as to correspondingly control the suspension actuator according to the control quantity, thereby realizing the control of the active suspension of the vehicle.

It should be noted that, the embodiment of the invention classifies the intelligent control strategies of the active suspension, the intelligent control strategies mainly comprise a universal control strategy, a specific scene control strategy and an ecological content control strategy, and different control strategies correspond to different control application scenes. When the intelligent control strategy of the active suspension is awakened, at least one control strategy in the intelligent control strategies can be correspondingly selected to operate according to actual conditions, namely, either one of the control strategies can be selected to control the active suspension, any two of the control strategies can be selected to control the active suspension at the same time, and the universal control strategy, the specific scene control strategy and the ecological content control strategy can be selected to control the active suspension at the same time.

According to the control method for the vehicle active suspension, provided by the embodiment of the invention, different control strategies can be selected to operate according to different requirements by classifying and integrating the intelligent control strategies of the active suspension, so that the flexibility of a control scheme is improved. And because different control strategies are mutually independent, the control strategies can be used independently or simultaneously without mutual influence, and the follow-up independent maintenance is convenient.

In another preferred embodiment, the method further comprises:

Specifically, in combination with the above embodiment, when judging whether to wake up the intelligent control strategy of the active suspension of the vehicle, the judgment can be performed through various conditions; for example, in one of the cases, when the vehicle has not been started or powered up (IGN OFF), if a vehicle unlock signal is triggered, it is determined that an intelligent control strategy for waking up the active suspension is required; on the contrary, when the vehicle is stopped or powered down (IGN OFF), if the vehicle lock signal is triggered, it is determined that the intelligent control strategy of the active suspension does not need to be awakened, and after a set time has elapsed, the intelligent control strategy of the active suspension needs to be controlled to sleep.

In another case, when a preset number of functional modules of the vehicle are in a working state, judging an intelligent control strategy for waking up the active suspension; when the preset number of functional modules of the vehicle are in a dormant state, judging an intelligent control strategy of the active suspension without waking up, wherein the functional modules mainly comprise a key control module, a vehicle body control module, a door and window control module, a sound host module, functions corresponding to the modules and the like.

According to the control method for the vehicle active suspension, provided by the embodiment of the invention, the wake-up condition of the intelligent control strategy is designed, and the intelligent control strategy is started only when meeting the wake-up condition, so that the energy consumption of a whole vehicle system is reduced and the control unit resource is saved.

In a further preferred embodiment, the acquiring the status signal of the vehicle and processing the status signal specifically includes:

acquiring a second state signal through a sensor configured by the vehicle;

Specifically, in combination with the above embodiment, when the state signal of the vehicle is acquired, the corresponding first state signal is acquired through the electronic control device in the vehicle, and the corresponding second state signal is acquired through the sensor configured by the vehicle. After the first state signal and the second state signal are obtained, corresponding signal processing is further required for the first state signal and the second state signal, so as to obtain a processed state signal.

The electronic control device used in the method comprises four suspension motor controllers and a whole vehicle controller of a vehicle, and further comprises: the power domain controller, the ESP controller, the environment sensing controller and the like can be communicated with the active suspension controller or a chassis domain controller (hereinafter abbreviated as CCU) with the function of controlling the active suspension, so that signal transceiving is realized, and the active suspension controller or the CCU obtains related signals of the electric control device through communication. And the signals of the electric control devices can be acquired through signal acquisition by each related sensor, and the signals are sent to the active suspension controller or the CCU through a certain communication mode after being processed or not processed. For example, signals may be interacted with through conventional vehicle-mounted network "communication means," common communication means including CAN, CAN-FD, LIN, ethernet, and the like.

The first state signal obtained by the electronic control apparatus may include, in addition to the driving mode signal, the steering wheel rotation speed signal, the accelerator pedal signal, the brake pedal signal, and the vehicle speed signal: suspension actuator feedback signals, vehicle vertical acceleration signals, vehicle pitch angle speed signals, vehicle roll angle speed signals, steering wheel rotation angle signals, driving force signals, braking force signals, yaw rate signals, longitudinal acceleration signals, lateral acceleration signals, wheel speed signals, TCS/ABS switch signals, ESC switch signals, road surface height course signals obtained by fusion of visual sensors or laser sensors or millimeter wave radars, and the like.

In the first state signal, the processed feedback signal of the suspension actuator is preferable, and the control system can perform feedback control design according to the feedback signal; the processed steering wheel rotation angle signal, lateral acceleration signal, yaw rate signal, driving force signal, braking force signal and longitudinal acceleration signal are preferable, and the control system can be used for respectively carrying out redundancy and safety design on the steering wheel rotation speed signal, the accelerator pedal signal, the brake pedal signal, the vehicle body pitch angle speed signal and the vehicle body roll angle speed signal and respectively controlling a linear region and a nonlinear region of a steering roll working condition and a linear region and a nonlinear region of an acceleration and deceleration pitching working condition; the processed wheel speed signal is preferable, and the control system can be used for estimating the wheel slip rate and load fluctuation and controlling the maneuvering performance besides making redundancy and safety design for the vehicle speed; the processed road surface height course signal obtained by fusing a visual sensor or a laser sensor or a millimeter wave radar is preferable, and feedforward control can be performed according to the road conditions in front; the TCS/ABS switch signal and the ESC switch signal are preferable, which indicate that the vehicle enters the longitudinal limit and the lateral limit working conditions, and the vehicle dynamics performance of the longitudinal limit and the lateral limit working conditions can be optimized through the active suspension vertical dynamics control.

The second state signal obtained by the sensor may include, in addition to any one of the sprung mass vertical acceleration signal (the sprung mass vertical acceleration signal at least three positions) and the six-axis gyroscope signal, and any one of the unsprung mass vertical acceleration signal (the unsprung mass vertical acceleration signal at four positions) and the suspension travel signal (the suspension travel signal at four positions), the following: the sprung mass vertical acceleration signal (at least three), the six-axis gyroscope signal, the unsprung mass vertical acceleration signal (four), and the suspension travel signal (four), and may further include: chassis height distance signals, etc.

In the second state signal, the selection of the sprung mass vertical acceleration signal and the six-axis gyroscope signal at three positions is preferable, so that on one hand, the control system can estimate the vertical acceleration, the pitch angle speed and the roll angle speed of the vehicle body more accurately, and on the other hand, the control system is also used as a sensor redundancy scheme; the four unsprung mass vertical acceleration signals and the four suspension stroke signals are selected together to be preferable, so that on one hand, the control system can estimate the vertical acceleration, the suspension speed and the suspension height of four wheels more accurately, and on the other hand, the control system is also used as a sensor redundancy scheme; the chassis height distance signal is preferred for control strategy optimization under certain off-road conditions.

Methods of signal processing the first and second status signals include, but are not limited to: at least one of filtering processing, averaging processing, scaling up or down processing, integrating processing, differentiating processing, and nonlinear compensation.

In the signal processing method, filtering, averaging, proportional amplifying or reducing, integrating, differentiating or various nonlinear compensation and the like are preferably carried out on the signals, so that the method is used for extracting effective signals, eliminating useless signals, reducing noise influence, corresponding partial signals to physical quantities, facilitating control design and unification of standards among all electric control devices, reducing nonlinear factor influence and enabling the signals to be more accurate.

It can be understood that all signals in the embodiment of the invention can be selected and combined according to actual conditions, and a plurality of signals are selected at the same time, so that redundancy and safety of the designed signals can be checked and the vehicle state obtained by fusion estimation is more accurate. It is also possible to select one of the plurality of signals, if preferred, from a cost-saving standpoint.

In a further preferred embodiment, the method further comprises:

Specifically, in combination with the above embodiment, through the communication of various electric control devices, the sensor signals and the transceiving of feedback signals of the suspension actuators, whether the communication of the vehicle and the signal system are abnormal in function/performance or not can be diagnosed, and through analyzing the processed state signals, whether the active suspension system and other systems of the whole vehicle are abnormal in function/performance or not and the severity thereof can be evaluated, the allowable power provided by the whole vehicle system can be judged, and the available function range and the available performance range of the active suspension can be obtained. Accordingly, the selected intelligent control strategy may be operated within the available functional range and the available performance range based on the vehicle dynamics state parameters and the occupant ride preference parameters.

Examples of functional ranges that can be used: when a driver and passengers get in and out of the vehicle, the height of the vehicle body can be reduced, so that the passengers are convenient, but when the environment sensing equipment (such as a vehicle-mounted 360-degree camera) records that the lower surface of the chassis is uneven and the risk of colliding with the chassis exists, the system cannot allow the vehicle height to be reduced.

Usable performance range: the temperature of the actuator exceeds a set value, the system limits the usable power of the actuator to half of the maximum power, and then exceeds a certain limit, and then drops by half until the actuator is not usable; the actuator temperature condition may also be other conditions, such as a vehicle-mounted high-voltage battery state of charge SOC (battery power), battery temperature, and the like.

In diagnosing whether or not a communication or signal system of a vehicle is abnormal in function/performance, first, different levels of safety strategies are defined by an active suspension controller or CCU. The corresponding security level is then determined by an anomaly of one or more of the above-mentioned signal combinations (e.g., loss of signal, deviation from normal range, anomaly in calculated vehicle condition, etc.). Thus, using the first state signal as comprehensively as possible and the second state signal as comprehensively as possible enables a more "comprehensive" security policy to be devised. For example, a certain sensor signal may be lost for a period of time, the battery level may be too low to provide sufficient power to the active suspension module, the active suspension actuator temperature may be above a set point, power may need to be limited, and so on.

When evaluating whether the active suspension system and other systems of the whole vehicle have abnormal functions/performances and the severity thereof, the functional failure level can be defined first, and then one or more sensor signals or the result calculated by the sensor signals are used as the judging basis of the functional failure level. When judging the allowable power provided by the whole vehicle system, the method is essentially a specific control strategy with the design freedom degree. For example, an excessive increase in the active suspension actuator beyond a set limit requires limiting the operating power in order to reduce the temperature rise and overheating; if the temperature continues to rise to the set over-temperature value, the active suspension actuator no longer allows output power.

According to the control method of the vehicle active suspension, provided by the embodiment of the invention, the safety performance of the system can be improved by diagnosing and pertinently processing the function/performance abnormality. The system functions can be used in different degrees by judging the severity of the functional failure without cutting off the whole system, so that the intelligent control strategy of the active suspension can realize all, part or non-started hierarchical starting functions on the premise of ensuring safety.

In a further preferred embodiment, the dynamic state parameters include at least a vehicle vertical acceleration, a vehicle roll angle acceleration and a vehicle pitch angle acceleration, which are obtained by processing and estimating the vehicle vertical acceleration, the vehicle roll angle acceleration and the vehicle pitch angle acceleration according to the second state signal;

Specifically, in combination with the above embodiment, the kinetic state parameters of the vehicle include at least a vehicle vertical acceleration, a vehicle side tilt acceleration, and a vehicle pitch angle acceleration, and when estimating the kinetic state parameters of the vehicle, any one of the sprung mass vertical acceleration signal (the sprung mass vertical acceleration signal at least three positions) and the six-axis gyroscope signal, and any one of the unsprung mass vertical acceleration signal (the unsprung mass vertical acceleration signal at four positions) and the suspension travel signal (the suspension travel signal at four positions) in the second state signal may be correspondingly processed, and then the vehicle vertical acceleration, the vehicle side tilt acceleration, and the vehicle pitch angle acceleration may be estimated and obtained according to the processed signals.

The driving preference parameters of the driver at least comprise the tendency selection of comfort performance or stable operation performance, and when the driving preference parameters of the driver are estimated, the driving preference parameters of the driver can be estimated and obtained by correspondingly processing the driving mode signal, the steering wheel rotating speed signal, the accelerator pedal signal, the brake pedal signal and the vehicle speed signal in the first state signal.

In the embodiment of the invention, it is indispensable to estimate the vehicle dynamics state parameters and the ride preference parameters of the occupants in real time. First, it is possible to achieve control performance that optimizes vehicle dynamics only based on vehicle dynamics; secondly, the driving preference parameters are clearly determined, and the control direction for optimizing the dynamic performance of the vehicle is only available.

As an improvement to the above, the kinetic state parameters may further include: the derivative of vertical acceleration of the vehicle body, the derivative of roll acceleration of the vehicle body, the derivative of pitch acceleration of the vehicle body, the suspension stroke, the suspension movement speed, the suspension acceleration, the acceleration of wheels, the road surface attachment coefficient, the longitudinal/lateral slip ratio of the tire, the tire slip angle, the centroid slip angle and the like. These kinetic state parameters are preferred and can be obtained by combining and processing the second state signals described above. These parameters are the basis for more intelligent control of the active suspension. For example, the human body is more sensitive to acceleration derivatives, which are used as one of the control constraints, which can improve comfort performance; the suspension stroke and the suspension movement speed are used for controlling and preventing suspension collision limit, improving comfort performance and stability, and relieving impact strength of extreme working conditions to suspension structural members.

As an improvement of the above solution, the driving preference parameter may further include: preference priority, tendency ratio between comfort performance and drivability, vertical vibration of comfort performance, tendency ratio between roll vibration and pitch vibration, and ratio between understeer, neutral steer and oversteer of drivability. These ride preference parameters are preferably obtained by processing the signals contained in the first status signal as comprehensively as possible.

For the driver, the preference selection of comfort performance or stability performance may be roughly classified as comfort mode or sport mode, and may be transited from comfort mode to sport mode before multiple stages. The intensity of the driver's manipulation of the vehicle can be represented by weighting the first state signal over a period of time (e.g., a steering wheel angle signal, an accelerator pedal position signal, a brake pedal position signal, and a steering wheel angular velocity signal, an accelerator pedal velocity signal, and a brake pedal velocity signal obtained by differentiating them, and a steering wheel angular acceleration signal, an accelerator pedal acceleration signal, and a brake pedal acceleration signal obtained by differentiating them), thereby estimating the driving preference of the driver.

For passengers, the intensity of vehicle vibration is represented by weighting yaw rate signals, longitudinal acceleration signals and lateral acceleration signals in a period of time; through the passenger emotion perception camera and the voice system in the vehicle, the passenger emotion and speech keywords can be identified, and excitement, objection, complaint and the like of the passenger are reflected, so that the riding preference of the passenger is estimated.

Then, the driving preference parameter is estimated by estimating the driving preference of the driver and the riding preference of the passenger.

The driving preference parameters are bases for providing personalized functions and performances for users. For example, the needs of passengers (e.g., a senior citizen, a leader, or an boss) on a vehicle may be attended to according to the preference priority of the driver (corresponding seat); the preference selection of comfort performance or stability performance in the driving preference parameters can be used as the trend of control performance; according to the tendency proportion between the comfort performance and the maneuvering performance, more careful choice can be made between the comfort performance and the maneuvering performance, and the maneuvering performance is not required to be sacrificed completely for the comfort performance or the maneuvering performance is not required to be sacrificed completely for the maneuvering performance; according to the tendency proportion among vertical vibration, rolling vibration and pitching vibration of the comfort performance, finer choice can be made among the vertical vibration, rolling vibration and pitching vibration of the vehicle body, so that discomfort caused by up-and-down shaking or head shaking of passengers is improved; according to the ratio between the understeer, neutral and oversteer of the drivability, the driver can improve the safety performance to a certain extent by more understeer characteristics, or can obtain more agile vehicle dynamic performance by neutral steering characteristics, or can obtain driving experience more conducive to drifting and tail flicking by oversteer.

In the preferred embodiment of the present invention, it is preferable to estimate more comprehensive vehicle dynamics state parameters and ride preference parameters in real time. Firstly, based on more comprehensive vehicle dynamics state parameters, more intelligent control functions and performances of the active suspension can be realized; second, by estimating the ride preferences of the driver and passengers, or by enabling a user to understand the user's needs more than the user.

In a further preferred embodiment, the generating the control quantity of the actuator of the active suspension according to the selected control strategy specifically includes:

Specifically, in connection with the above embodiments, the control amounts of the actuators of the active suspension are generated in accordance with the selected control strategy within the usable functional range and the usable performance range. If the selected control strategy is a universal control strategy, calculating control quantities such as actuating force, actuating speed or actuating travel of the four suspension actuators in real time according to the dynamic state parameters of the real-time vehicle, the riding preference parameters of drivers and the road surface height course signal parameters; if the selected control strategy is a specific scene control strategy, judging whether a certain specific scene requirement or a certain specific scene requirement is triggered according to the first state signal and the second state signal, wherein the specific scene is a preset certain specific application scene or certain specific application scene. When a specific scenario requirement(s) is/are triggered, the specific scenario(s) are determined with respect to each other and their independent, mutually exclusive and contradictory event relationships with the pervasive control strategy, the ecological content control strategy. If the triggering condition is met, the triggering requirement is judged to be triggering, the control strategy of the specific scene(s) is executed, and the control quantity such as actuating force, actuating speed or actuating travel of the four suspension actuators is obtained through real-time calculation or table lookup; if the selected control strategy is an ecological content control strategy, estimating a dynamic safety boundary of the vehicle before executing the ecological content control strategy, acquiring a dynamic safety margin of the vehicle according to the dynamic state parameter of the vehicle and the control quantity generated at the last moment, judging whether the acquired dynamic safety margin is larger than a preset threshold, and running the ecological content control strategy only when the dynamic safety margin is larger than the preset threshold. Correspondingly, the ecological content control strategy can directly receive control quantities such as actuating force, actuating speed or actuating travel of four suspension actuators which are provided by an ecological chain content provider and are time-synchronized with video, audio or somatosensory content; the beat and intensity of video, audio or somatosensory contents can be analyzed, and the motion state required by a somatosensory 'spoof' sensory system is combined, and meanwhile, the control quantities such as actuating force, actuating speed or actuating stroke of the four suspension actuators are adaptively output according to the emotional states of drivers and passengers.

It should be noted that, when the intelligent control strategy of the active suspension of the vehicle is awakened, the control scheme provided by the embodiment of the invention is executed cyclically according to a certain time period, in each time period, the control quantity of the suspension actuator can be generated by operating the selected control strategy, and in the current time period, when the selected control strategy is the ecological content control strategy, the dynamic safety margin of the vehicle can be obtained according to the dynamic state parameter of the vehicle obtained in the current time period and the control quantity of the suspension actuator correspondingly generated according to the selected control strategy in the last time period (namely, the control quantity generated in the last time).

It can be understood that, in combination with the following embodiments, if more than one control strategy is selected in the previous time period, the control amount generated by each selected control strategy is required to be comprehensively processed, so as to correspondingly obtain the comprehensive control amount, and the selected control strategy in the current time period is the ecological content control strategy, before the ecological content control strategy is operated, the dynamic safety margin of the vehicle is required to be obtained according to the dynamic state parameters of the vehicle obtained in the current time period and the comprehensive control amount obtained according to the comprehensive processing in the previous time period.

It should be noted that, the embodiment of the invention can estimate the longitudinal/lateral slip ratio, the tire slip angle and the centroid slip angle of the tire at the next moment by combining the suspension actuating force, the actuating speed or the actuating travel at the previous moment output by the control strategy comprehensive module based on the estimation results of the current road surface attachment coefficient, the longitudinal/lateral slip ratio, the tire slip angle and the centroid slip angle of the tire, and judge whether to execute the ecological content control strategy on the premise of sufficient safety by comparing the current road surface attachment coefficient with the longitudinal/lateral slip ratio, the tire slip angle and the centroid slip angle of the tire in the safety range of the vehicle model.

In a further preferred embodiment, the method further comprises:

Specifically, in combination with the above embodiment, when more than one control strategy is selected, the control amounts of the suspension actuators are generated according to each selected control strategy, and according to a certain comprehensive method, the control amounts generated corresponding to all selected control strategies are comprehensively processed, so that the comprehensive control amounts are obtained correspondingly, and the obtained comprehensive control amounts are output to the suspension actuators to control the suspension actuators.

Note that the comprehensive treatment employed includes, but is not limited to: addition processing, subtraction processing, maximum value taking processing, minimum value taking processing, weighting processing of frequency components, or the like.

For example, when a vehicle is traveling on a regular road, there is a degree of finely divided vibration/shake of the vehicle due to road surface irregularities, and a general control strategy is used to reduce/eliminate these vibrations/shakes caused by road surface irregularities. And hypnotic music is played currently, and the ecological content control strategy provides a cradle mode, namely the vehicle gesture moves according to a certain amplitude and a certain frequency, and the control is realized by generating corresponding control quantity. The superposition of the universal control and the ecological content control quantity can reduce vibration caused by uneven pavement and simultaneously provide somatosensory experience by actively controlling the motion gesture of the vehicle body.

The general control strategy, the specific scene control strategy and the ecological content control strategy are the collective names of three types of strategies. In a specific scene control strategy, increasingly abundant scenes are gradually subdivided, and some scenes may be triggered simultaneously, for example: the on/off scene and the luggage carrying scene are high in the height of the on-board passengers, and the on-board passengers are more comfortable to lift up the on-board bodies. However, the passengers who carry and unload the baggage are more comfortable to carry and unload if the rear axle is lowered. (1) The passenger gets on/off with high priority, the vehicle height control takes the maximum value of the vehicle heights of two scenes; (2) The passenger who carries and unloads the luggage has high priority, then the car height control takes the minimum value of the car heights of two scenes; (3) equal priority, one-to-one reduction of vehicle height trade-off.

Frequency weighting examples: if the current ecological content has high requirements on the motion gesture of the vehicle and the visual perception of passengers, the low-frequency control quantity of the ecological content control strategy is larger in proportion, and the universal control strategy can properly improve the high-frequency control quantity proportion so as to reduce fine crushing vibration/jitter.

Methods such as adding/subtracting, taking maximum value/minimum value, weighting frequency components and the like are possible methods adopted when three types of control strategies and sub-control strategies thereof are combined according to a certain logic relationship of events and priorities, and the embodiment of the invention is not particularly limited.

In the embodiment of the invention, one of the universal control strategy, the specific scene control strategy and the ecological content control strategy is indispensable, and the value of the intelligent active suspension to the user can be embodied.

The universal control strategy is preferable, and according to the estimation results of the dynamic state parameters of the vehicle, the riding preference parameters of the drivers and the passengers and the road surface height course signal parameters, the vertical motion, the rolling motion and the pitching motion performance of the vehicle excited by various road conditions can be optimized, and the smoothness performance of the vehicle is improved; or the grounding performance of each wheel is optimized, and the operation stability of the vehicle is improved. The universal control strategy is mainly used for realizing the comfort performance target such as track leveling or the stability performance target of the driving fun.

The specific scene control strategy is preferable, when a certain or certain specific scene requirement is triggered, such as a user gets on/off a car, goes to a tail gate to carry luggage, collides inevitably, and the like, under the condition that the triggering condition is met, the four suspension angles can act according to the control strategy, so that specific functions/performances are realized, and honored experience is brought to the user.

Ecological content control strategies are preferred, as users select certain ecological content (e.g., video, audio, or somatosensory) by supplementing "spoof" user sensory systems in conjunction with suspension motion control, leading to a new and even more innovative experience for users.

The comprehensive treatment of the control strategy is preferable, if only one of the general control strategy, the specific scene control strategy and the ecological content control strategy is adopted, the output result of the comprehensive treatment of the control strategy is the control quantity such as actuating force, actuating speed or actuating travel of four suspension actuators output by the control strategy in real time, so that the comprehensive treatment of the control strategy is not needed; when at least two of the universal control strategy, the specific scene control strategy and the ecological content control strategy act, the control strategies are comprehensively processed, so that the synthesis of the actuating forces, actuating speeds or actuating strokes and other control quantities of the four suspension actuators output by each control strategy in real time is realized, and the control targets of each control strategy are reached/approached.

In a further preferred embodiment, the method further comprises:

Specifically, in combination with the above embodiment, after the control amount of the suspension actuator is obtained, the suspension actuation force, the actuation speed or the actuation stroke may be compensated according to factors such as changes in vehicle dynamics model parameters (e.g., load, centroid position, shock absorber damping force, spring and bump pad force), suspension kinematic characteristics (e.g., suspension kinematic nonlinear characteristics), and endurance creep, that is, the control amount is compensated, and the compensated control amount is output to the suspension actuator to control the suspension actuator.

The specific content of the compensation is more and finer. For example, the generic control strategy takes into account that the model parameters have a certain range of uncertainty, but in practice, the model parameters vary widely under some extreme conditions, and if a wide range of variation is taken into account in the control model, the control model may be designed to be particularly conservative, may lose control performance, and even fails to design the generic control strategy. Therefore, compensation schemes are adopted for factors that vary widely and are time dependent, such as endurance creep.

In a further preferred embodiment, the method further comprises:

Specifically, in connection with the above-described embodiments, after the control amount of the suspension actuator is obtained, the control amount may be limited according to the relationship between the suspension stroke and the speed of the vehicle, the system power constraint, and the frequency response characteristic constraint between the control amounts. And outputting the limited control quantity to the suspension actuator so as to control the suspension actuator.

For example, (1) the suspension compression/extension stroke is about to reach the limit position and there is still a current speed that tends to be very high toward the limit position, at which time the amount of actuation force/speed/stroke control that contributes to exacerbating the deterioration of the limit performance should be reduced, or even increased, according to the limit demand. (2) The high-frequency control demand calculated according to the control strategy is large, but the high-frequency characteristic is often unstable and the risk of excessive power demand exists, and the limitation is carried out according to the frequency response characteristic. (3) When the system power is limited, since the suspension movement speed is often related to the load (input of road surface unevenness), the allowable actuation force in the current state is limited according to the limited power and suspension movement speed.

In the embodiment of the invention, the compensation and limiting process is preferable, and the vehicle dynamics model parameters, the suspension kinematics and the nonlinear characteristics of parts with different degrees exist after the durability, so that the performance of the control system can be optimized through the compensation design. The results of the control strategy calculations in real time (and in combination with the compensation design) may be limited by either the inability of the actuator system to achieve physical limitations (e.g., suspension travel, actuator power/force/frequency band, etc.), or by excessive execution costs (energy consumption, thermal saturation, reliability, etc.) of the actuator system. And designing a limiting strategy to control the output control quantity in a reasonable range.

In a further preferred embodiment, the method further comprises:

Specifically, in combination with the above embodiment, after the control amount of the suspension actuator is obtained, the user characteristics and preferences of the driver may be obtained by analyzing through a machine learning or deep learning method in combination with feedback information (e.g., voice, semantics) of the driver or identification information (e.g., facial emotion identification) of the driver according to the obtained control amount. Therefore, the user preference database is accumulated, the continuous optimization and upgrading of the personalized functions and performances of the vehicle are realized, the control target of the control system is continuously optimized and upgraded in a personalized way according to the satisfaction degree of the individual user, and the vehicle is more intelligible.

For example, using machine learning methods, user features are defined and subdivided by engineers, such as: the voice or semantic keywords "get on", "get off", "height", etc. are favored as "comfortable", "appropriate", "too high", "too low", "inconvenient", "jolt", "steady", "stable", "safe", etc. User emotion recognition is expressed by faces such as after the user gets on/off a vehicle, after the vehicle suddenly vibrates, and when the user is experiencing an ongoing content ecology. Emotion recognition is a specialized method, technique. Alternatively, with deep learning methods, user features are automatically extracted and analyzed from the speech semantics and the user's facial expressions by algorithms.

Taking on/off as an example: the user is satisfied with this on/off vehicle height, vehicle height change speed, feature satisfaction, which is his/her preference; if unsatisfied or/and slightly unsatisfied, the next time on the last basis is optimized once according to his/her preference direction, analyzing preference and satisfaction. The vibration problem of vertical/pitching/rolling of the vehicle body is solved by universal control, and passengers are more sensitive and satisfied; whether the understeer and oversteer characteristics of the vehicle are sensitive and satisfactory or not under the stable operation condition; whether the content experience of the ecological content is excited, comfortable, satisfied, and the like.

In short, the next control amount is optimized according to the previous user characteristic and preference analysis, and the user characteristic and preference are analyzed again to be optimized continuously.

The embodiment of the invention also provides a control system of the vehicle active suspension, referring to fig. 2, which is a block diagram of a preferred embodiment of the control system of the vehicle active suspension, where the system is used to implement the control method of the vehicle active suspension according to any embodiment, and the system includes:

the vehicle state signal processing module 11 is used for acquiring a state signal of the vehicle and processing the state signal when an intelligent control strategy of an active suspension of the vehicle needs to be awakened;

a vehicle state and ride preference estimation module 12 for estimating a vehicle dynamics state parameter and a ride preference parameter of a driver based on the processed state signal;

the master suspension intelligent control module 13 is used for selecting at least one control strategy of the intelligent control strategies according to the dynamic state parameters and the driving preference parameters so as to generate the control quantity of the actuator of the active suspension according to the selected control strategy; the intelligent control strategy comprises a universal control strategy, a specific scene control strategy and an ecological content control strategy;

And a control amount output module 14 for outputting the control amount to the actuator to control the actuator.

Preferably, the system further comprises an intelligent control policy wake-up module for:

Preferably, the vehicle state signal processing module 11 specifically includes:

a first state signal acquisition unit configured to acquire a first state signal by an electronic control device in the vehicle;

a second state signal acquisition unit configured to acquire a second state signal by a sensor configured by the vehicle;

a vehicle state signal processing unit, configured to perform signal processing on the first state signal and the second state signal, and obtain the processed state signal;

Preferably, the system further comprises:

the master suspension intelligent control module 13 selects at least one control strategy of the intelligent control strategies according to the dynamics state parameter and the ride preference parameter, and specifically includes:

Preferably, the dynamic state parameters at least comprise a vehicle body vertical acceleration, a vehicle body side dip acceleration and a vehicle body pitch acceleration, and the vehicle body vertical acceleration, the vehicle body side dip acceleration and the vehicle body pitch acceleration are obtained by processing and estimating according to the second state signal;

the driving preference parameter at least comprises a tendency selection of comfort performance or stable operation performance, and the tendency selection of the comfort performance or the stable operation performance is obtained by processing and estimating the driving mode signal in the first state signal.

Preferably, the master suspension intelligent control module 13 generates the control quantity of the actuator of the active suspension according to the selected control strategy, and specifically includes:

And when the selected control strategy is the specific scene control strategy, acquiring a triggered specific scene according to the dynamics state parameter and the driving preference parameter, and operating a corresponding specific scene control strategy according to the triggered specific scene so as to generate the control quantity of the actuator.

Preferably, the system further comprises:

the control amount output module 14 outputs the control amount to the actuator to control the actuator, and specifically includes:

Preferably, the system further comprises:

It should be noted that, the control system for the vehicle active suspension provided by the embodiment of the present invention can implement all the processes of the control method for the vehicle active suspension described in any one of the embodiments, and the functions and the implemented technical effects of each module and unit in the system are respectively the same as those of the control method for the vehicle active suspension described in the embodiment, and are not described herein again.

In summary, the control method and system for the vehicle active suspension provided by the embodiment of the invention have the following beneficial effects:

(1) User scenes supported by the intelligent active suspension control function are classified, comfort performance or stability performance is improved according to road conditions, specific scene functions are realized, novel experience is realized by combining ecological content, and a control strategy is divided into a general control strategy module, a specific scene control strategy module and an ecological content control strategy module. The universal control strategy module focuses on (road surface) unknown input or partial input which can be estimated (such as road surface sensing equipment, for example), and performs feedback control according to vehicle dynamics state parameters (or performs feedforward control according to partial vehicle dynamics state parameters), so that comfort performance or stability performance is improved as required. The specific scene control strategy module focuses on inputting the known (triggering specific scene) control according to the established characteristics/modes or the characteristics/modes optimized according to the user preference, and the user experience of the specific scene is improved. The ecological content control strategy module combines the content such as video, audio or somatosensory, and 'fobs' the user sensory system by controlling the suspension movement, thereby bringing new experience to the user continuously. The control targets among the modules are relatively independent, easy to decouple and convenient to independently maintain, optimize and upgrade.

(2) The pervasive control strategy module, the specific scene control strategy module and the ecological content control strategy module can concentrate on control strategy design when designing, and the compensation and limitation of partial nonlinear characteristics are uniformly processed after control is integrated.

(3) The intelligent active suspension control strategy architecture adopts a modularized design from system input to strategy design to control signal output and target feedback (user characteristics and preference analysis), and each functional module is relatively independent and easy to decouple, is convenient for independent maintenance and optimization upgrading, and is beneficial to reasonably and flexibly distributing each control strategy module into one/class or a plurality of/class control units.

(4) The vehicle dynamics safety margin for ecological content control is evaluated based on the vehicle dynamics safety margin, whether the ecological content is executed is determined, so that the current running working condition of the vehicle is not needed to be considered when the ecological content is developed, the design threshold of a content provider is reduced, the content provider is convenient to design somatosensory content, and the execution of an ecological content control strategy also ensures enough safety margin.

(5) Besides the user selects the driving mode (such as a comfort mode or a sport mode) by himself, the system can also judge the riding preference of the user by combining the operation input of the driver, the user characteristics and the preference analysis result, and finally the system is more understandable than the user.

(6) By diagnosing the fault state of the system and processing the fault state in a targeted manner, the safety performance of the system can be improved, the system functions can be used to different degrees, and the system is not required to be closed by a knife.

(7) Based on the above, intelligent active suspension functions and performances which are different from person to person are realized, and user experience is improved.

The foregoing is merely a preferred embodiment of the present invention, and it should be noted that modifications and variations could be made by those skilled in the art without departing from the technical principles of the present invention, and such modifications and variations should also be regarded as being within the scope of the invention.

Claims

1. A control method of an active suspension of a vehicle, characterized by comprising:

2. The method of controlling an active suspension of a vehicle of claim 1, further comprising:

3. The method for controlling an active suspension of a vehicle according to claim 1, wherein the acquiring the state signal of the vehicle and processing the state signal specifically includes:

acquiring a second state signal through a sensor configured by the vehicle;

4. The method of controlling an active suspension of a vehicle of claim 1, further comprising:

5. The control method of the vehicle active suspension according to claim 3, wherein the dynamic state parameters include at least a vehicle body vertical acceleration, a vehicle body roll angle acceleration, and a vehicle body pitch angle acceleration, which are estimated by processing the second state signal;

6. The method for controlling an active suspension of a vehicle according to claim 1, wherein said generating a control amount of an actuator of said active suspension according to a selected control strategy comprises:

7. The method of controlling an active suspension of a vehicle of claim 1, further comprising:

8. The method of controlling an active suspension of a vehicle of claim 1, further comprising:

9. The method of controlling an active suspension of a vehicle of claim 1, further comprising:

10. The control method of a vehicle active suspension according to any one of claims 1 to 9, characterized in that the method further comprises:

11. A control system of a vehicle active suspension, characterized in that the system is adapted to implement a control method of a vehicle active suspension according to any one of claims 1 to 10, the system comprising:

12. The control system of a vehicle active suspension of claim 11, further comprising an intelligent control strategy wake module for:

13. The control system of a vehicle active suspension of claim 11, wherein said system further comprises:

14. The control system of a vehicle active suspension of claim 11, wherein said system further comprises:

15. The control system of a vehicle active suspension of claim 14, wherein said system further comprises:

16. The control system of a vehicle active suspension of claim 11, wherein said system further comprises:

17. The control system of a vehicle active suspension of claim 11, wherein said system further comprises:

18. The control system of a vehicle active suspension according to any one of claims 11 to 17, characterized in that the system further comprises: