CN118163537A - Suspension control method, system, equipment and computer readable storage medium - Google Patents
Suspension control method, system, equipment and computer readable storage medium Download PDFInfo
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- CN118163537A CN118163537A CN202410428935.3A CN202410428935A CN118163537A CN 118163537 A CN118163537 A CN 118163537A CN 202410428935 A CN202410428935 A CN 202410428935A CN 118163537 A CN118163537 A CN 118163537A
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- 239000000725 suspension Substances 0.000 title claims abstract description 162
- 238000000034 method Methods 0.000 title claims abstract description 51
- 238000013016 damping Methods 0.000 claims abstract description 47
- 238000004364 calculation method Methods 0.000 claims abstract description 7
- 238000013459 approach Methods 0.000 claims abstract description 5
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- 230000007613 environmental effect Effects 0.000 claims description 11
- 238000001514 detection method Methods 0.000 claims description 6
- 238000004458 analytical method Methods 0.000 claims description 5
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- 230000001276 controlling effect Effects 0.000 description 12
- 238000005096 rolling process Methods 0.000 description 12
- 230000006870 function Effects 0.000 description 10
- 230000008859 change Effects 0.000 description 8
- 238000004891 communication Methods 0.000 description 7
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Classifications
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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
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G17/00—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load
- B60G17/015—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load the regulating means comprising electric or electronic elements
- B60G17/016—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load the regulating means comprising electric or electronic elements characterised by their responsiveness, when the vehicle is travelling, to specific motion, a specific condition, or driver input
- B60G17/0161—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 mainly during straight-line motion
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G17/00—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load
- B60G17/015—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load the regulating means comprising electric or electronic elements
- B60G17/016—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load the regulating means comprising electric or electronic elements characterised by their responsiveness, when the vehicle is travelling, to specific motion, a specific condition, or driver input
- B60G17/0165—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load the regulating means comprising electric or electronic elements characterised by their responsiveness, when the vehicle is travelling, to specific motion, a specific condition, or driver input to an external condition, e.g. rough road surface, side wind
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- Vehicle Body Suspensions (AREA)
Abstract
A suspension control method, a system, a device and a computer readable storage medium belong to the field of suspension systems, and comprise the steps of respectively obtaining the transverse motion coefficient of each target vehicle according to the windward area, the relative speed, the relative distance, the preset influence factor and the weight calculation of the own vehicle when the existence of the target vehicle in the approach lane of the own vehicle is judged; judging whether the absolute value of the sum of the transverse motion coefficients of all the target vehicles is larger than a first threshold value and whether the minimum relative distance is smaller than a second threshold value, if so, raising the damping force of the suspension, and raising the left side of the suspension when the transverse motion coefficient is positive, and raising the right side of the suspension when the transverse motion coefficient is negative; if not, the suspension damping force and the suspension height are kept unchanged. The application can analyze the target vehicle which is positioned on the lane adjacent to the own vehicle and possibly affects the stability of the own vehicle in advance, and actively adjust the suspension to avoid the side tilting of the own vehicle caused by the influence of the target vehicle.
Description
Technical Field
The present application relates to the field of suspension systems, and in particular, to a suspension control method, system, apparatus, and computer readable storage medium.
Background
In order to improve the driving operability, stability and smoothness of the whole vehicle, more and more middle-high-end vehicle types are equipped with intelligent suspension systems, wherein the damping characteristics of the intelligent suspension systems can be dynamically and adaptively adjusted based on the motion state of the vehicle, the road surface condition and the like, so that the suspension systems are always in an optimal vibration reduction state.
The working principle of the intelligent suspension system can be simply summarized into three steps of sensing, calculating and adjusting. Sensing includes sensing vehicle status and environmental information, including road conditions, vehicle speed, steering angle, etc., via sensors. These sensors transmit data collected in real time to the controller, providing the necessary input signals for subsequent control decisions. The calculation includes the controller calculating the control strategy of the suspension system in real time based on the data provided by the sensors. This includes adjusting the stiffness and damping of the suspension according to road conditions and driving requirements to improve handling and ride comfort of the vehicle. The adjustment comprises the step that a controller controls the working state of the suspension system through an actuator, so that the real-time adjustment of the hardness and the damping of the suspension is realized. Therefore, the vehicle can automatically adjust the suspension system according to different road conditions and driving requirements, and the optimal running stability and riding comfort are maintained.
However, in the prior art, traffic environment information is not considered, and only after the road surface vertical excitation occurs on the bumpy road surface, the damping force of the intelligent suspension system can be actively controlled, for example, whether the semi-active suspension emergency braking control is triggered or not is judged based on a vehicle speed signal and a brake pedal signal of a vehicle or based on a vehicle speed signal and a preset target system signal of the vehicle; and judging whether to trigger the semi-active suspension pre-brake control or not based on the speed signal of the vehicle and a preset target system signal. And if the semi-active suspension emergency braking control is triggered, controlling the damping of the adjustable shock absorber of the semi-active suspension to inhibit the forward tilting action of the vehicle body during emergency braking and keep the adhesion of the rear wheels. And if the semi-active suspension pre-brake control is triggered, controlling the height of an adjustable spring of the semi-active suspension, so that the vehicle body is adjusted to be in a slight backward tilting state before emergency braking. Therefore, in the prior art, hysteresis exists in damping force adjustment, and the stability and smoothness of the whole vehicle operation are improved to meet the requirements. In the prior art, the height control of the damping and the air spring of the vehicle is adjusted in advance only aiming at the working condition of longitudinal braking, and the control under the working condition of transverse braking is not considered.
Disclosure of Invention
The application provides a suspension control method, a system, equipment and a computer readable storage medium, which can solve the technical problem that hysteresis exists in suspension adjustment of a vehicle in the process that a target vehicle contacts the vehicle in the prior art.
In a first aspect, an embodiment of the present application provides a suspension control method, including:
When the fact that the own vehicle approaches a lane is judged to exist, collecting the windward area of each target vehicle and the relative speed and the relative distance between the target vehicle and the own vehicle;
According to the windward area, the relative speed, the relative distance, the preset influence factor and the weight of the vehicle, respectively obtaining the transverse motion coefficient of each target vehicle; the transverse motion coefficient is proportional to the windward area, the relative speed, the relative distance and a preset influence factor and inversely proportional to the weight of the vehicle; the influence factor takes a positive value when the target vehicle is positioned on the lane on the left side of the vehicle, and takes a negative value when the target vehicle is positioned on the lane on the right side of the vehicle;
Judging whether the absolute value of the sum of the transverse motion coefficients of all the target vehicles is larger than a first threshold value and whether the minimum relative distance is smaller than a second threshold value, if so, raising the damping force of the suspension, and raising the left side of the suspension when the transverse motion coefficient is positive, and raising the right side of the suspension when the transverse motion coefficient is negative; if not, the suspension damping force and the suspension height are kept unchanged.
With reference to the first aspect, in one implementation manner, the determining whether the target vehicle exists in the lane adjacent to the own vehicle specifically includes the following steps:
And acquiring environmental images before and after the vehicle, and performing image recognition according to the environmental images to judge whether a target vehicle exists in a lane adjacent to the vehicle.
With reference to the first aspect, in one implementation manner, the method for collecting a windward area of the target vehicle specifically includes the following steps:
And acquiring a vehicle image of the target vehicle, performing image recognition according to the vehicle image to obtain the maximum length and the maximum width of the target vehicle, and calculating according to the maximum length and the maximum width to obtain the windward area.
With reference to the first aspect, in one implementation manner, the method for acquiring the relative speed and the relative distance between the target vehicle and the own vehicle specifically includes the following steps:
The radar detection signal is sent by the own vehicle so as to obtain a radar feedback signal reflected by the target vehicle;
According to radar feedback signals of adjacent time points, calculating to obtain the relative distance between the target vehicle and the own vehicle;
And calculating according to the relative distance and the time difference of the adjacent time points to obtain the relative speeds of the target vehicle and the own vehicle.
With reference to the first aspect, in an embodiment, the method further includes:
The influence factor is preset according to the type of the vehicle.
With reference to the first aspect, in one embodiment, the adjusting the suspension damping force specifically includes the following steps:
and adjusting the current value of the electromagnetic valve of the electric control shock absorber through the suspension integrated controller so as to increase the suspension damping force until the suspension damping force reaches the maximum.
With reference to the first aspect, in one implementation manner, the height-adjusting suspension specifically includes the following steps:
And adjusting the air spring air charging and discharging amount through the suspension integrated controller so as to adjust the suspension height to a preset specified value.
In a second aspect, an embodiment of the present application provides a suspension control apparatus including:
The acquisition processing module is used for acquiring the windward area of each target vehicle and the relative speed and the relative distance between the target vehicle and the own vehicle when the own vehicle is judged to be adjacent to the lane and the target vehicle exists;
The calculation processing module is used for calculating according to the windward area, the relative speed, the relative distance, the preset influence factor and the weight of the vehicle to obtain the transverse motion coefficient of each target vehicle respectively; the transverse motion coefficient is proportional to the windward area, the relative speed, the relative distance and a preset influence factor and inversely proportional to the weight of the vehicle; the influence factor takes a positive value when the target vehicle is positioned on the lane on the left side of the vehicle, and takes a negative value when the target vehicle is positioned on the lane on the right side of the vehicle;
The analysis processing module is used for judging whether the absolute value of the sum of the transverse motion coefficients of all the target vehicles is larger than a first threshold value and whether the minimum relative distance is smaller than a second threshold value, if so, the suspension damping force is increased, the left side of the suspension is increased when the transverse motion coefficient is positive, and the right side of the suspension is increased when the transverse motion coefficient is negative; if not, the suspension damping force and the suspension height are kept unchanged.
In a third aspect, an embodiment of the present application provides a suspension control apparatus including a processor, a memory, and a suspension control program stored on the memory and executable by the processor, wherein the suspension control program, when executed by the processor, implements the steps of the suspension control method.
In a fourth aspect, embodiments of the present application provide a computer-readable storage medium having a suspension control program stored thereon, wherein the suspension control program, when executed by a processor, implements the steps of the suspension control method.
The technical scheme provided by the embodiment of the application has the beneficial effects that:
When the fact that the own vehicle approaches the lane is judged to exist, the transverse motion coefficient of each target vehicle is obtained respectively according to the windward area, the relative speed, the relative distance, the preset influence factors and the own vehicle weight of each target vehicle, the target vehicles which are located on the lane adjacent to the own vehicle and possibly influence the stability of the own vehicle can be analyzed in advance according to the transverse motion coefficient and the relative distance, and the suspension is actively adjusted to avoid the situation that the own vehicle is influenced by the target vehicles to roll.
Drawings
FIG. 1 is a flow chart of an embodiment of a suspension control method according to the present application;
FIG. 2 is a schematic diagram of a driving scenario of an embodiment of a suspension control method according to the present application;
FIG. 3 is a second schematic view of a driving scenario of an embodiment of the suspension control method of the present application;
FIG. 4 is a third schematic view of a driving scenario according to an embodiment of the suspension control method of the present application;
FIG. 5 is a functional block diagram of an embodiment of a suspension control apparatus according to the present application;
fig. 6 is a schematic diagram of a hardware configuration of a suspension control apparatus according to an embodiment of the present application.
Detailed Description
In order that those skilled in the art will better understand the present application, a technical solution in the embodiments of the present application will be clearly and completely described below with reference to the accompanying drawings in which it is apparent that the described embodiments are only some embodiments of the present application, not all embodiments. All other embodiments, which can be made by those skilled in the art based on the embodiments of the application without making any inventive effort, are intended to be within the scope of the application.
First, some technical terms in the present application are explained so as to facilitate understanding of the present application by those skilled in the art.
Millimeter wave radar Module (Meter-WAVE RADAR Module, MRM): the millimeter wave radar has the advantages of long detection distance, high precision and all-weather application, and is an indispensable sensor in the mainstream advanced driving assistance (ADVANCED DRIVING ASSISTANCE SYSTEM, ADAS) and automatic driving system. In L1-L3 level autopilot, millimeter wave radars are used for target detection and target separation, thereby enabling a variety of ADAS active safety applications. And carrying a millimeter wave radar imaging technology in the L4-L5 level automatic driving system. With the improvement of the automatic driving grade and the carrying of various active safety applications, the assembly quantity of the millimeter wave radar for the Long-range (Long RANGE RADAR, LRR), medium-range (Medium RANGE RADAR, MRR) and Short-range (Short RANGE RADAR, SRR) vehicles can be greatly improved, and finally 360-degree full coverage is realized.
Multifunctional camera (Multi Purpose Camera, MPC): the intelligent vehicle has multiple functions, mainly comprising lane departure warning and lane keeping functions, traffic sign recognition, vehicle and pedestrian recognition, night vision functions, remote monitoring and control and the like, and the functions improve driving safety and convenience together.
Intelligent driving domain controller (Automated Driving Control Unit, ADCU): the intelligent driving system of the vehicle is developed and designed, and can receive a plurality of sensor data, such as information exchange (vehicle to everything, V2X) of a camera, millimeter wave radar, laser radar and cloud data transmission vehicle to the outside, and the like, and acquire vehicle dynamic data (vehicle speed, pedal signals and the like) through a vehicle controller (Vehicle control unit, VCU). The ADCU supports all input customized control strategies and execution decisions, outputs are used for driving state feedback, and execute various intelligent driving functions on the vehicle.
Integrated dynamic braking system (INTEGRATED POWER BRAKE, IPB): various sensors are used to collect information about vehicles and roads, such as vehicle speed sensors, brake pedal sensors, radar sensors, etc., for braking operations.
For the purpose of making the objects, technical solutions and advantages of the present application more apparent, the embodiments of the present application will be described in further detail with reference to the accompanying drawings.
In a first aspect, an embodiment of the present application provides a suspension control method.
In an embodiment, referring to fig. 1, fig. 1 is a flowchart illustrating a suspension control method according to a first embodiment of the present application. As shown in fig. 1, the suspension control method includes:
And S1, when the fact that the own vehicle approaches the lane and the target vehicle exists is judged, collecting the windward area of each target vehicle, and the relative speed and the relative distance between the target vehicle and the own vehicle. The target vehicle is typically a truck or other vehicle type having a weight greater than that of the host vehicle, which is typically a passenger vehicle or other vehicle type having a weight less than that of the target vehicle.
And S2, calculating according to the windward area, the relative speed, the relative distance, the preset influence factor and the weight of the vehicle to obtain the transverse motion coefficient of each target vehicle. The lateral motion coefficient is proportional to the frontal area, relative speed, relative distance, and a preset impact factor and inversely proportional to the weight of the host vehicle. The influence factor takes a positive value when the target vehicle is positioned on the left side lane of the vehicle, and takes a negative value when the target vehicle is positioned on the right side lane of the vehicle.
And S3, judging whether the absolute value of the sum of the transverse motion coefficients of all the target vehicles is larger than a first threshold value and whether the minimum relative distance is smaller than a second threshold value, if so, adjusting the damping force of the suspension, and adjusting the left side of the suspension when the transverse motion coefficient is positive and the right side of the suspension when the transverse motion coefficient is negative. If not, the suspension damping force and the suspension height are kept unchanged.
In this embodiment, when it is determined that a target vehicle exists in a lane adjacent to the own vehicle, a lateral motion coefficient of each target vehicle is obtained respectively according to a windward area, a relative speed, a relative distance, a preset influence factor, and an own vehicle weight calculation, and according to the lateral motion coefficient and the relative distance, the target vehicle which is located in the lane adjacent to the own vehicle and may influence the stability of the own vehicle can be analyzed in advance, and the suspension is actively adjusted to avoid the influence of the target vehicle on the own vehicle from generating roll.
Further, in an embodiment, the determining whether the target vehicle exists in the lane adjacent to the own vehicle specifically includes the following steps:
And acquiring environmental images before and after the vehicle, and performing image recognition according to the environmental images to judge whether a target vehicle exists in a lane adjacent to the vehicle.
In this embodiment, the multifunctional camera collects an environmental image to identify whether there is a large truck running on the left and right lanes of the vehicle, and if so, the truck is a target vehicle.
Further, in an embodiment, the method for collecting the windward area of the target vehicle specifically includes the following steps:
And acquiring a vehicle image of the target vehicle, performing image recognition according to the vehicle image to obtain the maximum length and the maximum width of the target vehicle, and calculating according to the maximum length and the maximum width to obtain the windward area.
In this embodiment, the multifunctional camera acquires the vehicle image to identify the maximum length and the maximum width of the interface of the target vehicle, and calculates according to the maximum length and the maximum width to obtain the windward area.
Further, in an embodiment, the method for acquiring the relative speed and the relative distance between the target vehicle and the own vehicle specifically includes the following steps:
And sending a radar detection signal through the own vehicle to acquire a radar feedback signal reflected by the target vehicle.
And calculating according to radar feedback signals of adjacent time points to obtain the relative distance between the target vehicle and the own vehicle.
And calculating according to the relative distance and the time difference of the adjacent time points to obtain the relative speeds of the target vehicle and the own vehicle.
In this embodiment, the radar is able to measure the speed of the target relative to the radar, which is the time rate of change of distance. The rate of change of distance may sometimes be replaced by a relative velocity, in which case the velocity is the magnitude of the velocity vector, commonly referred to as radial velocity.
The truck travels through the passenger car with three travel scenarios as shown in fig. 2 to 4:
1. The target vehicle runs in the reverse direction to the own vehicle, and the truck runs in the left lane of the passenger vehicle, and at this time, the relative speed V of the vehicle is equal to V relative = V truck + V vehicle. The V truck is the speed of the target vehicle, and the V truck is the speed of the own vehicle.
2. The target vehicle and the own vehicle run in the same direction, and the target vehicle runs on a lane at the left side of the own vehicle, and the relative speed of the vehicle is vrelative=vtruck-vtruck.
3. The target vehicle and the own vehicle run in the same direction, and the target vehicle runs on a lane on the right side of the own vehicle, and the relative speed of the vehicle is vrelative=vtruck-vtruck.
The relative speed of the target vehicle and the self-vehicle can be calculated by the radar speed measuring method, and can also be acquired by acquiring an integrated dynamic braking system of the target vehicle and the self-vehicle, and the integrated dynamic braking system can be shared among intelligent vehicles through a communication module or shared through an intelligent control background after acquiring the vehicle speed.
Further, in an embodiment, the method further includes:
The influence factor is preset according to the type of the vehicle.
In this embodiment, for vehicles of the same vehicle type, the absolute value of the influence factor is fixed, and when the target vehicle is on the left side of the vehicle, the influence factor is positive when the lateral motion coefficient is calculated, and when the target vehicle is on the right side of the vehicle, the influence factor is negative when the lateral motion coefficient is calculated.
Further, in an embodiment, the adjusting the suspension damping force specifically includes the following steps:
and adjusting the current value of the electromagnetic valve of the electric control shock absorber through the suspension integrated controller so as to increase the suspension damping force until the suspension damping force reaches the maximum.
In the embodiment, the electric control shock absorber is a vehicle suspension damping force adjusting executing mechanism, and the damping force of the electric control shock absorber is adjusted by adjusting the current value of the electromagnetic valve of the electric control shock absorber. The suspension damping force is too small, when the vehicle turns, the posture of the vehicle body is unstable, the rolling of the vehicle is too large, the rolling is large, and the deviation of the center of gravity of the vehicle is large, so when the target vehicle is judged to cause the rolling risk to the vehicle, the suspension damping force needs to be increased, the rolling trend of the vehicle is avoided, and the safety and the driving comfort of the vehicle are improved.
Further, in an embodiment, the height-adjusting suspension includes the following steps:
And adjusting the air spring air charging and discharging amount through the suspension integrated controller so as to adjust the suspension height to a preset specified value.
In this embodiment, the air spring is a vehicle height adjustment actuator, and the vehicle height is adjusted by controlling the inflation and deflation of the air spring. Adjusting the suspension height can change the position of the center of gravity of the vehicle, thereby affecting the attitude and cornering stability of the vehicle. When the vehicle runs at a high speed, the wind resistance can be reduced and the stability of the vehicle can be improved by adjusting the suspension height.
In one embodiment, the lateral motion coefficient is calculated using the following equation (1):
beta=s×v versus α influence factor/m car (1)
Where β represents the lateral motion coefficient. S denotes a windward area of the target vehicle. V relative represents the relative speeds of the target vehicle and the own vehicle. The alpha influence factor represents a preset influence factor. m cars represent own weight. In the formula (1), only the beta and alpha influence factors are differentiated positive and negative, and other calculated amounts are not differentiated positive and negative. If a plurality of target vehicles are adjacent to the lane, the lateral motion coefficient of each target vehicle is calculated, and then the sum of the lateral motion coefficients of all the target vehicles is calculated, so that the rolling trend of the own vehicle under the influence of all the target vehicles is judged.
Judging whether the self-vehicle is to adjust the suspension in advance to restrain the roll of the vehicle according to the transverse motion coefficient beta and the relative distance L, and starting to actively adjust the heights of the electric shock absorber and the air suspension when the absolute value of the transverse motion coefficient beta is |beta| > r (determined according to the actual vehicle calibration) and L < n (determined according to the actual vehicle calibration).
When |beta| > r and L < n are all satisfied, controlling and adjusting the electromagnetic valve current of the electric shock absorber to the maximum so as to adjust the damping force of the shock absorber to the maximum, simultaneously determining and adjusting the height of the air suspension of the vehicle according to beta, when beta >0, controlling and adjusting the height rise f of the front left air spring and the rear left air spring (determined according to the actual vehicle calibration), when beta <0, controlling and adjusting the height rise f of the front right air spring and the front right air spring (determined according to the actual vehicle calibration).
And after the target vehicle is driven to a certain distance away from the vehicle, controlling the electric control shock absorber to recover normal damping force, and adjusting the air suspension to be normal.
When a truck running at a high speed passes through the passenger car in an adjacent lane, the transverse force can be brought to the passenger car due to the change of air pressure, so that the transverse stability of the right passenger car is reduced, and the running safety of the passenger car is influenced. According to the scheme, the trucks which are about to pass through adjacent lanes are recognized in advance by fusing the functions of the intelligent driving radar and the camera, the information such as the relative speed of the passenger car and the windward area of the trucks is calculated, the suspension height of the car and the damping force of the shock absorber are actively regulated, the rolling trend of the passenger car is restrained by intervention in advance, and the running stability and the safety of the passenger car are improved.
In a second aspect, an embodiment of the present application further provides a suspension control apparatus.
In an embodiment, referring to fig. 5, fig. 5 is a schematic functional block diagram of a suspension control apparatus according to an embodiment of the application. As shown in fig. 5, the suspension control apparatus includes:
And the acquisition processing module 1 is used for acquiring the windward area of each target vehicle and the relative speed and the relative distance between the target vehicle and the own vehicle when the own vehicle is judged to be adjacent to the lane and the target vehicle exists.
And the calculation processing module 2 is used for respectively obtaining the transverse motion coefficient of each target vehicle according to the windward area, the relative speed, the relative distance, the preset influence factor and the self-vehicle weight. The lateral motion coefficient is proportional to the frontal area, the relative speed, the relative distance, and a preset influence factor and inversely proportional to the weight of the vehicle. The influence factor takes a positive value when the target vehicle is located in the left side lane of the host vehicle, and takes a negative value when the target vehicle is located in the right side lane of the host vehicle.
And the analysis processing module 3 is used for judging whether the absolute value of the sum of the transverse motion coefficients of all the target vehicles is larger than a first threshold value and whether the minimum relative distance is smaller than a second threshold value, if so, the suspension damping force is increased, the left side of the suspension is increased when the transverse motion coefficient is positive, and the right side of the suspension is increased when the transverse motion coefficient is negative. If not, the suspension damping force and the suspension height are kept unchanged.
In this embodiment, when it is determined that a target vehicle exists in a lane adjacent to the own vehicle, a lateral motion coefficient of each target vehicle is obtained respectively according to a windward area, a relative speed, a relative distance, a preset influence factor, and an own vehicle weight calculation, and according to the lateral motion coefficient and the relative distance, the target vehicle which is located in the lane adjacent to the own vehicle and may influence the stability of the own vehicle can be analyzed in advance, and the suspension is actively adjusted to avoid the influence of the target vehicle on the own vehicle from generating roll.
Further, in an embodiment, when the acquisition processing module 1 determines whether the target vehicle exists in the lane adjacent to the host vehicle, the environmental images before and after the host vehicle are acquired, and image recognition is performed according to the environmental images, so as to determine whether the target vehicle exists in the lane adjacent to the host vehicle.
In this embodiment, the multifunctional camera collects an environmental image to identify whether there is a large truck running on the left and right lanes of the vehicle, and if so, the truck is a target vehicle.
Further, in an embodiment, when the collection processing module 1 collects the windward area of the target vehicle, the image of the target vehicle is collected, and image recognition is performed according to the image of the vehicle, so as to obtain the maximum length and the maximum width of the target vehicle, and the windward area is obtained according to the maximum length and the maximum width.
In this embodiment, the multifunctional camera acquires the vehicle image to identify the maximum length and the maximum width of the interface of the target vehicle, and calculates according to the maximum length and the maximum width to obtain the windward area.
Further, in an embodiment, when the acquisition processing module 1 acquires the relative speed and the relative distance between the target vehicle and the own vehicle, the own vehicle sends a radar detection signal to acquire a radar feedback signal reflected by the target vehicle.
And calculating according to radar feedback signals of adjacent time points to obtain the relative distance between the target vehicle and the own vehicle.
And calculating according to the relative distance and the time difference of the adjacent time points to obtain the relative speeds of the target vehicle and the own vehicle.
In this embodiment, the radar is able to measure the speed of the target relative to the radar, which is the time rate of change of distance. The rate of change of distance may sometimes be replaced by a relative velocity, in which case the velocity is the magnitude of the velocity vector, commonly referred to as radial velocity.
The truck travels through the passenger car with three travel scenarios as shown in fig. 2 to 4:
1. The target vehicle runs in the reverse direction to the own vehicle, and the truck runs in the left lane of the passenger vehicle, and at this time, the relative speed V of the vehicle is equal to V relative = V truck + V vehicle.
2. The target vehicle and the own vehicle run in the same direction, and the target vehicle runs on a lane at the left side of the own vehicle, and the relative speed of the vehicle is vrelative=vtruck-vtruck.
3. The target vehicle and the own vehicle run in the same direction, and the target vehicle runs on a lane on the right side of the own vehicle, and the relative speed of the vehicle is vrelative=vtruck-vtruck.
The relative speed of the target vehicle and the self-vehicle can be calculated by the radar speed measuring method, and can also be acquired by acquiring an integrated dynamic braking system of the target vehicle and the self-vehicle, and the integrated dynamic braking system can be shared among intelligent vehicles through a communication module or shared through an intelligent control background after acquiring the vehicle speed.
Further, in an embodiment, the influence factor is preset according to a vehicle type.
In this embodiment, for vehicles of the same vehicle type, the absolute value of the influence factor is fixed, and when the target vehicle is on the left side of the vehicle, the influence factor is positive when the lateral motion coefficient is calculated, and when the target vehicle is on the right side of the vehicle, the influence factor is negative when the lateral motion coefficient is calculated.
Further, in an embodiment, when the analysis processing module 3 adjusts the suspension damping force, the suspension damping force is adjusted by adjusting the current value of the electromagnetic valve of the electric shock absorber through the suspension integrated controller until the suspension damping force reaches the maximum.
In the embodiment, the electric control shock absorber is a vehicle suspension damping force adjusting executing mechanism, and the damping force of the electric control shock absorber is adjusted by adjusting the current value of the electromagnetic valve of the electric control shock absorber. The suspension damping force is too small, when the vehicle turns, the posture of the vehicle body is unstable, the rolling of the vehicle is too large, the rolling is large, and the deviation of the center of gravity of the vehicle is large, so when the target vehicle is judged to cause the rolling risk to the vehicle, the suspension damping force needs to be increased, the rolling trend of the vehicle is avoided, and the safety and the driving comfort of the vehicle are improved.
Further, in an embodiment, when the analysis processing module 3 adjusts the suspension, the air spring is adjusted to be inflated and deflated by the suspension integrated controller, so as to adjust the height of the suspension to a preset specified value.
In this embodiment, the air spring is a vehicle height adjustment actuator, and the vehicle height is adjusted by controlling the inflation and deflation of the air spring. Adjusting the suspension height can change the position of the center of gravity of the vehicle, thereby affecting the attitude and cornering stability of the vehicle. When the vehicle runs at a high speed, the wind resistance can be reduced and the stability of the vehicle can be improved by adjusting the suspension height.
In one embodiment, the lateral motion coefficient is calculated using the following equation (1):
beta=s×v versus α influence factor/m car (1)
Where β represents the lateral motion coefficient. S denotes a windward area of the target vehicle. V relative represents the relative speeds of the target vehicle and the own vehicle. The alpha influence factor represents a preset influence factor. m cars represent own weight. In the formula (1), only the beta and alpha influence factors are differentiated positive and negative, and other calculated amounts are not differentiated positive and negative. If a plurality of target vehicles are adjacent to the lane, the lateral motion coefficient of each target vehicle is calculated, and then the sum of the lateral motion coefficients of all the target vehicles is calculated, so that the rolling trend of the own vehicle under the influence of all the target vehicles is judged.
Judging whether the self-vehicle is to adjust the suspension in advance to restrain the roll of the vehicle according to the transverse motion coefficient beta and the relative distance L, and starting to actively adjust the heights of the electric shock absorber and the air suspension when the absolute value of the transverse motion coefficient beta is |beta| > r (determined according to the actual vehicle calibration) and L < n (determined according to the actual vehicle calibration).
When |beta| > r and L < n are all satisfied, controlling and adjusting the electromagnetic valve current of the electric shock absorber to the maximum so as to adjust the damping force of the shock absorber to the maximum, simultaneously determining and adjusting the height of the air suspension of the vehicle according to beta, when beta >0, controlling and adjusting the height rise f of the front left air spring and the rear left air spring (determined according to the actual vehicle calibration), when beta <0, controlling and adjusting the height rise f of the front right air spring and the front right air spring (determined according to the actual vehicle calibration).
And after the target vehicle is driven to a certain distance away from the vehicle, controlling the electric control shock absorber to recover normal damping force, and adjusting the air suspension to be normal.
When a truck running at a high speed passes through the passenger car in an adjacent lane, the transverse force can be brought to the passenger car due to the change of air pressure, so that the transverse stability of the right passenger car is reduced, and the running safety of the passenger car is influenced. According to the scheme, the trucks which are about to pass through adjacent lanes are recognized in advance by fusing the functions of the intelligent driving radar and the camera, the information such as the relative speed of the passenger car and the windward area of the trucks is calculated, the suspension height of the car and the damping force of the shock absorber are actively regulated, the rolling trend of the passenger car is restrained by intervention in advance, and the running stability and the safety of the passenger car are improved.
The function implementation of each module in the suspension control device corresponds to each step in the suspension control method embodiment, and the function and implementation process thereof are not described in detail herein.
In a third aspect, an embodiment of the present application provides a suspension control apparatus, which may be an apparatus having a data processing function such as a personal computer (personal computer, PC), a notebook computer, a server, or the like.
Referring to fig. 6, fig. 6 is a schematic diagram of a hardware configuration of a suspension control apparatus according to an embodiment of the present application. In an embodiment of the present application, the suspension control apparatus may include a processor, a memory, a communication interface, and a communication bus.
The communication bus may be of any type for implementing the processor, memory, and communication interface interconnections.
The communication interfaces include input/output (I/O) interfaces, physical interfaces, logical interfaces, and the like for realizing interconnection of devices inside the suspension control apparatus, and interfaces for realizing interconnection of the suspension control apparatus with other apparatuses (e.g., other computing apparatuses or user apparatuses). The physical interface may be an ethernet interface, a fiber optic interface, an ATM interface, etc. The user device may be a Display, a Keyboard (Keyboard), or the like.
The memory may be various types of storage media such as random access memory (randomaccess memory, RAM), read-only memory (ROM), nonvolatile RAM (non-volatileRAM, NVRAM), flash memory, optical memory, hard disk, programmable ROM (PROM), erasable PROM (erasable PROM, EPROM), electrically erasable PROM (ELECTRICALLY ERASABLE PROM, EEPROM), and the like.
The processor may be a general-purpose processor, and the general-purpose processor may call a suspension control program stored in the memory and execute the suspension control method provided by the embodiment of the present application. For example, the general purpose processor may be a central processing unit (central processing unit, CPU). The method executed when the suspension control program is called may refer to various embodiments of the suspension control method of the present application, and will not be described herein.
Those skilled in the art will appreciate that the hardware configuration shown in fig. 6 is not limiting of the application and may include more or fewer components than shown, or may combine certain components, or a different arrangement of components.
In a fourth aspect, embodiments of the present application also provide a computer-readable storage medium.
The computer-readable storage medium of the present application stores a suspension control program, which when executed by a processor, implements the steps of the suspension control method described above.
The method implemented when the suspension control program is executed may refer to various embodiments of the suspension control method of the present application, and will not be described herein.
It should be noted that, the foregoing reference numerals of the embodiments of the present application are merely for describing the embodiments, and do not represent the advantages and disadvantages of the embodiments.
The terms "comprising" and "having" and any variations thereof in the description and claims of the application and in the foregoing drawings are intended to cover non-exclusive inclusions. For example, a process, method, system, article, or apparatus that comprises a list of steps or elements is not limited to only those listed steps or elements but may include other steps or elements not listed or inherent to such process, method, article, or apparatus. The terms "first," "second," and "third," etc. are used for distinguishing between different objects and not necessarily for describing a sequential or chronological order, and are not limited to the fact that "first," "second," and "third" are not identical.
In describing embodiments of the present application, "exemplary," "such as," or "for example," etc., are used to indicate by way of example, illustration, or description. Any embodiment or design described herein as "exemplary," "such as" or "for example" is not necessarily to be construed as preferred or advantageous over other embodiments or designs. Rather, the use of words such as "exemplary," "such as" or "for example," etc., is intended to present related concepts in a concrete fashion.
In the description of the embodiments of the present application, unless otherwise indicated, "/" means or, for example, a/B may represent a or B; the text "and/or" is merely an association relation describing the associated object, and indicates that three relations may exist, for example, a and/or B may indicate: the three cases where a exists alone, a and B exist together, and B exists alone, and furthermore, in the description of the embodiments of the present application, "plural" means two or more than two.
In some of the processes described in the embodiments of the present application, a plurality of operations or steps occurring in a particular order are included, but it should be understood that the operations or steps may be performed out of the order in which they occur in the embodiments of the present application or in parallel, the sequence numbers of the operations merely serve to distinguish between the various operations, and the sequence numbers themselves do not represent any order of execution. In addition, the processes may include more or fewer operations, and the operations or steps may be performed in sequence or in parallel, and the operations or steps may be combined.
From the above description of the embodiments, it will be clear to those skilled in the art that the above-described embodiment method may be implemented by means of software plus a necessary general hardware platform, but of course may also be implemented by means of hardware, but in many cases the former is a preferred embodiment. Based on such understanding, the technical solution of the present application may be embodied essentially or in a part contributing to the prior art in the form of a software product stored in a storage medium (e.g. ROM/RAM, magnetic disk, optical disk) as described above, comprising several instructions for causing a terminal device to perform the method according to the embodiments of the present application.
The foregoing description is only of the preferred embodiments of the present application, and is not intended to limit the scope of the application, but rather is intended to cover any equivalents of the structures or equivalent processes disclosed herein or in the alternative, which may be employed directly or indirectly in other related arts.
Claims (10)
1. A suspension control method, characterized by comprising:
When the fact that the own vehicle approaches a lane is judged to exist, collecting the windward area of each target vehicle and the relative speed and the relative distance between the target vehicle and the own vehicle;
According to the windward area, the relative speed, the relative distance, the preset influence factor and the weight of the vehicle, respectively obtaining the transverse motion coefficient of each target vehicle; the transverse motion coefficient is proportional to the windward area, the relative speed, the relative distance and a preset influence factor and inversely proportional to the weight of the vehicle; the influence factor takes a positive value when the target vehicle is positioned on the lane on the left side of the vehicle, and takes a negative value when the target vehicle is positioned on the lane on the right side of the vehicle;
Judging whether the absolute value of the sum of the transverse motion coefficients of all the target vehicles is larger than a first threshold value and whether the minimum relative distance is smaller than a second threshold value, if so, raising the damping force of the suspension, and raising the left side of the suspension when the transverse motion coefficient is positive, and raising the right side of the suspension when the transverse motion coefficient is negative; if not, the suspension damping force and the suspension height are kept unchanged.
2. The suspension control method according to claim 1, wherein the determination as to whether the own vehicle is present in the approaching lane includes the steps of:
And acquiring environmental images before and after the vehicle, and performing image recognition according to the environmental images to judge whether a target vehicle exists in a lane adjacent to the vehicle.
3. The suspension control method according to claim 1, characterized in that the acquisition of the windward area of the target vehicle specifically comprises the steps of:
And acquiring a vehicle image of the target vehicle, performing image recognition according to the vehicle image to obtain the maximum length and the maximum width of the target vehicle, and calculating according to the maximum length and the maximum width to obtain the windward area.
4. The suspension control method according to claim 1, wherein the acquisition of the relative speed and the relative distance of the target vehicle and the own vehicle specifically includes the steps of:
The radar detection signal is sent by the own vehicle so as to obtain a radar feedback signal reflected by the target vehicle;
According to radar feedback signals of adjacent time points, calculating to obtain the relative distance between the target vehicle and the own vehicle;
And calculating according to the relative distance and the time difference of the adjacent time points to obtain the relative speeds of the target vehicle and the own vehicle.
5. The suspension control method according to claim 1, characterized in that the method further comprises:
The influence factor is preset according to the type of the vehicle.
6. The suspension control method according to claim 1, characterized in that the step of adjusting up the suspension damping force specifically comprises the steps of:
and adjusting the current value of the electromagnetic valve of the electric control shock absorber through the suspension integrated controller so as to increase the suspension damping force until the suspension damping force reaches the maximum.
7. The suspension control method according to claim 1, characterized in that the height-adjusting suspension comprises the steps of:
And adjusting the air spring air charging and discharging amount through the suspension integrated controller so as to adjust the suspension height to a preset specified value.
8. A suspension control apparatus characterized by comprising:
The acquisition processing module is used for acquiring the windward area of each target vehicle and the relative speed and the relative distance between the target vehicle and the own vehicle when the own vehicle is judged to be adjacent to the lane and the target vehicle exists;
The calculation processing module is used for calculating according to the windward area, the relative speed, the relative distance, the preset influence factor and the weight of the vehicle to obtain the transverse motion coefficient of each target vehicle respectively; the transverse motion coefficient is proportional to the windward area, the relative speed, the relative distance and a preset influence factor and inversely proportional to the weight of the vehicle; the influence factor takes a positive value when the target vehicle is positioned on the lane on the left side of the vehicle, and takes a negative value when the target vehicle is positioned on the lane on the right side of the vehicle;
The analysis processing module is used for judging whether the absolute value of the sum of the transverse motion coefficients of all the target vehicles is larger than a first threshold value and whether the minimum relative distance is smaller than a second threshold value, if so, the suspension damping force is increased, the left side of the suspension is increased when the transverse motion coefficient is positive, and the right side of the suspension is increased when the transverse motion coefficient is negative; if not, the suspension damping force and the suspension height are kept unchanged.
9. A suspension control apparatus comprising a processor, a memory, and a suspension control program stored on the memory and executable by the processor, wherein the suspension control program, when executed by the processor, implements the steps of the suspension control method according to any one of claims 1 to 7.
10. A computer-readable storage medium, on which a suspension control program is stored, wherein the suspension control program, when executed by a processor, implements the steps of the suspension control method according to any one of claims 1 to 7.
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| CN202410428935.3A CN118163537A (en) | 2024-04-10 | 2024-04-10 | Suspension control method, system, equipment and computer readable storage medium |
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| CN202410428935.3A CN118163537A (en) | 2024-04-10 | 2024-04-10 | Suspension control method, system, equipment and computer readable storage medium |
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| CN202410428935.3A Pending CN118163537A (en) | 2024-04-10 | 2024-04-10 | Suspension control method, system, equipment and computer readable storage medium |
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