阅读说明：本技术 主动悬挂调节系统和方法以及车辆 (Active suspension adjustment system and method and vehicle ) 是由 后藤龙一郎 C.惠勒 于 2018-06-15 设计创作，主要内容包括：本发明提供了主动悬挂调节系统和方法以及车辆。主动悬挂调节系统包括：主动悬挂系统；以及控制装置,所述控制装置基于车辆行驶状态变化调节所述主动悬挂系统以在至少一个自由度上提供倾斜补偿；其中,所述控制装置至少部分地基于当前驾驶模式下驾驶者的参与程度来确定倾斜补偿程度,当驾驶者参与程度越大时,倾斜补偿程度越小。根据本发明的主动悬挂调节系统和方法以及车辆降低车辆行驶状态变化对于乘客或驾驶者的影响。(The invention provides an active suspension adjustment system and method and a vehicle. The active suspension adjustment system includes: an active suspension system; and a control device that adjusts the active suspension system to provide tilt compensation in at least one degree of freedom based on vehicle travel state changes; wherein the control means determines the degree of tilt compensation based at least in part on the degree of driver engagement in the current driving mode, the degree of tilt compensation being smaller as the degree of driver engagement is greater. The active suspension adjustment system and method and the vehicle according to the invention reduce the influence of the vehicle driving state change on the passenger or the driver.)

1. An active suspension adjustment system, comprising:

an active suspension system having a height of a support point adjustable; and

a control device that adjusts the active suspension system to provide tilt compensation in at least one degree of freedom based on vehicle travel state changes;

wherein the control means determines the degree of tilt compensation based at least in part on the degree of driver engagement in the current driving mode, the degree of tilt compensation being smaller as the degree of driver engagement is greater.

2. The active suspension adjustment system of claim 1, wherein the control device has built in a first degree of tilt compensation corresponding to a first driving mode in which the driver is more involved than in a second driving mode and a second degree of tilt compensation corresponding to a second driving mode in which the first degree of tilt compensation is less than the second degree of tilt compensation under the same conditions.

3. The active suspension adjustment system of claim 2, wherein the first driving mode is a manual driving mode or a semi-autonomous driving mode.

4. The active suspension adjustment system of claim 2, wherein the second driving mode is an autonomous driving mode.

5. The active suspension adjustment system of any one of claims 1-4 wherein the control means adjusts the active suspension system as the vehicle turns so that vehicle lean in a direction that reacts with centrifugal forces is reduced.

6. The active suspension adjustment system of any one of claims 1-4 wherein the control adjusts the active suspension system as the vehicle accelerates such that the vehicle is leaning forward as the vehicle accelerates, and the control adjusts the active suspension system as the vehicle decelerates such that the vehicle is leaning backward as the vehicle decelerates.

7. A vehicle, characterized in that the vehicle comprises an active suspension adjustment system according to any one of claims 1-6.

8. An active suspension adjustment method for adjusting an active suspension system to provide tilt compensation to a vehicle in at least one degree of freedom based on vehicle driving condition changes, the method comprising:

determining a driving mode of the vehicle; and

the degree of tilt compensation is determined based at least in part on the degree of driver engagement in the current driving mode, with the degree of tilt compensation being less as the degree of driver engagement is greater.

9. The method of claim 8, wherein the method comprises: the method comprises the steps of employing a first degree of tilt compensation in a first driving mode and employing a second degree of tilt compensation in a second driving mode, wherein the degree of driver engagement in the first driving mode is greater than the degree of driver engagement in the second driving mode, and the first degree of tilt compensation is less than the second degree of tilt compensation under the same conditions.

10. The method of claim 9, wherein the first driving mode is a manual driving mode or a semi-autonomous driving mode.

11. The method of claim 9, wherein the second driving mode is an autonomous driving mode.

12. A method according to any of claims 8-11, characterized in that the method comprises adjusting the active suspension system when the vehicle is turning, so that the tilting of the vehicle in the direction in which the centrifugal force acts is reduced.

13. A method according to any one of claims 8-11, comprising adjusting the active suspension system when the vehicle is accelerating so that the vehicle is leaning forward when accelerating, and the control means adjusting the active suspension system when the vehicle is decelerating so that the vehicle is leaning backward when decelerating.

Technical Field

The present invention relates to the field of vehicle suspension systems, and more particularly to a suspension system and method for adjusting tilt compensation based on vehicle driving dynamics, and a corresponding vehicle.

Background

The active suspension system, also called as an active guidance suspension system, a dynamic variable suspension system and the like, has the function of controlling the vibration of the vehicle body and the height of the vehicle body by changing the height, the shape, the damping and the like of the suspension system, and can mainly improve the performances of the operation stability, the riding comfort and the like of the vehicle. The active suspension system of the automobile can be divided into three main categories according to the control type: hydraulic pressure regulation and control suspension system, air suspension system and electromagnetic induction suspension system.

When the motorcycle is bent, the motorcycle body can incline, so that the resultant force direction of the gravity and the centrifugal force borne by the driver is close to the angle of the motorcycle body, and the driver cannot be thrown away due to the lateral force. Similarly, aircraft may also deflect when turning.

Disclosure of Invention

It is an object of the present invention to solve or at least alleviate problems in the prior art.

It is also an object of the invention to provide a more comfortable and smoother driving and riding experience.

An active suspension adjustment system is provided, comprising:

an active suspension system having a height of a support point adjustable; and

a control device that adjusts the active suspension system to provide tilt compensation in at least one degree of freedom based on vehicle travel state changes;

wherein the control means determines the degree of tilt compensation based at least in part on the degree of driver engagement in the current driving mode, the degree of tilt compensation being smaller as the degree of driver engagement is greater.

Optionally, in the active suspension adjustment system, the control device is built-in with a first degree of tilt compensation corresponding to a first driving mode in which the driver is engaged to a greater degree than in a second driving mode and a second degree of tilt compensation corresponding to a second driving mode in which the first degree of tilt compensation is less than the second degree of tilt compensation under the same conditions.

Optionally, in the active suspension adjustment system, the first driving mode is a manual driving mode or a semi-automatic driving mode.

Optionally, in the active suspension adjustment system, the second driving mode is an autonomous driving mode.

Optionally, in the active suspension adjustment system, the control device adjusts the active suspension system such that the vehicle is tilted in a direction that reduces the centrifugal force when the vehicle is turning.

Optionally, in the active suspension adjustment system, the control means adjusts the active suspension system such that the vehicle is inclined forward when accelerating, and adjusts the active suspension system such that the vehicle is inclined rearward when decelerating.

In another aspect, a vehicle is provided that includes an active suspension adjustment system according to various embodiments.

In another aspect, an active suspension adjustment method is provided for adjusting an active suspension system to compensate for vehicle tilt in at least one degree of freedom based on vehicle driving state changes, the method comprising:

determining a driving mode of the vehicle; and

the degree of tilt compensation is determined based at least in part on the degree of driver engagement in the current driving mode, with the degree of tilt compensation being less as the degree of driver engagement is greater.

Optionally, in the method, the method includes: the method comprises the steps of employing a first degree of tilt compensation in a first driving mode and employing a second degree of tilt compensation in a second driving mode, wherein the degree of driver engagement in the first driving mode is greater than the degree of driver engagement in the second driving mode, and the first degree of tilt compensation is less than the second degree of tilt compensation under the same conditions.

Optionally, in the method, the first driving mode is a manual driving mode or a semi-automatic driving mode.

Optionally, in the method, the second driving mode is an automatic driving mode.

Optionally, in the method, the method includes adjusting the active suspension system while the vehicle is turning so that the vehicle is leaning in a direction that reduces the effect of the centrifugal force.

Optionally, in the method, the method includes adjusting the active suspension system when the vehicle is accelerating such that the vehicle is leaning forward when accelerating, and the control adjusts the active suspension system when the vehicle is decelerating such that the vehicle is leaning backward when decelerating.

The active suspension adjustment system and method and the vehicle according to the invention reduce the influence of the vehicle driving state change on the passenger or the driver.

Drawings

The disclosure of the present invention will become more readily understood with reference to the accompanying drawings. As is readily understood by those skilled in the art: these drawings are for illustrative purposes only and are not intended to limit the scope of the present disclosure. Moreover, in the drawings, like numerals are used to indicate like parts, and in which:

FIG. 1 illustrates a vehicle over-cornering attitude without active suspension adjustment;

FIG. 2 illustrates a vehicle over-cornering attitude after active suspension adjustment; and

FIG. 3 shows a flow chart of an active suspension adjustment method according to the present invention.

Detailed Description

It is easily understood that according to the technical solution of the present invention, a person skilled in the art can propose various alternative structures and implementation ways without changing the spirit of the present invention. Therefore, the following detailed description and the accompanying drawings are merely illustrative of the technical aspects of the present invention, and should not be construed as all of the present invention or as limitations or limitations on the technical aspects of the present invention.

The terms of orientation of up, down, left, right, front, back, top, bottom, and the like referred to or may be referred to in this specification are defined relative to the configuration shown in the drawings, and are relative terms, and thus may be changed correspondingly according to the position and the use state of the device. Therefore, these and other directional terms should not be construed as limiting terms.

FIG. 1 illustrates a vehicle over-cornering attitude without active suspension adjustment. Fig. 1 shows a vehicle 1, a driver 2 and wheels, including a left wheel 31 and a right wheel 32. The vehicle in fig. 1 is turning in the direction of arrow T. The vehicle 1 provides a static friction force F from the road surface to the tires 31,32 to balance the centrifugal force C when turning, preventing the vehicle from moving sideways. Since the static friction force F acts on the tires 31,32 and the centrifugal force C acts on the center of gravity of the vehicle, which is located higher than the tires, the vehicle is inclined in the direction of the centrifugal force C, i.e., to the right in fig. 1, usually when the vehicle turns. It will be appreciated that the angle of inclination is exaggerated in figure 1 for clarity, and in practice will be less. During the turn shown in fig. 1, the passenger is subjected to centrifugal force to the right, and the passenger should grip the armrest to prevent the body from leaning or moving to the right. For the driver, since the driver has developed driving habits, the driver may respond conditionally in steering, such as moving the center of gravity, holding the steering wheel, adjusting the head angle to be inclined with respect to the body, keeping or approaching the horizontal, or rotating the direction to be inclined against the centrifugal force.

FIG. 2 illustrates the vehicle over-bent attitude after active suspension adjustment. In the case of fig. 2, the active suspension system of the vehicle, for example, raises the frame right-hand support point and/or lowers the frame left-hand support point, so that the vehicle tilts to the left, i.e. in the opposite direction of the centrifugal force, or tilts inward in a curve. At this time, the leftward component of the supporting force applied to the passenger will at least partially offset the rightward centrifugal force applied to the passenger, so that the resultant rightward force applied to the passenger is reduced to zero, and a more comfortable and smoother riding experience is provided. As noted above, drivers have long developed driving habits to address the upcoming lateral centrifugal forces, and if active suspension systems provide aggressive active suspension adjustment, they may experience discomfort, even dizziness, etc., leading to safety concerns.

In view of this, the present invention provides an active suspension adjustment method to adjust the active suspension system to provide tilt compensation to the vehicle in at least one degree of freedom based on vehicle driving state changes. As shown in fig. 3, the method includes: determining a driving mode of the vehicle; and determining a degree of tilt compensation based at least in part on the degree of driver engagement in the current driving mode, the degree of tilt compensation being smaller when the degree of driver engagement is greater. In another aspect, an active suspension adjustment system is also provided, comprising: an active suspension system; and a control device that adjusts the active suspension system to provide tilt compensation in at least one degree of freedom based on vehicle travel state changes; wherein the control means determines the degree of tilt compensation based at least in part on the degree of driver engagement in the current driving mode, the degree of tilt compensation being smaller as the degree of driver engagement is greater. The vehicle driving state change includes at least acceleration, deceleration, and turning conditions or a combination thereof. It should be understood that the degree of tilt compensation also depends on other factors, such as vehicle speed, ground conditions, over-angle, etc., and the comparison of the degree of tilt compensation in the present application is based on the same other factors.

In some embodiments, the at least one degree of freedom includes a first degree of automation, i.e., a left-right direction, and a second degree of freedom, i.e., a front-back direction. A corresponding adjustment is to adjust the active suspension system when the vehicle is turning so that the vehicle is tilted in a direction that reduces the effect of the centrifugal force, or in other words, toward the center of curvature. For example, as shown in fig. 2, when the vehicle turns right, centrifugal force is directed to the right in fig. 2, and the active suspension system is adjusted to deflect the vehicle to the left in fig. 2, which may be distinguished by providing a right support point height of the suspension system and/or lowering the suspension system (as shown in fig. 2). When the vehicle turns left, the opposite is true. By the tilt compensation in the left-right direction, the passenger will be more stable and comfortable when negotiating bends.

In some embodiments, the method includes adjusting the active suspension system while the vehicle is accelerating such that the vehicle is leaning forward while accelerating, and the control adjusts the active suspension system while the vehicle is decelerating such that the vehicle is leaning backward while decelerating. Tilting the vehicle forward can be achieved by, for example, increasing the rear side support point height and/or decreasing the front side support point height. By the tilt compensation in the fore-aft direction, the passenger will be more smooth and comfortable when accelerating or braking.

In some embodiments, the control device is built-in with a first degree of tilt compensation corresponding to a first driving mode in which the degree of driver engagement is greater than in a second driving mode and a second degree of tilt compensation corresponding to the second driving mode in which the first degree of tilt compensation is less than the second degree of tilt compensation, the first degree of tilt compensation being employed in the first driving mode and the second degree of tilt compensation being employed in the second driving mode after the driving mode is determined. For example, under the same conditions (e.g., the same conditions such as the vehicle speed and the road condition), the vehicle is over-bent in the first driving mode and the second driving mode, respectively, and the first tilt compensation degree in the first driving mode is smaller than the second tilt compensation degree in the second driving mode, in other words, the first tilt compensation degree is smaller and weaker, and the second tilt compensation degree is larger and stronger, which can be reflected in the magnitude of the tilt angle. More specifically, the first driving mode may be a manual driving mode or a semi-automatic driving mode, and the second driving mode may be an automatic driving mode. Since, as described above, the greater the degree of driver engagement in driving, the more actively the driver will be able to cope with the upcoming lateral centrifugal force, the degree of tilt compensation can be reduced to reduce the adverse effect on the driver. In a second driving mode with lower driver engagement, in particular in the automatic driving mode, the driver is more relaxed and does not actively cope with the upcoming lateral centrifugal forces, so that the degree of tilt compensation can be suitably enhanced, making the passengers and the driver more comfortable.

In another aspect, the present invention also provides a vehicle having an active suspension adjustment system according to the present invention.

The foregoing description of the specific embodiments has been presented only to illustrate the principles of the invention more clearly, and in which various features are shown or described in detail to facilitate an understanding of the principles of the invention. Various modifications or changes to the invention will be readily apparent to those skilled in the art without departing from the scope of the invention. It is to be understood that such modifications and variations are intended to be included within the scope of the present invention.