Suspension control method and system based on actual measurement damping force of shock absorber and vehicle

Abstract

The invention provides a suspension control method and system based on actual measurement damping force of a shock absorber and a vehicle. The method comprises the following steps: acquiring an actually measured damping force value of a shock absorber in a vehicle suspension system; the design value of the damping force of the shock absorber is obtained, and the correction coefficient of the shock absorber is obtained based on the relation between the actually-measured damping force value of the shock absorber and the design value of the damping force of the shock absorber; and acquiring and outputting a control current for controlling the shock absorber based on the correction coefficient. According to the method, the control parameters in the control algorithm are corrected through the actual damping force of the shock absorber, it is guaranteed that correction can be conducted according to the actual situation whether the actual damping force is too large or too small, more accurate damping force output is achieved, the suspension control accuracy is effectively improved, and the whole vehicle control effect is better.

Description

Technical Field

[0001] This application belongs to the field of vehicle control technology, and in particular relates to the field of suspension control and adjustment system technology. Background Technology

[0002] In the field of existing semi-active suspension technology, a rigorous control logic is typically followed to achieve precise damping adjustment and optimize ride quality. The core process begins with monitoring and analyzing the vehicle's real-time motion. Sensors collect key data such as vehicle posture and vibration frequency, and algorithms calculate the target damping force required for each shock absorber. Subsequently, based on a pre-calibrated "damping force-velocity relationship table" and the current piston speed of the shock absorber, the required drive current value to achieve that damping force is derived in reverse, and the corresponding current is output to the shock absorber via an actuator.

[0003] However, in actual production, factors such as material performance fluctuations, processing precision limitations, and assembly tolerances cause significant individual differences in the "damping force-velocity relationship table" even among shock absorber products of the same model. This inherent characteristic deviation leads to a misalignment between theoretical calculations and actual physical responses—when the system outputs current commands according to a unified parameter table, the actual damping force output of different shock absorbers may deviate from the expected value. Especially under complex operating conditions, this deviation can be amplified, causing an imbalance in the vehicle's damping distribution. This not only weakens the dynamic adjustment capability of the semi-active suspension but may also cause abnormal vehicle vibrations, reduced tire grip, and other problems, seriously affecting ride comfort and handling stability. Therefore, overcoming the impact of individual shock absorber differences on control precision has become a key technical bottleneck in improving the performance of semi-active suspensions. Summary of the Invention

[0004] This application provides a suspension control method, system, and vehicle based on the measured damping force of the shock absorber, thereby improving the accuracy of suspension control.

[0005] In a first aspect, embodiments of this application provide a suspension control method based on the measured damping force of a shock absorber, comprising: obtaining the measured damping force value of a shock absorber in a vehicle suspension system; obtaining the design value of the damping force of the shock absorber, and obtaining a correction coefficient of the shock absorber based on the relationship between the measured damping force value of the shock absorber and the design value of the damping force of the shock absorber; and obtaining and outputting a control current for controlling the shock absorber based on the correction coefficient.

[0006] In one implementation of the first aspect, the correction coefficient is written into a preset control algorithm program for controlling the vibration damper, and the preset control algorithm program obtains and outputs a control current for controlling the vibration damper based on the correction coefficient; or the measured damping force value is written into a preset control algorithm program for controlling the vibration damper; the preset control algorithm program obtains a correction coefficient for the vibration damper based on the relationship between the measured damping force value and the design value of the damping force of the vibration damper; the preset control algorithm program obtains and outputs a control current for controlling the vibration damper based on the correction coefficient.

[0007] In one implementation of the first aspect, obtaining and outputting the control current for controlling the shock absorber based on the correction coefficient includes: the preset control algorithm program corrects the damping force in the damping force-speed relationship table configured for the shock absorber based on the correction coefficient; obtaining the current speed of the vehicle; obtaining the control current corresponding to the corrected damping force at the current speed of the vehicle from the damping force-speed relationship table based on the corrected damping force; and outputting the control current to control the shock absorber.

[0008] In one implementation of the first aspect, obtaining and outputting the control current for controlling the vibration damper based on the correction coefficient includes: the preset control algorithm program calculating the control current for controlling the vibration damper based on the correction coefficient and the preset current algorithm; and outputting the control current to control the vibration damper.

[0009] In one implementation of the first aspect, writing the correction coefficient into the preset control algorithm program for controlling the vibration damper includes: writing it via the XCP protocol during the EOL process; writing it by burning it into the ECU; and writing it via CAN command.

[0010] In one implementation of the first aspect, the correction coefficient is written into the preset control algorithm program for controlling the shock absorber in any of the following ways: obtaining the correction coefficient of each shock absorber in the vehicle and writing the correction coefficient of each shock absorber into the preset control algorithm program; grouping the shock absorbers of the front and rear axles, obtaining the average value of the correction coefficient of each shock absorber in each group, and writing the average value of the correction coefficient of each shock absorber in each group into the preset control algorithm program; obtaining the average value of the correction coefficient of each shock absorber in the vehicle and writing the average value of the correction coefficient of each shock absorber into the preset control algorithm program.

[0011] In one implementation of the first aspect, the method further includes: configuring the measured damping force value on the vibration damper via a display carrier, or associating and storing the measured damping force value with the vibration damper; the display carrier is a laser QR code, barcode, or label; when obtaining the correction coefficient of the vibration damper, the measured damping force value is obtained by scanning the display carrier, or by calling the stored measured damping force value.

[0012] In one implementation of the first aspect, the design value of the damping force is the average value, calibration value, or calculated value of the damping force of the shock absorber; the relationship between the measured damping force value of the shock absorber and the design value of the damping force of the shock absorber is the ratio or difference between the two.

[0013] Secondly, embodiments of this application provide a suspension control system based on the measured damping force of a shock absorber, comprising: a controller, a shock absorber, a shock absorber damping force testing device, a data storage device, and a reading device; wherein: the shock absorber damping force testing device is used to obtain the measured damping force value of the shock absorber in the vehicle suspension system; the controller is connected to the shock absorber and is used to obtain the design value of the damping force of the shock absorber, and based on the relationship between the measured damping force value and the design value of the damping force of the shock absorber, obtain a correction coefficient of the shock absorber, and obtain and output a control current for controlling the shock absorber based on the correction coefficient; the reading device is used to read the correction coefficient and write the correction coefficient into a preset control algorithm program of the controller; the data storage device is used to store the correction coefficient.

[0014] Thirdly, embodiments of this application provide a vehicle, the vehicle including the suspension control system based on the measured damping force of the shock absorber as described above.

[0015] The suspension control method, system, and vehicle based on the measured damping force of the shock absorber provided in this application have the following beneficial effects:

[0016] This application corrects the control parameters in the control algorithm by using the actual damping force of the shock absorber, ensuring that the actual damping force can be corrected according to the actual situation, regardless of whether it is too large or too small. This achieves more precise damping force output, effectively improves the accuracy of suspension control, and makes the overall vehicle control effect better. Attached Figure Description

[0017] Figure 1 The diagram shown is an overall flowchart of a suspension control method based on measured damping force of a shock absorber, according to an embodiment of this application.

[0018] Figure 2 The diagram shown is a schematic of a suspension control method based on the measured damping force of a shock absorber, according to an embodiment of this application, in which the measured damping force value is written into the control algorithm program to obtain the control current.

[0019] Figure 3 The diagram shown is a schematic of a suspension control method based on the measured damping force of a shock absorber, according to an embodiment of this application, in which the correction coefficient of the shock absorber is written into the control algorithm program to obtain the control current.

[0020] Figure 4 The flowchart shown is a specific implementation method of outputting control current based on correction coefficient in the suspension control method based on measured damping force of shock absorber according to an embodiment of this application.

[0021] Figure 5 The diagram shows the principle of writing the correction coefficient into the control algorithm program in a suspension control method based on the measured damping force of the shock absorber according to an embodiment of this application.

[0022] Figure 6 The flowchart shown is an implementation method for acquiring measured damping force values ​​in a suspension control method based on measured damping force of a shock absorber, according to an embodiment of this application.

[0023] Figure 7 The flowchart shown is a specific implementation process of a suspension control method based on measured damping force of a shock absorber according to an embodiment of this application.

[0024] Figure 8 The diagram shown is a schematic block diagram of a suspension control system based on the measured damping force of a shock absorber, according to an embodiment of this application.

[0025] Figure 9 The diagram shown is a schematic diagram illustrating the principle and structure of a specific implementation of a suspension control system based on the measured damping force of a shock absorber, according to an embodiment of this application.

[0026] Figure 10 The diagram shown is a schematic representation of a vehicle according to one embodiment of this application. Detailed Implementation

[0027] The following specific examples illustrate the implementation of this application. Those skilled in the art can easily understand other advantages and effects of this application from the content disclosed in this specification. This application can also be implemented or applied through other different specific embodiments, and various details in this specification can also be modified or changed based on different viewpoints and applications without departing from the spirit of this application. It should be noted that, unless otherwise specified, the following embodiments and features in the embodiments can be combined with each other.

[0028] In existing technology, the semi-active suspension system of a vehicle is calibrated based on a preset damper "damping force-speed relationship table" and makes current requests accordingly. However, the actual damper "damping force-speed relationship table" is not completely consistent with the preset damper relationship table. The damper's damping force may be too large or too small. If the default relationship table is used for control in this case, the actual output damping force will deviate, and the control effect will be worse.

[0029] To address the aforementioned issues, this application proposes a suspension control method based on the actual damping force of the shock absorber. The method corrects the default damping force parameters within the shock absorber control software based on the actual damping force measured when the shock absorber is off-line. This ensures that regardless of whether the actual damping force of the shock absorber is too large or too small, adjustments can be made according to the actual situation, guaranteeing that the control effect is completely consistent with the calibration.

[0030] The following will refer to the appendices in the embodiments of this application. Figure 1 To be continued Figure 10 This application provides a detailed description of the technical solutions in its embodiments. This allows those skilled in the art to understand and implement the suspension control method, system, and vehicle based on measured damping force of the shock absorber, without requiring creative effort.

[0031] Figure 1 The flowchart shown is a suspension control method based on the measured damping force of the shock absorber, as described in an embodiment of this application. Figure 1 As shown, the suspension control method based on the measured damping force of the shock absorber provided in this application includes the following steps S100 to S300.

[0032] Step S100: Obtain the measured damping force value of the shock absorber in the vehicle suspension system;

[0033] Step S200: Obtain the design value of the damping force of the vibration damper, and based on the relationship between the measured damping force value of the vibration damper and the design value of the damping force of the vibration damper, obtain the correction coefficient of the vibration damper;

[0034] Step S300: Obtain and output the control current for controlling the vibration damper based on the correction coefficient.

[0035] The suspension control method based on the actual damping force of the shock absorber in this embodiment can correct the final control current according to the measured damping force of the shock absorber, so that the output of the damping force is more accurate and the overall vehicle control effect is better.

[0036] The following combination Figures 2 to 7 The above steps S100 to S300 of the suspension control method based on the measured damping force of the shock absorber in this embodiment will be described in detail.

[0037] Step S100: Obtain the measured damping force value of the shock absorber in the vehicle suspension system.

[0038] In this embodiment, the measured damping force value of the shock absorber in the vehicle suspension system is obtained using a shock absorber damping force testing device. Specifically, the shock absorber damping force testing device tests the characteristic curve of the shock absorber's speed versus damping force, and derives the fitting formula F = f(v) for damping force versus speed.

[0039] Specifically, in this embodiment, one way to obtain the measured damping force value of the shock absorber in the vehicle suspension system is as follows: the shock absorber is installed on the shock absorber damping force testing equipment, displacement excitation at different speeds is applied to the shock absorber, the damping force value at different speeds is measured, the displacement and force values ​​are recorded respectively, and then the data is processed by software to fit the relationship curve between speed and damping force.

[0040] In other embodiments, the damping force of the shock absorber under vehicle conditions can be directly measured by installing a sensor on the piston rod of the shock absorber. Specifically, a force sensor is installed on the piston rod of the shock absorber and connected to a data acquisition system. During vehicle operation, the displacement and force changes of the shock absorber are recorded. The data is then collected and recorded in real time by the data acquisition system, and finally, software is used to analyze the data and calculate the damping force under different operating conditions.

[0041] In other embodiments, the damping force of the shock absorber can be calculated by establishing a mathematical model of the vehicle suspension system and combining it with measured displacement and velocity data. Specifically, this includes:

[0042] 1) Establish a mathematical model of the vehicle suspension system, including parameters such as suspension stiffness and damping;

[0043] 2) Install displacement and acceleration sensors on the vehicle to measure the displacement and acceleration of the suspension;

[0044] The speed of the shock absorber is calculated using sensor data;

[0045] The damping force of the shock absorber is calculated based on the mathematical model.

[0046] In other embodiments, the damping force of the damper can also be measured based on the damping force measurement of a hydraulic oscillator. This involves applying displacement excitation to the damper using the hydraulic oscillator and measuring the damping force. Specifically, this includes: mounting the damper on the hydraulic oscillator; applying displacement excitation of different frequencies and amplitudes to the damper; recording the force and displacement changes of the damper using force and displacement sensors; recording data through a data acquisition system; and using software to analyze the data and calculate the damping force under different operating conditions.

[0047] In addition, those skilled in the art can also use other methods to obtain the measured damping force value of the shock absorber in the vehicle suspension system.

[0048] Step S200: Obtain the design value of the damping force of the vibration damper, and obtain the correction coefficient of the vibration damper based on the relationship between the measured damping force value and the design value of the damping force of the vibration damper.

[0049] The design value of the damping force is the average value, calibrated value, or calculated value of the damping force of the shock absorber; the relationship between the measured damping force value of the shock absorber and the design value of the damping force of the shock absorber is the ratio or difference between the two.

[0050] For example, the design value of the damping force of the shock absorber is the average damping force expected in the design or theoretical calculation of the shock absorber. The design value of the damping force of the shock absorber can be a theoretical value calculated based on design parameters, material properties, etc. In addition, the design value of the damping force of the shock absorber can also be the average value obtained by calculating the damping force of each shock absorber in the vehicle in advance through experimental test benches, road simulation experiments, etc.

[0051] If the operating environment of the vibration damper has a wide range of temperature variations, a temperature correction parameter K can be added. T :

[0052]

[0053] The activation energy E a The calibration was obtained through comparative tests at different temperatures. R is the molar gas constant, used to quantify the influence of temperature on the reaction rate or material properties. T0 is the reference temperature, and T is the current temperature. The correction factor of the vibration damper is multiplied by K. T The final correction factor after obtaining temperature drift compensation.

[0054] The measured damping force value F of the vibration damper k Calculate its relationship with the design value μ of the damping force of the shock absorber, i.e., the relative deviation coefficient r. k :

[0055]

[0056] If the ratio r>1, it means that the measured damping force of the shock absorber is greater than the design value of the damping force of the shock absorber, the correction coefficient is greater than 1, and the actual damping is too stiff; if the ratio r<1, it means that the measured damping force of the shock absorber is less than the design value of the damping force of the shock absorber, the correction coefficient is less than 1, and the damping is too soft.

[0057] Step S300: Obtain and output the control current for controlling the vibration damper based on the correction coefficient.

[0058] In this embodiment, the measured damping force value can be written into the control algorithm program to obtain the control current, or the obtained correction coefficient can be written into the control algorithm program to obtain the control current.

[0059] Figure 2 The diagram shown illustrates the principle of obtaining the control current after writing the measured damping force value into the control algorithm program (semi-active suspension control algorithm) in a suspension control method based on the measured damping force of the shock absorber, as an embodiment of this application. Figure 2 As shown in this embodiment, the measured damping force value can be written into a preset control algorithm program for controlling the vibration damper; the preset control algorithm program obtains the correction coefficient of the vibration damper based on the relationship between the measured damping force value and the design value of the damping force of the vibration damper; the preset control algorithm program obtains and outputs the control current for controlling the vibration damper based on the correction coefficient.

[0060] In this embodiment, the actual damping force of the shock absorber is measured and written into the control algorithm of the semi-active suspension. The algorithm automatically calculates the relationship between the measured damping force value of the shock absorber and the design value of the damping force of the shock absorber, obtains the correction coefficient of the shock absorber, and calculates the final output current based on the correction coefficient, so as to ensure the consistency and accuracy of the semi-active suspension control effect of the whole vehicle.

[0061] In this embodiment, the damping force of the vibration damper has a functional relationship with the control current, which may be linear or nonlinear. For example, if there is a linear relationship between the damping force and the control current, then after obtaining the correction coefficient of the damping force of the vibration damper, the control current corresponding to the original damping force is multiplied by the corresponding correction coefficient to form the corrected control current, which is used as the final output control current for controlling the vibration damper.

[0062] If there is a nonlinear relationship between the damping force and the control current, a preset nonlinear model is used to calculate the control current. This nonlinear model is a polynomial model, such as a quadratic or cubic polynomial.

[0063] Suppose that the relationship between the damping force F and the control current I can be described by a quadratic polynomial:

[0064] F = a·I 2 +b·I+F0

[0065] a is the coefficient of the quadratic term, b is the coefficient of the linear term, and F0 is the basic damping force, which is the damping force when there is no control current. a, b and F0 are determined by experimental or design data. The original target damping force is adjusted using correction coefficients to obtain the corrected target damping force. Based on the corrected target damping force, the quadratic equation is solved to obtain the control current I.

[0066] Assumption: The original target damping force F目标 =400N, correction factor =1.25, model parameter: a = 50N / A 2 b = 100 N / A, F0 = 100 N.

[0067] Calculate the corrected target damping force F 修正 =1.25·400=500N.

[0068] Solving for the control current: According to the nonlinear model: 500 = 50·I 2 The control current I is obtained by solving for +100·I+100.

[0069] Figure 3 The diagram shown illustrates the principle of obtaining the control current after writing the correction coefficient of the shock absorber into the control algorithm program in a suspension control method based on the measured damping force of the shock absorber, as an embodiment of this application. Figure 3 As shown, in one implementation of this embodiment, the correction coefficient is written into a preset control algorithm program for controlling the vibration damper, and the preset control algorithm program obtains and outputs the control current for controlling the vibration damper based on the correction coefficient.

[0070] Figure 4 The flowchart shown is a specific implementation of the suspension control method based on the measured damping force of the shock absorber, according to an embodiment of this application, in which the output control current is based on a correction coefficient. Figure 4 As shown, in one implementation of this embodiment, obtaining and outputting the control current for controlling the vibration damper based on the correction coefficient includes:

[0071] Step S310: The preset control algorithm program corrects the damping force in the damping force-velocity relationship table configured for the shock absorber based on the correction coefficient.

[0072] Step S320: Obtain the current speed of the vehicle; based on the corrected damping force, obtain the control current corresponding to the corrected damping force at the current speed of the vehicle from the damping force-speed relationship table.

[0073] Step S330: Output the control current to control the vibration damper.

[0074] In one implementation of this embodiment, obtaining and outputting the control current for controlling the vibration damper based on the correction coefficient includes: the preset control algorithm program calculating the control current for controlling the vibration damper based on the correction coefficient and the preset current algorithm; and outputting the control current to control the vibration damper.

[0075] The data written into the control algorithm can be either the actual damping force of the vibration damper or a correction factor calculated based on the damping force. This correction factor can be used to correct or update the algorithm's built-in "damping force-velocity relationship table," and can also be used to correct the algorithm's final current output value.

[0076] In this embodiment, the correction factor calculated based on the damping force includes, but is not limited to, the damper "damping force-velocity relationship table" used within the algorithm, and may also include the control parameters used in the algorithm calculation process or the final output control current.

[0077] Figure 5 This diagram illustrates the principle of writing correction coefficients into the control algorithm program in a suspension control method based on measured damping force of a shock absorber, according to an embodiment of this application. Figure 5 As shown, in one implementation of this embodiment, writing the correction coefficient into the preset control algorithm program for controlling the vibration damper includes:

[0078] 1) Write the correction coefficients during the EOL (End-of-Life) process using the XCP (Universal Measurement and Calibration Protocol). Specifically, writing the correction coefficients using the XCP protocol includes the following steps: 1) Start the XCP master node software and establish a communication connection with the ECU; 2) Use the STIM command of the XCP protocol to write the correction coefficients to the specified memory location of the ECU (Electronic Control Unit); 3) Verify the write: Use the DAQ command to read the correction coefficients in the ECU and verify whether the write was successful. After writing the correction coefficients, it is essential to verify their correctness to ensure the normal operation of the ECU. Before writing the correction coefficients, back up the original parameters of the ECU for recovery in case of problems.

[0079] 2) Write it by burning it into the ECU.

[0080] Specifically, the hardware for configuration and programming includes: ECU (Electronic Control Unit): the ECU containing the damper control algorithm; programming tools: such as Vector's CANape, ETAS' INCA, etc., used for communication and programming with the ECU; communication interfaces: such as CAN bus, Ethernet, etc., used to connect the programming tool and the ECU; debugging tools: such as oscilloscope, multimeter, etc., used to verify the ECU's output.

[0081] Configuration and programming software: Programming tool software: such as CANape, INCA, etc.; A2L file: a file containing ECU memory mapping and parameter information; Programming file: such as HEX file or BIN file, containing ECU firmware code.

[0082] Based on the A2L file, determine the storage location of the correction factor in the ECU memory. Assume the storage location is 0x123456.

[0083] Use a programming tool to write the correction coefficients into the ECU:

[0084] Configure the burning tool:

[0085] 1) Connect the hardware: Connect the programming tool to the ECU via the communication interface.

[0086] 2) Configure communication parameters: Configure communication parameters in the programming tool, such as the baud rate of the CAN bus, IP address, etc.

[0087] 3) Load the A2L file: Load the A2L file so that the programming tool can recognize the ECU's memory mapping and parameter information;

[0088] 4) Write correction coefficient: Start the programming tool, establish a communication connection with the ECU, and then use the parameter writing function of the programming tool to write the correction coefficient to the specified memory location of the ECU. Finally, read the correction coefficient in the ECU to verify whether the writing was successful.

[0089] Burn the modified program to ECU1:

[0090] Preparing the programming file: Embed the corrected parameters into the ECU's firmware code to generate a new programming file, such as a HEX file or a BIN file; Programming: Use a programming tool to program the new programming file into the ECU; Verifying that the ECU is working properly after programming and that the correction coefficients are written correctly. Ensure the correctness of the programming file to avoid ECU malfunctions caused by programming errors.

[0091] 3) Write via CAN command.

[0092] Writing correction factors using CAN commands includes:

[0093] Configure CAN tool software: 1) Connect hardware: Connect the CAN interface device to the PC and ECU; 2) Configure communication parameters: Configure communication parameters in the CAN tool software, such as the CAN bus baud rate, IP address, etc.; 3) Load A2L file: Load the A2L file so that the CAN tool software can recognize the ECU's memory mapping and parameter information.

[0094] Writing correction coefficients: Start the CAN tool software, establish a communication connection with the ECU, use the parameter writing function of the CAN tool software to write the correction coefficients to the specified memory location of the ECU, read the correction coefficients from the ECU, and verify whether the writing was successful. In practical applications, the specific format and content of the CAN commands depend on the ECU's communication protocol.

[0095] In CAN utility software, you can manually enter and send CAN commands. Below are the steps for sending CAN commands using Vector's CANape:

[0096] 1) Open CANape: Launch the CANape software; 2) Configure the CAN interface: Select the correct CAN interface and channel, and set the baud rate; 3) Connect to the ECU: Establish a communication connection with the ECU; 4) Send CAN commands: Enter the CAN command in the CANape send window and send it; 5) Verify the write: Use the CANape receive window to view the ECU's response and verify that the correction coefficient has been written correctly. After writing the correction coefficient, its correctness needs to be verified. This can be done by reading the correction coefficient value from the ECU. If the read value matches the written value, the write was successful.

[0097] In this embodiment, the actual measured damping force or correction coefficient of the shock absorber can be written into the control algorithm program during the vehicle production and assembly process, before vehicle assembly, or during the post-production debugging process. The writing method can be via XCP during the EOL process, direct programming of the ECU at the factory, via CAN command after vehicle assembly, or via CAN command in the aftermarket, such as at a 4S dealership.

[0098] In one implementation of this embodiment, the correction coefficient is written into the preset control algorithm program for controlling the vibration damper in any of the following ways:

[0099] 1) Obtain the correction coefficients of each shock absorber in the vehicle, and write the correction coefficients of each shock absorber into the preset control algorithm program;

[0100] 2) Group the shock absorbers of the front and rear axles, obtain the average value of the correction coefficient of each shock absorber in each group, and write the average value of the correction coefficient of each shock absorber in each group into the preset control algorithm program.

[0101] 3) Obtain the average value of the correction coefficient of each shock absorber in the vehicle, and write the average value of the correction coefficient of each shock absorber into the preset control algorithm program.

[0102] The measured damping force or correction coefficient of the actual shock absorber written to the control algorithm program can be written separately for each of the four shock absorbers in the vehicle, i.e., four sets of data are written; or the measured damping force or correction coefficient of the four shock absorbers can be averaged according to the front and rear axles respectively and then written, i.e., two sets of data are written; or the measured damping force or correction coefficient of the four shock absorbers can be averaged according to the whole vehicle, i.e., one set of data is written.

[0103] Figure 6The flowchart shown is an implementation method for acquiring measured damping force values ​​in a suspension control method based on measured damping force of a shock absorber, according to an embodiment of this application. Figure 6 As shown, in one implementation of this embodiment, it further includes:

[0104] Step S410: Configure the measured damping force value on the vibration damper through the display carrier, or associate and store the measured damping force value with the vibration damper.

[0105] In one implementation of this embodiment, the display carrier is a laser QR code, barcode, or label paper.

[0106] In this embodiment, after the actual damping force of the shock absorber is measured, it can be marked on the shock absorber with a laser QR code or barcode, or it can be recorded digitally on a label and affixed to the shock absorber, or it can be stored in a computer or server through a data management system, and then associated with the shock absorber through the part number, and finally transmitted to the semi-active suspension control algorithm.

[0107] In step S420, when obtaining the correction coefficient of the vibration damper, the measured damping force value is obtained by scanning the display carrier or by calling the stored measured damping force value.

[0108] In this embodiment, the damping force correction coefficient of the current shock absorber can be obtained by scanning the QR code or barcode with a scanning device, or directly by obtaining the value on the label of the shock absorber, or by obtaining the value stored in the data management system.

[0109] In this embodiment, the default damping force parameter in the software is corrected based on the actual damping force measured by the shock absorber when the product is off the production line. This ensures that the damping force of the shock absorber used in the algorithm can be corrected according to the actual situation, regardless of whether the actual damping force is too large or too small. This ensures that the control effect is completely consistent with the calibration time, achieves more accurate damping force output, and makes the overall vehicle control effect better.

[0110] Figure 7 This is a flowchart illustrating the specific implementation process of a suspension control method based on measured damping force of a shock absorber, according to an embodiment of this application. Figure 7 As shown, when running the shock absorber control algorithm, the algorithm checks if the correction coefficient has been written into the algorithm. If not, it requests the correction coefficient to be written, for example, by scanning the QR code on the shock absorber to obtain the current shock absorber damping correction coefficient, and then writes the correction coefficient into the algorithm. Afterwards, the control current for controlling the shock absorber is calculated based on the vehicle's motion state, the current is corrected according to the shock absorber damping force coefficient, and the final control current is output.

[0111] The scope of protection for the suspension control method based on the measured damping force of the shock absorber described in this application is not limited to the execution order of the steps listed in this embodiment. Any solution implemented by adding, subtracting, or replacing steps in the prior art based on the principles of this application is included within the scope of protection of this application.

[0112] This application also provides a suspension control system based on the measured damping force of the shock absorber. Figure 8 The diagram shown is a schematic block diagram of a suspension control system based on the measured damping force of a shock absorber, according to an embodiment of this application. Figure 8 As shown, the suspension control system based on the measured damping force of the shock absorber in this embodiment includes: a controller, a shock absorber, a shock absorber damping force testing device, a data storage device, and a reading device.

[0113] Wherein: the damper damping force testing equipment is used to obtain the measured damping force value of the damper in the vehicle suspension system; the controller is connected to the damper and is used to obtain the design value of the damper's damping force, and based on the relationship between the measured damping force value and the design value of the damper's damping force, obtain the correction coefficient of the damper, and obtain and output the control current for controlling the damper based on the correction coefficient; the reading device is used to read the correction coefficient and write the correction coefficient into the preset control algorithm program of the controller; the data storage device is used to store the correction coefficient.

[0114] Figure 9 The diagram shown illustrates the principle and structure of a specific implementation of a suspension control system based on the measured damping force of a shock absorber, according to an embodiment of this application. Figure 9 As shown, the control module includes a microcontroller, an electronically controlled shock absorber current drive module, a correction parameter input module, a storage module, and a power management module. The reading device is connected to the correction parameter input module, and the battery is connected to the power management module. The suspension control system based on the measured damping force of the shock absorber in this embodiment is used to implement the aforementioned suspension control method based on the measured damping force of the shock absorber. The implementation principle of the suspension control system based on the measured damping force of the shock absorber is the same as that of the suspension control method based on the measured damping force of the shock absorber; similar or identical technical features between the system and the method will not be elaborated further.

[0115] This application also provides a vehicle. Figure 10 The diagram shown is a schematic representation of a vehicle according to one embodiment of this application. Figure 10 As shown, the vehicle includes a suspension control system based on the measured damping force of the shock absorber, as described above. The suspension control system based on the measured damping force of the shock absorber has already been explained above and will not be repeated here.

[0116] In summary, this application corrects the control parameters in the control algorithm using the actual damper damping force, ensuring that adjustments can be made based on the actual situation regardless of whether the actual damping force is too large or too small. This achieves more precise damping force output, effectively improving the accuracy of suspension control and resulting in better overall vehicle control. Therefore, this application effectively overcomes the various shortcomings of the prior art and has high industrial applicability.

[0117] The above embodiments are merely illustrative of the principles and effects of this application and are not intended to limit this application. Any person skilled in the art can modify or alter the above embodiments without departing from the spirit and scope of this application. Therefore, all equivalent modifications or alterations made by those skilled in the art without departing from the spirit and technical concept disclosed in this application should still be covered by the claims of this application.

Claims

1. A suspension control method based on measured damping force of a shock absorber, characterized in that, include: Obtain the measured damping force value of the shock absorber in the vehicle suspension system; Obtain the design value of the damping force of the vibration damper, and based on the relationship between the measured damping force value and the design value of the damping force of the vibration damper, obtain the correction coefficient of the vibration damper; The control current for controlling the vibration damper is obtained and output based on the correction coefficient.

2. The suspension control method based on the measured damping force of the shock absorber according to claim 1, characterized in that, The correction coefficient is written into a preset control algorithm program for controlling the vibration damper; the preset control algorithm program obtains and outputs the control current for controlling the vibration damper based on the correction coefficient; or The measured damping force value is written into the preset control algorithm program for controlling the vibration damper; The preset control algorithm program obtains the correction coefficient of the vibration damper based on the relationship between the measured damping force value and the design value of the damping force of the vibration damper; The preset control algorithm program obtains and outputs the control current for controlling the vibration damper based on the correction coefficient.

3. The suspension control method based on the measured damping force of the shock absorber according to claim 2, characterized in that, The step of obtaining and outputting the control current for controlling the vibration damper based on the correction coefficient includes: The preset control algorithm program corrects the damping force in the damping force-velocity relationship table configured for the shock absorber based on the correction coefficient. Obtain the current speed of the vehicle, and based on the corrected damping force, obtain the control current corresponding to the corrected damping force at the current speed of the vehicle from the damping force-speed relationship table; The control current is output to control the vibration damper.

4. The suspension control method based on the measured damping force of the shock absorber according to claim 2, characterized in that, The step of obtaining and outputting the control current for controlling the vibration damper based on the correction coefficient includes: The preset control algorithm program calculates the control current for controlling the vibration damper based on the correction coefficient and the preset current algorithm. The control current is output to control the vibration damper.

5. The suspension control method based on the measured damping force of the shock absorber according to claim 2, characterized in that, Writing the correction coefficient into the preset control algorithm program for controlling the vibration damper includes: Write it via the XCP protocol during the EOL process; Write it by burning it into the ECU; Write via CAN commands.

6. The suspension control method based on the measured damping force of the shock absorber according to claim 1, characterized in that, The correction coefficient is written into the preset control algorithm program for controlling the vibration damper in any of the following ways: The correction coefficients of each shock absorber in the vehicle are obtained respectively, and the correction coefficients of each shock absorber are written into the preset control algorithm program respectively; The shock absorbers of the front and rear axles are grouped, and the average value of the correction coefficient of each shock absorber in each group is obtained. The average value of the correction coefficient of each shock absorber in each group is written into the preset control algorithm program. The average value of the correction coefficient of each shock absorber in the vehicle is obtained, and the average value of the correction coefficient of each shock absorber is written into the preset control algorithm program.

7. The suspension control method based on the measured damping force of the shock absorber as described in claim 1, characterized in that, Also includes: The measured damping force value is configured on the vibration damper via a display carrier, or the measured damping force value is associated with and stored with the vibration damper; the display carrier is a laser QR code, barcode, or label paper; When obtaining the correction coefficient of the vibration damper, the measured damping force value is obtained by scanning the display carrier, or by calling the stored measured damping force value.

8. The suspension control method based on the measured damping force of the shock absorber as described in claim 1, characterized in that, The design value of the damping force is the average value, calibrated value, or calculated value of the damping force of the vibration damper; the relationship between the measured damping force value of the vibration damper and the design value of the damping force of the vibration damper is the ratio or difference between the two.

9. A suspension control system based on the measured damping force of a shock absorber, characterized in that, include: Controller, vibration damper, vibration damper damping force testing equipment, data storage equipment, and reading equipment; among which: The shock absorber damping force testing equipment is used to obtain the measured damping force value of the shock absorber in the vehicle suspension system. The controller is connected to the vibration damper and is used to obtain the design value of the damping force of the vibration damper, and based on the relationship between the measured damping force value of the vibration damper and the design value of the damping force of the vibration damper, obtain the correction coefficient of the vibration damper, and obtain and output the control current for controlling the vibration damper based on the correction coefficient. The reading device is used to read the correction coefficient and write the correction coefficient into the preset control algorithm program of the controller; The data storage device is used to store the correction coefficients.

10. A vehicle, characterized in that, The vehicle includes a suspension control system based on the measured damping force of the shock absorber as described in claim 9.

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