A control method, device and storage medium for a shock absorber in a vehicle suspension

Abstract

The present application provides a control method, device, and storage medium for a shock absorber in a vehicle suspension. A suspension vibration monitor collects a first vibration acceleration of the sprung mass in the vertical direction and a second vibration acceleration of the unsprung mass in the vertical direction. A processor determines the suspension vibration state parameters, the shock absorber expansion and contraction velocity, and the road surface height based on the first and second vibration accelerations. A road surface state determiner determines the road surface type based on the road surface height. A damping force calculator determines a target damping force based on the suspension vibration state parameters, the shock absorber expansion and contraction velocity, and the road surface type, while also considering the damping force and damping coefficient threshold ranges. A drive current calculator determines a target drive current based on the shock absorber expansion and contraction velocity, the target damping force, and the shock absorber characteristic curve. The control method effectively avoids transient jumps in damping force and reduces the vertical vibration acceleration of the vehicle body at different excitation frequencies, thereby improving driver and passenger comfort.

Description

Technical Field

[0001] The present application relates to the field of vehicle control technology, and in particular to a control method, device, and storage medium for a shock absorber in a vehicle suspension. Background Art

[0002] In vehicle suspension, a suspension mechanism typically consists of shock absorbers and springs to connect the sprung mass (including the vehicle body and load) and the unsprung mass (including the frame and tires). When the shock absorbers have variable damping characteristics, such as solenoid valve shock absorbers, magnetorheological shock absorbers, or electrorheological shock absorbers, the suspension system becomes an adjustable semi-active suspension.

[0003] Currently, control methods for semi-active suspension systems are primarily based on skyhook control theory. This theory can reduce vibration acceleration within a certain frequency range, thereby improving vehicle comfort. Although skyhook control theory is widely used in current mass-produced vehicle suspension systems, its inherent theoretical flaws include the following: It is ineffective at suppressing vibrations in the mid- and high-frequency bands, and it does not consider the achievable range of damping force. Consequently, when the desired damping force exceeds the actual achievable range of the shock absorber, the actual damping force output will experience transient jumps. This jump can reduce the comfort experience for vehicle drivers and passengers. Summary of the Invention

[0004] In view of this, the purpose of this application is to provide a control method, device and storage medium for the shock absorber in the vehicle suspension, which can effectively avoid the transient jump phenomenon of the output damping force and reduce the vertical vibration acceleration of the vehicle body, thereby improving the comfort of the driver and passengers.

[0005] An embodiment of the present application provides a method for controlling a shock absorber in a vehicle suspension, the method comprising:

[0006] collecting a first vibration acceleration of the sprung mass in a vertical direction and a second vibration acceleration of the unsprung mass in a vertical direction by a suspension vibration monitor of the target vehicle, and transmitting the collected first vibration acceleration and second vibration acceleration to a processor of the target vehicle;

[0007] The processor processes the received first vibration acceleration and the second vibration acceleration to determine a suspension vibration state parameter, a shock absorber expansion and contraction speed, and a road surface height, and transmits the determined suspension vibration state parameter and the shock absorber expansion and contraction speed to a damping force calculator of the target vehicle, transmits the determined road surface height to a road surface state determiner of the target vehicle, and transmits the determined shock absorber expansion and contraction speed to a drive current calculator of the target vehicle;

[0008] The road surface state determiner determines a road surface type according to the road surface height, and sends the determined road surface type to the damping force calculator;

[0009] The damping force calculator determines a target damping force desired for the vehicle suspension within a predetermined damping force and damping coefficient threshold range based on the suspension vibration state parameter, the shock absorber expansion and contraction speed, and the road surface type, and transmits the determined target damping force to the driving current calculator;

[0010] The drive current calculator determines a target drive current for controlling the movement of the shock absorber in the vehicle suspension based on the shock absorber expansion and contraction speed, the target damping force, and a predetermined shock absorber characteristic curve to reduce the vertical vibration acceleration of the vehicle body.

[0011] Optionally, the suspension vibration state parameter includes at least one of the vertical vibration velocity of the sprung mass, the vertical vibration displacement of the sprung mass, the vertical vibration velocity of the unsprung mass, and the vertical vibration displacement of the unsprung mass.

[0012] Optionally, when the suspension vibration state parameters include at least the vertical vibration velocity of the sprung mass and the vertical vibration velocity of the unsprung mass, the processor processes the received first vibration acceleration and the second vibration acceleration to determine the suspension vibration state parameters, the shock absorber extension and contraction velocity, and the road surface height, including:

[0013] The processor performs numerical integration processing on the received first vibration acceleration and the second vibration acceleration to determine the suspension vibration state parameter;

[0014] The processor substitutes the vertical vibration velocity of the sprung mass and the vertical vibration velocity of the unsprung mass into a preset velocity calculation formula to determine the expansion and contraction velocity of the shock absorber;

[0015] The processor processes the first vibration acceleration and the second vibration acceleration according to state estimation theory to determine the road surface height.

[0016] Optionally, determining the road surface type according to the road surface height by the road surface state determiner includes:

[0017] The road surface state determiner analyzes the road surface heights received within a preset historical period and selects a plurality of target road surface heights that meet the signal zero-crossing condition;

[0018] For each target road surface height that meets the signal zero-crossing condition, determine the historical time of recording the target road surface height;

[0019] Determining a target road surface frequency based on the determined historical time and a preset road surface frequency calculation formula;

[0020] The road surface type of the road surface on which the target vehicle is traveling is determined based on the target road surface frequency, the road surface height received within the preset historical period, and a preset mapping relationship; the preset mapping relationship sets a correspondence between the three parameters, with the road surface frequency and road surface height as input and the road surface type as output.

[0021] Optionally, the determining, by the damping force calculator, a target damping force expected for the vehicle suspension from a predetermined damping force and damping coefficient threshold range based on the suspension vibration state parameter, the shock absorber expansion and contraction speed, and the road surface type includes:

[0022] Based on the suspension vibration state parameters, determining a low-frequency damping force and a high-frequency damping force corresponding to the vehicle suspension by a low-frequency damping force calculation unit and a high-frequency damping force calculation unit in the damping force calculator, respectively;

[0023] The damping force selection unit in the damping force calculator selects one of the low-frequency damping force or the high-frequency damping force as an initial damping force based on the road surface type and a preset damping force selection rule;

[0024] The damping force constraint unit in the damping force calculator recalculates the damping force based on the initial damping force and the shock absorber expansion and contraction speed, and determines a constraint damping force corresponding to the vehicle suspension within a predetermined damping force threshold range;

[0025] The damping coefficient calculation unit in the damping force calculator determines an initial damping coefficient based on the constraint damping force and the shock absorber expansion and contraction speed according to a damping coefficient calculation formula;

[0026] The damping coefficient constraint unit in the damping force calculator recalculates the damping force coefficient based on the initial damping coefficient and the expansion and contraction speed of the shock absorber, and determines a constrained damping coefficient within a predetermined damping coefficient threshold range;

[0027] The damping force calculation unit in the damping force calculator determines the target damping force corresponding to the vehicle suspension based on the constraint damping coefficient and the shock absorber expansion and contraction speed according to the damping force calculation formula.

[0028] Optionally, the shock absorber characteristic curve includes a first curve showing a changing relationship between an extension and contraction velocity and a damping force under maximum drive current control, and a second curve showing a changing relationship between an extension and contraction velocity and a damping force under minimum drive current control. The drive current calculator determines a target drive current for controlling movement of a shock absorber in a vehicle suspension based on the shock absorber extension and contraction velocity, the target damping force, and a predetermined shock absorber characteristic curve, including:

[0029] determining a first damping force on the first curve corresponding to the shock absorber expansion and contraction speed based on the shock absorber expansion and contraction speed and the first curve;

[0030] determining a second damping force on the second curve corresponding to the shock absorber expansion and contraction speed based on the shock absorber expansion and contraction speed and the second curve;

[0031] Based on the target damping force, the first damping force, the second damping force, the maximum driving current and the minimum driving current, a target driving current for controlling the movement of the shock absorber in the vehicle suspension is determined according to a preset damping force and current conversion formula.

[0032] Optionally, the conversion formula between the preset damping force and current is:

[0033]

[0034] Wherein, F is the target damping force, F1 is the first damping force, F2 is the second damping force, and I max is the maximum driving current, I min is the minimum driving current, and I is the target driving current.

[0035] The present application also provides a control device for a shock absorber in a vehicle suspension, the control device comprising a suspension vibration monitor, a processor, a road surface state determiner, a damping force calculator, and a driving current calculator.

[0036] The suspension vibration monitor is configured to collect a first vibration acceleration of the sprung mass in a vertical direction and a second vibration acceleration of the unsprung mass in a vertical direction, and transmit the collected first vibration acceleration and second vibration acceleration to the processor of the target vehicle;

[0037] the processor being configured to process the received first vibration acceleration and the second vibration acceleration to determine a suspension vibration state parameter, a shock absorber expansion and contraction speed, and a road surface height, and to send the determined suspension vibration state parameter and the shock absorber expansion and contraction speed to a damping force calculator of the target vehicle, to send the determined road surface height to a road surface state determiner of the target vehicle, and to send the determined shock absorber expansion and contraction speed to a driving current calculator of the target vehicle;

[0038] The road surface state determiner is configured to determine a road surface type according to the road surface height and send the determined road surface type to the damping force calculator;

[0039] the damping force calculator is configured to determine a target damping force desired for the vehicle suspension within a predetermined damping force and damping coefficient threshold range based on the suspension vibration state parameter, the shock absorber expansion and contraction speed, and the road surface type, and to send the determined target damping force to the driving current calculator;

[0040] The driving current calculator is used to determine a target driving current for controlling the movement of the shock absorber in the vehicle suspension based on the shock absorber expansion and contraction speed, the target damping force and a predetermined shock absorber characteristic curve, so as to reduce the vertical vibration acceleration of the vehicle body.

[0041] Optionally, the suspension vibration state parameter includes at least one of the vertical vibration velocity of the sprung mass, the vertical vibration displacement of the sprung mass, the vertical vibration velocity of the unsprung mass, and the vertical vibration displacement of the unsprung mass.

[0042] Optionally, when the suspension vibration state parameters include at least the vertical vibration velocity of the sprung mass and the vertical vibration velocity of the unsprung mass, the processor, when processing the received first vibration acceleration and the second vibration acceleration to determine the suspension vibration state parameters, the shock absorber extension and contraction velocity, and the road surface height, is configured to:

[0043] The processor performs numerical integration processing on the received first vibration acceleration and the second vibration acceleration to determine the suspension vibration state parameter;

[0044] The processor substitutes the vertical vibration velocity of the sprung mass and the vertical vibration velocity of the unsprung mass into a preset velocity calculation formula to determine the expansion and contraction velocity of the shock absorber;

[0045] The processor processes the first vibration acceleration and the second vibration acceleration according to state estimation theory to determine the road surface height.

[0046] Optionally, when the road surface condition determiner is used to determine the road surface type according to the road surface height, the road surface condition determiner is used to:

[0047] The road surface state determiner analyzes the road surface heights received within a preset historical period and selects a plurality of target road surface heights that meet the signal zero-crossing condition;

[0048] For each target road surface height that meets the signal zero-crossing condition, determine the historical time of recording the target road surface height;

[0049] Determining a target road surface frequency based on the determined historical time and a preset road surface frequency calculation formula;

[0050] The road surface type of the road surface on which the target vehicle is traveling is determined based on the target road surface frequency, the road surface height received within the preset historical period, and a preset mapping relationship; the preset mapping relationship sets a correspondence between the three parameters, with the road surface frequency and road surface height as input and the road surface type as output.

[0051] Optionally, the damping force calculator includes a low-frequency damping force calculation unit, a high-frequency damping force calculation unit, a damping force selection unit, a damping force constraint unit, a damping coefficient calculation unit, a damping coefficient constraint unit, and a damping force calculation unit:

[0052] The low-frequency damping force calculation unit is used to determine the low-frequency damping force corresponding to the vehicle suspension based on the suspension vibration state parameter;

[0053] The high-frequency damping force calculation unit is used to determine the high-frequency damping force corresponding to the vehicle suspension based on the suspension vibration state parameter;

[0054] The damping force selection unit is configured to select one of the low-frequency damping force or the high-frequency damping force as an initial damping force based on the road surface type and a preset damping force selection rule;

[0055] The damping force constraint unit is configured to recalculate the damping force based on the initial damping force and the shock absorber expansion and contraction speed, and determine a constraint damping force corresponding to the vehicle suspension within a predetermined damping force threshold range;

[0056] The damping coefficient calculation unit is used to determine the initial damping coefficient based on the constraint damping force and the expansion and contraction speed of the shock absorber according to the damping coefficient calculation formula;

[0057] The damping coefficient constraint unit is used to recalculate the damping force coefficient based on the initial damping coefficient and the expansion and contraction speed of the shock absorber, and determine the constrained damping coefficient within a predetermined damping coefficient threshold range;

[0058] The damping force calculation unit is used to determine the target damping force corresponding to the vehicle suspension based on the constraint damping coefficient and the shock absorber expansion and contraction speed according to the damping force calculation formula.

[0059] Optionally, the shock absorber characteristic curve includes a first curve showing a changing relationship between an extension and contraction velocity and a damping force under maximum drive current control, and a second curve showing a changing relationship between an extension and contraction velocity and a damping force under minimum drive current control. When the drive current calculator is used to determine a target drive current for controlling the movement of a shock absorber in a vehicle suspension based on the shock absorber extension and contraction velocity, the target damping force, and a predetermined shock absorber characteristic curve, the drive current calculator is configured to:

[0060] determining a first damping force on the first curve corresponding to the shock absorber expansion and contraction speed based on the shock absorber expansion and contraction speed and the first curve;

[0061] determining a second damping force on the second curve corresponding to the shock absorber expansion and contraction speed based on the shock absorber expansion and contraction speed and the second curve;

[0062] Based on the target damping force, the first damping force, the second damping force, the maximum driving current and the minimum driving current, a target driving current for controlling the movement of the shock absorber in the vehicle suspension is determined according to a preset damping force and current conversion formula.

[0063] Optionally, the conversion formula between the preset damping force and current is:

[0064]

[0065] Wherein, F is the target damping force, F1 is the first damping force, F2 is the second damping force, and I max is the maximum driving current, I min is the minimum driving current, and I is the target driving current.

[0066] An embodiment of the present application also provides an electronic device, comprising: a processor, a memory and a bus, wherein the memory stores machine-readable instructions executable by the processor. When the electronic device is running, the processor and the memory communicate through the bus, and when the machine-readable instructions are executed by the processor, the steps of the control method described above are performed.

[0067] An embodiment of the present application further provides a computer-readable storage medium, on which a computer program is stored. When the computer program is executed by a processor, the steps of the control method described above are executed.

[0068] An embodiment of the present application provides a control method, device, and storage medium for a shock absorber in a vehicle suspension. The control method includes: a suspension vibration monitor of a target vehicle collects a first vibration acceleration of a sprung mass in a vertical direction and a second vibration acceleration of an unsprung mass in a vertical direction, and sends the collected first vibration acceleration and second vibration acceleration to a processor of the target vehicle; the processor processes the received first vibration acceleration and second vibration acceleration to determine suspension vibration state parameters, shock absorber expansion and contraction speed, and road surface height, and sends the determined suspension vibration state parameters and shock absorber expansion and contraction speed to a damping force calculator of the target vehicle, and sends the determined road surface height to a road surface state determiner of the target vehicle. , sending the determined shock absorber expansion and contraction speed to the driving current calculator of the target vehicle; the road surface state determiner determines the road surface type according to the road surface height, and sends the determined road surface type to the damping force calculator; the damping force calculator determines the target damping force expected for the vehicle suspension within a predetermined damping force and damping coefficient threshold range based on the suspension vibration state parameters, the shock absorber expansion and contraction speed, and the road surface type, and sends the determined target damping force to the driving current calculator; the driving current calculator determines the target driving current for controlling the movement of the shock absorber in the vehicle suspension based on the shock absorber expansion and contraction speed, the target damping force, and a predetermined shock absorber characteristic curve, so as to reduce the vertical vibration acceleration of the vehicle body.

[0069] In this way, the damping force calculator of the present application can fully consider the achievable range of the damping force output by the shock absorber from the two perspectives of damping force and damping coefficient, and avoid the transient jump phenomenon of the damping force. The avoidance of transient jump phenomenon can reduce the electromagnetic radiation of electronic devices and improve electromagnetic compatibility. In addition, it can also avoid the sudden change of vehicle body vibration acceleration that may be caused by the sudden change of shock absorber characteristics, thereby improving the comfort of drivers and passengers; the processor and road state determiner of the present application can identify the road surface type of uneven road surface, so that the damping force calculator can adjust the control gain of the suspension in real time according to the road surface type, thereby realizing the performance optimization of the suspension under different road surface types, solving the mid- and high-frequency optimization problems that cannot be achieved by traditional skyhook control theory, and further improving the comfort of drivers and passengers.

[0070] In order to make the above-mentioned objects, features and advantages of the present application more obvious and easy to understand, preferred embodiments are given below and described in detail with reference to the accompanying drawings. BRIEF DESCRIPTION OF THE DRAWINGS

[0071] In order to more clearly illustrate the technical solutions of the embodiments of the present application, the following is a brief introduction to the drawings required for use in the embodiments. It should be understood that the following drawings only show certain embodiments of the present application and therefore should not be regarded as limiting the scope. For ordinary technicians in this field, other relevant drawings can be obtained based on these drawings without creative work.

[0072] Figure 1 A flow chart of a method for controlling a shock absorber in a vehicle suspension provided in an embodiment of the present application;

[0073] Figure 2 A schematic diagram of the structure of the vehicle suspension part provided for this application;

[0074] Figure 3 A schematic diagram of the curve showing the achievable range of the damping force provided in this application;

[0075] Figure 4 A schematic diagram of the curve showing the achievable range of the damping coefficient provided in this application;

[0076] Figure 5 A schematic diagram of the curve showing the relationship between the damping force and the expansion and contraction speed of the shock absorber under different driving currents provided in this application;

[0077] Figure 6 This is a schematic diagram of the vehicle body vibration acceleration response results under low-frequency vibration;

[0078] Figure 7 This is a schematic diagram of the vehicle body vibration acceleration response results under medium and high frequency vibration;

[0079] Figure 8 is a schematic diagram of the curve showing the relationship between the shock absorber expansion and contraction speed and the target damping force;

[0080] Figure 9 A schematic structural diagram of a control device for a shock absorber in a vehicle suspension provided by an embodiment of the present application;

[0081] Figure 10 A schematic structural diagram of a damping force calculator in a control device provided in an embodiment of the present application;

[0082] Figure 11 A schematic diagram of the structure of an electronic device provided in an embodiment of the present application. DETAILED DESCRIPTION

[0083] In order to make the purpose, technical solutions and advantages of the embodiments of the present application clearer, the technical solutions in the embodiments of the present application will be clearly and completely described below in conjunction with the drawings in the embodiments of the present application. Obviously, the described embodiments are only a part of the embodiments of the present application, rather than all of the embodiments. The components of the embodiments of the present application generally described and shown in the drawings here can be arranged and designed in various different configurations. Therefore, the following detailed description of the embodiments of the present application provided in the drawings is not intended to limit the scope of the application for which protection is claimed, but merely represents the selected embodiments of the present application. Based on the embodiments of the present application, each other embodiment obtained by those skilled in the art without making creative work falls within the scope of protection of the present application.

[0084] Currently, control methods for semi-active suspension systems are primarily based on skyhook control theory. This theory can reduce vibration acceleration within a certain frequency range, thereby improving vehicle comfort. Although skyhook control theory is widely used in current mass-produced vehicle suspension systems, its inherent theoretical flaws include the following: It is ineffective at suppressing vibrations in the mid- and high-frequency bands, and it does not consider the achievable range of damping force. Consequently, when the desired damping force exceeds the actual achievable range of the shock absorber, the actual damping force output will experience transient jumps. This jump can reduce the comfort experience for vehicle drivers and passengers.

[0085] Based on this, the embodiments of the present application provide a control method, device and storage medium for the shock absorber in the vehicle suspension, which can effectively avoid the transient jump phenomenon of the output damping force and reduce the vertical vibration acceleration of the vehicle body, thereby improving the comfort of the driver and passengers.

[0086] See also Figure 1 , Figure 1 This is a flow chart of a method for controlling a shock absorber in a vehicle suspension provided by an embodiment of the present application. Figure 1 As shown in , the control method provided by the embodiment of the present application includes:

[0087] S101. A suspension vibration monitor of a target vehicle collects a first vibration acceleration of a sprung mass in a vertical direction and a second vibration acceleration of an unsprung mass in a vertical direction, and sends the collected first vibration acceleration and second vibration acceleration to a processor of the target vehicle.

[0088] Here, the target vehicle is a moving target vehicle, and the suspension vibration monitor is installed in the vehicle suspension to collect a first vibration acceleration of the sprung mass in the vertical direction and a second vibration acceleration of the unsprung mass in the vertical direction, wherein the suspension vibration monitor can be composed of a plurality of acceleration sensors.

[0089] The suspension vibration monitor collects a first vibration acceleration of the sprung mass in the vertical direction and a second vibration acceleration of the unsprung mass in the vertical direction at a predetermined collection frequency, and transmits the collected first vibration acceleration and second vibration acceleration to the processor in real time.

[0090] For examples, see Figure 2 , Figure 2 The structural diagram of the vehicle suspension part provided in this application is as follows: Figure 2 As shown, it includes a body 201, a wheel hub 202, a tire 203, a frame 204, a spring 205, a damping-adjustable shock absorber 6, a first acceleration sensor 207, an electronic control unit 208, and a second acceleration sensor 209. The damping-adjustable shock absorber 206 and the spring 205 are located between the body 201 and the wheel hub 202, playing a connecting role, supporting the body, and alleviating the impact of tire vibration on the body. The tire 203 is arranged on the periphery of the wheel hub 202 and can be equivalent to a spring to absorb the fine vibrations caused by the road surface. The connecting rod and the frame 204 connect the wheel hub 202 and the body 201 to achieve stable lateral positioning of the wheel. The mass of the body 201 is collectively referred to as the sprung mass, and the wheel hub 202, the connecting rod, and the frame 204 are collectively referred to as the unsprung mass. A first acceleration sensor 207 is mounted on the sprung mass and is used to detect a first vibration acceleration of the sprung mass in the vertical direction. A second acceleration sensor 209 is mounted on the unsprung mass and is used to detect a second vibration acceleration of the unsprung mass in the vertical direction. An electronic control unit 208 receives the sprung and unsprung mass vibration acceleration signals and calculates a driving current value, which is ultimately input into the adjustable damping shock absorber 6. The suspension vibration monitor may comprise the first acceleration sensor 207 and the second acceleration sensor 209, and the electronic control unit 208 includes a processor of the target vehicle.

[0091] S102. The processor processes the received first vibration acceleration and the second vibration acceleration to determine suspension vibration state parameters, shock absorber expansion and contraction speed, and road surface height, and sends the determined suspension vibration state parameters and shock absorber expansion and contraction speed to the damping force calculator of the target vehicle, sends the determined road surface height to the road surface state determiner of the target vehicle, and sends the determined shock absorber expansion and contraction speed to the drive current calculator of the target vehicle.

[0092] Here, the suspension vibration state parameter includes at least one of the sprung mass vertical vibration velocity, the sprung mass vertical vibration displacement, the unsprung mass vertical vibration velocity, and the unsprung mass vertical vibration displacement. The road surface height is the height relative to a standard road surface on which the vehicle is traveling, where the standard road surface is defined as a flat surface defined as free of irregularities.

[0093] The electronic control device may further include the damping force calculator, the road surface state determiner, and the driving current calculator.

[0094] In one embodiment provided in the present application, when the suspension vibration state parameters include at least the vertical vibration velocity of the sprung mass and the vertical vibration velocity of the unsprung mass, the processor processes the received first vibration acceleration and the second vibration acceleration to determine the suspension vibration state parameters, the shock absorber expansion and contraction velocity and the road surface height, including: the processor performs numerical integration processing on the received first vibration acceleration and the second vibration acceleration to determine the suspension vibration state parameters; the processor substitutes the vertical vibration velocity of the sprung mass and the vertical vibration velocity of the unsprung mass into a preset velocity calculation formula to determine the shock absorber expansion and contraction velocity; the processor processes the first vibration acceleration and the second vibration acceleration according to the state estimation theory to determine the road surface height.

[0095] Here, the preset speed calculation formula may be that the shock absorber expansion and contraction speed is equal to the vertical speed of the sprung mass minus the vertical speed of the unsprung mass.

[0096] The state estimation theory can be obtained by using a Kalman filter method, optimal estimation or other estimation and calculation methods. The state estimation theory includes the correspondence between vibration acceleration and road surface height, so that the processor can determine the road surface height on which the target vehicle is traveling.

[0097] After receiving the first and second vibration accelerations, the processor processes them in real time to determine the road surface height. However, because the first and second vibration accelerations are received at a predetermined frequency, the obtained road surface height is also discretely distributed at the predetermined frequency.

[0098] Furthermore, to obtain suspension vibration state parameters and road surface height, the signal source for processor 10 is not limited to the first and second accelerometers. Due to the abundance of currently available on-board sensors, a combination of a suspension travel sensor and a vibration acceleration sensor, or a combination of an inertial measurement sensor located within the vehicle body or electronic control unit and a suspension travel sensor, could also be used to replace the first and second accelerometers. Furthermore, given the development of advanced estimation technologies, obtaining suspension vibration state parameters and road surface height can be performed independently of specific sensor inputs, with estimations now performed directly using information published on the vehicle bus.

[0099] S103: The road surface state determiner determines a road surface type according to the road surface height, and sends the determined road surface type to the damping force calculator.

[0100] Here, the road surface state determiner is used to determine the road surface type based on the road surface height, and the road surface type may include a flat road surface, a long-wave road surface, and a short-wave road surface.

[0101] After the road surface type is determined, different road surface types may be assigned different identifiers for ease of subsequent calculations.

[0102] In one embodiment provided in the present application, the road surface state determiner determines the road surface type based on the road surface height, including: the road surface state determiner analyzes the road surface height received within a preset historical period, and selects multiple target road surface heights that meet the signal zero-crossing condition; for each target road surface height that meets the signal zero-crossing condition, determines the historical time of recording the target road surface height; determines the target road surface frequency based on the determined historical time and a preset road surface frequency calculation formula; determines the road surface type of the road surface on which the target vehicle is traveling based on the target road surface frequency, the road surface height received within the preset historical period, and a preset mapping relationship; the preset mapping relationship sets a correspondence between the three parameters with road surface frequency and road surface height as input and road surface type as output.

[0103] Here, the preset historical period can be determined based on the current time and the selected duration. For example, the current time is k, the selected duration is na, and a road surface height R is obtained at each interval of duration a. Thus, the road surface heights received during the preset historical period include R(k), R(ka), R(k-2a), ..., and R(k-na). The duration a is determined by the processor's processing frequency.

[0104] The target road surface height is selected based on the signal zero-crossing condition. The signal zero-crossing condition can be to select two pairs of adjacent road surface heights with opposite signs closest to the current time from the road surface heights within a preset historical period, and then, for each pair of data, select the road surface height data with the earlier time as the target road surface height.

[0105] For example, in the data R(k), R(ka), R(k-2a) ... R(k-na), the times corresponding to two adjacent data with opposite signs are recorded. For example, R(k-m1a) and R(k-m1a-a) have opposite signs, that is, R(k-m1a)*R(k-m1a-a)<0, and R(k-m2a) and R(k-m2a-a) have opposite signs, that is, R(k-m2a)*R(k-m2a-a)<0, then the road surface height R(k-m1a) and the road surface height R(k-m2a) are determined as the target road surface height, and the recorded historical time at this time includes m1a and m2a.

[0106] The preset road surface frequency calculation formula can be f=1 / ((x1-x2)×b), where f is the target road surface frequency, b is the software running step (the a time length as mentioned above), and x1 and x2 are the integer times corresponding to the opposite signs of the two target road surface height data R.

[0107] Here, based on the target road surface frequency, the road surface height received within the preset historical period, and the preset mapping relationship, determining the road surface type of the road surface on which the vehicle is traveling can include: determining the power spectrum density of the road surface height based on the road surface height received within the preset historical period; judging whether the power spectrum density is lower than a preset threshold value, and if so, determining that the road surface type of the road surface on which the target vehicle is traveling is a flat road surface; when the power spectrum density is not lower than the preset threshold value, determining whether the target road surface frequency is lower than the preset frequency, and if so, determining that the road surface type of the road surface on which the target vehicle is traveling is a long-wave road surface, and if not, determining that the road surface type of the road surface on which the target vehicle is traveling is a short-wave road surface.

[0108] The preset threshold value and the preset frequency can be adaptively selected based on actual conditions.

[0109] S104. The damping force calculator determines a target damping force desired for the vehicle suspension within a predetermined damping force and damping coefficient threshold range based on the suspension vibration state parameters, the shock absorber expansion and contraction speed, and the road surface type, and sends the determined target damping force to the driving current calculator.

[0110] Here, the damping force threshold range is also the achievable range of the damping force output by the shock absorber, and the damping coefficient threshold range is also the achievable range of the damping coefficient output by the shock absorber.

[0111] In one embodiment provided in the present application, the damping force calculator determines the target damping force expected by the vehicle suspension from a predetermined damping force and damping coefficient threshold range based on the suspension vibration state parameters, the shock absorber expansion and contraction speed, and the road surface type, including: based on the suspension vibration state parameters, respectively determining the low-frequency damping force and high-frequency damping force corresponding to the vehicle suspension through the low-frequency damping force calculation unit and the high-frequency damping force calculation unit in the damping force calculator; the damping force selection unit in the damping force calculator selects one of the low-frequency damping force or the high-frequency damping force as the initial damping force based on the road surface type and the preset damping force selection rule; the damping force constraint unit in the damping force calculator selects the low-frequency damping force or the high-frequency damping force as the initial damping force based on the road surface type and the preset damping force selection rule; The damping force is recalculated based on the initial damping force and the shock absorber expansion and contraction speed, and the constrained damping force corresponding to the vehicle suspension is determined from a predetermined damping force threshold range; the damping coefficient calculation unit in the damping force calculator determines the initial damping coefficient based on the constrained damping force and the shock absorber expansion and contraction speed according to the damping coefficient calculation formula; the damping coefficient constraint unit in the damping force calculator recalculates the damping force coefficient based on the initial damping coefficient and the shock absorber expansion and contraction speed, and determines the constrained damping coefficient from a predetermined damping coefficient threshold range; the damping force calculation unit in the damping force calculator determines the target damping force corresponding to the vehicle suspension based on the constrained damping coefficient and the shock absorber expansion and contraction speed according to the damping force calculation formula.

[0112] Here, the low-frequency depression damping force can be calculated using the skyhook control algorithm. The high-frequency damping force can be determined using the formula Dfh = Cadd × A1, where Dfh is the high-frequency damping force, Cadd is the acceleration-driven damping coefficient, and A1 is the first vibration acceleration. Furthermore, the low-frequency and high-frequency damping forces can also be determined based on other control theories, such as optimal control and H-infinity control.

[0113] The preset damping force selection rules establish a mapping relationship between road surface type and damping force. For example, the preset damping force selection rules stipulate that when the road surface type is a flat road surface or a long-wave road surface, the low-frequency damping force is determined as the initial damping force, and when the road surface type is a short-wave road surface, the high-frequency damping force is determined as the initial damping force. The above rules can also be modified appropriately. For example, when the road surface is flat, the initial desired damping force can be directly set to the damping force under a fixed driving current. This can reduce the risk of current perturbations on flat roads and further reduce the power or electromagnetic radiation of the electronic control device.

[0114] The damping force threshold range refers to the achievable range of damping force output by the shock absorber at different shock absorber extension and contraction speeds. When determining the constrained damping force, the method may specifically include: determining, based on the shock absorber extension and contraction speed, the damping force threshold range corresponding to the shock absorber extension and contraction speed, and determining whether the initial damping force is within the determined damping force threshold range; if so, determining the initial damping force as the constrained damping force; if not, if the initial damping force is greater than the maximum damping force within the damping force threshold range, determining the maximum damping force as the constrained damping force; and if the initial damping force is less than the minimum damping force within the damping force threshold range, determining the minimum damping force as the constrained damping force.

[0115] For examples, see Figure 3 , Figure 3 This is a curve diagram showing the range of damping force that can be achieved in this application. Figure 3 As shown, the horizontal axis represents the shock absorber extension and contraction speed, and the vertical axis represents the damping force. Curve 301 represents the maximum range of damping force achievable at different shock absorber extension and contraction speeds when the shock absorber extension and contraction speed is greater than 0, and the minimum range of damping force achievable at different shock absorber extension and contraction speeds when the shock absorber extension and contraction speed is less than 0. Curve 302 represents the minimum range of damping force achievable at different shock absorber extension and contraction speeds when the shock absorber extension and contraction speed is greater than 0, and the maximum range of damping force achievable at different shock absorber extension and contraction speeds when the shock absorber extension and contraction speed is less than 0.

[0116] based on Figure 3 The steps for determining the constrained damping force are as follows: when the shock absorber expansion and contraction velocity V is greater than 0, if the initial damping force is greater than the value corresponding to the damping force upper boundary curve 301, then the constrained damping force is set equal to the value of the upper boundary curve 301; when the shock absorber expansion and contraction velocity V is greater than 0, if the initial damping force is less than the value corresponding to the damping force lower boundary curve 302, then the constrained damping force is set equal to the value of the lower boundary curve 302; when the shock absorber expansion and contraction velocity V is greater than 0, if the constrained damping force is between the damping force upper boundary curve 301 and the damping force lower boundary curve 302, then the constrained damping force is set equal to the initial damping force. When the shock absorber expansion and contraction velocity V is less than 0, the setting of the constrained damping force is similar to that when the shock absorber expansion and contraction velocity V is greater than 0, that is, when the initial damping force exceeds the boundary, the value corresponding to the damping force upper boundary curve 301 or the damping force lower boundary curve 302 is selected; when the constrained damping force does not exceed the damping force boundary, then the constrained damping force is set equal to the initial damping force.

[0117] The initial damping coefficient is determined based on the constrained damping force and the shock absorber expansion and contraction speed according to the damping coefficient calculation formula. The initial damping coefficient can be determined as a value obtained by dividing the constrained damping force by the shock absorber expansion and contraction speed.

[0118] The damping coefficient threshold range refers to the achievable range of the damping coefficient at different shock absorber extension and contraction speeds. When determining the constrained damping coefficient, the method may specifically include: determining, based on the shock absorber extension and contraction speed, the damping coefficient threshold range corresponding to the shock absorber extension and contraction speed, and determining whether the initial damping coefficient is within the determined damping coefficient threshold range; if so, determining the initial damping coefficient as the constrained damping coefficient; if not, if the initial damping coefficient is greater than the maximum damping coefficient within the damping coefficient threshold range, determining the maximum damping coefficient as the constrained damping coefficient; and if the initial damping coefficient is less than the minimum damping coefficient within the damping coefficient threshold range, determining the minimum damping coefficient as the constrained damping coefficient.

[0119] For examples, see Figure 4 , Figure 4 This is a curve diagram showing the range of damping coefficients that can be achieved in this application. Figure 4 As shown, the horizontal axis represents the shock absorber expansion and contraction speed, and the vertical axis represents the damping coefficient. Curve 401 represents the maximum range of the damping coefficient that can be achieved at different shock absorber expansion and contraction speeds. Curve 301 represents the minimum range of the damping coefficient that can be achieved at different shock absorber expansion and contraction speeds.

[0120] based on Figure 4 The steps for determining the constrained damping coefficient are as follows: at different shock absorber expansion and contraction speeds V, if the initial damping coefficient is greater than the damping coefficient upper boundary curve 401, then the constrained damping coefficient is set to the value corresponding to the damping coefficient upper boundary curve 401; at different shock absorber expansion and contraction speeds V, if the initial damping coefficient is less than the damping coefficient lower boundary curve 402, then the constrained damping coefficient is set to the value corresponding to the damping coefficient lower boundary curve 402; at different shock absorber expansion and contraction speeds V, if the initial damping coefficient is between the damping coefficient upper boundary curve 401 and the damping coefficient lower boundary curve 402, then the constrained damping coefficient is equal to the initial damping coefficient.

[0121] The target damping force corresponding to the vehicle suspension is determined based on the constraint damping coefficient and the shock absorber expansion and contraction speed according to the damping force calculation formula. The target damping force can be determined as a value obtained by multiplying the constraint damping coefficient by the shock absorber expansion and contraction speed.

[0122] In this way, based on the above calculation process, two design requirements are achieved, namely: 1) The initial damping force is given according to different road surface types, which can achieve vibration optimization for different road surface types, especially the sensitivity of the damping force to the vibration frequency; 2) The initial damping force is processed by the damping force constraint unit and the damping coefficient constraint unit, and the feasibility of the damping force of the shock absorber is fully considered to ensure the feasibility of the target damping force output in the end.

[0123] S105. The driving current calculator determines a target driving current for controlling the movement of the shock absorber in the vehicle suspension based on the shock absorber expansion and contraction speed, the target damping force, and a predetermined shock absorber characteristic curve, so as to reduce the vertical vibration acceleration of the vehicle body.

[0124] In one embodiment provided in the present application, the shock absorber characteristic curve includes a first curve showing the changing relationship between the extension and contraction velocity and the damping force under maximum drive current control, and a second curve showing the changing relationship between the extension and contraction velocity and the damping force under minimum drive current control. The drive current calculator determines the target drive current for controlling the movement of the shock absorber in the vehicle suspension based on the shock absorber extension and contraction velocity, the target damping force, and a predetermined shock absorber characteristic curve, including: determining a first damping force on the first curve corresponding to the shock absorber extension and contraction velocity based on the shock absorber extension and contraction velocity and the first curve; determining a second damping force on the second curve corresponding to the shock absorber extension and contraction velocity based on the shock absorber extension and contraction velocity and the second curve; and determining the target drive current for controlling the movement of the shock absorber in the vehicle suspension based on the target damping force, the first damping force, the second damping force, the maximum drive current, and the minimum drive current in accordance with a preset damping force-to-current conversion formula.

[0125] For examples, see Figure 5 , Figure 5 The curve diagram of the relationship between the damping force and the expansion and contraction speed of the shock absorber under different driving currents provided in this application is as follows: Figure 5 As shown, curve 501 represents the first curve, curve 502 represents the second curve, V1 represents the shock absorber extension and contraction velocity, square points represent the first damping force at V1, circular points represent the target damping force at V1, and triangular points represent the second damping force at V1. By substituting the determined values into the preset damping force to current conversion formula, the target drive current for controlling the shock absorber movement in the vehicle suspension can be determined, thereby reducing the vertical vibration acceleration of the vehicle body and improving the comfort of the driver and passengers.

[0126] In another embodiment provided in the present application, the conversion formula between the preset damping force and the current is:

[0127]

[0128] Wherein, F is the target damping force, F1 is the first damping force, F2 is the second damping force, I max is the maximum driving current, I min is the minimum driving current, and I is the target driving current.

[0129] In addition, in order to further illustrate the beneficial effects of the control method provided by this application, a comparison diagram of the control method in this application and the traditional control method is provided. Figure 6 、 7 and 8, Figure 6 This is a schematic diagram of the vehicle body vibration acceleration response results under low-frequency vibration. Figure 7 This is a schematic diagram of the vehicle body vibration acceleration response results under medium and high frequency vibration. Figure 8 The graph below shows the relationship between the shock absorber's expansion and contraction velocity and the target damping force. Two comparative examples are presented. Example 1 illustrates the traditional suspension control method, demonstrating the damping effect without an electronic control device. Example 2 demonstrates the control method based on traditional skyhook control theory.

[0130] Figure 6 and Figure 7 In the equation, the horizontal axis is the system running time, and the vertical axis is the vehicle body vibration acceleration. Figure 6 It can be seen that in a low-frequency vibration environment, the method of applying the technical solution of the present application can effectively reduce the vibration acceleration amplitude of the vehicle body compared with Comparative Example 1; further, Figure 7 It can be seen that in a medium and high frequency vibration environment, the method of applying the technical solution of this application can also significantly reduce the vibration acceleration of the vehicle body compared to Comparative Example 1. Figure 6 and Figure 7 From the results, it can be clearly seen that the effect of the present application on vibrations of different road surfaces, that is, the beneficial effect of the present application of "being able to identify the type of uneven road surface, and the damping force calculator being able to adjust the control gain of the suspension in real time according to the road surface type, thereby achieving performance optimization of the suspension system under different road surface types, solving the mid- and high-frequency optimization problems that cannot be achieved by traditional skyhook control theory, and further improving the comfort of the driver and passengers" is effectively demonstrated.

[0131] Figure 8 In the equation, the horizontal axis is the shock absorber expansion and contraction speed V, and the vertical axis is the target damping force. Figure 9 It can be seen that by applying the method of the technical solution of this application, the target damping force can be limited to the first and third quadrants of the coordinate system, and the range of the area can be clearly followed. Figure 5 The target damping force in Comparative Example 2 does not conform to the shock absorber characteristics at all, that is, the damping force appears in a coordinate area that is obviously unattainable. Figure 8From the comparison between the method of the technical solution of the present application and Comparative Example 2, it can be seen that the present invention fully considers the characteristics of the shock absorber, thereby avoiding transient changes in the damping force, that is, it effectively proves the beneficial effect of the present application of "being able to fully consider the achievable range of the damping force output by the shock absorber from the two perspectives of damping force and damping coefficient, and avoiding the transient jump phenomenon of the damping force. Thereby avoiding the sudden change in the vibration acceleration of the vehicle body caused by the sudden change in the shock absorber characteristics, and improving the comfort of the driver and passengers."

[0132] An embodiment of the present application provides a method for controlling a shock absorber in a vehicle suspension, comprising: collecting a first vibration acceleration of a sprung mass in a vertical direction and a second vibration acceleration of an unsprung mass in a vertical direction by a suspension vibration monitor of a target vehicle, and sending the collected first vibration acceleration and second vibration acceleration to a processor of the target vehicle; processing the received first vibration acceleration and second vibration acceleration by the processor to determine suspension vibration state parameters, shock absorber expansion and contraction speed, and road surface height, and sending the determined suspension vibration state parameters and shock absorber expansion and contraction speed to a damping force calculator of the target vehicle, sending the determined road surface height to a road surface state determiner of the target vehicle, and sending the determined suspension vibration state parameters and shock absorber expansion and contraction speed to a damping force calculator of the target vehicle, sending the determined road surface height to a road surface state determiner of the target vehicle, and sending the determined suspension vibration state parameters and shock absorber expansion and contraction speed to a damping force calculator of the target vehicle. The shock absorber expansion and contraction speed is sent to the driving current calculator of the target vehicle; the road surface state determiner determines the road surface type according to the road surface height, and sends the determined road surface type to the damping force calculator; the damping force calculator determines the target damping force expected by the vehicle suspension from a predetermined damping force and damping coefficient threshold range based on the suspension vibration state parameters, the shock absorber expansion and contraction speed, and the road surface type, and sends the determined target damping force to the driving current calculator; the driving current calculator determines the target driving current for controlling the movement of the shock absorber in the vehicle suspension based on the shock absorber expansion and contraction speed, the target damping force, and a predetermined shock absorber characteristic curve, so as to reduce the vertical vibration acceleration of the vehicle body.

[0133] In this way, the damping force calculator of the present application can fully consider the achievable range of the damping force output by the shock absorber from the two perspectives of damping force and damping coefficient, and avoid the transient jump phenomenon of the damping force. The avoidance of transient jump phenomenon can reduce the electromagnetic radiation of electronic devices and improve electromagnetic compatibility. In addition, it can also avoid the sudden change of vehicle body vibration acceleration that may be caused by the sudden change of shock absorber characteristics, thereby improving the comfort of drivers and passengers; the processor and road state determiner of the present application can identify the road surface type of uneven road surface, so that the damping force calculator can adjust the control gain of the suspension in real time according to the road surface type, thereby realizing the performance optimization of the suspension under different road surface types, solving the mid- and high-frequency optimization problems that cannot be achieved by traditional skyhook control theory, and further improving the comfort of drivers and passengers.

[0134] See also Figure 9 , Figure 9 This is a schematic diagram of the structure of a control device for a shock absorber in a vehicle suspension provided by an embodiment of the present application. The control device 900 includes a suspension vibration monitor 910, a processor 920, a damping force calculator 930, a road surface state determiner 940, and a drive current calculator 950:

[0135] The suspension vibration monitor 910 is configured to collect a first vibration acceleration of the sprung mass in the vertical direction and a second vibration acceleration of the unsprung mass in the vertical direction, and transmit the collected first vibration acceleration and second vibration acceleration to the processor 920 of the target vehicle;

[0136] the processor 920 being configured to process the received first vibration acceleration and the second vibration acceleration to determine a suspension vibration state parameter, a shock absorber expansion and contraction speed, and a road surface height, and to send the determined suspension vibration state parameter and the shock absorber expansion and contraction speed to a damping force calculator 930 of the target vehicle, to send the determined road surface height to a road surface state determiner 940 of the target vehicle, and to send the determined shock absorber expansion and contraction speed to a driving current calculator 950 of the target vehicle;

[0137] The road surface state determiner 940 is configured to determine a road surface type according to the road surface height and send the determined road surface type to the damping force calculator 930;

[0138] The damping force calculator 930 is configured to determine a target damping force expected for the vehicle suspension within a predetermined damping force and damping coefficient threshold range based on the suspension vibration state parameter, the shock absorber expansion and contraction speed, and the road surface type, and transmit the determined target damping force to the driving current calculator 950;

[0139] The driving current calculator 950 is used to determine a target driving current for controlling the movement of the shock absorber in the vehicle suspension based on the shock absorber expansion and contraction speed, the target damping force, and a predetermined shock absorber characteristic curve, so as to reduce the vertical vibration acceleration of the vehicle body.

[0140] Optionally, the suspension vibration state parameter includes at least one of the vertical vibration velocity of the sprung mass, the vertical vibration displacement of the sprung mass, the vertical vibration velocity of the unsprung mass, and the vertical vibration displacement of the unsprung mass.

[0141] Optionally, when the suspension vibration state parameters include at least the vertical vibration velocity of the sprung mass and the vertical vibration velocity of the unsprung mass, the processor 920, when processing the received first vibration acceleration and the second vibration acceleration to determine the suspension vibration state parameters, the shock absorber extension and contraction velocity, and the road surface height, is configured to:

[0142] The processor performs numerical integration processing on the received first vibration acceleration and the second vibration acceleration to determine the suspension vibration state parameter;

[0143] The processor substitutes the vertical vibration velocity of the sprung mass and the vertical vibration velocity of the unsprung mass into a preset velocity calculation formula to determine the expansion and contraction velocity of the shock absorber;

[0144] The processor processes the first vibration acceleration and the second vibration acceleration according to state estimation theory to determine the road surface height.

[0145] Optionally, when the road surface state determiner 940 is used to determine the road surface type according to the road surface height, the road surface state determiner 940 is used to:

[0146] The road surface state determiner analyzes the road surface heights received within a preset historical period and selects a plurality of target road surface heights that meet the signal zero-crossing condition;

[0147] For each target road surface height that meets the signal zero-crossing condition, determine the historical time of recording the target road surface height;

[0148] Determining a target road surface frequency based on the determined historical time and a preset road surface frequency calculation formula;

[0149] The road surface type of the road surface on which the target vehicle is traveling is determined based on the target road surface frequency, the road surface height received within the preset historical period, and a preset mapping relationship; the preset mapping relationship sets a correspondence between the three parameters, with the road surface frequency and road surface height as input and the road surface type as output.

[0150] Optional, see Figure 10 , Figure 10 This is a schematic diagram of the structure of the damping force calculator in the control device provided in the embodiment of the present application, such as Figure 10 As shown, the damping force calculator 930 includes a low-frequency damping force calculation unit 931, a high-frequency damping force calculation unit 932, a damping force selection unit 933, a damping force constraint unit 934, a damping coefficient calculation unit 935, a damping coefficient constraint unit 936, and a damping force calculation unit 937:

[0151] The low-frequency damping force calculation unit 931 is used to determine the low-frequency damping force corresponding to the vehicle suspension based on the suspension vibration state parameter;

[0152] The high-frequency damping force calculation unit 932 is used to determine the high-frequency damping force corresponding to the vehicle suspension based on the suspension vibration state parameter;

[0153] The damping force selection unit 933 is configured to select one of the low-frequency damping force or the high-frequency damping force as an initial damping force based on the road surface type and a preset damping force selection rule;

[0154] The damping force constraint unit 934 is configured to recalculate the damping force based on the initial damping force and the shock absorber expansion and contraction speed, and determine a constraint damping force corresponding to the vehicle suspension within a predetermined damping force threshold range;

[0155] The damping coefficient calculation unit 935 is configured to determine an initial damping coefficient based on the constraint damping force and the shock absorber expansion and contraction speed according to a damping coefficient calculation formula;

[0156] The damping coefficient constraint unit 936 is used to recalculate the damping force coefficient based on the initial damping coefficient and the expansion and contraction speed of the shock absorber, and determine the constrained damping coefficient within a predetermined damping coefficient threshold range;

[0157] The damping force calculation unit 937 is used to determine the target damping force corresponding to the vehicle suspension based on the constraint damping coefficient and the shock absorber expansion and contraction speed according to the damping force calculation formula.

[0158] Optionally, the shock absorber characteristic curve includes a first curve showing a changing relationship between an extension and contraction velocity and a damping force under maximum drive current control, and a second curve showing a changing relationship between an extension and contraction velocity and a damping force under minimum drive current control. When the drive current calculator 950 is used to determine a target drive current for controlling the movement of a shock absorber in a vehicle suspension based on the shock absorber extension and contraction velocity, the target damping force, and a predetermined shock absorber characteristic curve, the drive current calculator 950 is configured to:

[0159] determining a first damping force on the first curve corresponding to the shock absorber expansion and contraction speed based on the shock absorber expansion and contraction speed and the first curve;

[0160] determining a second damping force on the second curve corresponding to the shock absorber expansion and contraction speed based on the shock absorber expansion and contraction speed and the second curve;

[0161] Based on the target damping force, the first damping force, the second damping force, the maximum driving current and the minimum driving current, a target driving current for controlling the movement of the shock absorber in the vehicle suspension is determined according to a preset damping force and current conversion formula.

[0162] Optionally, the conversion formula between the preset damping force and current is:

[0163]

[0164] Wherein, F is the target damping force, F1 is the first damping force, F2 is the second damping force, I max is the maximum driving current, I min is the minimum driving current, and I is the target driving current.

[0165] See also Figure 11 , Figure 11 This is a schematic diagram of the structure of an electronic device provided in an embodiment of the present application. Figure 11 As shown in , the electronic device 1100 includes a processor 1110 , a memory 1120 and a bus 1130 .

[0166] The memory 1120 stores machine-readable instructions executable by the processor 1110. When the electronic device 1100 is running, the processor 1110 communicates with the memory 1120 via the bus 1130. When the machine-readable instructions are executed by the processor 1110, the above-mentioned Figures 1 to 8 The specific implementation of the steps in the method embodiment shown can be found in the method embodiment and will not be repeated here.

[0167] The embodiment of the present application also provides a computer-readable storage medium on which a computer program is stored. When the computer program is executed by a processor, the computer program can execute the above-mentioned Figures 1 to 8 The specific implementation of the steps in the method embodiment shown can be found in the method embodiment and will not be repeated here.

[0168] Those skilled in the art will clearly understand that, for the convenience and brevity of description, the specific working processes of the systems, devices and units described above can refer to the corresponding processes in the aforementioned method embodiments and will not be repeated here.

[0169] In the several embodiments provided in this application, it should be understood that the disclosed systems, devices and methods can be implemented in other ways. The device embodiments described above are merely schematic. For example, the division of the units is merely a logical function division. There may be other division methods in actual implementation. For example, multiple units or components may be combined or integrated into another system, or some features may be ignored or not executed. Another point is that the mutual coupling or direct coupling or communication connection shown or discussed may be through some communication interface, indirect coupling or communication connection of devices or units, which may be electrical, mechanical or other forms.

[0170] The units described as separate components may or may not be physically separate, and the components shown as units may or may not be physical units, that is, they may be located in one place or distributed across multiple network units. Some or all of these units may be selected to achieve the purpose of this embodiment according to actual needs.

[0171] In addition, each functional unit in each embodiment of the present application may be integrated into one processing unit, or each unit may exist physically separately, or two or more units may be integrated into one unit.

[0172] If the functions are implemented in the form of software functional units and sold or used as independent products, they can be stored in a non-volatile computer-readable storage medium that is executable by a processor. Based on this understanding, the technical solution of the present application, or the part that contributes to the prior art, or the part of the technical solution, can be embodied in the form of a software product. The computer software product is stored in a storage medium and includes several instructions for enabling a computer device (which can be a personal computer, a server, or a network device, etc.) to execute all or part of the steps of the method described in each embodiment of the present application. The aforementioned storage medium includes various media that can store program codes, such as a USB flash drive, a mobile hard disk, a read-only memory (ROM), a random access memory (RAM), a magnetic disk or an optical disk.

[0173] Finally, it should be noted that the above-described embodiments are only specific implementation methods of the present application, which are used to illustrate the technical solutions of the present application, rather than to limit them. The scope of protection of the present application is not limited thereto. Although the present application has been described in detail with reference to the above-mentioned embodiments, those skilled in the art should understand that any person skilled in the art can modify or easily conceive of changes to the technical solutions described in the above-mentioned embodiments within the technical scope disclosed in the present application, or perform equivalent replacements for some of the technical features thereof. These modifications, changes, or replacements do not deviate from the spirit and scope of the technical solutions of the embodiments of the present application, and should be included in the scope of protection of the present application. Therefore, the scope of protection of the present application should be based on the scope of protection of the claims.

Claims

1. A method for controlling a shock absorber in a vehicle suspension, characterized in that: The control method includes: collecting a first vibration acceleration of the sprung mass in a vertical direction and a second vibration acceleration of the unsprung mass in a vertical direction by a suspension vibration monitor of the target vehicle, and transmitting the collected first vibration acceleration and second vibration acceleration to a processor of the target vehicle; The processor processes the received first vibration acceleration and the second vibration acceleration to determine a suspension vibration state parameter, a shock absorber expansion and contraction speed, and a road surface height, and transmits the determined suspension vibration state parameter and the shock absorber expansion and contraction speed to a damping force calculator of the target vehicle, transmits the determined road surface height to a road surface state determiner of the target vehicle, and transmits the determined shock absorber expansion and contraction speed to a drive current calculator of the target vehicle; The road surface state determiner determines a road surface type according to the road surface height, and sends the determined road surface type to the damping force calculator; The damping force calculator determines a target damping force desired for the vehicle suspension within a predetermined damping force and damping coefficient threshold range based on the suspension vibration state parameter, the shock absorber expansion and contraction speed, and the road surface type, and transmits the determined target damping force to the driving current calculator; The driving current calculator determines a target driving current for controlling the movement of the shock absorber in the vehicle suspension based on the shock absorber extension and contraction speed, the target damping force, and a predetermined shock absorber characteristic curve to reduce the vertical vibration acceleration of the vehicle body; The damping force calculator determines a target damping force expected for the vehicle suspension from a predetermined damping force and damping coefficient threshold range based on the suspension vibration state parameter, the shock absorber expansion and contraction speed, and the road surface type, including: Based on the suspension vibration state parameters, determining a low-frequency damping force and a high-frequency damping force corresponding to the vehicle suspension by a low-frequency damping force calculation unit and a high-frequency damping force calculation unit in the damping force calculator, respectively; The damping force selection unit in the damping force calculator selects one of the low-frequency damping force or the high-frequency damping force as an initial damping force based on the road surface type and a preset damping force selection rule; the preset damping force selection rule establishes a mapping relationship between the road surface type and the damping force; The damping force constraint unit in the damping force calculator recalculates the damping force based on the initial damping force and the shock absorber extension and contraction speed, and determines a constrained damping force corresponding to the vehicle suspension from a predetermined damping force threshold range. If the initial damping force is within the damping force threshold range corresponding to the shock absorber extension and contraction speed, the initial damping force is determined as the constrained damping force; if not, a boundary threshold value within the damping force threshold range that is closest to the initial damping force is determined as the constrained damping force. The damping coefficient calculation unit in the damping force calculator determines an initial damping coefficient based on the constraint damping force and the shock absorber expansion and contraction speed according to a damping coefficient calculation formula; The damping coefficient constraint unit in the damping force calculator recalculates the damping force coefficient based on the initial damping coefficient and the shock absorber extension and contraction speed, and determines a constrained damping coefficient from a predetermined damping coefficient threshold range. If the initial damping coefficient is within the damping coefficient threshold range corresponding to the shock absorber extension and contraction speed, the initial damping coefficient is determined as the constrained damping coefficient; if not, a boundary threshold value within the damping coefficient threshold range that is closest to the initial damping coefficient is determined as the constrained damping coefficient. The damping force calculation unit in the damping force calculator determines the target damping force corresponding to the vehicle suspension based on the constraint damping coefficient and the shock absorber expansion and contraction speed according to the damping force calculation formula.

2. The control method according to claim 1, characterized in that: The suspension vibration state parameter includes at least one of a sprung mass vertical vibration velocity, a sprung mass vertical vibration displacement, an unsprung mass vertical vibration velocity, and an unsprung mass vertical vibration displacement.

3. The control method according to claim 2, characterized in that: When the suspension vibration state parameters include at least the vertical vibration velocity of the sprung mass and the vertical vibration velocity of the unsprung mass, the processor processes the received first vibration acceleration and the second vibration acceleration to determine the suspension vibration state parameters, the shock absorber extension and contraction velocity, and the road surface height, including: The processor performs numerical integration processing on the received first vibration acceleration and the second vibration acceleration to determine the suspension vibration state parameter; The processor substitutes the vertical vibration velocity of the sprung mass and the vertical vibration velocity of the unsprung mass into a preset velocity calculation formula to determine the expansion and contraction velocity of the shock absorber; The processor processes the first vibration acceleration and the second vibration acceleration according to state estimation theory to determine the road surface height.

4. The control method according to claim 1, wherein: The determining of the road surface type according to the road surface height by the road surface state determiner includes: The road surface state determiner analyzes the road surface heights received within a preset historical period and selects a plurality of target road surface heights that meet the signal zero-crossing condition; For each target road surface height that meets the signal zero-crossing condition, determine the historical time of recording the target road surface height; Determining a target road surface frequency based on the determined historical time and a preset road surface frequency calculation formula; The road surface type of the road surface on which the target vehicle is traveling is determined based on the target road surface frequency, the road surface height received within the preset historical period, and a preset mapping relationship; the preset mapping relationship sets a correspondence between the three parameters, with the road surface frequency and road surface height as input and the road surface type as output.

5. The control method according to claim 1, characterized in that: The shock absorber characteristic curve includes a first curve showing a changing relationship between an extension and contraction speed and a damping force under maximum drive current control, and a second curve showing a changing relationship between an extension and contraction speed and a damping force under minimum drive current control. The drive current calculator determines a target drive current for controlling movement of a shock absorber in a vehicle suspension based on the shock absorber extension and contraction speed, the target damping force, and a predetermined shock absorber characteristic curve, including: determining a first damping force on the first curve corresponding to the shock absorber expansion and contraction speed based on the shock absorber expansion and contraction speed and the first curve; determining a second damping force on the second curve corresponding to the shock absorber expansion and contraction speed based on the shock absorber expansion and contraction speed and the second curve; Based on the target damping force, the first damping force, the second damping force, the maximum driving current and the minimum driving current, a target driving current for controlling the movement of the shock absorber in the vehicle suspension is determined according to a preset damping force and current conversion formula.

6. The control method according to claim 5, characterized in that: The conversion formula between the preset damping force and current is: Wherein, F is the target damping force, F1 is the first damping force, F2 is the second damping force, and I max is the maximum driving current, I min is the minimum driving current, and I is the target driving current.

7. A control device for a shock absorber in a vehicle suspension, characterized in that: The control device includes a suspension vibration monitor, a processor, a road surface state determiner, a damping force calculator, and a drive current calculator: The suspension vibration monitor is configured to collect a first vibration acceleration of the sprung mass in a vertical direction and a second vibration acceleration of the unsprung mass in a vertical direction, and transmit the collected first vibration acceleration and second vibration acceleration to the processor of the target vehicle; the processor being configured to process the received first vibration acceleration and the second vibration acceleration to determine a suspension vibration state parameter, a shock absorber expansion and contraction speed, and a road surface height, and to send the determined suspension vibration state parameter and the shock absorber expansion and contraction speed to a damping force calculator of the target vehicle, to send the determined road surface height to a road surface state determiner of the target vehicle, and to send the determined shock absorber expansion and contraction speed to a driving current calculator of the target vehicle; The road surface state determiner is configured to determine a road surface type according to the road surface height and send the determined road surface type to the damping force calculator; the damping force calculator is configured to determine a target damping force desired for the vehicle suspension within a predetermined damping force and damping coefficient threshold range based on the suspension vibration state parameter, the shock absorber expansion and contraction speed, and the road surface type, and to send the determined target damping force to the driving current calculator; The driving current calculator is configured to determine a target driving current for controlling the movement of the shock absorber in the vehicle suspension based on the shock absorber extension and contraction speed, the target damping force, and a predetermined shock absorber characteristic curve, so as to reduce the vertical vibration acceleration of the vehicle body; When the damping force calculator is used to determine a target damping force expected for the vehicle suspension from a predetermined damping force and damping coefficient threshold range based on the suspension vibration state parameter, the shock absorber expansion and contraction speed, and the road surface type, the damping force calculator is configured to: Based on the suspension vibration state parameters, determining a low-frequency damping force and a high-frequency damping force corresponding to the vehicle suspension by a low-frequency damping force calculation unit and a high-frequency damping force calculation unit in the damping force calculator, respectively; The damping force selection unit in the damping force calculator selects one of the low-frequency damping force or the high-frequency damping force as an initial damping force based on the road surface type and a preset damping force selection rule; The mapping relationship between road surface type and damping force is established in the preset damping force selection rule; The damping force constraint unit in the damping force calculator recalculates the damping force based on the initial damping force and the shock absorber extension and contraction speed, and determines a constrained damping force corresponding to the vehicle suspension from a predetermined damping force threshold range. If the initial damping force is within the damping force threshold range corresponding to the shock absorber extension and contraction speed, the initial damping force is determined as the constrained damping force; if not, a boundary threshold value within the damping force threshold range that is closest to the initial damping force is determined as the constrained damping force. The damping coefficient calculation unit in the damping force calculator determines an initial damping coefficient based on the constraint damping force and the shock absorber expansion and contraction speed according to a damping coefficient calculation formula; The damping coefficient constraint unit in the damping force calculator recalculates the damping force coefficient based on the initial damping coefficient and the shock absorber extension and contraction speed, and determines a constrained damping coefficient from a predetermined damping coefficient threshold range. If the initial damping coefficient is within the damping coefficient threshold range corresponding to the shock absorber extension and contraction speed, the initial damping coefficient is determined as the constrained damping coefficient; if not, a boundary threshold value within the damping coefficient threshold range that is closest to the initial damping coefficient is determined as the constrained damping coefficient. The damping force calculation unit in the damping force calculator determines the target damping force corresponding to the vehicle suspension based on the constraint damping coefficient and the shock absorber expansion and contraction speed according to the damping force calculation formula.

8. An electronic device, characterized in that: include: A processor, a memory and a bus, wherein the memory stores machine-readable instructions executable by the processor, and when the electronic device is running, the processor and the memory communicate through the bus, and the machine-readable instructions are executed by the processor to execute the steps of the control method according to any one of claims 1 to 6.

9. A computer-readable storage medium, characterized in that The computer-readable storage medium stores a computer program, and when the computer program is executed by a processor, the steps of the control method according to any one of claims 1 to 6 are executed.

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