Automobile electric control suspension and control method thereof

Abstract

The application discloses an automobile electric control suspension, a front suspension left shock absorber and a front suspension right shock absorber are arranged on a front suspension, a rear suspension left shock absorber and a rear suspension right shock absorber are arranged on a rear suspension, a ride comfort control unit is arranged on a vehicle body floor, and the front suspension left shock absorber, the front suspension right shock absorber, the rear suspension left shock absorber and the rear suspension right shock absorber are connected with the ride comfort control unit through signal lines. The application further discloses a control method of the electric control suspension. The above technical scheme meets the requirements of users on riding comfort and control stability, a specific electric control suspension control algorithm is adopted, a plurality of sensor signals are collected, a plurality of modules are controlled, damping is provided for the shock absorber, the control object of the control algorithm is a damping force coefficient, the damping force can be changed smoothly, and better riding experience is provided for users.

Description

TECHNICAL FIELD

[0001] The present application belongs to the technical field of automobile motion and power state control, and relates to automobile suspension technology, and more particularly to an automobile electric control suspension. BACKGROUND

[0002] With the development of vehicle technology, consumers have increasingly high requirements for the comfort of riding and the stability of driving.

[0003] However, in the current market, the existing technology of the electric control suspension scheme mainly adopts a skyhook control algorithm. The control object of the skyhook control algorithm is damping force, and the damping force has a mutation and many uncontrollable regions. This greatly affects the comfort of riding, resulting in poor user experience; and also causes the stability of operation and control to decrease, which actually affects the smoothness and safety of vehicle driving, and even affects the service life of the vehicle. SUMMARY

[0004] The present application provides an automobile electric control suspension, which aims to improve the comfort of riding and the stability of operation.

[0005] In order to achieve the above-mentioned purpose, the technical scheme adopted by the present application is as follows:

[0006] The automobile electric control suspension of the present application is characterized in that the automobile is provided with a front suspension, a rear suspension and a vehicle body floor; a front suspension left damper and a front suspension right damper are arranged on the front suspension; a rear suspension left damper and a rear suspension right damper are arranged on the rear suspension; a ride comfort control unit is arranged on the vehicle body floor; the front suspension left damper, the front suspension right damper, the rear suspension left damper and the rear suspension right damper are all connected to the ride comfort control unit through signal lines.

[0007] A left vehicle body acceleration sensor, a right vehicle body acceleration sensor and a rear vehicle body acceleration sensor are arranged on the vehicle body of the automobile, and the left vehicle body acceleration sensor, the right vehicle body acceleration sensor and the rear vehicle body acceleration sensor are all connected to the ride comfort control unit through signal lines.

[0008] A left wheel acceleration sensor and a right wheel acceleration sensor are arranged on the wheel of the automobile, and the left wheel acceleration sensor and the right wheel acceleration sensor are all connected to the ride comfort control unit through signal lines.

[0009] The control system of the automobile electric control suspension comprises a vehicle body control module, an operation control module, a non-sprung damping control module, a stroke control module and a speed-dependent control module.

[0010] The body control module mainly controls the body heave, roll and pitch caused by the road surface; its typical working condition is: rural road; its control logic is: through three body accelerations, the body motion state is evaluated, and it is judged whether the vehicle is rolling, pitching or flat jumping; the vehicle speed, the body motion state and the relative position of the body and the wheel are taken as inputs to control the body and output the control command; the requirement is: the damping force required for control is controlled according to the estimated body and suspension motion.

[0011] The handling control module mainly controls roll and pitch; including:

[0012] 1. Anti-roll handling control, its typical working condition is: turning, double lane shifting; its control logic is: through the vehicle speed and steering wheel angle, the lateral acceleration is judged, and the yaw rate is taken as input to drive the anti-roll control and output the control command; the requirement is: the damping force required for control increases with the increase of longitudinal acceleration.

[0013] 2. Anti-nodding handling control, its typical working condition is: braking; its control logic is: through the vehicle speed, gearbox gear position, engine torque and brake pressure, the longitudinal acceleration is evaluated; the longitudinal acceleration and the vehicle speed are taken as input to drive the anti-nodding control and output the control command; the requirement is: the damping force required for control increases with the increase of longitudinal acceleration.

[0014] 3. Anti-nodding handling control, its typical working condition is: acceleration; its control logic is: through the vehicle speed, gearbox gear position, engine torque and throttle pedal opening angle, the longitudinal acceleration is evaluated; the longitudinal acceleration and the vehicle speed are taken as input to drive the anti-nodding control and output the control command; the requirement is: the damping force required for control increases with the increase of longitudinal acceleration.

[0015] The unsprung mass damping control module mainly controls the vibration of the unsprung wheel; its typical working condition is: broken road surface; its control logic is: through the suspension motion information and the vehicle speed, the unsprung mass damping control is driven and the control command is output; the requirement is: through the unsprung mass damping control, the dithered wheel is improved.

[0016] The stroke control module mainly controls the stroke and reduces the impact; through the stroke control, the impact noise is reduced; its typical working condition is: large heave road surface; its control logic is: through the suspension motion information and the vehicle speed, the suspension stroke control is driven and the control command is output; the requirement is: through the stroke control, the impact noise is reduced.

[0017] The speed-dependent control module mainly controls the acceleration stability; mainly improves the stability of the vehicle under high-speed lateral acceleration, and performs basic damping force control; the typical working condition is high-speed working condition; the control logic is that the speed-dependent control is driven through the lateral acceleration and the vehicle speed, and a control command is output; requirement: the required damping force increases with the increase of the lateral acceleration.

[0018] In order to achieve the same invention purpose as the above technical scheme, the application also provides a control method of the automobile electric control suspension described above, and the flow is:

[0019] 1) The vehicle is excited by the road, each vehicle body acceleration sensor and each wheel acceleration sensor obtains the vehicle body acceleration and wheel acceleration signal, and the relative motion state of the suspension can be observed through Kalman filtering;

[0020] 2) The optimal damping force output value is calculated by applying the control strategy to the suspension relative speed;

[0021] 3) Since the optimal damping force output value may exceed the damping force output range of the adjustable damping shock absorber, the actual damping force output needs to be obtained through damping force constraint, and then the optimal damping force is converted into the adjustable shock absorber damping value output through the inverse model of the shock absorber;

[0022] The signal processing needs to be processed through Kalman filtering. The vehicle body collects the acceleration sensor signal, and the wheel collects the acceleration sensor signal. By integrating the vehicle body acceleration signal, the vehicle body vibration speed can be obtained, and by integrating the vehicle body acceleration signal, the wheel vibration speed can be obtained. In order to make the signal measured by the sensor more accurate, Kalman filtering is used for revision.

[0023] The smoothness control unit 10 controls each shock absorber as follows:

[0024] 1) Based on the vehicle dynamics response, the road surface is identified in reverse, that is, using three vehicle body acceleration sensors and two wheel acceleration sensors, the relative position and relative speed of the vehicle body acceleration sensor signal and the wheel acceleration sensor signal are used to infer the road working condition of the whole vehicle;

[0025] 2) According to the whole vehicle state evaluation, different control modules are called;

[0026] 3) The required shock absorber damping is inferred through the shock absorber speed and the shock absorber current;

[0027] 4) Semi-active adjustable shock absorber is realized; gain calculation is mainly a handling stability calibration variable.

[0028] In the above 1), according to the road working condition and different driving conditions, the whole vehicle ECU performs whole vehicle state evaluation, including:

[0029] First, the road working condition is evaluated by the direction and size of the wheel sensor and the body sensor;

[0030] Second, the vehicle motion mode is derived mainly by using the CAN signal, mainly in the longitudinal, lateral and yaw directions;

[0031] Third, the suspension motion is evaluated by using the acceleration sensor signal and the CAN signal.

[0032] The technical scheme of the present application meets the user's requirements for riding comfort and control stability; a specific electric control suspension control algorithm is adopted, a plurality of sensor signals are collected, a plurality of modules are controlled, and damping is provided for the shock absorber, the control object of the control algorithm is the damping force coefficient, the damping force can be smoothly changed, and better riding experience is provided for the user. BRIEF DESCRIPTION OF DRAWINGS

[0033] The contents shown in the drawings and the marks in the drawings are briefly described as follows:

[0034] Figure 1 It is a front shock absorber damping adjustable structure schematic diagram of the present application;

[0035] Figure 2 It is a structure schematic diagram of the present application;

[0036] Figure 3 It is a left / right body acceleration sensor mounting structure schematic diagram of the present application;

[0037] Figure 4 It is a right rear body acceleration sensor mounting structure schematic diagram of the present application;

[0038] Figure 5 It is a circuit schematic diagram of the present application;

[0039] Figure 6 It is a control strategy schematic diagram of the present application;

[0040] Figure 7 It is a whole vehicle state evaluation logic diagram of the present application;

[0041] Figure 8 It is a whole vehicle state evaluation logic diagram of the present application;

[0042] Figure 9 It is a body control logic diagram of the present application;

[0043] Figure 10 It is a roll control logic diagram of the present application;

[0044] Figure 11 It is a nod control logic diagram of the present application;

[0045] Figure 12 Anti-lift control logic diagram of the present application;

[0046] Figure 13 Unsprung control logic diagram of the present application;

[0047] Figure 14 Travel control logic diagram of the present application;

[0048] Figure 15 Rate control logic diagram of the present application.

[0049] Marked as:

[0050] 1. Left front shock absorber, 2. Right front shock absorber, 3. Left rear shock absorber, 4. Right rear shock absorber, 5. Left body acceleration sensor, 6. Right body acceleration sensor, 7. Rear body acceleration sensor, 8. Left wheel acceleration sensor, 9. Right wheel acceleration sensor, 10. Ride control unit (ECU), 11. Vehicle floor, 12. Front suspension, 13. Rear suspension.

[0051] 501. Handling tuning CAN (CAN2_H, CAN2_L), 502. Tuning completion CAN (CAN1_H, CAN1_L), 503. Left body sensor electronic control module, 504. Right body sensor electronic control module, 505. Rear body sensor electronic control module, 506. Left wheel sensor electronic control module, 507. Right wheel sensor electronic control module, 508. Left front shock absorber electronic control module, 509. Right front shock absorber electronic control module, 510. Left rear shock absorber electronic control module, 511. Right rear shock absorber electronic control module. DETAILED DESCRIPTION

[0052] The specific embodiments of the present application will be further described in detail below with reference to the accompanying drawings, and the description of the embodiments will help the skilled in the art to have a more complete, accurate and in-depth understanding of the inventive concept and technical solutions of the present application.

[0053] As Figures 1 to 4 shown in the structure of the present application, it is an automobile electronic control suspension, the automobile is provided with front suspension 12, rear suspension 13 and vehicle floor 11. In order to meet the user's requirements for comfort and stability of the vehicle, the present application provides an electronic control suspension and its control algorithm, which provides better riding experience for users.

[0054] In order to solve the problems existing in the prior art and overcome its defects, and realize the purpose of improving the comfort and stability of the vehicle, the technical scheme adopted by the present application is:

[0055] As Figures 1 to 4As shown, the automobile electric control suspension of the present application, the front suspension 12 is provided with front suspension left shock absorber 1, front suspension right shock absorber 2, the rear suspension 13 is provided with rear suspension left shock absorber 3, rear suspension right shock absorber 4, the vehicle body floor 11 is provided with smoothness control unit 10, the front suspension left shock absorber 1, front suspension right shock absorber 2, rear suspension left shock absorber 3 and rear suspension right shock absorber 4 are all connected with the smoothness control unit 10 through signal line.

[0056] The left vehicle body acceleration sensor 5, right vehicle body acceleration sensor 6, rear vehicle body acceleration sensor 7 are arranged on the automobile body, and are all connected with the smoothness control unit 10 through signal line.

[0057] The left wheel acceleration sensor 8, right wheel acceleration sensor 9 are arranged on the automobile wheel, and are all connected with the smoothness control unit 10 through signal line.

[0058] The electric control suspension of the present application comprises three vehicle body sensors, two wheel sensors, an ECU, four shock absorbers (continuous damping adjustable shock absorber) and the like; the three vehicle body sensors collect acceleration signals, and the two wheel sensors collect acceleration sensor signals;

[0059] The fixing mode of the three vehicle body sensors is as follows: as shown in the figure, the left vehicle body acceleration sensor 5 is arranged on the left front vertical plate assembly and monitors the left front vehicle body signal; the right vehicle body acceleration sensor 6 is arranged on the right front vertical plate assembly and monitors the right front vehicle body signal; as shown in the figure, the rear vehicle body acceleration sensor 7 is arranged on the left CD column lower connecting plate. Figure 3 Figure 4 The fixing mode of the two wheel sensors is as follows: as shown in the figure, the left wheel acceleration sensor 8 is arranged on the front suspension left shock absorber 1 and monitors the left front wheel signal; the right wheel acceleration sensor 9 is arranged on the front suspension right shock absorber 2 and monitors the right front wheel signal.

[0060] The fixing mode of the two wheel sensors is as follows: as shown in the figure, the left wheel acceleration sensor 8 is arranged on the front suspension left shock absorber 1 and monitors the left front wheel signal; the right wheel acceleration sensor 9 is arranged on the front suspension right shock absorber 2 and monitors the right front wheel signal. Figure 1 The relative speed and relative position of the vehicle body acceleration signal and the wheel acceleration signal are used to infer the motion state of the vehicle.

[0061] As shown in the figure, the smoothness control unit 10 (ECU) is arranged on the vehicle body floor 11.

[0062] Figure 4 The circuit diagram of the present application is as shown in the figure, wherein:

[0063] The circuit diagram of the present application is as shown in the figure, wherein: Figure 5

[0064] ​​​Stability control 501, applicable to stability control; identified as CAN2_H, CAN2_L in the figure;

[0065] Adjustment complete 502, applicable to use after adjustment; identified as CAN1_H, CAN1_L in the figure;

[0066] The circuit diagram also includes:

[0067] Left body sensor electronic control module 503, right body sensor electronic control module 504, rear body sensor electronic control module 505, left wheel sensor electronic control module 506, right wheel sensor electronic control module 507, left front shock absorber electronic control module 508, right front shock absorber electronic control module 509, left rear shock absorber electronic control module 510, right rear shock absorber electronic control module 511.

[0068] The control strategy of the whole vehicle is composed of different control modules, such as Figure 6 as shown.

[0069] The control system of the automobile electric control suspension includes a body control module, a steering control module, a non-sprung damping control module, a stroke control module, a speed-dependent control module, and a combination control module.

[0070] The body control module mainly controls the body heave, roll, and pitch caused by the road surface; its control logic is as shown in Figure 9 ;

[0071] Its typical working condition is: rural road; its control logic is: through three body accelerations, the body motion state is evaluated, and it is judged whether the whole vehicle is rolling, pitching, or flat jumping; through the whole vehicle speed, the body motion state (body acceleration), and the relative position of the body and the wheel as input, the body motion is evaluated, controlled, and the body control command is output; requirement: the required damping force for control is controlled according to the estimated body and suspension motion.

[0072] The steering control module mainly controls roll and pitch; including anti-roll steering control, anti-nodding steering control, and anti-lifting head steering control. Specifically as follows:

[0073] 1. Anti-roll steering control, its control logic is as shown in Figure 10 . Its typical working condition is: turning, double lane shifting; its control logic is: through the whole vehicle speed and steering wheel angle, the lateral acceleration is judged, and the yaw rate is input as input, the anti-roll control is driven, and the control command is output; requirement: the required damping force for control increases with the increase of longitudinal acceleration.

[0074] 2. Anti-nodding steering control, its control logic is as shown in Figure 11The typical working condition is braking, and the control logic is that the longitudinal acceleration is evaluated through the vehicle speed, the gearbox gear, the engine torque and the brake pressure, the longitudinal acceleration and the vehicle speed are taken as inputs to drive the anti-nodding control and output the control command, and the requirement is that the damping force required by the control increases with the increase of the longitudinal acceleration.

[0075] 3. The anti-nodding control, and the control logic is as shown in Figure 12 The typical working condition is acceleration, the control logic is that the longitudinal acceleration is evaluated through the vehicle speed, the gearbox gear, the engine torque and the opening angle of the accelerator pedal, the longitudinal acceleration and the vehicle speed are taken as inputs to drive the anti-nodding control and output the control command, and the requirement is that the damping force required by the control increases with the increase of the longitudinal acceleration.

[0076] The non-sprung damping control module mainly controls the vibration of the unsprung wheel, and the control logic is as shown in Figure 13 ;

[0077] The typical working condition is broken road surface, the control logic is that the non-sprung mass damping control is driven through the suspension motion information and the vehicle speed, and the control command is output, and the requirement is that the wheel after shaking is improved through the non-sprung mass damping control.

[0078] The travel control module mainly controls the travel and reduces the impact, and the impact noise is reduced through the travel control, and the control logic is as shown in Figure 14 ;

[0079] The typical working condition is large undulating road surface, the control logic is that the suspension travel control is driven through the suspension motion information and the vehicle speed, and the control command is output, and the requirement is that the impact noise is reduced through the travel control.

[0080] The speed-dependent control module mainly improves the stability of the vehicle at high speed and high lateral acceleration, and performs basic damping force control, and the control logic is as shown in Figure 15 ;

[0081] The typical working condition is high-speed working condition, the control logic is that the speed-dependent control is driven through the lateral acceleration and the vehicle speed, and the control command is output, and the requirement is that the damping force required by the control increases with the increase of the lateral acceleration.

[0082] The vehicle state evaluation, and the logic block diagram is as shown in Figure 7 The main points are:

[0083] 1. The working condition of the road is evaluated through the direction and size of the wheel sensor and the vehicle body sensor;

[0084] 2. The vehicle motion mode is mainly longitudinal, lateral and yaw, which is mainly obtained through the CAN signal.

[0085] 3. Evaluate the suspension motion by using acceleration sensor signal and CAN signal.

[0086] Wherein:

[0087] Vehicle speed signal, from ABS_ESP;

[0088] Gearbox gear signal, from TCU;

[0089] Brake pressure signal, from ABS_ESP; Engine output torque signal, from EMS;

[0090] Steering wheel angle, from CGW; CGW is central gateway;

[0091] Longitudinal acceleration signal, from CGW;

[0092] Yaw rate, from CGW;

[0093] Driving mode, from CGW;

[0094] The above technical scheme of the present application meets the user's requirements for ride comfort and control stability; a specific electronically controlled suspension control algorithm is adopted, a plurality of sensor signals are collected, and a plurality of modules are controlled to provide damping for the shock absorber, thereby providing a better ride experience for the user.

[0095] In order to achieve the same inventive purpose as the above technical scheme, the present application also provides a control method of the above-mentioned automobile electronically controlled suspension, and the flow thereof is as follows:

[0096] 1) The vehicle is excited by the road surface, and each vehicle body acceleration sensor and each wheel acceleration sensor obtains the vehicle body acceleration and wheel acceleration signal, and the relative motion state of the suspension can be observed through Kalman filtering;

[0097] 2) The optimal damping force output value is calculated by applying a control strategy to the suspension relative speed;

[0098] 3) Since the optimal damping force output value may exceed the damping force output range of the adjustable damping shock absorber, the actual damping force output needs to be obtained through damping force constraint; and then the optimal damping force is converted into the adjustable shock absorber damping value output through the inverse model of the shock absorber;

[0099] The signal processing needs to be processed through Kalman filtering. The vehicle body collects acceleration sensor signals, and the wheel collects acceleration sensor signals. By integrating the vehicle body acceleration signal, the vehicle body vibration speed can be obtained, and by integrating the vehicle body acceleration signal, the wheel vibration speed can be obtained. In order to make the signal measured by the sensor more accurate, Kalman filtering is used for revision.

[0100] The control flow of the electronically controlled shock absorber system is shown as Figure 8

[0101] The smoothness control unit 10 controls each shock absorber as follows:

[0102] 1) Based on the vehicle dynamics response, the road surface is identified in reverse, i.e. using three body acceleration sensors, two wheel acceleration sensors, the relative position and relative speed of the body acceleration sensor signals and the wheel acceleration sensor signals are used to infer the road working condition of the whole vehicle;

[0103] 2) According to the whole vehicle state evaluation, different control modules are called;

[0104] 3) The required shock absorber damping is inferred through the shock absorber speed and shock absorber current;

[0105] 4) Semi-active adjustment of the shock absorber is realized; gain calculation is mainly a handling and stability adjustment calibration variable.

[0106] In the above-mentioned 1), according to the road working condition and different driving conditions, the whole vehicle ECU performs whole vehicle state evaluation, including:

[0107] First, the road use condition is evaluated through the direction and size of the wheel sensor and the body sensor;

[0108] Second, the vehicle motion mode is mainly inferred using CAN signals, mainly longitudinal, lateral and yaw;

[0109] Third, the suspension motion is evaluated using acceleration sensor signals and CAN signals.

[0110] The above describes the present application in conjunction with the drawings, and it is obvious that the specific implementation of the present application is not limited by the above-mentioned manner, as long as various non-essential improvements are made using the method concept and technical solution of the present application, or the concept and technical solution of the present application is directly applied to other occasions without improvement, all of which are within the protection scope of the present application.​

Claims

1. An automobile electric control suspension, said automobile is provided with a front suspension (12), a rear suspension (13) and a vehicle body floor (11); Its characterized in that: The front suspension (12) is provided with a front suspension left shock absorber (1) and a front suspension right shock absorber (2); the rear suspension (13) is provided with a rear suspension left shock absorber (3) and a rear suspension right shock absorber (4); the vehicle body floor (11) is provided with a ride control unit (10); the front suspension left shock absorber (1), the front suspension right shock absorber (2), the rear suspension left shock absorber (3) and the rear suspension right shock absorber (4) are connected with the ride control unit (10) through signal lines; On the vehicle body of the automobile, a left vehicle body acceleration sensor (5), a right vehicle body acceleration sensor (6) and a rear vehicle body acceleration sensor (7) are arranged; the left vehicle body acceleration sensor (5), the right vehicle body acceleration sensor (6) and the rear vehicle body acceleration sensor (7) are connected with the ride control unit (10) through signal lines; On the wheels of the automobile, a left wheel acceleration sensor (8) and a right wheel acceleration sensor (9) are arranged; the left wheel acceleration sensor (8) and the right wheel acceleration sensor (9) are connected with the ride control unit (10) through signal lines; The control system of the automobile electric control suspension comprises a vehicle body control module, a steering control module, a non-sprung damping control module, a stroke control module and a speed-dependent control module; The vehicle body control module mainly controls the heave, roll and pitch motions of the vehicle body caused by the road surface; its typical working condition is a rural road; its control logic is to evaluate the vehicle body motion state by three vehicle body accelerations, to determine whether the vehicle is rolling, pitching or flat jumping, to evaluate and control the vehicle body motion by taking the vehicle speed, the vehicle body motion state and the relative position of the vehicle body and the wheel as inputs, and to output the vehicle body control command; The required damping force is controlled according to the estimated vehicle body and suspension motion; The steering control module mainly controls the roll and pitch; it comprises: 1) anti-roll steering control, its typical working condition is turning and double lane shifting; its control logic is to determine the lateral acceleration by the vehicle speed and the steering wheel angle, to take the lateral acceleration and the yaw rate as inputs, to drive the anti-roll control and to output the control command; the required damping force is increased with the increase of the longitudinal acceleration; 2) anti-nod steering control, its typical working condition is braking; its control logic is to evaluate the longitudinal acceleration by the vehicle speed, the gearbox gear, the engine torque and the brake pressure; the longitudinal acceleration and the vehicle speed are taken as inputs to drive the anti-nod control and to output the control command; the required damping force is increased with the increase of the longitudinal acceleration. 3) Anti-lift control, typical working condition: acceleration; control logic: evaluate longitudinal acceleration through vehicle speed, transmission gear, engine torque, throttle pedal opening angle; longitudinal acceleration and vehicle speed as input, drive anti-lift control, and output control command; requirement: control required damping force increases with the increase of longitudinal acceleration; The non-sprung mass damping control module mainly controls the vibration of the unsprung wheel; its typical working condition is: broken road surface; its control logic is: drive non-sprung mass damping control through suspension movement information and vehicle speed, and output control command; requirement: improve the dithered wheel through non-sprung mass damping control; The stroke control module mainly controls the stroke and reduces the impact; reduce impact noise through stroke control; its typical working condition is: large undulating road surface; its control logic is: drive suspension stroke control through suspension movement information and vehicle speed, and output control command; requirement: reduce impact noise through stroke control; The speed-dependent control module mainly controls the acceleration stability; mainly improves the stability of the vehicle under high-speed lateral acceleration, and performs basic damping force control; its typical working condition is: high-speed working condition; its control logic is: drive speed-dependent control through lateral acceleration and vehicle speed, and output control command; requirement: control required damping force increases with the increase of lateral acceleration.

2. The control method of the motor vehicle electronically controlled suspension according to claim 1, characterized by: The flow of the control method is: 1) The vehicle is excited by the road surface, each vehicle body acceleration sensor and each wheel acceleration sensor obtains the vehicle body acceleration and wheel acceleration signal, and the relative motion state of the suspension can be observed through Kalman filtering; 2) The optimal damping force output value is calculated by applying the control strategy to the suspension relative speed; 3) Since the optimal damping force output value may exceed the damping force output range of the adjustable damping shock absorber, the actual damping force output needs to be obtained through damping force restriction; and the optimal damping force is converted into adjustable shock absorber damping value output through the inverse model of the shock absorber; Signal processing needs to be processed through Kalman filtering; vehicle body acceleration sensor signals and wheel acceleration sensor signals are collected; the vehicle body vibration speed can be obtained by integrating the vehicle body acceleration signal, and the wheel vibration speed can be obtained by integrating the vehicle body acceleration signal; In order to make the signal measured by the sensor more accurate, Kalman filtering is used for revision; The ride comfort control unit (10) controls each shock absorber as follows: 1) Based on the vehicle dynamics response, the road surface is identified in reverse, that is, using three vehicle body acceleration sensors and two wheel acceleration sensors, the road surface working condition of the whole vehicle is inferred through the relative position and relative speed of the vehicle body acceleration sensor signal and the wheel acceleration sensor signal; 2) According to the vehicle state evaluation, different control modules are called; 3) The required shock absorber damping is inferred through the shock absorber speed and shock absorber current; 4) Semi-active adjustable shock absorber is realized; gain calculation is mainly a stability tuning calibration variable. In the 1) described, according to the road conditions and different driving conditions, the whole vehicle ECU carries out the whole vehicle state evaluation, including: First, through the direction and size of the wheel sensor and the vehicle body sensor, the road use condition is evaluated; Second, mainly using CAN signal, the vehicle motion mode is derived, mainly longitudinal, lateral and yaw; Third, using acceleration sensor signal and CAN signal to evaluate the suspension motion.

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