Vehicle control method, damping operation mode determination method and device

Abstract

This specification relates to a vehicle control method, a damping operating mode determination method, and an apparatus. The vehicle control method includes: determining relevant data on the vehicle's operating state; if the relevant data falls within a target state threshold range, determining a target damping operating mode corresponding to that threshold range; a preset damping operating mode is determined based on the asymmetric damping ratio of the vehicle's shock absorbers, where the asymmetric damping ratio is the ratio of the recovery stroke damping force to the compression stroke damping force of the vehicle's suspension system; and, according to the target damping operating mode, setting the orifice cross-sectional area of ​​the vehicle's solenoid valve to control the vehicle's operation within the damping range of the target damping operating mode. The embodiments in this specification can adjust the vehicle's damping operating mode in a timely manner based on the asymmetric damping ratio and the vehicle's state during operation on the current road surface, thereby improving the shock absorber performance of the vehicle's suspension system and making the vehicle run more smoothly.

Description

Technical Field

[0001] This specification relates to the field of vehicle technology, and in particular to a vehicle control method, a method and apparatus for determining damping operating modes. Background Technology

[0002] With social development and technological advancements, people have increasingly higher demands for vehicle comfort. The design function of a vehicle's suspension system is to ensure ride smoothness, handling stability, and provide good shock absorption. Among these, active or semi-active suspension systems are widely used because they can achieve real-time adjustment of stiffness and damping, and, in conjunction with air springs, ensure ride smoothness and stability on various road surfaces.

[0003] For active or semi-active suspension systems, improving the performance of their dampers is key to enhancing vehicle ride smoothness and handling stability. Related technologies typically utilize nonlinear damping combined with stiffness models or fuzzy control to control the suspension system. However, these methods still require further improvement in damper performance. Summary of the Invention

[0004] This invention aims to at least partially solve one of the technical problems in related technologies. To this end, one objective of this invention is to propose a vehicle control method that, based on the vehicle's asymmetric damping ratio, adjusts the vehicle's damping mode in a timely manner according to the vehicle's state during operation on the current road surface, thereby improving the shock absorber performance of the vehicle's suspension system and making the vehicle run more smoothly.

[0005] The second objective of this specification is to propose a method for determining the vehicle damping operating mode.

[0006] The third objective of this specification is to propose a vehicle control device.

[0007] The fourth objective of this specification is to propose a device for determining the vehicle damping operating mode.

[0008] The fifth objective of this specification is to provide a computer-readable storage medium.

[0009] The sixth objective of this specification is to provide an electronic device.

[0010] To achieve the above objectives, a vehicle control method is proposed in the first aspect of this specification, comprising: determining vehicle operating state related data; wherein the operating state related data is obtained by weighted calculation based on vehicle body posture data; if the operating state related data is within a target state threshold range, determining a target damping operating mode corresponding to the target state threshold range; wherein the target damping operating mode is one of several preset damping operating modes, the preset damping operating mode is determined based on the asymmetric damping ratio of the vehicle shock absorber, the asymmetric damping ratio being the ratio of the recovery stroke damping force of the vehicle suspension system to the compression stroke damping force of the vehicle suspension system; and setting the throttle orifice cross-sectional area of ​​the vehicle's solenoid valve according to the target damping operating mode to control the vehicle to operate within the damping range of the target damping operating mode.

[0011] According to the vehicle control method of the embodiments in this specification, a suspension system model is established, and a target asymmetric damping ratio under different road surface excitations is determined based on the suspension system model. Several damping operating modes are determined based on the target asymmetric damping ratio, and the corresponding state threshold ranges are also determined. Using the state threshold range as a reference, the damping operating modes of the suspension system model are switched according to the vehicle posture data during the current operation of the suspension system model. This allows the damping operating modes of the suspension system model to match the road surface excitations corresponding to the current operating surface, improving the vibration reduction performance of the suspension system model, thereby improving the vehicle's running stability and comfort.

[0012] In some embodiments of this specification, the target state threshold range is determined based on a pre-established suspension system model under specified road surface excitation. The method for determining the target state threshold range includes: under specified road surface excitation, determining vehicle state evaluation indices corresponding to the specified road surface excitation based on vehicle body posture data from the suspension system model. The elements in the vehicle state evaluation indices include the root mean square of the vehicle body center of gravity acceleration, the tire dynamic load coefficient, and the root mean square of the suspension dynamic deflection; and setting a target state threshold range for switching preset damping operating modes based on the weighted calculation results of each element in the vehicle state evaluation indices corresponding to the specified road surface excitation.

[0013] In some embodiments of this specification, vehicle posture data includes vehicle displacement, vehicle acceleration, and vehicle speed. Determining vehicle operating state-related data includes: based on the vehicle posture data, determining the root mean square value of the vehicle's center of gravity acceleration, the tire dynamic load coefficient, and the root mean square value of the suspension dynamic deflection; and performing a weighted calculation based on the root mean square value of the vehicle's center of gravity acceleration, the tire dynamic load coefficient, and the root mean square value of the suspension dynamic deflection to obtain vehicle mode switching-related data.

[0014] In some embodiments of this specification, if the operating status-related data is within the target state threshold range, determining the target damping operating mode corresponding to the target state threshold range includes: if the operating status-related data is within the target state threshold range, matching the target state threshold range with the correspondence between the threshold range and the damping operating mode to determine the target damping operating mode.

[0015] In some embodiments of this specification, the threshold range is determined based on a pre-established suspension system model under different road surface excitations. The method for constructing the correspondence between the threshold range and the damping operating mode includes: determining the target asymmetric damping ratio corresponding to the suspension system model based on vehicle body posture data under different road surface excitations; generating damping operating modes corresponding to different road surface excitations based on the target asymmetric damping ratio corresponding to the suspension system model and a preset damping ratio range; for any damping operating mode, determining the state threshold range of any damping operating mode based on the vehicle body posture data of the suspension system model; and constructing the correspondence between the state threshold range and the damping operating mode using the damping operating modes corresponding to different road surface excitations and the state threshold range of any damping operating mode.

[0016] In some embodiments of this specification, the cross-sectional area of ​​the throttle orifice of the vehicle's solenoid valve is set according to the target damping operating mode to control the vehicle to operate within the damping range of the target damping operating mode. This includes: generating a control signal for the solenoid valve based on the target damping operating mode; and adjusting the cross-sectional area of ​​the throttle orifice of the solenoid valve according to the control signal to change the restoring stroke damping force and the compression stroke damping force of the vehicle suspension system.

[0017] To achieve the above objectives, the second aspect of this specification proposes a method for determining a vehicle damping operating mode. The method includes: determining the asymmetric damping ratio of the vehicle shock absorber under different road surface excitations based on a pre-established suspension system model; the asymmetric damping ratio being the ratio of the recovery stroke damping force to the compression stroke damping force of the suspension system; determining the damping operating mode corresponding to the suspension system model under different road surface excitations based on the asymmetric damping ratio; determining the state threshold range corresponding to the damping operating mode based on the vehicle body posture data of the suspension system model under different road surface excitations; and switching the damping operating mode of the suspension system model based on the state threshold range and the relevant operating state data of the suspension system model under the current road surface excitation; wherein the relevant operating state data is obtained by weighted calculation based on the vehicle body posture data of the suspension system model.

[0018] The vehicle damping operating mode determination method according to the embodiments of this specification uses the state threshold range, damping operating mode, and switching rules determined by the above-described method as a theoretical basis. Based on the vehicle's current vehicle posture data, the method switches the vehicle's damping operating mode to match the road excitation effect corresponding to the current road surface. This improves the vehicle's running stability and comfort.

[0019] In some embodiments of this specification, the state threshold range corresponding to the damping operating mode is determined based on the vehicle posture data of the suspension system model under different road surface excitations. This includes: determining vehicle state evaluation indices corresponding to different road surface excitations based on the vehicle posture data of the suspension system model under different road surface excitations. The elements in the vehicle state evaluation indices include the root mean square of the vehicle center of gravity acceleration, the tire dynamic load coefficient, and the root mean square of the suspension dynamic deflection. Based on the weighted calculation results of each element in the vehicle state evaluation indices corresponding to different road surface excitations, a state threshold range for switching the damping operating mode is set.

[0020] In some embodiments of this specification, vehicle posture data includes vehicle displacement, vehicle acceleration, and vehicle speed. Operating status-related data is obtained through the following steps: based on the vehicle posture data, the root mean square value of the vehicle center of gravity acceleration, the tire dynamic load coefficient, and the root mean square value of the suspension dynamic deflection are determined; weighted calculations are performed based on the root mean square value of the vehicle center of gravity acceleration, the tire dynamic load coefficient, and the root mean square value of the suspension dynamic deflection to obtain the operating status-related data of the suspension system model.

[0021] In some embodiments of this specification, the damping operating mode of the suspension system model under different road surface excitations is determined based on the target asymmetric damping ratio, including: generating the damping operating mode of the suspension system model under different road surface excitations based on the target asymmetric damping ratio and the preset damping ratio range corresponding to the suspension system model under different road surface excitations.

[0022] In some embodiments of this specification, the damping operating mode of the suspension system model is switched based on the state threshold range and relevant data on the operating state of the suspension system model under the current road surface excitation. This includes: if the relevant data on the operating state is within the target state threshold range, determining the target damping operating mode corresponding to the target state threshold range; wherein, the target damping operating mode is one of several damping operating modes; generating a control signal for the solenoid valve based on the target damping operating mode; and adjusting the cross-sectional area of ​​the throttle orifice of the solenoid valve according to the control signal of the solenoid valve to change the restoring stroke damping force and the compression stroke damping force of the suspension system model.

[0023] To achieve the above objectives, a third aspect of this specification provides a vehicle control device, comprising: an operating state determination module for determining operating state-related data of the vehicle; wherein the operating state-related data is obtained by weighted calculation based on the vehicle's body posture data; a damping operating mode determination module for determining a target damping operating mode corresponding to the target state threshold range if the operating state-related data is within the target state threshold range; wherein the target damping operating mode is one of several preset damping operating modes, the preset damping operating modes being determined based on the asymmetric damping ratio of the vehicle's shock absorber, the asymmetric damping ratio being the ratio of the recovery stroke damping force of the vehicle's suspension system to the compression stroke damping force of the vehicle's suspension system; and a vehicle control module for setting the throttle orifice cross-sectional area of ​​the vehicle's solenoid valve according to the target damping operating mode, so as to control the vehicle to operate within the damping range of the target damping operating mode.

[0024] The vehicle control device according to the embodiments of this specification uses the state threshold range, damping operating mode, and switching rules determined by the above-described vehicle damping operating mode determination method as a theoretical basis. Based on the vehicle's current vehicle posture data, it switches the vehicle's damping operating mode to match the road excitation effect corresponding to the current road surface. This improves the vehicle's running stability and comfort.

[0025] To achieve the above objectives, the fourth aspect of this specification provides a vehicle damping operating mode determination device, comprising: a first determination module, used to determine the target asymmetric damping ratio of the vehicle shock absorber under different road surface excitations based on a pre-established suspension system model, wherein the asymmetric damping ratio is the ratio of the recovery stroke damping force of the suspension system to the compression stroke damping force of the suspension system; a second determination module, used to determine the damping operating mode corresponding to the suspension system model under different road surface excitations based on the target asymmetric damping ratio; a third determination module, used to determine the state threshold range corresponding to the damping operating mode based on the vehicle body posture data of the suspension system model under different road surface excitations; and a switching module, used to switch the damping operating mode of the suspension system model based on the state threshold range and the relevant operating state data of the suspension system model under the current road surface excitation; wherein the relevant operating state data is obtained by weighted calculation based on the vehicle body posture data of the suspension system model.

[0026] According to the vehicle damping operating mode determination method in the embodiments of this specification, a suspension system model is established, and a target asymmetric damping ratio under different road surface excitations is determined based on the suspension system model. Several damping operating modes are then determined based on the target asymmetric damping ratio, and a state threshold range corresponding to each damping operating mode is also determined. Using the state threshold range as a reference, the damping operating mode of the suspension system model is switched according to the vehicle posture data during the current operation of the suspension system model. This ensures that the damping operating mode of the suspension system model matches the road surface excitation corresponding to the current operating surface, thereby improving vehicle stability and comfort.

[0027] To achieve the above objectives, a fifth aspect of this specification provides a computer-readable storage medium having a computer program stored thereon, which, when executed by a processor, implements the vehicle control method of any embodiment of the first aspect and / or the vehicle damping operating mode determination method of any embodiment of the second aspect.

[0028] According to embodiments of this specification, the computer-readable storage medium, when executed by a processor, can switch the damping operating mode of the suspension system model based on the vehicle body posture data during the current operation of the suspension system model, using a state threshold range as a reference. This allows the damping operating mode of the suspension system model to match the road excitation effect corresponding to the current road surface, thereby improving vehicle stability and comfort. Alternatively, based on the state threshold range, damping operating mode, and switching rules determined by the above-described vehicle damping operating mode determination method, the vehicle's damping operating mode can be switched according to the vehicle body posture data during the current operation of the vehicle, so that its damping operating mode matches the road excitation effect corresponding to the current road surface, thereby improving vehicle stability and comfort.

[0029] To achieve the above objectives, a sixth aspect of this specification provides an electronic device, including a memory, a processor, and a computer program stored in the memory and executable on the processor. When the processor executes the computer program, it implements the vehicle control method of any embodiment of the first aspect and / or the vehicle damping operating mode determination method of any embodiment of the second aspect.

[0030] The electronic device according to the embodiments of this specification, when the processor executes a computer program, can switch the damping operating mode of the suspension system model based on the vehicle body posture data during the current operation of the suspension system model, using a state threshold range as a reference. This allows the damping operating mode of the suspension system model to match the road excitation effect corresponding to the current road surface, thereby improving vehicle stability and comfort. Alternatively, based on the state threshold range, damping operating mode, and switching rules determined by the above-described vehicle damping operating mode determination method, the vehicle's damping operating mode can be switched according to the vehicle body posture data during the current operation of the vehicle, so that its damping operating mode matches the road excitation effect corresponding to the current road surface, thereby improving vehicle stability and comfort.

[0031] Additional aspects and advantages of this specification will be set forth in part in the description which follows, and in part will be obvious from the description or may be learned by practice of this specification. Attached Figure Description

[0032] Figure 1 This is a schematic diagram of a suspension system according to one embodiment of this specification.

[0033] Figure 2 This is a flowchart of the method for determining the vehicle damping working mode according to an embodiment of this specification.

[0034] Figure 3 This is a schematic diagram of a suspension system model according to one embodiment of this specification.

[0035] Figure 4 This is a schematic diagram of the damping curve of a shock absorber according to one embodiment of this specification.

[0036] Figure 5 This is a schematic block diagram of a damping control system model according to one embodiment of this specification.

[0037] Figure 6 This is a schematic diagram of mode switching for a suspension system model according to one embodiment of this specification.

[0038] Figure 7 This is a flowchart of a method for determining the vehicle damping operating mode according to one embodiment of this specification.

[0039] Figure 8 This is a flowchart of a vehicle control method according to an embodiment of this specification.

[0040] Figure 9 This is a structural block diagram of the vehicle damping working mode determination device according to an embodiment of this specification.

[0041] Figure 10 This is a structural block diagram of the vehicle control method according to an embodiment of this specification.

[0042] Figure 11 This is a structural block diagram of the electronic device according to an embodiment of this specification. Attached image description:

[0044] 102. Piston rod; 104. Restoration chamber; 106. Flow valve; 108. Compression chamber; 110. Compression valve; 112. Restoration valve; 114. Oil reservoir; 116. Compensation valve; 118. Intermediate chamber; 120. Solenoid valve; 302. Air spring; 304. Uniformly distributed damping orifice. Detailed Implementation

[0045] The embodiments of this specification are described in detail below, examples of which are shown in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and intended to explain this specification, and should not be construed as limiting this specification.

[0046] With social development and technological advancements, people have increasingly higher demands for vehicle ride comfort. The design function of a vehicle's suspension system is to ensure ride smoothness, handling stability, and provide good vibration damping. The suspension system mainly consists of three parts: elastic elements, shock absorbers, and guiding devices. These components respectively perform vibration damping, buffering, and guiding functions, collectively transmitting various forces and torques between the wheels and the chassis, and controlling various vibrations of the vehicle body. Elastic elements elastically connect the chassis (or body) to the axle or wheels, bearing and transmitting loads and mitigating impacts. Shock absorbers dampen vibrations, improving ride comfort. Guiding devices ensure that changes in the relative position of the wheels and the chassis or body conform to the laws of motion and transmit forces and torques. Figure 1 The diagram shows a schematic of the shock absorber in one embodiment of the suspension system. It includes a piston rod 102, a recovery chamber 104, a flow valve 106, a compression chamber 108, a compression valve 110, a recovery valve 112, an oil reservoir 114, a compensation valve 116, an intermediate chamber 118, and a solenoid valve 120. The shock absorber works by moving up and down when relative motion occurs between the vehicle frame (or body) and the axle due to vibration. This causes the piston within the shock absorber to repeatedly flow from one chamber into another through different orifices, thereby controlling the vehicle's running smoothness.

[0047] Vehicle suspension systems are generally classified into active suspension, semi-active suspension, and passive suspension. Active and semi-active suspensions are increasingly used due to their ability to adjust stiffness and damping in real time. Currently, commonly used suspension systems include air suspension with CDC (Continuous Damping Control) or CCD (Continuous Damping Control) dampers. This system has a wide range of applications, allowing for adjustments to vehicle height (high, medium, low) to traverse rough roads. Furthermore, the damper damping is continuously adjustable in real time, and combined with air springs, it can improve ride comfort and handling stability. However, there are no detailed methods or conclusions regarding the nonlinear damping design of suspension systems in related technologies. Therefore, this specification mainly studies the asymmetric damping of dampers to provide theoretical reference for suspension system design, thereby maximizing the vibration reduction performance of vehicle suspension systems.

[0048] First, according to Figure 2 The flowchart shown explains the method for determining the vehicle damping operating mode according to embodiments of this specification. Figure 2 As shown, the method for determining the vehicle's damping operating mode includes the following steps:

[0049] S210, based on a pre-established suspension system model, determines the target asymmetric damping ratio of the vehicle shock absorber under different road surface excitations. The asymmetric damping ratio is the ratio of the restoring stroke damping force of the suspension system to the compression stroke damping force of the suspension system.

[0050] As a vehicle travels, the wheels move up and down randomly with the undulations of the ground, and the suspension system follows the wheel movement. The shock absorber's stroke is typically divided into a recovery stroke and a compression stroke. Therefore, in the embodiments of this specification, the ratio of the shock absorber's recovery stroke damping force to its compression stroke damping force is defined as the asymmetric damping ratio.

[0051] In the embodiments of this specification, to facilitate the study of the shock absorber's condition during vehicle operation, a simulation model of the vehicle suspension system can be pre-established to replace the actual vehicle suspension system for research. Specifically, it can be based on, as follows: Figure 1 The diagram shows the structural schematic of the shock absorber in the vehicle's suspension system. A quarter-segment suspension system model of the vehicle was created using AMEsim simulation software. The pre-built suspension system model is shown below. Figure 3 As shown, the Isight software can be used to adjust the relevant components of the suspension system model to simulate the vehicle's operating state under different road surface excitations, and to optimize and analyze various data of the vehicle under different road surface excitations.

[0052] Since the asymmetric damping ratio is the ratio of the damping force during the recovery stroke to the damping force during the compression stroke of the shock absorber in the suspension system, and the damping characteristics of the shock absorber are determined by the cross-sectional area of ​​the throttle orifice, the asymmetric damping ratio of the suspension system model can be changed by adjusting the cross-sectional area of ​​the throttle orifice during the recovery and compression strokes in the suspension system model.

[0053] It should be understood that the root mean square (RMS) value of the vehicle's center of gravity acceleration during operation can be used to reflect the vehicle's comfort level; the smaller the RMS value, the higher the comfort level. Similarly, the RMS value of the suspension dynamic deflection during operation can be used to reflect the vehicle's stability; the smaller the RMS value, the higher the stability level. Therefore, the target asymmetric damping ratio of the vehicle's suspension system under the current road surface excitation can be determined based on the RMS values ​​of the vehicle's center of gravity acceleration and suspension dynamic deflection during operation. In the embodiments described in this specification, the target asymmetric damping ratio can be the optimal asymmetric damping ratio that simultaneously satisfies both vehicle comfort and stability requirements.

[0054] Specifically, for different road surface excitations (such as Class A, Class B, and Class C road surface spectra), the cross-sectional area of ​​the throttle orifice in the suspension system model was adjusted using Isight software. Simultaneously, the vehicle attitude signals of the suspension system model under different asymmetric damping ratios were acquired. The vehicle attitude signals include at least vehicle displacement and vehicle acceleration. Vehicle acceleration can be obtained by acquiring the acceleration of the sprung mass. Vehicle displacement can be obtained by acquiring the sprung mass displacement x1 and the unsprung mass displacement x2. Then, the acquired vehicle attitude data was processed using Isight software to obtain the root mean square values ​​of the vehicle center of gravity acceleration and suspension dynamic deflection corresponding to different asymmetric damping ratios under different road surface excitations.

[0055] Based on the above processing, damper damping curves corresponding to different road surface excitations can be obtained. For example, as shown... Figure 4 The figure shows the damper damping curves of the vehicle suspension system model under four road surface excitations. The horizontal axis of the damper damping curve represents the asymmetric damping ratio, the left vertical axis represents the root mean square value of the vehicle's center of gravity acceleration, and the right vertical axis represents the root mean square value of the suspension dynamic deflection. To find a balance between vehicle stability and comfort, the asymmetric damping ratio corresponding to the intersection of the two lines can be taken as the target asymmetric damping ratio.

[0056] In the embodiments of this specification, when processing the vehicle body attitude signal using Isight software, the Kriging model can be used for approximation to improve calculation speed. Under the premise that the equivalent damping coefficients are all equal, a combined optimization strategy of multi-island genetic algorithm and gradient descent method is used to optimize the root mean square values ​​of the vehicle center of gravity acceleration and suspension dynamic deflection, ultimately obtaining... Figure 4 The damping curve of the shock absorber is shown.

[0057] The Kriging model is an interpolation method primarily based on mathematical methods such as statistics. It offers high accuracy in interpolating unknown information from known information and typically consists of two parts: a regression process and a stochastic process. Let χ0 be the unobserved point, and χ1, χ2, ..., χ... N For the observation points around it, the response values ​​are y(1), y(2), ... y( N The estimate for unobserved points is recorded as follows: It is obtained by weighted summation of known observations from adjacent test samples:

[0058]

[0059] In the formula λ i The weighting coefficients are to be determined.

[0060] The special aspect of Kriging interpolation is the calculation of its weighting coefficient λ. i The following conditions must be met:

[0061] 1) Unbiased Estimator. Let the true value of its estimated point be y(χ0). Due to the actual existence of spatial variability, y(x0) i )as well as y(x0) can all be considered as random variables. That is:

[0062]

[0063] but:

[0064] 2) Valuation The variance of the difference between the true value y(x0) and the true value y(x0) is minimized. That is:

[0065]

[0066]

[0067] In the formula Y(x i x, x0) is x i The distance between points x0 and x1 is used as the semivariance of the parameter when the spacing h is used; Y(x i ,x j ) is xi and x j The distance between two points is used as the semivariance of the parameter when the spacing h is used.

[0068] To find the minimum value of f(x) within a given range, gradient descent is used, starting from the initial point x. (0) To begin, let it decrease the fastest near that initial point. According to Taylor's formula:

[0069] f(x+λp)=f(x)+λΛ T (x)p+ο(λ||p||)(λ>0)

[0070] Due to ∧ T (x)p=-||∧(x)||||p||cosθ, where θ is the angle between p and -∧(x). When λ and ||p|| are fixed, taking cosθ=1 can make ∧ T When (x)p reaches its minimum value, f(x) decreases the most, meaning that the rate of decrease of f(x) is fastest when θ = 0. At this point, we can obtain...

[0071] The search direction p of the gradient descent algorithm (k) The negative gradient direction at this point To maximize the rate of decrease of the function value at that point, the iterative form of gradient descent is:

[0072]

[0073] A combination of multi-island genetic algorithm and gradient descent method is adopted as the optimization strategy. First, the multi-island genetic algorithm is used to locate the region where the target extremum is located in the design parameter space. Then, the gradient descent method is used to accurately find the optimal region, thereby obtaining the parameter optimization results under the condition that the equivalent damping coefficients are all equal.

[0074] The asymmetric damping ratio in the embodiments of this specification is the aforementioned target extreme value.

[0075] S220, based on the target asymmetric damping ratio, determines the damping working mode of the suspension system model under different road surface excitations.

[0076] Specifically, after determining the target asymmetric damping ratio of the vehicle's suspension system model under different road surface excitations, a damping range can be determined based on the target asymmetric damping ratio to serve as the corresponding damping operating mode of the suspension system model under different road surface excitations. It can be understood that when the vehicle is running on the current road surface, adjusting the vehicle to the damping operating mode corresponding to the road surface excitation for that current road surface will ensure optimal comfort and stability.

[0077] For example, an asymmetric damping ratio range smaller than the target asymmetric damping ratio can be taken as the damping working mode corresponding to the current road excitation; an asymmetric damping ratio range larger than the target asymmetric damping ratio can also be taken as the damping working mode corresponding to the current road excitation; or an asymmetric damping ratio range within a certain range before and after the target asymmetric damping ratio can also be taken as the damping working mode corresponding to the current road excitation.

[0078] S230 determines the state threshold range corresponding to the damping working mode based on the vehicle body posture data of the suspension system model under different road surface excitations.

[0079] After determining the damping operating modes of the suspension system model under different road surface excitations, it is also necessary to determine the state threshold range corresponding to each damping operating mode. This threshold range will serve as the criterion for deciding whether to switch the damping operating mode.

[0080] Specifically, based on the established suspension system model, vehicle body attitude data under different road surface excitations is acquired. The vehicle attitude data includes at least vehicle displacement, vehicle acceleration, and vehicle velocity. The vehicle attitude data can be determined by using sensors to acquire the acceleration, velocity, and displacement of the sprung and unsprung masses of the suspension system model. The state threshold range is obtained through relevant calculations based on the vehicle attitude data.

[0081] The correspondence between the damping working mode and the state threshold range can be determined in the following way: for any damping working mode, the state threshold range of any damping working mode is determined based on the vehicle body attitude data of the suspension system model; the correspondence between the state threshold range and the damping working mode is constructed using the damping working modes corresponding to different road excitation effects and the state threshold range of any damping working mode.

[0082] Specifically, for any damping operating mode, the vehicle body attitude data of the suspension system model under the corresponding road surface excitation is acquired. Based on the vehicle body attitude data, the state threshold range corresponding to any damping operating mode is determined. The correspondence between the state threshold range and the damping operating mode is constructed using the correspondence between different road surface excitations and the state threshold range of any damping operating mode. Simultaneously, the correspondence between the road surface excitation, the damping operating mode, and the state threshold range is also determined.

[0083] S240, based on the state threshold range and the relevant data of the suspension system model's operating state under the current road surface excitation, switches the damping operating mode of the suspension system model. The relevant operating state data is obtained through weighted calculation based on the vehicle attitude data of the suspension system model.

[0084] In some cases, simulation-based suspension system models determine the damping operating modes and state threshold ranges of a vehicle under different road surface excitations. The state threshold range serves as the basis for determining whether to switch the damping operating mode. Simulation tests can be conducted using this theoretical foundation, and after successful testing, the results can be applied to real vehicles.

[0085] Specifically, a damping mode control system model can be built using the Simulink simulation tool. The damping mode control system model and the suspension system model are then jointly simulated. The vehicle attitude data of the suspension system model under the current road surface excitation is input to the damping mode control system. The damping mode control system analyzes the vehicle attitude data to determine the target damping operating mode of the suspension system model under the current road surface excitation. The damping mode control system then sends control signals to the suspension system model, switching it from the current damping operating mode to the target damping operating mode.

[0086] like Figure 5 As shown, the damping mode control system model includes a multi-mode switching strategy module, a time stability module, a coordination controller module, a road surface roughness input comparison model, a passive suspension reference model, and a semi-active suspension module.

[0087] The multi-mode switching strategy module is a key module in the damped mode control system model, configured with mode switching rules. These rules are generated based on the correspondence between the aforementioned damping operating modes and state threshold ranges. The multi-mode switching strategy module comprises multiple sub-units, each representing a damping operating mode. Switching between these sub-units achieves the switching of damping operating modes. The configurable conditions for the mode switching rules include: switching conditions between sub-units, the total number of sub-units, the sub-unit order, and the switching rules themselves.

[0088] Because the vehicle body attitude data under random road surface excitation is unstable during operation of the damping mode control system model, the control signal output by the multi-mode switching strategy module is also random. If the suspension system model randomly switches damping modes at high frequencies within a short period, it can cause system instability. Therefore, a time stability module is established in the damping mode control system to ensure that the system does not become unstable.

[0089] The passive suspension reference model and the road surface roughness input comparison model were established to compare the suspension system model and its vehicle body attitude data under the current road surface excitation.

[0090] In the joint simulation of the damping mode control system model and the suspension system model, during the simulation of the control process, sensors acquire real-time vehicle posture data of the suspension system model under the current road surface excitation, and the vehicle posture data is denoised. The denoised vehicle posture data is then used as input to the damping mode control system model. The damping mode control system model performs weighted calculations on the vehicle posture data to obtain the relevant operating state data of the suspension system model under the current road surface excitation. This operating state data is compared with a state threshold range, and the state threshold range in which the operating state data falls is taken as the target state threshold range. The multi-mode switching strategy module of the damping mode control system model determines the target damping operating mode corresponding to the target state threshold range according to preset mode switching rules. Then, a control signal is sent to the suspension system model according to the target damping operating mode to switch the suspension system model from the current damping operating mode to the target damping operating mode for continued operation.

[0091] It should be noted that during the simulation control process, the acquisition of vehicle posture data is continuous. For example, vehicle posture data within a preset time period can be continuously acquired as input to the damping mode control system model. However, the control signal output by the damping mode control system model to the suspension system model is discrete.

[0092] This example illustrates the process of switching damping operating modes in a suspension system model. If the pre-determined damping operating modes include four types:

[0093] p = {p1, p2, p3, p4}

[0094] Where p1, p2, p3, and p4 represent four different damping operating modes.

[0095] Initially, the damping mode of the suspension system model is p i .like Figure 6 As shown, during the initial operation, when the state threshold range of the suspension system model's operating state-related data remains unchanged, that is, when no damping mode switching occurs, the suspension system model operates at f... i (t)=f i (x,p i The dynamic characteristics of (t) operate continuously. When the damping operating mode switches, it is at time t. i At any given moment, the suspension system model, affected by road surface excitation, switches to a damping mode p that matches the current road surface excitation. j At this point, the suspension system model uses f j (t)=f j (x,p j The dynamic characteristics of ,t) continue to operate.

[0096] The vehicle damping operating mode determination method according to the embodiments of this specification establishes a suspension system model, determines the target asymmetric damping ratio under different road surface excitations based on the suspension system model, and determines several damping operating modes based on the target asymmetric damping ratio. Simultaneously, it determines the state threshold range corresponding to each damping operating mode. Using the state threshold range as a reference, and based on the vehicle posture data during the current operation of the suspension system model, the damping operating mode of the suspension system model is switched to match the road surface excitation corresponding to the current operating surface. This improves the vehicle's running stability and comfort. Compared with damping control strategies in related technologies, the vehicle damping operating mode determination method of this specification has lower experimental costs and faster computation speed. Furthermore, the switching rules finally determined based on the asymmetric damping ratio are clearer, increasing the speed of switching damping operating modes in the suspension system, making it more suitable for practical applications, and providing a theoretical basis for the design of vehicle suspension systems.

[0097] In some embodiments of this specification, determining the state threshold range corresponding to the damping operating mode based on the vehicle body posture data of the suspension system model under different road surface excitations may include: determining vehicle state evaluation indices corresponding to different road surface excitations based on the vehicle body posture data of the suspension system model under different road surface excitations. The elements in the vehicle state evaluation indices include the root mean square of the vehicle center of gravity acceleration, the tire dynamic load coefficient, and the root mean square of the suspension dynamic deflection. Based on the weighted calculation results of each element in the vehicle state evaluation indices corresponding to different road surface excitations, a state threshold range for switching the damping operating mode is set.

[0098] Specifically, for different road surface excitations, vehicle body attitude data of the suspension system model is acquired. Vehicle attitude data includes vehicle displacement, vehicle acceleration, and vehicle velocity. To ensure the accuracy of the state threshold calculation, the vehicle attitude data is first denoised. A calculus processing program is written in Matlab, using the denoised vehicle attitude data as input and outputting smoothed data. Data smoothing technology subtracts irregular trend terms from the acquired raw signal to obtain the true values. The calculus processing program is based on the calculation process of the root mean square of the vehicle's center of gravity acceleration, the tire dynamic load coefficient, and the root mean square of the suspension dynamic deflection. Through processing by the Matlab program, the vehicle state evaluation index corresponding to the suspension system model under different road surface excitations can be obtained. The vehicle state evaluation index includes three elements: root mean square of the vehicle's center of gravity acceleration, tire dynamic load coefficient, and root mean square of the suspension dynamic deflection.

[0099] Among them, the vehicle body posture data can be obtained by sensors to acquire the displacement, acceleration and velocity of the sprung and unsprung masses, and then the vehicle displacement, vehicle acceleration and vehicle velocity can be determined accordingly.

[0100] The formula for calculating the root mean square value is:

[0101]

[0102] Therefore, the root mean square (RMS) value of the acceleration of the vehicle's center of mass is obtained by using the formula for calculating the RMS value of the sprung mass acceleration.

[0103] The root mean square value of suspension dynamic deflection is calculated by subtracting the sprung mass displacement from the unsprung mass displacement to obtain the suspension dynamic deflection, and then substituting the suspension dynamic deflection into the root mean square value calculation formula to obtain the root mean square value of suspension dynamic deflection.

[0104] The method for calculating the tire dynamic load factor is as follows: subtract the obtained unsprung mass displacement from the input road excitation displacement, multiply the result by the suspension stiffness, and then divide by the tire stiffness to obtain the tire dynamic load factor.

[0105] Since the three elements of the vehicle condition evaluation index represent different vehicle performance characteristics, the weighting coefficients of these three elements can be set according to the actual performance requirements of the vehicle. Setting appropriate weighting coefficients is crucial for determining the state threshold range. The determined state threshold range not only helps to distinguish the current road driving conditions and speed of the suspension system model, but also provides a clear standard for the control rules of the damping mode control system model to determine the damping operating mode that matches the current road excitation.

[0106] In some embodiments of this specification, vehicle attitude data includes vehicle displacement, vehicle acceleration, and vehicle speed. Operating status-related data is obtained through the following steps: Based on the vehicle attitude data, the root mean square value of the vehicle center of gravity acceleration, the tire dynamic load coefficient, and the root mean square value of the suspension dynamic deflection are determined. Weighted calculations are then performed based on the root mean square value of the vehicle center of gravity acceleration, the tire dynamic load coefficient, and the root mean square value of the suspension dynamic deflection to obtain the operating status-related data of the suspension system model.

[0107] The operational status data of the suspension system model can be used to determine the current road excitation of the suspension system model, and can also be compared with the state threshold range to determine the damping operating mode matched with the current road excitation. Specifically, the vehicle body attitude data of the suspension system model under the current road excitation is obtained. Based on the vehicle body attitude data, the root mean square value of the vehicle center of gravity acceleration, the tire dynamic load coefficient, and the root mean square value of the suspension dynamic deflection are calculated. The calculation process refers to the calculation process of the root mean square value of the vehicle center of gravity acceleration, the tire dynamic load coefficient, and the suspension dynamic deflection in the aforementioned state threshold range. Then, the root mean square value of the vehicle center of gravity acceleration, the tire dynamic load coefficient, and the root mean square value of the suspension dynamic deflection are weighted and calculated to obtain the operational status data of the suspension system model under the current road excitation.

[0108] In one possible implementation of this specification, the operating status data can be obtained based on the following formula:

[0109]

[0110] Where x2 is the vehicle displacement; x0 is the road surface input displacement; T is the control time domain; q1 and q2 are the weighting coefficients for vertical acceleration and tire dynamic load, respectively; ρ is the weighting coefficient for the driving force; c r It is an adjustable damping.

[0111] In some embodiments of this specification, determining the damping operating mode of the suspension system model under different road surface excitations based on the target asymmetric damping ratio may include: generating the damping operating mode of the suspension system model under different road surface excitations based on the target asymmetric damping ratio and the preset damping ratio range corresponding to the suspension system model under different road surface excitations.

[0112] Specifically, a damping ratio range can be preset, for reference. Figure 4 The schematic diagram of the damper damping curve shown illustrates the target asymmetric damping ratio of the suspension system model under different road surface excitations. Using the target asymmetric damping ratio as the center point, the asymmetric damping ratio range within a preset range is taken as the damping operating mode of the suspension system model under that road surface excitation.

[0113] In some embodiments of this specification, switching the damping operating mode of the suspension system model based on a state threshold range and relevant data on the operating state of the suspension system model under the current road surface excitation may include: if the relevant data on the operating state is within a target state threshold range, determining the target damping operating mode corresponding to the target state threshold range. The target damping operating mode is one of several damping operating modes. A control signal for the solenoid valve is generated based on the target damping operating mode. According to the control signal of the solenoid valve, the cross-sectional area of ​​the throttle orifice of the solenoid valve is adjusted to change the restoring stroke damping force and the compression stroke damping force of the suspension system model.

[0114] Because the adjustment of the asymmetric damping ratio in the embodiments of this specification is essentially an adjustment of the restoring stroke damping force and the compression stroke damping force. The adjustment of the restoring stroke damping force and the compression stroke damping force is achieved by adjusting the cross-sectional area of ​​the solenoid valve throttle orifice in the suspension system, thereby changing the flow area of ​​the intermediate chamber oil circuit. Therefore, after the multi-mode switching strategy module of the damping mode control system model determines the target damping working mode corresponding to the target state threshold range according to the preset mode switching rules, it can generate a control signal for the solenoid valve based on the target damping working mode and send the control signal to the suspension system model. The suspension system model adjusts the cross-sectional area of ​​the solenoid valve throttle orifice according to the control signal to change the restoring stroke damping force and the compression stroke damping force of the suspension system model.

[0115] In summary, as Figure 7 As shown, the vehicle damping operating mode determination method in the embodiments of this specification may further include:

[0116] A vehicle suspension system model was created using the AMEsim system simulation software.

[0117] Based on the Isight optimization software, a combined optimization strategy combining the Kriging model, multi-island genetic algorithm, and gradient descent method is used to process the vehicle attitude data of the pre-established suspension system model, thereby obtaining the damping working mode of the suspension system model under different road surface excitations, and thus forming an asymmetric damping scheme.

[0118] Based on the Matlab data smoothing program, the vehicle posture data of the suspension system model under different road surface excitations are processed to obtain vehicle state evaluation indices. The three elements of the vehicle state evaluation indices are then weighted and summed to obtain the result.

[0119] The range of state thresholds corresponding to the damped operating mode.

[0120] Switching rules are formed based on the asymmetric damping scheme and the state threshold range.

[0121] Based on the theoretical foundation of asymmetric damping schemes, state threshold ranges, switching rules, and time stability principles, and based on

[0122] The Simulink simulation tool was used to build a model of the damped mode control system.

[0123] 0. The damping mode control system model and the suspension system model are jointly simulated.

[0124] The damping mode control system model acquires the vehicle body attitude signal of the suspension system model in real time, and determines the target damping working mode currently matched to the suspension system model based on the vehicle body attitude signal.

[0125] The damping mode control system model generates control signals based on the target damping operating mode and sends them to the suspension system model, so that the suspension system model switches to the target damping operating mode according to the control signals.

[0126] 5. Collect the results of the target damping working mode selection of the damping mode control system model and the suspension system model in the target damping.

[0127] The vehicle body attitude data during operation is analyzed to further optimize the asymmetric damping scheme and state threshold range.

[0128] The above is a method for determining the vehicle damping working mode based on the vehicle simulation model. Using the above process as a theoretical basis, it can be applied to the control of the suspension system of real vehicles.

[0129] Corresponding to the above embodiments, the second aspect of this specification proposes a vehicle control method, such as... Figure 8 As shown,

[0130] Vehicle control methods include:

[0131] S810, determine the vehicle's operating status data. This operating status data is obtained through weighted calculations based on the vehicle's body posture data.

[0132] S820, if the relevant operating status data is within the target state threshold range, determine the target damping operating mode corresponding to the target state threshold range. The target damping operating mode is one of several preset damping operating modes.

[0133] The damping operating mode is determined based on the asymmetric damping ratio of the vehicle shock absorber. The asymmetric damping ratio is the ratio of the recovery stroke damping force of the vehicle suspension system to the compression stroke damping force of the vehicle suspension system.

[0134] S830 sets the throttle orifice cross-sectional area of ​​the vehicle's solenoid valve according to the target damping operating mode, so as to control the vehicle to run within the damping range of the target damping operating mode.

[0135] Specifically, it acquires vehicle posture data during its operation on the current road surface. For example, it can continuously acquire vehicle...

[0136] The vehicle's body posture data within a preset time period is used as a set of data to determine the vehicle's operating state. After obtaining the vehicle's operating state data based on the body posture data, the vehicle's suspension control system compares the operating state data with a state threshold range. If the operating state data falls within a target state threshold range, the damping mode corresponding to the target state threshold range is determined as the target damping mode to match the vehicle's current operating state. The road excitation corresponding to the target damping mode can be represented as...

[0137] The road conditions during the vehicle's current operation are assessed. Subsequently, the vehicle's suspension control system adjusts the orifice cross-sectional area of ​​the solenoid valve based on the determined target damping operating mode to control the vehicle's operation within the damping range of the target damping operating mode.

[0138] Okay. Damping range refers to the asymmetric damping range of the vehicle.

[0139] The process of calculating the vehicle's operating status data under the current road conditions based on the vehicle's body posture data and the process of determining the target damping working mode are similar to the relevant processes in the above-mentioned vehicle damping working mode determination method, and will not be repeated here.

[0140] 0. The vehicle control method according to the embodiments of this specification, the state determined by the above-described vehicle damping operating mode determination method.

[0141] Based on the theoretical foundation of state threshold range, damping operating mode, and switching rules, the vehicle's damping operating mode is switched according to the vehicle's posture data during current operation to match the road excitation corresponding to the current road surface. This improves the vehicle's running stability and comfort.

[0142] In some embodiments of this specification, the target state threshold range is determined based on a pre-established suspension system model under specified road surface excitation. The method for determining the target state threshold range may include: under specified road surface excitation...

[0143] Based on the vehicle body attitude data of the suspension system model, vehicle state evaluation indicators corresponding to a specified road surface excitation are determined. The elements of these indicators include the root mean square of the vehicle center of gravity acceleration, the tire dynamic load coefficient, and the root mean square of the suspension dynamic deflection. Based on the weighted calculation results of each element in the vehicle state evaluation indicators corresponding to the specified road surface excitation, a target state threshold range for switching preset damping operating modes is set.

[0144] 0 In some embodiments of this specification, vehicle attitude data includes vehicle displacement, vehicle acceleration, and vehicle speed.

[0145] Determining vehicle operating status data may include: based on vehicle attitude data, determining the root mean square value of vehicle center of gravity acceleration, tire dynamic load coefficient, and suspension dynamic deflection. Weighted calculations are then performed based on the root mean square values ​​of vehicle center of gravity acceleration, tire dynamic load coefficient, and suspension dynamic deflection to obtain vehicle mode switching data.

[0146] In some embodiments of this specification, if the operating status-related data is within the target state threshold range, determining the target damping operating mode corresponding to the target state threshold range may include: if the operating status-related data is within the target state threshold range...

[0147] Within the target state threshold range, the target damping working mode is determined by matching the correspondence between the threshold range and the damping working mode based on the target state threshold range.

[0148] In some embodiments of this specification, the state threshold range is based on a pre-established suspension system model on different road surfaces.

[0149] The threshold range and its corresponding damping operating mode are determined under excitation. The method for constructing this relationship includes: determining the asymmetric damping ratio of the suspension system model based on vehicle posture data under different road surface excitations. This is based on the suspension system model.

[0150] The corresponding asymmetric damping ratio and preset damping ratio range generate damping operating modes corresponding to different road surface excitations. For any damping operating mode, the threshold range of any damping operating mode is determined based on the vehicle posture data of the suspension system model. The correspondence between the threshold range and the damping operating mode is constructed using the damping operating modes corresponding to different road surface excitations and the threshold range of any damping operating mode.

[0151] In some embodiments of this specification, the cross-sectional area of ​​the throttle orifice of the vehicle's solenoid valve is set according to a target damping operating mode to control the vehicle's operation within the damping range of the target damping operating mode. This may include: generating a control signal for the solenoid valve based on the target damping operating mode; and adjusting the cross-sectional area of ​​the solenoid valve's throttle orifice according to the control signal to change the restoring stroke damping force and the compression stroke damping force of the vehicle suspension system.

[0152] It should be noted that the determination of the state threshold range, damping working range and their corresponding relationship in the vehicle control method of this manual can be referred to the content of the vehicle damping working mode determination method in this manual, and will not be repeated here.

[0153] Corresponding to the above embodiments, this specification also proposes a vehicle damping operating mode determination device, comprising:

[0154] The first determining module 910 is used to determine the target asymmetric damping ratio of the vehicle shock absorber under different road surface excitations based on a pre-established suspension system model. The asymmetric damping ratio is the ratio of the recovery stroke damping force of the suspension system to the compression stroke damping force of the suspension system.

[0155] The second determining module 920 is used to determine the damping working mode of the suspension system model under different road surface excitations based on the target asymmetric damping ratio.

[0156] The third determining module 930 is used to determine the state threshold range corresponding to the damping working mode based on the vehicle body posture data of the suspension system model under different road surface excitations.

[0157] The switching module 940 is used to switch the damping operating mode of the suspension system model based on the state threshold range and the relevant operating state data of the suspension system model under the current road excitation. The relevant operating state data is obtained by weighted calculation based on the vehicle attitude data of the suspension system model.

[0158] It should be noted that the above explanation of the embodiments and beneficial effects of the method for determining the vehicle damping working mode also applies to the vehicle damping working mode determining device of the present invention. To avoid redundancy, it will not be elaborated in detail here.

[0159] The vehicle damping operating mode determination device according to the embodiments of this specification establishes a suspension system model, determines the target asymmetric damping ratio under different road surface excitations based on the suspension system model, and determines several damping operating modes based on the target asymmetric damping ratio. It also determines the state threshold range corresponding to each damping operating mode. Using the state threshold range as a reference, and based on the vehicle body posture data during the current operation of the suspension system model, the damping operating mode of the suspension system model is switched. This ensures that the damping operating mode of the suspension system model matches the road surface excitation corresponding to the current operating road surface, thereby improving the vehicle's running stability and comfort.

[0160] Corresponding to the above embodiments, this specification also proposes a vehicle control device, including:

[0161] The operating status determination module 1000 is used to determine the vehicle's operating status-related data. This operating status-related data is obtained through weighted calculations based on the vehicle's body posture data.

[0162] The damping operating mode determination module 1010 is used to determine the target damping operating mode corresponding to the target state threshold range if the relevant operating state data is within the target state threshold range. The target damping operating mode is one of several preset damping operating modes, which are determined based on the asymmetric damping ratio of the vehicle shock absorber. The asymmetric damping ratio is the ratio of the recovery stroke damping force of the vehicle suspension system to the compression stroke damping force of the vehicle suspension system.

[0163] The vehicle control module 1020 is used to set the throttle orifice cross-sectional area of ​​the vehicle's solenoid valve according to the target damping operating mode, so as to control the vehicle to operate within the damping range of the target damping operating mode.

[0164] It should be noted that the above explanation of the embodiments and beneficial effects of the vehicle control method also applies to the vehicle control device of the present invention. To avoid redundancy, it will not be elaborated in detail here.

[0165] The vehicle control device according to the embodiments of this specification uses the state threshold range, damping operating mode, and switching rules determined by the above-described vehicle damping operating mode determination method as a theoretical basis. Based on the vehicle's current vehicle posture data, it switches the vehicle's damping operating mode to match the road excitation effect corresponding to the current road surface. This improves the vehicle's running stability and comfort.

[0166] Corresponding to the above embodiments, this specification also provides a computer-readable storage medium storing a computer program thereon, which, when executed by a processor, implements the vehicle damping operating mode determination method and vehicle control method of the above embodiments.

[0167] According to the computer-readable storage medium of the embodiments of this specification, when a computer program is executed, it can switch the damping operating mode of the suspension system model based on the vehicle body posture data during the current operation of the suspension system model, using a state threshold range as a reference. This allows the damping operating mode of the suspension system model to match the road excitation effect corresponding to the current road surface, thereby improving vehicle running stability and comfort. Alternatively, based on the state threshold range, damping operating mode, and switching rules determined by the above-described vehicle damping operating mode determination method, the vehicle's damping operating mode can be switched according to the vehicle body posture data during the current operation of the vehicle, so that its damping operating mode matches the road excitation effect corresponding to the current road surface, thereby improving vehicle running stability and comfort.

[0168] Corresponding to the above embodiments, this specification also provides an electronic device.

[0169] Figure 11 This is a structural block diagram of an electronic device according to one embodiment of this specification, such as... Figure 11 As shown, the electronic device 1100 includes a memory 1120, a processor 1110, and a computer program 1130 stored in the memory 1120 and capable of running on the processor 1110. When the processor 1110 executes the computer program 1130, it implements the aforementioned vehicle damping working mode determination method and vehicle control method.

[0170] The electronic device according to the embodiments of this specification, when the processor executes a computer program, can switch the damping operating mode of the suspension system model based on the vehicle body posture data during the current operation of the suspension system model, using a state threshold range as a reference. This allows the damping operating mode of the suspension system model to match the road excitation effect corresponding to the current road surface, thereby improving vehicle stability and comfort. Alternatively, based on the state threshold range, damping operating mode, and switching rules determined by the above-described vehicle damping operating mode determination method, the vehicle's damping operating mode can be switched according to the vehicle body posture data during the current operation of the vehicle, so that its damping operating mode matches the road excitation effect corresponding to the current road surface, thereby improving vehicle stability and comfort.

[0171] It should be noted that the logic and / or steps represented in the flowchart or otherwise described herein, for example, can be considered as a sequenced list of executable instructions for implementing logical functions, and can be embodied in any computer-readable medium for use by, or in conjunction with, an instruction execution system, apparatus, or device (such as a computer-based system, a processor-included system, or other system that can fetch and execute instructions from, an instruction execution system, apparatus, or device). For the purposes of this specification, "computer-readable medium" can be any means that can contain, store, communicate, propagate, or transmit programs for use by, or in conjunction with, an instruction execution system, apparatus, or device. More specific examples (a non-exhaustive list) of computer-readable media include: an electrical connection having one or more wires (electronic device), a portable computer disk drive (magnetic device), random access memory (RAM), read-only memory (ROM), erasable and editable read-only memory (EPROM or flash memory), fiber optic devices, and portable optical disc read-only memory (CDROM). Alternatively, the computer-readable medium may be paper or other suitable media on which the program can be printed, since the program can be obtained electronically, for example, by optically scanning the paper or other medium, followed by editing, interpreting, or otherwise processing as necessary, and then stored in a computer memory.

[0172] It should be understood that various parts of this specification can be implemented using hardware, software, firmware, or a combination thereof. In the above embodiments, multiple steps or methods can be implemented using software or firmware stored in memory and executed by a suitable instruction execution system. For example, if implemented in hardware, as in another embodiment, it can be implemented using any one or a combination of the following techniques known in the art: discrete logic circuits having logic gates for implementing logical functions on data signals, application-specific integrated circuits (ASICs) having suitable combinational logic gates, programmable gate arrays (PGAs), field-programmable gate arrays (FPGAs), etc.

[0173] In the description of this specification, the references to terms such as "one embodiment," "some embodiments," "example," "specific example," or "some examples," etc., indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of this specification. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples.

[0174] In the description of this specification, it should be understood that the terms "center," "longitudinal," "lateral," "length," "width," "thickness," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," "outer," "clockwise," "counterclockwise," "axial," "radial," and "circumferential" indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are used only for the convenience of describing this specification and for simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this specification.

[0175] Furthermore, the terms "first," "second," etc., used in the embodiments of this specification are for descriptive purposes only and should not be construed as indicating or implying relative importance, or implicitly specifying the number of technical features indicated in this embodiment. Therefore, features defined with terms such as "first" and "second" in the embodiments of this specification can explicitly or implicitly indicate that the embodiment includes at least one of those features. In the description of this specification, the word "multiple" means at least two or more, such as two, three, four, etc., unless otherwise explicitly specified in the embodiments.

[0176] In this specification, unless otherwise explicitly specified or limited in the embodiments, the terms "installation," "connection," "attachment," and "fixing" appearing in the embodiments should be interpreted broadly. For example, "connection" can refer to a fixed connection.

[0177] The connection can be detachable or integral; it can be mechanical, electrical, or other similar. It can also be a direct connection, an indirect connection via an intermediate medium, or a connection within two components, or an interaction between two components. Those skilled in the art will understand the specific meaning of the above terms in this specification based on the specific implementation.

[0178] 0. In this specification, unless otherwise expressly specified and limited, the first feature is referred to as "above" or "below" the second feature.

[0179] The first and second features can be in direct contact, or they can be in indirect contact through an intermediate medium. Furthermore, "above," "over," and "on top of" the first feature can mean the first feature is directly above or diagonally above the second feature, or simply that the first feature is at a higher horizontal level than the second feature. "Below" the second feature...

[0180] "Below" and "below" can mean that the first feature is directly below or diagonally below the second feature, or simply that the first feature is at a lower horizontal height than the second feature.

[0181] Although embodiments of this specification have been shown and described above, it is to be understood that the above embodiments are exemplary and should not be construed as limiting this specification. Those skilled in the art can make changes, modifications, substitutions and variations to the above embodiments within the scope of this specification.

Claims

1. A vehicle control method characterized by, The method comprises: determining running state related data of the vehicle; wherein the running state related data is obtained by weighted calculation based on body posture data of the vehicle; if the running state related data is within a target state threshold range, determining a target damping working mode corresponding to the target state threshold range; wherein the target damping working mode is one of a plurality of preset damping working modes, and the preset damping working mode is determined based on an asymmetric damping ratio of a vehicle shock absorber, and the asymmetric damping ratio is a ratio of a rebound stroke damping force of a vehicle suspension system to a compression stroke damping force of the vehicle suspension system; according to the target damping working mode, setting a throttle hole cross-sectional area of a solenoid valve of the vehicle to control the vehicle to run within a damping range of the target damping working mode; the target state threshold range is determined based on a pre-established suspension system model under the action of a specified road excitation; and a method for determining the target state threshold range comprises: based on the body posture data of the suspension system model, determining a vehicle state evaluation index corresponding to the action of the specified road excitation; wherein elements in the vehicle state evaluation index include a body mass center acceleration root mean square, a tire dynamic load coefficient, and a suspension dynamic deflection root mean square value; according to weighted calculation results of each element in the vehicle state evaluation index corresponding to the action of the specified road excitation, setting a target state threshold range for switching a preset damping working mode.

2. The method of claim 1, wherein, The body posture data includes vehicle displacement, vehicle acceleration, and vehicle speed; and the determination of the running state related data of the vehicle comprises: based on the body posture data, determining a body mass center acceleration root mean square value, a tire dynamic load coefficient, and a suspension dynamic deflection root mean square value; based on the body mass center acceleration root mean square value, the tire dynamic load coefficient, and the suspension dynamic deflection root mean square value, performing weighted calculation to obtain mode switching related data of the vehicle.

3. The method of claim 1, wherein, If the running state related data is within a target state threshold range, determining a target damping working mode corresponding to the target state threshold range; wherein the target damping working mode is one of a plurality of preset damping working modes, and the preset damping working mode is determined based on an asymmetric damping ratio of a vehicle shock absorber, and the asymmetric damping ratio is a ratio of a rebound stroke damping force of a vehicle suspension system to a compression stroke damping force of the vehicle suspension system; If the running state related data is within a target state threshold range, matching the target state threshold range in a corresponding relationship between a state threshold range and a damping working mode to determine the target damping working mode.

4. The method of claim 3, wherein, The state threshold range is determined based on a pre-established suspension system model under the action of different road excitations; and a construction method of the corresponding relationship between the state threshold range and the damping working mode comprises: determining a target asymmetric damping ratio corresponding to the suspension system model according to body posture data under different road excitations; generating a damping working mode corresponding to different road excitations based on the target asymmetric damping ratio corresponding to the suspension system model and a preset damping ratio range; for any damping working mode, determining a state threshold range of the any damping working mode based on body posture data of the suspension system model; and Corresponding relationship between the state threshold range and the damping working mode is constructed by using different road excitation corresponding damping working mode, state threshold range of any damping working mode.

5. The method of claim 1, wherein, The method comprises: According to the target asymmetric damping ratio, the damping working mode corresponding to the suspension system model under different road excitations is determined; According to the body posture data of the suspension system model under different road excitations, the state threshold range corresponding to the damping working mode is determined; 6. A method of determining a damping operating mode of a vehicle, characterized in that According to the body posture data of the suspension system model under different road excitations, the state threshold range corresponding to the damping working mode is determined; According to the body posture data of the suspension system model under different road excitations, the state threshold range corresponding to the damping working mode is determined; The body posture data of the suspension system model under different road excitations includes vehicle displacement, vehicle acceleration and vehicle speed. The body posture data of the suspension system model under different road excitations includes vehicle displacement, vehicle acceleration and vehicle speed. The running state related data is obtained by the following steps: The body posture data of the suspension system model under different road excitations includes vehicle displacement, vehicle acceleration and vehicle speed. The body posture data of the suspension system model under different road excitations includes vehicle displacement, vehicle acceleration and vehicle speed. The body posture data of the suspension system model under different road excitations includes vehicle displacement, vehicle acceleration and vehicle speed.

7. The method of claim 6, wherein, The body posture data of the suspension system model under different road excitations includes vehicle displacement, vehicle acceleration and vehicle speed. The body posture data of the suspension system model under different road excitations includes vehicle displacement, vehicle acceleration and vehicle speed. The body posture data of the suspension system model under different road excitations includes vehicle displacement, vehicle acceleration and vehicle speed.

8. The method of claim 6, wherein, The body posture data of the suspension system model under different road excitations includes vehicle displacement, vehicle acceleration and vehicle speed. The body posture data of the suspension system model under different road excitations includes vehicle displacement, vehicle acceleration and vehicle speed. The body posture data of the suspension system model under different road excitations includes vehicle displacement, vehicle acceleration and vehicle speed. The body posture data of the suspension system model under different road excitations includes vehicle displacement, vehicle acceleration and vehicle speed. The body posture data of the suspension system model under different road excitations includes vehicle displacement, vehicle acceleration and vehicle speed. The body posture data of the suspension system model under different road excitations includes vehicle displacement, vehicle acceleration and vehicle speed. The body posture data of the suspension system model under different road excitations includes vehicle displacement, vehicle acceleration and vehicle speed. The body posture data of the suspension system model under different road excitations includes vehicle displacement, vehicle acceleration and vehicle speed. The body posture data of the suspension system model under different road excitations includes vehicle displacement, vehicle acceleration and vehicle speed. The body posture data of the suspension system model under different road excitations includes vehicle displacement, vehicle acceleration and vehicle speed. The body posture data of the suspension system model under different road excitations includes vehicle displacement, vehicle acceleration and vehicle speed. The body posture data of the suspension system model under different road excitations includes vehicle displacement, vehicle acceleration and vehicle speed. The body posture data of the suspension system model under different road excitations includes vehicle displacement, vehicle acceleration and vehicle speed. The body posture data of the suspension system model under different road excitations includes vehicle displacement, vehicle acceleration and vehicle speed. The body posture data of the suspension system model under different road excitations includes vehicle displacement, vehicle acceleration and vehicle speed. The body posture data of the suspension system model under different road excitations includes vehicle displacement, vehicle acceleration and vehicle speed. The body posture data of the suspension system model under different road excitations includes vehicle displacement, vehicle acceleration and vehicle speed. The body posture data of the suspension system model under different road excitations includes vehicle displacement, vehicle acceleration and vehicle speed. The body posture data of the suspension system model under different road excitations includes vehicle displacement, vehicle acceleration and vehicle speed. The body posture data of the suspension system model under different road excitations includes vehicle displacement, vehicle acceleration and vehicle speed. The body posture data of the suspension system model under different road excitations includes vehicle displacement, vehicle acceleration and vehicle speed. The body posture data of the suspension system model under different road excitations includes vehicle displacement, vehicle acceleration and vehicle speed. The body posture data of the suspension system model under different road excitations includes vehicle displacement, vehicle acceleration and vehicle speed. The body posture data of the suspension system model under different road excitations includes vehicle displacement, vehicle acceleration and vehicle speed. The body posture data of the suspension system model under different road excitations includes vehicle displacement, vehicle acceleration and vehicle speed. The body posture data of the suspension system model under different road excitations includes vehicle displacement, vehicle acceleration and vehicle speed. The body posture data of the suspension system model under different road excitations includes vehicle displacement, vehicle acceleration and vehicle speed. The body posture data of the suspension system model under different road excitations includes vehicle displacement, vehicle acceleration and vehicle speed. The body posture data of the suspension system model under different road excitations includes vehicle displacement, vehicle acceleration and vehicle speed. The body posture data of the suspension system model under different road excitations includes vehicle displacement, vehicle acceleration and vehicle speed. The body posture data of the suspension system model under different road excitations includes vehicle displacement, vehicle acceleration and vehicle speed. The body posture data of the suspension system model under different road excitations includes vehicle displacement, vehicle acceleration and vehicle speed. The body posture data of the suspension system model under different road excitations includes vehicle displacement, vehicle acceleration and vehicle speed. The body posture data of the suspension system model under different road excitations includes vehicle displacement, vehicle acceleration and vehicle speed. The body posture data of the suspension system model under different road excitations includes vehicle displacement, vehicle acceleration and vehicle speed. The body posture data of the suspension system model under different road excitations includes vehicle displacement, vehicle acceleration and vehicle speed. The body posture data of the suspension system model under different road excitations includes vehicle displacement, vehicle acceleration and vehicle speed. The body posture data of the suspension system model under different road excitations includes vehicle displacement, vehicle acceleration and vehicle speed. The body posture data of the suspension system model under different road excitations includes vehicle displacement, vehicle acceleration and vehicle speed. The body posture data of the suspension system model under different road excitations includes vehicle displacement, vehicle acceleration and vehicle speed. The body posture data of the suspension system model under different road excitations includes vehicle displacement, vehicle acceleration and vehicle speed. The body posture data of the suspension system model under different road excitations includes vehicle displacement, vehicle acceleration and vehicle speed. The body posture data of the suspension system model under different road excitations includes vehicle displacement, vehicle acceleration and vehicle speed. The body posture data of the suspension system model under different road excitations includes vehicle displacement, vehicle acceleration and vehicle speed. The body posture data of the suspension system model under different road excitations includes vehicle displacement, vehicle acceleration and vehicle speed. The body posture data of the suspension system model under different road excitations includes vehicle displacement, vehicle acceleration and vehicle speed. The body posture data of the suspension system model under different road excitations includes vehicle displacement, vehicle acceleration and vehicle speed. The body posture data of the suspension system model under different road excitations includes vehicle displacement, vehicle acceleration and vehicle speed. The body posture data of the suspension system model under different road excitations includes vehicle displacement, vehicle acceleration and vehicle speed. The body posture data of the suspension system model under different road excitations includes vehicle displacement, vehicle acceleration and vehicle speed. The body posture data of the suspension system model under different road excitations includes vehicle displacement, vehicle acceleration and vehicle speed. The body posture data of the suspension system model under different road excitations includes vehicle displacement, vehicle acceleration and vehicle speed. The body posture data of the suspension system model under different road excitations includes vehicle displacement, vehicle acceleration and vehicle speed. The body posture data of the suspension system model under different road excitations includes vehicle displacement, vehicle acceleration and vehicle speed. The body posture data of the suspension system model under different road excitations includes vehicle displacement, vehicle acceleration and vehicle speed. The body posture data of the suspension system model under different road excitations includes vehicle displacement, vehicle acceleration and vehicle speed. The body posture data of the suspension system model under different road excitations includes vehicle displacement, vehicle acceleration and vehicle speed. The body posture data of the suspension system model under different road excitations includes vehicle displacement, vehicle acceleration and vehicle speed. The body posture data of the suspension system model under different road excitations includes vehicle displacement, vehicle acceleration and vehicle speed. The body posture data of the suspension system model under different road excitations includes vehicle displacement, vehicle acceleration and vehicle speed. The body posture data of the suspension system model under different road excitations includes vehicle displacement, vehicle acceleration and vehicle speed. The body posture data of the suspension system model under different road excitations includes vehicle displacement, vehicle acceleration and vehicle speed. The body posture data of the suspension system model under different road excitations includes vehicle displacement, vehicle acceleration and vehicle speed. The body posture data of the suspension system model under different road excitations includes vehicle displacement, vehicle acceleration and vehicle speed. The body posture data of the suspension system model under different road excitations includes vehicle displacement, vehicle acceleration and vehicle speed. The body posture data of the suspension system model under different road excitations includes vehicle displacement, vehicle acceleration and vehicle speed. The body posture data of the suspension system model under different road excitations includes vehicle displacement, vehicle acceleration and vehicle speed. The body posture data of the suspension system model under different road excitations includes vehicle displacement, vehicle acceleration and vehicle speed. The body posture data of the suspension system model under different road excitations includes vehicle displacement, vehicle acceleration and vehicle speed. The body posture data of the suspension system model under different road excitations includes vehicle displacement, vehicle acceleration and vehicle speed. The body posture data of the suspension system 9. The method of claim 6, wherein, Switching the damping working mode of the suspension system model based on the state threshold range and the running state related data of the suspension system model under the current road excitation, comprising: If the running state related data is located in the target state threshold range, determining the target damping working mode corresponding to the target state threshold range; wherein the target damping working mode is one of a plurality of damping working modes; Generating a control signal of the electromagnetic valve based on the target damping working mode; According to the control signal of the electromagnetic valve, adjusting the throttle hole cross-sectional area of the electromagnetic valve to change the rebound stroke damping force of the suspension system model and the compression stroke damping force of the suspension system model.

10. A vehicle control device characterized by comprising: Comprising: The running state determination module is used to determine the running state related data of the vehicle; wherein the running state related data is obtained by weighted calculation based on the vehicle body posture data of the vehicle; The damping working mode determination module is used to determine the target damping working mode corresponding to the target state threshold range if the running state related data is located in the target state threshold range; wherein the target damping working mode is one of a plurality of preset damping working modes, and the preset damping working mode is determined based on the asymmetric damping ratio of the vehicle shock absorber, and the asymmetric damping ratio is the ratio of the rebound stroke damping force of the vehicle suspension system to the compression stroke damping force of the vehicle suspension system; The vehicle control module is used to set the throttle hole cross-sectional area of the electromagnetic valve of the vehicle according to the target damping working mode, so as to control the vehicle to run in the damping range of the target damping working mode; The target state threshold range is determined based on the pre-established suspension system model under the action of the specified road excitation; the determination method of the target state threshold range comprises: Under the action of the specified road excitation, the vehicle state evaluation index corresponding to the specified road excitation is determined based on the vehicle body posture data of the suspension system model; wherein the elements in the vehicle state evaluation index include vehicle body mass center acceleration root mean square, tire dynamic load coefficient and suspension dynamic deflection root mean square value; According to the weighted calculation result of each element in the vehicle state evaluation index corresponding to the specified road excitation, the target state threshold range for switching the preset damping working mode is set.

11. A vehicle damping operating mode determination apparatus characterized by comprising: Comprising: The first determination module is used to determine the target asymmetric damping ratio of the vehicle shock absorber under different road excitations based on the pre-established suspension system model, and the asymmetric damping ratio is the ratio of the rebound stroke damping force of the suspension system to the compression stroke damping force of the suspension system; The second determination module is used to determine the damping working mode corresponding to the suspension system model under different road excitations based on the target asymmetric damping ratio; The third determination module is used to determine the state threshold range corresponding to the damping working mode according to the vehicle body posture data of the suspension system model under different road excitations. The switching module is configured to switch the damping operation mode of the suspension system model based on the state threshold range and the running state related data of the suspension system model under the current road excitation; The running state related data is obtained by weighting calculation based on the body posture data of the suspension system model; The determination of the state threshold range corresponding to the damping operation mode according to the body posture data of the suspension system model under different road excitations comprises: Under different road excitations, the vehicle state evaluation indexes corresponding to different road excitations are determined based on the body posture data of the suspension system model; wherein the elements in the vehicle state evaluation indexes include the root mean square of the body mass center acceleration, the tire dynamic load coefficient and the root mean square of the suspension deflection; The state threshold range for switching the damping operation mode is set according to the weighting calculation results of each element in the vehicle state evaluation indexes corresponding to different road excitations.

12. A computer-readable storage medium, characterized in that, A computer program is stored on the computer readable storage medium, and the computer program is executed by the processor to implement the vehicle control method according to any one of claims 1-5 and / or the vehicle damping operation mode determination method according to any one of claims 6-9.

13. An electronic device, comprising: The computer readable storage medium comprises a memory, a processor and a computer program stored on the memory and executable on the processor, and the processor executes the computer program to implement the vehicle control method according to any one of claims 1-5 and / or the vehicle damping operation mode determination method according to any one of claims 6-9.

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