A control method and device of a vehicle shock absorber, an electronic device and a storage medium

Abstract

The application provides a control method and device of a vehicle shock absorber, an electronic device and a storage medium, which are applied to a shock control device and include the following steps: acquiring driving parameters of a vehicle and physiological parameters of a user in the vehicle; when it is determined that the user is uncomfortable according to the physiological parameters, determining a damping force increase value of the shock absorber according to the physiological parameters and the driving parameters; and determining a total damping force target value of the shock absorber based on the damping force increase value, a basic damping force demand value determined by the driving parameters and the driving parameters, so as to control the shock absorber to perform shock absorption according to the total damping force target value. In this way, when it is determined that the user is uncomfortable according to the physiological parameters, the damping force increase value is determined according to the physiological parameters and the driving parameters, and then the total damping force target value is obtained, so as to control the shock absorber to increase the generated damping force, increase the body motion control and relieve the discomfort of the user.

Description

Technical Field

[0001] This application relates to the field of vehicle control technology, and in particular to a control method, device, electronic equipment and storage medium for a vehicle shock absorber. Background Technology

[0002] During vehicle operation, the shock absorber (CDC, Continuous Damping Control) adjusts its damping based on a pre-calibrated control strategy to reduce vibration. Current shock absorber control strategies are generally calibrated only based on dynamic vehicle parameters such as speed and acceleration. Furthermore, to balance vehicle motion control, wheel hop control, and vibration isolation, the control parameters are calibrated to avoid excessive increases in shock absorber damping due to overly enhanced vehicle control, which could sacrifice secondary comfort and vibration isolation performance.

[0003] However, the human body is most sensitive to low-frequency vehicle body swaying, which can easily cause motion sickness and other discomfort. Therefore, existing vehicle shock absorber control methods have not achieved the optimal solution for vehicle body control and cannot meet people's needs for ride comfort. Insufficient vehicle body movement control can easily cause motion sickness and other discomfort for some people. Summary of the Invention

[0004] In view of this, the purpose of this application is to provide a control method, device, electronic device and storage medium for a vehicle shock absorber, which determines the increase value of damping force based on physiological parameters and driving parameters when the user is determined to be uncomfortable, thereby obtaining the target value of total damping force, so as to control the increased damping force generated by the shock absorber, improve vehicle motion control and alleviate the user's discomfort.

[0005] This application provides a control method for a vehicle shock absorber, the control method being applied to a shock absorber controller; the control method includes:

[0006] Obtain the vehicle's driving parameters and the physiological parameters of the user in the vehicle;

[0007] When it is determined that the user is experiencing discomfort based on the physiological parameters, the increase in the damping force of the shock absorber is determined based on the physiological parameters and the driving parameters.

[0008] Based on the increase in damping force, the basic damping force requirement determined by the driving parameters, and the driving parameters, a target value for the total damping force of the shock absorber is determined, so as to control the shock absorber to perform damping according to the target value for the total damping force.

[0009] Furthermore, the user's discomfort is determined based on the physiological parameters in the following manner:

[0010] Based on the physiological parameters, the user's current quantified primary comfort index is determined using a pre-fitted formula.

[0011] When the primary comfort index exceeds a preset threshold, it is determined that the user is experiencing discomfort.

[0012] Furthermore, the driving parameters include vehicle speed; when the physiological parameters indicate that the user is experiencing motion sickness, the increase in damping force of the shock absorber is determined based on the physiological parameters and the driving parameters, including:

[0013] Based on the primary comfort index, the correction damping coefficient and correction gain coefficient of the shock absorber are determined using a pre-calibrated correction mapping formula.

[0014] The increase in damping force is determined based on the correction damping coefficient, the correction gain coefficient, and the vehicle body speed.

[0015] Furthermore, the driving parameters include vehicle speed, wheel speed, and road surface roughness; the basic damping force requirement is determined from the driving parameters in the following manner:

[0016] Based on the driving parameters, the ceiling damping coefficient, ceiling gain coefficient, floor damping coefficient, and floor gain coefficient are determined using a pre-calibrated basic mapping relationship.

[0017] The required body damping force is determined based on the ceiling damping coefficient, ceiling gain coefficient, and vehicle speed.

[0018] The required wheel damping force is determined based on the ground damping coefficient, ground gain coefficient, and wheel speed.

[0019] The sum of the vehicle body damping force requirement and the wheel damping force requirement is determined as the basic damping force requirement.

[0020] Furthermore, determining the target total damping force of the shock absorber based on the increase in damping force, the basic damping force requirement determined by the driving parameters, and the driving parameters includes:

[0021] The sum of the increase in damping force and the basic damping force requirement is determined as the total damping force requirement.

[0022] Based on the driving parameters, determine the upper limit and lower limit of the damping force that the shock absorber can currently provide;

[0023] When the total damping demand value is less than or equal to the lower limit of the damping force, the lower limit of the damping force is determined as the target value of the total damping force.

[0024] When the total damping demand value is greater than or equal to the upper limit value of the damping force, the upper limit value of the damping force is determined as the target value of the total damping force;

[0025] When the total damping demand value is greater than the lower limit of the damping force and less than the upper limit of the damping force, the total damping force demand value is determined as the target value of the total damping force.

[0026] Furthermore, the control method also includes:

[0027] When the user-triggered adjustment command is received, the damping force adjustment value of the shock absorber is determined according to the adjustment command;

[0028] Based on the damping force adjustment value, the basic damping force requirement value, and the driving parameters, the total damping force target value of the shock absorber is determined, so as to control the shock absorber to perform damping according to the total damping force target value.

[0029] Furthermore, acquiring the vehicle's driving parameters and the user's physiological parameters in the vehicle includes:

[0030] Acquire vehicle body acceleration and wheel acceleration detected by accelerometers, as well as physiological parameters detected by human physiological sensors;

[0031] Based on the vehicle body acceleration, the vehicle body speed is determined by integral calculation;

[0032] Based on the wheel acceleration, the wheel speed is determined by integration.

[0033] Based on the wheel acceleration, the road surface roughness is determined according to a pre-calibrated road surface mapping relationship.

[0034] This application embodiment also provides a control device for a vehicle shock absorber, the control device being applied to a shock absorber controller; the control device includes:

[0035] The acquisition module is used to acquire the vehicle's driving parameters and the physiological parameters of the user in the vehicle;

[0036] The first determining module is used to determine the increase in damping force of the shock absorber based on the physiological parameters and the driving parameters when it is determined that the user is experiencing discomfort based on the physiological parameters.

[0037] The second determining module is used to determine the total damping force target value of the shock absorber based on the damping force increase value, the basic damping force requirement value determined by the driving parameters, and the driving parameters, so as to control the shock absorber to perform damping according to the total damping force target value.

[0038] This application also provides an electronic device, including: a processor, a memory, and a bus. The memory stores machine-readable instructions executable by the processor. When the electronic device is running, the processor communicates with the memory via the bus. When the machine-readable instructions are executed by the processor, the steps of the control method for a vehicle shock absorber described above are performed.

[0039] This application also provides a computer-readable storage medium storing a computer program, which, when executed by a processor, performs the steps of the vehicle shock absorber control method described above.

[0040] This application provides a method, device, electronic device, and storage medium for controlling a vehicle shock absorber. When a user is determined to experience discomfort based on physiological parameters, the method determines the increase in damping force based on physiological and driving parameters, thereby obtaining a target value for total damping force. This is used to control the increased damping force generated by the shock absorber, enhance vehicle motion control, and alleviate the user's discomfort.

[0041] To make the above-mentioned objectives, features and advantages of this application more apparent and understandable, preferred embodiments are described below in detail with reference to the accompanying drawings. Attached Figure Description

[0042] To more clearly illustrate the technical solutions of the embodiments of this application, the accompanying drawings used in the embodiments will be briefly introduced below. It should be understood that the following drawings only show some embodiments of this application and should not be regarded as a limitation of the scope. For those skilled in the art, other related drawings can be obtained based on these drawings without creative effort.

[0043] Figure 1 A flowchart of a control method for a vehicle shock absorber provided in an embodiment of this application is shown;

[0044] Figure 2 A framework diagram of a vehicle shock absorber control method provided in an embodiment of this application is shown;

[0045] Figure 3 This paper shows a schematic diagram of the structure of a control device for a vehicle shock absorber provided in an embodiment of this application;

[0046] Figure 4 A schematic diagram of the structure of an electronic device provided in an embodiment of this application is shown. Detailed Implementation

[0047] To make the objectives, technical solutions, and advantages of the embodiments of this application clearer, the technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, and not all embodiments. The components of the embodiments of this application described and shown in the accompanying drawings can generally be arranged and designed in various different configurations. Therefore, the following detailed description of the embodiments of this application provided in the accompanying drawings is not intended to limit the scope of the claimed application, but merely represents selected embodiments of this application. Based on the embodiments of this application, every other embodiment obtained by those skilled in the art without inventive effort falls within the scope of protection of this application.

[0048] Research has shown that during vehicle operation, the shock absorber (CDC, Continuous Damping Control) can adjust its damping based on a pre-calibrated control strategy to reduce vibration. Current shock absorber control strategies are generally calibrated only based on dynamic vehicle parameters such as speed and acceleration. Furthermore, to balance vehicle motion control, wheel bounce control, and vibration isolation, the control parameters are calibrated to avoid excessively increasing shock absorber damping due to excessive vehicle control, thereby sacrificing secondary comfort and vibration isolation performance.

[0049] However, the human body is most sensitive to low-frequency vehicle body swaying, which can easily cause motion sickness and other discomfort. Therefore, existing vehicle shock absorber control methods have not achieved the optimal solution for vehicle body control and cannot meet people's needs for ride comfort. Insufficient vehicle body movement control can easily cause motion sickness and other discomfort for some people.

[0050] Based on this, embodiments of this application provide a control method, device, electronic device, and storage medium for a vehicle shock absorber. When it is determined that a user is experiencing discomfort based on physiological parameters, the increase in damping force is determined based on physiological parameters and driving parameters, thereby obtaining a target value for total damping force. This controls the increased damping force generated by the shock absorber, enhances vehicle motion control, and alleviates the user's discomfort.

[0051] Please see Figure 1 , Figure 1 This is a flowchart illustrating a control method for a vehicle shock absorber provided in an embodiment of this application. The control method provided in this application is applied to a shock absorber controller (ECU) in a vehicle. The shock absorber controller can receive information collected by sensors and, based on a pre-calibrated control strategy, control the shock absorber to adjust its damping to achieve different levels of shock absorption. Figure 1 As shown, it includes:

[0052] S101. Obtain the vehicle's driving parameters and the user's physiological parameters in the vehicle.

[0053] In this step, the vehicle is equipped with motion sensors that detect vehicle motion parameters and physiological sensors that detect the physiological parameters of each user in the vehicle. The shock absorber controller can acquire the sensor data through the vehicle's communication network, such as the CAN bus, and then process the data to obtain the vehicle's driving parameters and the user's physiological parameters.

[0054] In one possible implementation, the driving parameters include vehicle speed, wheel speed, and road surface roughness; the physiological parameters may include at least one of the following: heart rate, respiratory impedance, blood pressure, and electroencephalogram (EEG); then step S101 may include:

[0055] The system acquires vehicle body acceleration and wheel acceleration detected by an accelerometer, as well as physiological parameters detected by a human physiological sensor; determines the vehicle body speed through integration based on the vehicle body acceleration; determines the wheel speed through integration based on the wheel acceleration; and determines the road surface roughness based on the wheel acceleration and a pre-calibrated road surface mapping relationship.

[0056] Here, the vibration damping controller can determine the vehicle speed based on the integral of longitudinal vehicle acceleration over time, and the wheel speed based on the integral of vertical wheel acceleration over time. Meanwhile, since vertical wheel acceleration reflects the vehicle's bumpiness and has a mapping relationship with road surface roughness, the road surface mapping relationship between wheel acceleration and road surface roughness can be pre-calibrated in the vibration damping calibration experiment. For example, when the wheel acceleration is in the range [a, b], the mapped road surface roughness is level one.

[0057] S102. When it is determined that the user is experiencing discomfort based on the physiological parameters, the damping force increase of the shock absorber is determined based on the physiological parameters and the driving parameters.

[0058] Here, physiological parameters reflect the user's physiological state. Based on these parameters, it can be accurately and objectively determined whether the user is experiencing motion sickness or other discomfort.

[0059] In one possible implementation, the user's discomfort can be determined based on the physiological parameters by: determining the user's current quantified primary comfort index using a pre-fitted formula based on the physiological parameters; and determining that the user is experiencing discomfort when the primary comfort index exceeds a preset threshold.

[0060] In practical implementation, the pre-fitted formula can characterize the functional relationship between the primary comfort index and various physiological parameters, such as a weighted summation function. Different physiological parameter values ​​can be obtained in advance through experiments. After data processing such as dimensionless transformation and normalization, and analysis of the importance of each physiological parameter in affecting primary comfort, the corresponding weights can be determined, thereby fitting the formula.

[0061] Human comfort is a subjective feeling, and in existing technologies, this subjective feeling can only be incorporated into the vehicle development process through subjective evaluation, lacking the support of objective data. However, the control method provided in this application collects human physiological parameters through sensors, calculates a quantified human primary comfort index, and introduces human factors into the calibration control strategy process, adding it to the shock absorber control strategy. This can increase the shock absorber's adaptive adjustment capability to human comfort, thereby improving primary ride comfort.

[0062] Furthermore, the human body is most sensitive to low-frequency vehicle body movements, such as pitching during acceleration and deceleration, lateral tilting during cornering, and up-and-down movement following road surface undulations. Poor vehicle body movement control can easily cause discomfort for passengers, leading to motion sickness (or kinetosis). Therefore, in this step, when user discomfort is detected, the damping force of the shock absorbers can be increased based on physiological and driving parameters. By increasing the damping force of the shock absorbers, vehicle body movement control can be strengthened, thereby alleviating the user's discomfort.

[0063] In one possible implementation, step S102 may include:

[0064] Based on the primary comfort index, the correction damping coefficient and correction gain coefficient of the shock absorber are determined using a pre-calibrated correction mapping formula; based on the correction damping coefficient, the correction gain coefficient, and the vehicle body speed, the increase in damping force is determined.

[0065] In practical implementation, the correction mapping relationship can be pre-calibrated through experiments. For example, experiments can be conducted to determine the corrected damping coefficient and corrected gain coefficient settings under different primary comfort indices to achieve satisfactory damping results. This allows for the acquisition of a series of discrete point data, which can then be fitted to obtain the correction mapping relationship between the primary comfort index and the corrected damping coefficient, as well as the correction mapping relationship between the primary comfort index and the corrected gain coefficient. The correction damping coefficient can be set to be related to the vehicle's structural properties, such as its model and shock absorber structure. For instance, vehicles of the same type with the same chassis architecture have the same or similar correction damping coefficients. The correction gain coefficient can be fine-tuned during calibration for each specific vehicle model. This facilitates the widespread application of the correction damping coefficient and reduces the calibration workload across different vehicle models.

[0066] The mathematical form of the correction mapping relationship can be expressed as a ramp control function. Thus, when the primary comfort index is less than the preset threshold, the corresponding correction damping coefficient and correction gain coefficient are both set to 0. At this time, it is assumed that the user does not experience any discomfort, and the increase in damping force is 0. That is, there is no need to generate an increase in damping force, and the basic damping force requirement can be determined solely from the driving parameters, thereby determining the total damping force target value. When the primary comfort index is greater than or equal to the preset threshold, the non-zero correction damping coefficient and correction gain coefficient can be determined, and the increase in damping force can be calculated by combining the vehicle's movement speed.

[0067] The formula for determining the increase in damping force based on the correction damping coefficient, the correction gain coefficient, and the vehicle body speed can be expressed as:

[0068] Fd2=Chu*Khu*ys

[0069] In the formula, Fd2 represents the increase in damping force; Chu represents the corrected damping coefficient; Khu represents the corrected gain coefficient; and Vs represents the vehicle speed.

[0070] S103. Based on the increase in damping force, the basic damping force requirement determined by the driving parameters, and the driving parameters, determine the target value of the total damping force of the shock absorber, so as to control the shock absorber to perform damping according to the target value of the total damping force.

[0071] The basic damping force requirement value can be determined from the driving parameters in the following way:

[0072] Based on the driving parameters, the ceiling damping coefficient, ceiling gain coefficient, floor damping coefficient, and floor gain coefficient are determined using a pre-calibrated basic mapping formula.

[0073] The basic mapping relationship can be obtained through pre-calibration via experiments. The ceiling damping coefficient and floor damping coefficient are related to vehicle structural properties such as model and shock absorber structure. For example, the same type of vehicle with the same chassis architecture has the same or similar ceiling damping coefficient and floor damping coefficient under different driving parameters. The ceiling damping coefficient and floor damping coefficient have clear physical meanings and can be derived through theoretical calculations or experimental calibration. For each specific model with the same chassis architecture, the ceiling gain coefficient and floor gain coefficient can be finely adjusted during calibration, thereby reducing the calibration workload on different models. Thus, calibration experiments can obtain a series of discrete point data, which can then be fitted to obtain the basic mapping relationship between driving parameters and ceiling damping coefficient and ceiling gain coefficient, as well as the basic mapping relationship between driving parameters and floor damping coefficient and floor gain coefficient.

[0074] Next, based on the ceiling damping coefficient, ceiling gain coefficient, and vehicle speed, the required vehicle damping force is determined. Based on the floor damping coefficient, floor gain coefficient, and wheel speed, the required wheel damping force is determined. The sum of the required vehicle damping force and the required wheel damping force is determined as the basic required damping force. The formula can be expressed as:

[0075] Fd1=Csky*Ksky*Vs+Cgrd*Kgrd*Vw

[0076] In the formula, Fd1 represents the basic damping force requirement; Csky represents the ceiling damping coefficient; Ksky represents the ceiling gain coefficient; Vs represents the vehicle speed; Cgrd represents the floor damping coefficient; Kgrd represents the floor gain coefficient; and Vw represents the wheel speed.

[0077] In one possible implementation, step S103 may include: determining the sum of the damping force increase and the basic damping force requirement as the total damping force requirement; determining the upper limit and lower limit of the damping force currently available from the shock absorber based on the driving parameters; when the total damping force requirement is less than or equal to the lower limit of the damping force, determining the lower limit of the damping force as the target value of the total damping force; when the total damping force requirement is greater than or equal to the upper limit of the damping force, determining the upper limit of the damping force as the target value of the total damping force; when the total damping force requirement is greater than the lower limit of the damping force and less than the upper limit of the damping force, determining the total damping force requirement as the target value of the total damping force.

[0078] The formula for the total damping force demand value Fd3 can be expressed as:

[0079] Fd3=Fd1+Fd2

[0080] =Csky*Ksky*Vs+Cgrd*Kgrd*Vw+Chu*Khu*Vs

[0081] The upper limit of the damping force, Fdmax, can be expressed as:

[0082] Fdmax = Cmax * (Vs - Vw)

[0083] The lower limit of the damping force Fdmin can be expressed as:

[0084] Fdmin=Cmin*(Vs-Vw)

[0085] In the formula, Cmax represents the maximum damping force coefficient of the shock absorber; Cmin represents the minimum damping force coefficient of the shock absorber, which can be determined according to the structural design of the shock absorber.

[0086] Then, the damping controller can solve the parameters for controlling the damper, such as the current, based on the target value of the total damping force, and then control the damper to output the desired target value of the total damping force through the current.

[0087] Furthermore, the control method also includes:

[0088] When the user-triggered adjustment command is received, the damping force adjustment value of the shock absorber is determined according to the adjustment command; based on the damping force adjustment value, the basic damping force requirement value and the driving parameters, the total damping force target value of the shock absorber is determined, so as to control the shock absorber to perform damping according to the total damping force target value.

[0089] Here, considering the different physical conditions and tolerance levels of different users, in addition to the aforementioned method of automatically determining user discomfort and requiring additional vehicle motion control through sensor-detected physiological parameters, the control method can also receive user-triggered active adjustment commands. For example, these commands can be received via the vehicle's central control screen, physical buttons, and voice recognition equipment. The adjustment commands are then sent to the damping controller. Based on the user's level of discomfort indicated by the adjustment command and the user's desired damping level, the damping controller uses a preset mapping relationship to determine the damping force adjustment value, and thus the target total damping force value. This provides users with more autonomous adjustment options, better adapting to the personalized needs of different users. The method of determining the target total damping force value from the damping force adjustment value is similar to the method of determining the target total damping force value from the damping force increase value, and will not be elaborated further here.

[0090] Please see Figure 2 , Figure 2 This is a framework diagram of a vehicle shock absorber control method provided in an embodiment of this application. Figure 2 As shown, in the first aspect, the accelerometer detects the vehicle's acceleration a. s and wheel acceleration a w Then, the vehicle body speed Vs, wheel speed Vw, and road surface roughness i are determined. The vehicle body speed Vs, wheel speed Vw, and road surface roughness i are input into the ceiling control module and the floor control module respectively to obtain the ceiling damping coefficient Csky, ceiling gain coefficient Ksky, floor damping coefficient Cgrd, and floor gain coefficient Kgrd, and then the basic damping force requirement value Fd1 is determined.

[0091] Secondly, physiological sensors detect physiological parameters such as heart rate f, respiratory impedance r, and electroencephalogram (EEG) PSD, thereby determining the primary comfort index j using a pre-fitted relational weighting calculation. The primary comfort index j is then determined by the Ramp control function in the primary comfort control module, which determines the correction damping coefficient Ch and correction gain coefficient Kh, and thus the damping force increase value Fd2.

[0092] Thirdly, based on the increase in damping force, the basic damping force requirement, and the upper and lower limits of damping force determined by driving parameters, the total damping force target value Fd of the shock absorber is comprehensively determined.

[0093] Existing technologies adjust control parameters to keep vehicle movement within a reasonable empirical range, avoiding excessive control that could lead to excessive damping of the shock absorbers and sacrifice secondary comfort and vibration isolation performance. This is a balanced compromise tuning solution. However, for some people, especially those prone to motion sickness, the primary comfort level is prioritized to reduce motion sickness symptoms, rather than focusing on secondary disturbances. This represents an uncompromising need.

[0094] In the above manner, the vehicle shock absorber control method provided in this application objectively quantifies the primary level of human comfort based on physiological parameters. When applied to vehicle engineering development, it can enhance the humanization and intelligence of the vehicle, increase the adaptive adjustment capability of the shock absorber to the primary level of human comfort, and improve the primary level of ride comfort.

[0095] Please see Figure 3 , Figure 3 This is a schematic diagram of the structure of a control device for a vehicle shock absorber provided in an embodiment of this application. Figure 3 As shown, the control device 300 includes:

[0096] A control device for a vehicle shock absorber, the control device being applied to a shock absorber controller; the control device includes:

[0097] The acquisition module is used to acquire the vehicle's driving parameters and the physiological parameters of the user in the vehicle;

[0098] The first determining module is used to determine the increase in damping force of the shock absorber based on the physiological parameters and the driving parameters when it is determined that the user is experiencing discomfort based on the physiological parameters.

[0099] The second determining module is used to determine the total damping force target value of the shock absorber based on the damping force increase value, the basic damping force requirement value determined by the driving parameters, and the driving parameters, so as to control the shock absorber to perform damping according to the total damping force target value.

[0100] Furthermore, the first determining module determines that the user is experiencing discomfort based on the physiological parameters in the following manner:

[0101] Based on the physiological parameters, the user's current quantified primary comfort index is determined using a pre-fitted formula.

[0102] When the primary comfort index exceeds a preset threshold, it is determined that the user is experiencing discomfort.

[0103] Furthermore, the driving parameters include vehicle speed; when the physiological parameters indicate that the user is experiencing motion sickness, the first determining module determines the increase in damping force of the shock absorber based on the physiological parameters and the driving parameters, including:

[0104] Based on the primary comfort index, the correction damping coefficient and correction gain coefficient of the shock absorber are determined using a pre-calibrated correction mapping formula.

[0105] The increase in damping force is determined based on the correction damping coefficient, the correction gain coefficient, and the vehicle body speed.

[0106] Furthermore, the driving parameters include vehicle speed, wheel speed, and road surface roughness; the second determining module determines the basic damping force requirement value from the driving parameters in the following manner:

[0107] Based on the driving parameters, the ceiling damping coefficient, ceiling gain coefficient, floor damping coefficient, and floor gain coefficient are determined using a pre-calibrated basic mapping relationship.

[0108] The required body damping force is determined based on the ceiling damping coefficient, ceiling gain coefficient, and vehicle speed.

[0109] The required wheel damping force is determined based on the ground damping coefficient, ground gain coefficient, and wheel speed.

[0110] The sum of the vehicle body damping force requirement and the wheel damping force requirement is determined as the basic damping force requirement.

[0111] Furthermore, the second determining module determines the target value of the total damping force of the shock absorber based on the increase in damping force, the basic damping force requirement value determined by the driving parameters, and the driving parameters, including:

[0112] The sum of the increase in damping force and the basic damping force requirement is determined as the total damping force requirement.

[0113] Based on the driving parameters, determine the upper limit and lower limit of the damping force that the shock absorber can currently provide;

[0114] When the total damping demand value is less than or equal to the lower limit of the damping force, the lower limit of the damping force is determined as the target value of the total damping force.

[0115] When the total damping demand value is greater than or equal to the upper limit value of the damping force, the upper limit value of the damping force is determined as the target value of the total damping force;

[0116] When the total damping demand value is greater than the lower limit of the damping force and less than the upper limit of the damping force, the total damping force demand value is determined as the target value of the total damping force.

[0117] Furthermore, the control device also includes a receiving module; the receiving module is used for:

[0118] When the user-triggered adjustment command is received, the damping force adjustment value of the shock absorber is determined according to the adjustment command;

[0119] Based on the damping force adjustment value, the basic damping force requirement value, and the driving parameters, the total damping force target value of the shock absorber is determined, so as to control the shock absorber to perform damping according to the total damping force target value.

[0120] Furthermore, the acquisition module acquires the vehicle's driving parameters and the user's physiological parameters in the vehicle, including:

[0121] Acquire vehicle body acceleration and wheel acceleration detected by accelerometers, as well as physiological parameters detected by human physiological sensors;

[0122] Based on the vehicle body acceleration, the vehicle body speed is determined by integral calculation;

[0123] Based on the wheel acceleration, the wheel speed is determined by integration.

[0124] Based on the wheel acceleration, the road surface roughness is determined according to a pre-calibrated road surface mapping relationship.

[0125] Please see Figure 4 , Figure 4 This is a schematic diagram of the structure of an electronic device provided in an embodiment of this application. Figure 4 As shown, the electronic device 400 includes a processor 410, a memory 420, and a bus 430.

[0126] The memory 420 stores machine-readable instructions executable by the processor 410. When the electronic device 400 is running, the processor 410 communicates with the memory 420 via the bus 430. When the machine-readable instructions are executed by the processor 410, they can perform the operations described above. Figure 1The steps of a vehicle shock absorber control method in the illustrated method embodiment are described in detail in the method embodiment, and will not be repeated here.

[0127] This application also provides a computer-readable storage medium storing a computer program, which, when executed by a processor, can perform the above-described actions. Figure 1 The steps of a vehicle shock absorber control method in the illustrated method embodiment are described in detail in the method embodiment, and will not be repeated here.

[0128] Those skilled in the art will understand that, for the sake of convenience and brevity, the specific working processes of the systems, devices, and units described above can be referred to the corresponding processes in the foregoing method embodiments, and will not be repeated here.

[0129] In the several embodiments provided in this application, it should be understood that the disclosed systems, apparatuses, and methods can be implemented in other ways. The apparatus embodiments described above are merely illustrative. For example, the division of units is only a logical functional division, and in actual implementation, there may be other division methods. Furthermore, multiple units or components may be combined or integrated into another system, or some features may be ignored or not executed. Additionally, the shown or discussed mutual couplings, direct couplings, or communication connections may be through some communication interfaces; indirect couplings or communication connections between devices or units may be electrical, mechanical, or other forms.

[0130] The units described as separate components may or may not be physically separate. The components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple network units. Some or all of the units can be selected to achieve the purpose of this embodiment according to actual needs.

[0131] In addition, the functional units in the various embodiments of this application can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit.

[0132] If the aforementioned functions are implemented as software functional units and sold or used as independent products, they can be stored in a processor-executable, non-volatile, computer-readable storage medium. Based on this understanding, the technical solution of this application, in essence, or the part that contributes to the prior art, or a portion of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods described in the various embodiments of this application. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, portable hard drives, read-only memory (ROM), random access memory (RAM), magnetic disks, or optical disks.

[0133] Finally, it should be noted that the above-described embodiments are merely specific implementations of this application, used to illustrate the technical solutions of this application, and not to limit them. The scope of protection of this application is not limited thereto. Although this application has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that any person skilled in the art can still modify or easily conceive of changes to the technical solutions described in the foregoing embodiments, or make equivalent substitutions for some of the technical features, within the scope of the technology disclosed in this application. Such modifications, changes, or substitutions do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of this application, and should all be covered within the scope of protection of this application. Therefore, the scope of protection of this application should be determined by the scope of the claims.

Claims

1. A control method for a vehicle shock absorber, characterized in that, The control method is applied to the vibration damping controller; The control method includes: Obtain the vehicle's driving parameters and the physiological parameters of the user in the vehicle; When it is determined that the user is experiencing discomfort based on the physiological parameters, the increase in the damping force of the shock absorber is determined based on the physiological parameters and the driving parameters. Based on the increase in damping force, the basic damping force requirement determined by the driving parameters, and the driving parameters, the target value of the total damping force of the shock absorber is determined, so as to control the shock absorber to perform damping according to the target value of the total damping force; The driving parameters include vehicle speed, wheel speed, and road surface roughness; the basic damping force requirement is determined from the driving parameters in the following manner: Based on the driving parameters, the ceiling damping coefficient, ceiling gain coefficient, floor damping coefficient, and floor gain coefficient are determined using a pre-calibrated basic mapping relationship. The required body damping force is determined based on the ceiling damping coefficient, ceiling gain coefficient, and vehicle speed. The required wheel damping force is determined based on the ground damping coefficient, ground gain coefficient, and wheel speed. The sum of the vehicle body damping force requirement and the wheel damping force requirement is determined as the basic damping force requirement.

2. The control method according to claim 1, characterized in that, The user's discomfort was determined based on the physiological parameters using the following method: Based on the physiological parameters, the user's current quantified primary comfort index is determined using a pre-fitted relational formula. When the primary comfort index exceeds a preset threshold, it is determined that the user is experiencing discomfort.

3. The control method according to claim 2, characterized in that, The driving parameters include vehicle speed; when the physiological parameters indicate that the user is experiencing motion sickness, the damping force increase of the shock absorber is determined based on the physiological parameters and the driving parameters, including: Based on the primary comfort index, the correction damping coefficient and correction gain coefficient of the shock absorber are determined using a pre-calibrated correction mapping formula. The increase in damping force is determined based on the correction damping coefficient, the correction gain coefficient, and the vehicle body speed.

4. The control method according to claim 1, characterized in that, The determination of the target total damping force of the shock absorber based on the increase in damping force, the basic damping force requirement determined by the driving parameters, and the driving parameters includes: The sum of the increase in damping force and the basic damping force requirement is determined as the total damping force requirement. Based on the driving parameters, determine the upper limit and lower limit of the damping force that the shock absorber can currently provide; When the total damping force requirement is less than or equal to the lower limit of the damping force, the lower limit of the damping force is determined as the target value of the total damping force. When the total damping force requirement is greater than or equal to the upper limit of the damping force, the upper limit of the damping force is determined as the target value of the total damping force. When the total damping force requirement is greater than the lower limit of the damping force and less than the upper limit of the damping force, the total damping force requirement is determined as the target value of the total damping force.

5. The control method according to claim 1, characterized in that, The control method further includes: When the user-triggered adjustment command is received, the damping force adjustment value of the shock absorber is determined according to the adjustment command; Based on the damping force adjustment value, the basic damping force requirement value, and the driving parameters, the total damping force target value of the shock absorber is determined, so as to control the shock absorber to perform damping according to the total damping force target value.

6. The control method according to claim 1, characterized in that, The acquisition of the vehicle's driving parameters and the user's physiological parameters in the vehicle includes: Acquire vehicle body acceleration and wheel acceleration detected by accelerometers, as well as physiological parameters detected by human physiological sensors; Based on the vehicle body acceleration, the vehicle body speed is determined by integral calculation; Based on the wheel acceleration, the wheel speed is determined by integration. Based on the wheel acceleration, the road surface roughness is determined according to a pre-calibrated road surface mapping relationship.

7. A control device for a vehicle shock absorber, characterized in that, The control device is applied to the vibration damping controller; The control device includes: The acquisition module is used to acquire the vehicle's driving parameters and the physiological parameters of the user in the vehicle; The first determining module is used to determine the increase in damping force of the shock absorber based on the physiological parameters and the driving parameters when it is determined that the user is experiencing discomfort based on the physiological parameters. The second determining module is used to determine the total damping force target value of the shock absorber based on the damping force increase value, the basic damping force requirement value determined by the driving parameters, and the driving parameters, so as to control the shock absorber to perform damping according to the total damping force target value; The driving parameters include vehicle speed, wheel speed, and road surface roughness; the second determining module determines the basic damping force requirement value from the driving parameters in the following manner: Based on the driving parameters, the ceiling damping coefficient, ceiling gain coefficient, floor damping coefficient, and floor gain coefficient are determined using a pre-calibrated basic mapping relationship. The required body damping force is determined based on the ceiling damping coefficient, ceiling gain coefficient, and vehicle speed. The required wheel damping force is determined based on the ground damping coefficient, ground gain coefficient, and wheel speed. The sum of the vehicle body damping force requirement and the wheel damping force requirement is determined as the basic damping force requirement.

8. An electronic device, characterized in that, include: The device includes a processor, a memory, and a bus. The memory stores machine-readable instructions executable by the processor. When the electronic device is running, the processor communicates with the memory via the bus. The machine-readable instructions are executed by the processor to perform the steps of a control method for a vehicle shock absorber as described in any one of claims 1 to 6.

9. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores a computer program that, when executed by a processor, performs the steps of a control method for a vehicle shock absorber as described in any one of claims 1 to 6.

Images