An optimization control method and device of a vehicle shock absorber, a vehicle-mounted terminal and a vehicle

Abstract

The application discloses an optimization control method and device of a vehicle shock absorber, a vehicle-mounted terminal and a vehicle. The optimization control method comprises the following steps: acquiring position information of the vehicle, a speed parameter of the vehicle and road surface information of a road traveled by a wheel; when the road surface information meets a preset road surface condition, acquiring corresponding first control information; the first control information is pre-look control information of the vehicle shock absorber in the cloud; determining second control information; the second control information is pre-look control information of the vehicle shock absorber of the vehicle; and controlling the vehicle shock absorber of the vehicle according to the first control information and the second control information. According to the position information and the speed parameter, the corresponding first control information is acquired, and according to the road surface information and the speed parameter, the second control information is determined. The first control information in the cloud and the second control information of the vehicle are comprehensively used to control the vehicle shock absorber, so that the vehicle shock absorber can obtain better damping effect and the smoothness of vehicle driving is improved.

Description

Technical Field

[0001] This application relates to the field of vehicle shock absorption technology, specifically to an optimized control method, device, vehicle terminal, and vehicle for a vehicle shock absorber. Background Technology

[0002] With increasing attention being paid to driving comfort in vehicles, traditional shock absorption systems are also moving towards electrification and intelligentization.

[0003] In current technologies, automatic control schemes for shock absorbers generally rely on the vehicle's own sensors to achieve closed-loop control, while some vehicles incorporate a sensing system for pre-aiming control. However, the damping effect of vehicle shock absorbers still needs optimization. Summary of the Invention

[0004] This application provides an optimized control method, device, vehicle terminal, and vehicle for a vehicle shock absorber, in order to solve the technical problem that the shock absorption effect of vehicle shock absorbers needs to be optimized in related technologies.

[0005] A first aspect of this application provides an optimized control method for a vehicle shock absorber, applied to a vehicle, the vehicle comprising: a vehicle body, a vehicle shock absorber connected to the vehicle body, and wheels connected to the vehicle shock absorber; the optimized control method includes the following steps:

[0006] Obtain vehicle location information, vehicle speed parameters, and road surface information of the road the wheels are traveling on;

[0007] When the road surface information meets the preset road surface conditions, the corresponding first control information is obtained according to the position information and the speed parameter; wherein, the first control information is the pre-aiming control information of the vehicle shock absorber in the cloud.

[0008] Based on the road surface information and the speed parameters, second control information is determined; wherein, the second control information is the pre-aiming control information of the vehicle's shock absorbers;

[0009] The vehicle shock absorbers are controlled according to the first control information and the second control information.

[0010] Based on the above technical means, the vehicle shock absorber is controlled by combining the first control information and the second control information to form a more optimized pre-aiming control scheme. When the optimized pre-aiming control scheme is adopted, the vehicle shock absorber can obtain a better shock absorption effect and improve the smoothness of vehicle driving.

[0011] Optionally, controlling the vehicle's shock absorbers based on the first control information and the second control information includes:

[0012] Based on the first control information and the second control information, the actual control information of the vehicle is determined;

[0013] Based on the actual control information, the vehicle's shock absorbers are controlled.

[0014] Based on the aforementioned technical means, the actual control information of the vehicle is determined according to the first control information and the second control information. Based on the actual control information, the vehicle shock absorber is controlled to optimize the parameters of the vehicle shock absorber and adapt to the road surface of the road on which the vehicle travels, thereby improving the smoothness of the vehicle during driving.

[0015] Optionally, after controlling the vehicle's shock absorbers based on the first control information and the second control information, the optimized control method further includes:

[0016] Acquire the excitation data of the vehicle; wherein the excitation data includes at least one of the vertical acceleration of the wheel and the height of the wheel;

[0017] When the incentive data exceeds the preset incentive range, the first control information and the second control information are adjusted, and the step of determining the actual control information of the vehicle based on the first control information and the second control information continues to be executed until the incentive data is within the preset incentive range.

[0018] Based on the above technical means, the smoothness of vehicle driving is judged by the incentive data, and the actual control information is updated to make the smoothness of vehicle driving better.

[0019] Optionally, the first control information includes: a first damping force and a first weighting coefficient; the second control information includes: a second damping force and a second weighting coefficient; the actual control information includes: the actual damping force; the actual damping force is:

[0020] F 实际 = F 1 w 1+ F 2 w 2;

[0021] in, F 实际 This represents the actual damping force. F 1 represents the first damping force. w 1 indicates the first weighting coefficient. F 2 represents the second damping force. w 2 represents the second weighting coefficient.

[0022] Based on the above technical means, the first damping force, the first weighting coefficient, the second damping force, and the second weighting coefficient are quantified to facilitate the calculation of the actual damping force.

[0023] Optionally, the speed parameters include at least one of: vehicle speed, vehicle lateral and longitudinal acceleration, and vehicle yaw rate; and / or

[0024] The preset road surface conditions include: the road surface smoothness is greater than the preset smoothness, and at least one of the following: a convex structure or a concave structure is identified from the road surface information.

[0025] Based on the above technical means, the impact of vehicle speed parameters on the smoothness of vehicle driving is fully considered.

[0026] Optionally, the vehicle is connected to the cloud; obtaining the corresponding first control information based on the location information and the speed parameters includes:

[0027] Send the location information and the speed parameters to the cloud;

[0028] Receive corresponding first control information; wherein the first control information is sent by the cloud to the vehicle based on the received location information and speed parameters.

[0029] Based on the aforementioned technical means, more accurate primary control information can be obtained through real-time communication between the vehicle and the cloud.

[0030] Optionally, after controlling the vehicle's shock absorbers based on the first control information and the second control information, the optimized control method further includes:

[0031] Acquire the excitation data of the vehicle that exceeds the preset excitation range, as well as the road surface information, actual control information, and speed parameters corresponding to the excitation data;

[0032] The excitation data, the actual control information, the road surface information, and the speed parameters are sent to the cloud so that the cloud can optimize the first control information.

[0033] Based on the aforementioned technical means, after obtaining optimized first control information, the vehicle can acquire corresponding optimized first control information according to its position and speed parameters, further optimizing the parameters of the vehicle's shock absorbers. Through iterative upgrades and continuous optimization, the smoothness of the vehicle's ride is significantly improved.

[0034] A second aspect of this application provides an optimized control device for a vehicle shock absorber, comprising:

[0035] The first acquisition module is used to acquire the vehicle's location information, vehicle speed parameters, and road surface information of the road on which the wheels are traveling;

[0036] The second acquisition module is used to acquire corresponding first control information based on the position information and the speed parameter when the road surface information meets the preset road surface conditions; wherein, the first control information is the pre-aiming control information of the vehicle shock absorber in the cloud.

[0037] The determining module is used to determine second control information based on the road surface information and the speed parameters; wherein the second control information is the pre-aiming control information of the vehicle's shock absorbers;

[0038] The control module is used to control the vehicle shock absorbers of the vehicle according to the first control information and the second control information.

[0039] Optionally, the control module is specifically used to determine the actual control information of the vehicle based on the first control information and the second control information; and to control the vehicle's shock absorbers based on the actual control information.

[0040] Optionally, the optimized control device for the vehicle shock absorber further includes:

[0041] The third acquisition module is used to acquire the excitation data of the vehicle; wherein the excitation data includes at least one of the vertical acceleration of the wheel and the height of the wheel;

[0042] The adjustment module is used to adjust the first control information and the second control information when the excitation data exceeds the preset excitation range, and continue to execute the step of determining the actual control information of the vehicle based on the first control information and the second control information until the excitation data is within the preset excitation range.

[0043] Optionally, the first control information includes: a first damping force and a first weighting coefficient; the second control information includes: a second damping force and a second weighting coefficient; the actual control information includes: the actual damping force; the actual damping force is:

[0044] F 实际 = F 1 w 1+ F 2 w 2;

[0045] in, F 实际 This represents the actual damping force. F 1 represents the first damping force. w 1 indicates the first weighting coefficient. F 2 represents the second damping force. w 2 represents the second weighting coefficient.

[0046] Optionally, the speed parameters include at least one of: vehicle speed, vehicle lateral and longitudinal acceleration, and vehicle yaw rate; and / or

[0047] The preset road surface conditions include: the road surface smoothness is greater than the preset smoothness, and at least one of the following: a convex structure or a concave structure is identified from the road surface information.

[0048] Optionally, the second acquisition module specifically includes:

[0049] A sending unit is configured to send the location information and the speed parameters to the cloud.

[0050] A receiving unit is used to receive corresponding first control information; wherein the first control information is sent by the cloud to the vehicle based on the received location information and speed parameters.

[0051] Optionally, the optimized control device for the vehicle shock absorber further includes:

[0052] The fourth acquisition module is used to acquire the vehicle's excitation data that exceeds the preset excitation range, as well as the road surface information, actual control information, and speed parameters corresponding to the excitation data;

[0053] The sending unit is also used to send the excitation data, the actual control information, the road surface information, and the speed parameters to the cloud so that the cloud can optimize the first control information.

[0054] A third aspect of this application provides a vehicle-mounted terminal, including: a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the program to implement the optimized control method as described in the above embodiments.

[0055] A fourth aspect of this application provides a vehicle, including: an optimized control device for a vehicle shock absorber as described in the above embodiments or an on-board terminal as described in the above embodiments.

[0056] The beneficial effects of this application are as follows: Based on location information and speed parameters, corresponding first control information is obtained; based on road surface information and speed parameters, second control information is determined. Then, the vehicle shock absorbers are controlled based on the first and second control information. By integrating the first control information from the cloud and the second control information from the vehicle to control the shock absorbers, the shock absorbers can achieve better damping effects and improve the smoothness of vehicle operation. Attached Figure Description

[0057] Figure 1 This is a structural schematic diagram of a vehicle provided according to an embodiment of this application;

[0058] Figure 2 This is a functional schematic diagram of a vehicle according to a specific embodiment of this application;

[0059] Figure 3 This is a flowchart of an optimized control method for a vehicle shock absorber according to a specific embodiment of this application.

[0060] Among them, 1-vehicle shock absorber; 2-wheel; 3-vision sensor; 4-positioning sensor; 5-collection module; 6-control motherboard; 7-communication module; 8-cloud. Detailed Implementation

[0061] The embodiments of this application are described in detail below. Examples of these embodiments 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 application, and should not be construed as limiting this application.

[0062] The following describes an optimized control method for a vehicle shock absorber according to an embodiment of this application, with reference to the accompanying drawings. Addressing the issue mentioned in the background art that the damping effect of vehicle shock absorbers still needs optimization, this application provides an optimized control method for a vehicle shock absorber. This method combines cloud-based pre-aiming control information and the vehicle's own pre-aiming control information to control the vehicle's shock absorbers, thereby optimizing the shock absorbers, improving their damping effect, reducing vehicle bumps, and enhancing the smoothness of vehicle operation. This solves the technical problem of the need for optimized damping effect in related technologies.

[0063] Please also refer to Figures 1-3 This application provides some embodiments of an optimized control method for a vehicle shock absorber.

[0064] like Figures 1-2 As shown, the optimized control method for vehicle shock absorbers of this application is applied to a vehicle, which includes: a vehicle body, a vehicle shock absorber 1 connected to the vehicle body, and wheels 2 connected to the vehicle shock absorber 1.

[0065] Specifically, wheels 2 typically have 4, 6, or 8 wheels, etc. They can be equipped with vehicle shock absorbers 1 on all wheels 2, or each wheel 2 can be equipped with a vehicle shock absorber 1. Since the road surface on which vehicles travel is not completely flat, it may have concave or convex structures, such as potholes, speed bumps, manhole covers, road damage, etc. When wheels 2 encounter these concave or convex structures during driving, the wheels 2 move up and down on the road plane, causing vibrations to the vehicle body and creating bumps. Vehicle shock absorbers 1 connect the wheels 2 and the vehicle body, and the shock absorbers 1 dampen the vibrations caused by the up-and-down movement of the wheels 2. However, the damping effect of vehicle shock absorbers 1 varies depending on its parameters.

[0066] In one implementation of the embodiments of this application, such as Figures 1-2 As shown, a vision sensor 3 is installed on the vehicle body to capture images of the road surface the vehicle travels on, in order to identify convex and concave structures on the road and obtain road surface information. A positioning sensor 4 is installed on the vehicle body to acquire the vehicle's position information. A speed parameter detection module is also installed on the vehicle body to detect the vehicle's speed parameters. The speed parameter detection module includes at least one of a vehicle speed sensor, a vehicle body lateral acceleration sensor, a vehicle body longitudinal acceleration sensor, and a vehicle body yaw rate sensor. An excitation detection module is also installed on the vehicle body to detect excitation data, which refers to the excitation data experienced by the vehicle while traveling on the road surface. The excitation detection module includes a collection module 5 and a sensor electrically connected to the collection module 5, including at least one of a wheel vertical acceleration sensor and a wheel height sensor. The speed parameter detection module, positioning sensor 4, and vision sensor 3 are all electrically connected to the collection module 5. A control mainboard 6 is installed on the vehicle body to control the vehicle shock absorber 1. The vehicle shock absorber 1 is electrically connected to the control mainboard 6 and also electrically connected to the collection module 5. The vehicle is equipped with a communication module 7, which is electrically connected to the collection module 5 and the control motherboard 6. The vehicle communicates with the cloud 8 through the communication module 7, and can transmit information and upload and download data through the communication module 7.

[0067] like Figure 3 As shown, the optimized control method for a vehicle shock absorber according to an embodiment of this application includes the following steps:

[0068] Step S100: Obtain the vehicle's location information, vehicle speed parameters, and road surface information of the road on which the wheels are traveling.

[0069] Step S200: When the road surface information meets the preset road surface conditions, obtain the corresponding first control information according to the position information and the speed parameters; wherein, the first control information is the pre-aiming control information of the vehicle shock absorber in the cloud.

[0070] Step S300: Determine second control information based on the road surface information and the speed parameters; wherein, the second control information is the pre-aiming control information of the vehicle's shock absorbers.

[0071] Step S400: Control the vehicle shock absorber according to the first control information and the second control information.

[0072] Specifically, the vehicle's position information is obtained through positioning sensors, using high-precision map positioning to improve the range and accuracy of shock absorber pre-aiming control. Speed ​​parameters refer to the parameters related to the vehicle's speed and acceleration during operation, which are obtained through a speed parameter detection module. Road surface information refers to the smoothness information of the road surface surrounding the vehicle, which is obtained through a vision sensor. The vision sensor can be installed at the front or rear of the vehicle. When installed at the front, it acquires road surface information in front of the vehicle while it is moving forward; when installed at the rear, it acquires road surface information behind the vehicle while it is reversing.

[0073] After obtaining road surface information, if the road surface information meets preset road surface conditions, i.e., the road surface smoothness reaches a certain condition (for example, the road surface information can identify convex or concave structures, or the road surface smoothness can be greater than a preset smoothness), the first control information corresponding to the position information and speed parameters is obtained. The first control information is the pre-aiming control information of the vehicle shock absorbers in the cloud. The pre-aiming control information refers to the information of the pre-aiming control scheme to be adopted for the road to be traveled. Since the road surface information and vehicle speed information are different at different locations on the road, different pre-aiming control schemes are required to cope with the road surface smoothness. The cloud stores the pre-aiming control information of the vehicle shock absorbers at various locations and speed parameters on the road. Vehicles can download the pre-aiming control information of the vehicle shock absorbers at the corresponding locations and speed parameters on the road from the cloud. The pre-aiming control information of the vehicle shock absorbers at various locations and speed parameters on the road in the cloud can be optimized based on the data uploaded by each vehicle and stored as cloud data on the cloud server.

[0074] After acquiring road surface information and speed parameters, the vehicle determines the corresponding second control information based on these parameters. After obtaining the first and second control information, the vehicle's shock absorbers are controlled accordingly. Since the first control information is cloud-based pre-aiming control information for the vehicle's shock absorbers, optimized from data collected from multiple vehicles driving on the road, but considering changes over time and potential road conditions, the first and second control information are combined to control the shock absorbers, forming a more optimized pre-aiming control scheme. Using this optimized scheme results in better shock absorption and improved ride smoothness.

[0075] The speed parameters include at least one of the following: vehicle speed, vehicle lateral and longitudinal acceleration, and vehicle yaw rate. Since vehicle ride comfort depends not only on road surface information but also on the vehicle's speed parameters, different speed parameters will result in different ride comfort under the same road surface information. Therefore, it is necessary to comprehensively consider both road surface information and speed parameters to determine the corresponding first control information.

[0076] When the vehicle connects to the cloud, step S200 specifically includes:

[0077] Step S210: Send the location information and the speed parameters to the cloud.

[0078] Step S220: Receive corresponding first control information; wherein, the first control information is sent by the cloud to the vehicle based on the received location information and speed parameters.

[0079] Specifically, the vehicle communicates with the cloud and can download corresponding first control information from the cloud. This first control information can be downloaded instantly or in advance. Location information can be the vehicle's current location during travel; the first control information corresponding to this location is downloaded instantly based on the current location. Location information can also be the location information at various points along the planned route when the destination is determined. Of course, since the planned route may be adjusted during travel, the location information can also include the location information at various points along the new planned route. The first control information corresponding to the location information is downloaded in advance based on the location information along the planned route or the new planned route. When the cloud receives the location information sent by the vehicle, it determines the corresponding first control information based on the location information and sends this first control information to the vehicle so that the vehicle can receive it.

[0080] Step S400 specifically includes:

[0081] Step S410: Determine the actual control information of the vehicle based on the first control information and the second control information.

[0082] Step S420: Based on the actual control information, control the vehicle shock absorbers of the vehicle.

[0083] Specifically, after obtaining the first control information and the second control information, the actual control information of the vehicle is determined based on the first control information and the second control information, and the vehicle shock absorber is controlled based on the actual control information to optimize the parameters of the vehicle shock absorber and adapt to the road surface of the road on which the vehicle is traveling, thereby improving the smoothness of the vehicle during driving.

[0084] The first control information includes: a first damping force and a first weighting coefficient; the second control information includes: a second damping force and a second weighting coefficient; the actual control information includes: the actual damping force; the actual damping force is:

[0085] F 实际 = F 1 w 1+ F 2 w 2;

[0086] in, F 实际 This represents the actual damping force. F 1 represents the first damping force. w 1 indicates the first weighting coefficient. F 2 represents the second damping force. w 2 represents the second weighting coefficient.

[0087] Specifically, the damping force of the vehicle's shock absorbers is adjusted, and the damping force varies depending on the road surface. The actual damping force is calculated based on a first damping force, a first weighting coefficient, a second damping force, and a second weighting coefficient. The first and second weighting coefficients can be set as needed; for example, the sum of the first and second weighting coefficients can be 1. w 1+ w 2 = 1, specific examples are as follows: w 1 = 0.5 w 2 = 0.5. By adjusting the magnitudes of the first and second weighting coefficients, the actual damping force can be adjusted, thereby optimizing the parameters of the vehicle's shock absorbers to better suit the road surface and improve ride smoothness. Of course, in some embodiments, the first weighting coefficient can be 0, i.e. w 2=0, the second weighting coefficient is configured to 1, and w1=1, meaning the actual damping force of the vehicle's shock absorber is entirely determined by the second control information. Since there may be multiple shock absorbers in a vehicle, the actual damping forces of each shock absorber are not exactly the same, and the first and second weighting coefficients of each shock absorber are also not exactly the same.

[0088] The method in this application also includes:

[0089] Step S500: Obtain the excitation data of the vehicle; wherein the excitation data includes at least one of the following: vertical acceleration of the wheel, height of the wheel, and current of the shock absorber valve body.

[0090] Step S600: When the excitation data exceeds the preset excitation range, adjust the first control information and the second control information, and continue to execute the step of determining the actual control information of the vehicle based on the first control information and the second control information until the excitation data is within the preset excitation range.

[0091] Specifically, during vehicle operation, excitation data is acquired. If the excitation data exceeds a preset excitation range (i.e., the excitation data is in a high-excitation state), causing significant vehicle bumps, the first and second control information need to be adjusted, and step S410 is executed again to update the actual control information until the vehicle no longer experiences significant bumps, the excitation data is no longer in a high-excitation state, and the excitation data falls within the preset excitation range. The excitation data reflects the ride comfort of the vehicle. By judging the ride comfort based on the excitation data, the actual control information is updated to improve the ride comfort. The excitation data includes at least one of the following: wheel vertical acceleration, wheel height, and shock absorber valve body current. Wheel vertical acceleration refers to the acceleration of the wheel in the vertical direction relative to the vehicle body, and wheel height refers to the distance between the wheel center and the upper wheel arch of the vehicle body. Excessive wheel vertical acceleration indicates poorer vehicle ride comfort; wheel height exceeding a preset height range also indicates poorer vehicle ride comfort. Therefore, the actual control information can be adjusted to minimize the vertical acceleration of the wheels, the change in wheel height, and the current in the shock absorber valve body, thereby improving the ride smoothness of the vehicle. The adjustment of the actual damping force of the vehicle's shock absorber is specifically achieved by adjusting the current in the shock absorber valve body.

[0092] When adjusting the actual control information, the magnitude of the first weighting coefficient and the second weighting coefficient can be adjusted to change the magnitude of the actual damping force. For example, the first weighting coefficient can be adjusted from 0 to 0.5, and the second weighting coefficient from 1 to 0.5. The first weighting coefficient is adjusted within a first preset weighting coefficient range, and the second weighting coefficient is adjusted within a second preset weighting coefficient range. For example, the first preset weighting coefficient range can be configured to 0-1, and the second preset weighting coefficient range can be configured to 0-1, as needed. The first and second weighting coefficients are adjusted within their respective preset weighting coefficient ranges.

[0093] The method in this application also includes:

[0094] Step S700: Obtain the excitation data of the vehicle that exceeds the preset excitation range, as well as the road surface information, actual control information, and speed parameters corresponding to the excitation data.

[0095] Step S800: Send the excitation data, the actual control information, the road surface information, and the speed parameters to the cloud so that the cloud can optimize the first control information.

[0096] Specifically, due to differences in road surface information across different roads, the excitation data during vehicle operation also varies. Even with the combination of first and second control information to control the vehicle's shock absorbers, the ride smoothness still needs further improvement. Excitation data exhibiting poor ride smoothness is designated as high-excitation data. Specifically, exceeding a preset excitation range is used to determine if excitation data constitutes high-excitation data. When excitation data exceeds the preset range, it indicates poor ride smoothness, requiring further optimization of the first and second control information. Therefore, the excitation data exceeding the preset range is identified, along with the corresponding road surface information, actual control information, and speed parameters. This data is then uploaded to the cloud. Since data from different vehicles can be uploaded to the cloud, a large amount of data from various vehicles is imported into the control model for simulation, yielding optimized first control information. The vehicle can obtain the corresponding optimized first control information based on its position and speed parameters, further optimizing the shock absorber parameters. Through iterative upgrades and continuous optimization, the ride smoothness of the vehicle is significantly improved. The optimized first control information can be shared among different vehicles, facilitating the optimization of individual vehicle shock absorber parameters.

[0097] Specifically, since the excitation experienced by a vehicle is related not only to road information but also to actual control information and vehicle speed parameters, when uploading excitation data for a large excitation, the actual control information and vehicle speed parameters are uploaded together. This makes the optimized first control information more consistent with the specific driving scenario. When optimizing the first control information, the first damping force and the first weighting coefficient can be optimized.

[0098] Based on the vehicle shock absorber optimization control method of any of the above embodiments, embodiments of this application also provide a vehicle shock absorber optimization control device, including:

[0099] The first acquisition module is used to acquire the vehicle's location information, vehicle speed parameters, and road surface information of the road on which the wheels are traveling;

[0100] The second acquisition module is used to acquire corresponding first control information based on the position information and the speed parameter when the road surface information meets the preset road surface conditions; wherein, the first control information is the pre-aiming control information of the vehicle shock absorber in the cloud.

[0101] The determining module is used to determine second control information based on the road surface information and the speed parameters; wherein the second control information is the pre-aiming control information of the vehicle's shock absorbers;

[0102] The control module is used to control the vehicle shock absorbers of the vehicle according to the first control information and the second control information.

[0103] Based on the optimized control method for vehicle shock absorbers according to any of the above embodiments, embodiments of this application also provide an in-vehicle terminal. The in-vehicle terminal may include:

[0104] Memory, processor, and computer programs stored in memory and capable of running on the processor.

[0105] When the processor executes the program, it implements the optimized control method for the vehicle shock absorber provided in the above embodiments.

[0106] Furthermore, the vehicle-mounted terminal also includes:

[0107] A communication interface used for communication between the memory and the processor.

[0108] The memory may include high-speed RAM (Random Access Memory) memory, and may also include non-volatile memory, such as at least one disk storage device.

[0109] If the memory, processor, and communication interface are implemented independently, they can be interconnected via a bus to communicate with each other. The bus can be an ISA (Industry Standard Architecture) bus, a PCI (Peripheral Component Interconnect) bus, or an EISA (Extended Industry Standard Architecture) bus, etc. Buses can be categorized as address buses, data buses, control buses, etc.

[0110] Specifically, if the memory, processor, and communication interface are integrated on a single chip, then the memory, processor, and communication interface can communicate with each other through internal interfaces.

[0111] The processor may be a CPU (Central Processing Unit), an ASIC (Application Specific Integrated Circuit), or one or more integrated circuits configured to implement the embodiments of this application.

[0112] Furthermore, based on the vehicle shock absorber optimization control device of any of the above embodiments or the vehicle terminal of any of the above embodiments, embodiments of this application also propose a vehicle that includes the vehicle shock absorber optimization control device of the above embodiments or the vehicle terminal of the above embodiments.

[0113] In the description of this specification, the references to terms such as "embodiment," "any embodiment," or "implementation" indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or implementation is included in at least one embodiment or implementation of this application. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or implementation. Furthermore, the specific features, structures, materials, or characteristics described may be combined in a suitable manner in any one or more embodiments or implementations. Moreover, without contradiction, those skilled in the art can combine and integrate the different embodiments or implementations described in this specification, as well as the features of different embodiments or implementations.

[0114] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined with "first" or "second" may explicitly or implicitly include at least one of that feature.

[0115] It should be understood that various parts of this application 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. 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 (FPGAs), field-programmable gate arrays (FPGAs), etc.

[0116] Furthermore, the functional units in the various embodiments of this application can be integrated into a processing module, or each unit can exist physically separately, or two or more units can be integrated into a module. The integrated module can be implemented in hardware or as a software functional module. If the integrated module is implemented as a software functional module and sold or used as an independent product, it can also be stored in a computer-readable storage medium.

Claims

1. An optimized control method for a vehicle shock absorber, characterized in that, Applied to a vehicle, the vehicle includes: a vehicle body, a vehicle shock absorber connected to the vehicle body, and wheels connected to the vehicle shock absorber; the optimized control method includes the following steps: Obtain vehicle location information, vehicle speed parameters, and road surface information of the road the wheels are traveling on; When the road surface information meets the preset road surface conditions, the corresponding first control information is obtained according to the position information and the speed parameter; wherein, the first control information is the pre-aiming control information of the vehicle shock absorber in the cloud. Based on the road surface information and the speed parameters, second control information is determined; wherein, the second control information is the pre-aiming control information of the vehicle's shock absorbers; The vehicle shock absorbers are controlled according to the first control information and the second control information. The step of controlling the vehicle's shock absorbers based on the first control information and the second control information includes: Based on the first control information and the second control information, the actual control information of the vehicle is determined; Based on the actual control information, the vehicle's shock absorbers are controlled. The first control information includes: a first damping force and a first weighting coefficient; the second control information includes: a second damping force and a second weighting coefficient; the actual control information includes: the actual damping force; the actual damping force is: F 实际 =F1w1+F2w2; Among them, F 实际 F1 represents the actual damping force, w1 represents the first damping force, w2 represents the first weighting coefficient, and w2 represents the second damping force.

2. The optimized control method for vehicle shock absorbers according to claim 1, characterized in that, After controlling the vehicle's shock absorbers based on the first control information and the second control information, the optimized control method further includes: Acquire the excitation data of the vehicle; wherein the excitation data includes at least one of the vertical acceleration of the wheel and the height of the wheel; When the incentive data exceeds the preset incentive range, the first control information and the second control information are adjusted, and the step of determining the actual control information of the vehicle based on the first control information and the second control information continues to be executed until the incentive data is within the preset incentive range.

3. The optimized control method for vehicle shock absorbers according to claim 1, characterized in that, The speed parameters include at least one of the following: vehicle speed, vehicle lateral and longitudinal acceleration, and vehicle yaw rate; and / or The preset road surface conditions include: the road surface smoothness is greater than the preset smoothness, and at least one of the following: a convex structure or a concave structure is identified from the road surface information.

4. The optimized control method for a vehicle shock absorber according to any one of claims 1-3, characterized in that, The vehicle is connected to the cloud for communication; the step of obtaining corresponding first control information based on the location information and the speed parameters includes: Send the location information and the speed parameters to the cloud; Receive corresponding first control information; wherein the first control information is sent by the cloud to the vehicle based on the received location information and speed parameters.

5. The optimized control method for a vehicle shock absorber according to claim 4, characterized in that, After controlling the vehicle's shock absorbers based on the first control information and the second control information, the optimized control method further includes: Acquire the excitation data of the vehicle that exceeds the preset excitation range, as well as the road surface information, actual control information, and speed parameters corresponding to the excitation data; The excitation data, the actual control information, the road surface information, and the speed parameters are sent to the cloud so that the cloud can optimize the first control information.

6. An optimized control device for a vehicle shock absorber, characterized in that, include: The first acquisition module is used to acquire the vehicle's location information, vehicle speed parameters, and road surface information of the road on which the wheels are traveling; The second acquisition module is used to acquire corresponding first control information based on the position information and the speed parameter when the road surface information meets the preset road surface conditions; wherein, the first control information is the pre-aiming control information of the vehicle shock absorber in the cloud. The determining module is used to determine second control information based on the road surface information and the speed parameters; wherein the second control information is the pre-aiming control information of the vehicle's shock absorbers; The control module is used to control the vehicle shock absorbers of the vehicle according to the first control information and the second control information; The control module is specifically used to determine the actual control information of the vehicle based on the first control information and the second control information; and to control the vehicle's shock absorbers based on the actual control information. The first control information includes: a first damping force and a first weighting coefficient; the second control information includes: a second damping force and a second weighting coefficient; the actual control information includes: the actual damping force; the actual damping force is: F 实际 =F1w1+F2w2; Among them, F 实际 F1 represents the actual damping force, w1 represents the first damping force, w2 represents the first weighting coefficient, and w2 represents the second damping force.

7. A vehicle-mounted terminal, characterized in that, include: A memory, a processor, and a computer program stored in the memory and executable on the processor, the processor executing the program to implement the optimized control method for a vehicle shock absorber as described in any one of claims 1-5.

8. A vehicle, characterized in that, include: The optimized control device for vehicle shock absorbers as described in claim 6 or the vehicle-mounted terminal as described in claim 7.

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