Control methods, devices, vehicles, and storage media for shock absorbers in vehicles

Abstract

This invention discloses a control method, device, vehicle, and storage medium for a shock absorber in a vehicle. The method includes: acquiring state parameters of the springs in the vehicle's suspension under the vehicle's current driving state, wherein the state parameters characterize the force distribution of the springs under the current driving state; determining the suspension's frequency offset information based on the state parameters; determining the target damping force of the shock absorber in the suspension based on the frequency offset information and a damping attenuation coefficient matched to the current driving state; and controlling the shock absorber's operation based on the target damping force. This invention solves the technical problem of low accuracy in shock absorber damping force control.

Description

Technical Field

[0001] This invention relates to the field of vehicles, and more specifically, to a method, apparatus, vehicle, and storage medium for controlling shock absorbers in a vehicle. Background Technology

[0002] Currently, many vehicles are equipped with both air springs and continuously adjustable damping shock absorbers. However, when controlling the damping force, the changes in the target damping of the shock absorbers caused by variations in air spring stiffness are usually not considered. The damping force is determined solely based on the vehicle's condition and calibration. Under different vehicle loads, heights, and air spring pressures, the frequency of the front and rear suspensions will change significantly. If the same target is used to control the damping force, it will cause a mismatch in the frequency of the front and rear suspensions and vehicle resonance, resulting in discomfort for the driver and passengers. This leads to low accuracy in damping force control.

[0003] There is currently no effective solution to the problem of low accuracy in controlling vibration damping force. Summary of the Invention

[0004] This invention provides a method, device, vehicle, and storage medium for controlling shock absorbers in vehicles, to at least solve the technical problem of low accuracy in controlling shock absorber damping force.

[0005] According to one aspect of the present invention, a control method for a shock absorber in a vehicle is provided. The method may include: acquiring state parameters of the springs of the vehicle's suspension under the vehicle's current driving state, wherein the state parameters characterize the force distribution of the springs under the current driving state; determining the suspension's deflection frequency information based on the state parameters; determining a target damping force for the shock absorber in the suspension based on the deflection frequency information and a damping attenuation coefficient matching the current driving state; and controlling the shock absorber's operation based on the target damping force.

[0006] Optionally, based on state parameters, the suspension's frequency deviation information is determined, including: determining the spring volume corresponding to the spring height in the state parameters under the current driving condition, wherein the spring volume and spring height are positively correlated; determining the spring pressure under the current driving condition based on the spring volume; determining the spring stiffness based on the spring pressure; and determining the suspension's frequency deviation information based on the spring stiffness.

[0007] Optionally, based on the spring volume, the spring pressure under the current driving condition is determined, including: determining the product between the historical spring volume and the historical spring pressure under historical driving conditions; and determining the quotient between the product and the spring volume as the spring pressure.

[0008] Optionally, determining the spring stiffness based on the spring pressure includes: determining the spring stiffness corresponding to the spring pressure, wherein the spring stiffness is positively correlated with the spring pressure.

[0009] Optionally, determining the suspension's frequency deviation information based on the spring stiffness includes: determining the sum between the spring stiffness and the tire stiffness in the vehicle, and determining the quotient between the sum and the sprung mass of the spring; and determining the suspension's frequency deviation information based on the quotient between the sum and the sprung mass of the spring.

[0010] Optionally, the method further includes: determining the damping attenuation coefficient in the driving mode based on the current driving state and driving mode.

[0011] Optionally, based on the off-frequency information and the damping attenuation coefficient matching the current driving state, the target damping force of the shock absorber in the suspension is determined, including: determining the sum between the sprung mass and the unsprung mass of the spring; and determining the target damping force based on the sum between the sprung mass and the unsprung mass and the off-frequency information.

[0012] According to another aspect of the present invention, a control device for a shock absorber in a vehicle is also provided. The device may include: an acquisition unit, configured to acquire state parameters of the springs of the vehicle suspension in the current driving state of the vehicle, wherein the state parameters characterize the force situation of the springs in the current driving state; a first determination unit, configured to determine the frequency deviation information of the suspension based on the state parameters; a second determination unit, configured to determine the target damping force of the shock absorber in the suspension based on the frequency deviation information and a damping attenuation coefficient matching the current driving state; and a control unit, configured to control the operation of the shock absorber based on the target damping force.

[0013] According to another aspect of the present invention, a vehicle is also provided. This vehicle is used to implement the vehicle shock absorber control method of the present invention.

[0014] According to another aspect of the present invention, a computer-readable storage medium is also provided. The computer-readable storage medium includes a stored program, wherein, when the program is executed, it controls the device where the computer-readable storage medium is located to perform the control method for a shock absorber in a vehicle according to the embodiments of the present invention.

[0015] In this embodiment of the invention, under the current driving state of the vehicle, the state parameters of the suspension springs are acquired, wherein the state parameters characterize the force situation of the springs under the current driving state; based on the state parameters, the suspension's frequency deviation information is determined; based on the frequency deviation information and a damping attenuation coefficient matching the current driving state, the target damping force of the shock absorber in the suspension is determined; and the shock absorber is controlled to operate based on the target damping force. In other words, this embodiment of the invention determines the suspension's frequency deviation information by acquiring the state parameters of the suspension springs, determines the target damping force of the shock absorber based on the determined frequency deviation information and a damping attenuation coefficient matching the current driving state, and controls the shock absorber to operate based on the determined target damping force, thereby achieving the technical effect of improving the accuracy of shock absorber damping force control and solving the technical problem of low accuracy in shock absorber damping force control. Attached Figure Description

[0016] The accompanying drawings, which are included to provide a further understanding of the invention and form part of this invention, illustrate exemplary embodiments of the invention and are used to explain the invention, but do not constitute an undue limitation of the invention. In the drawings:

[0017] Figure 1 This is a flowchart of a method for controlling a shock absorber in a vehicle according to an embodiment of the present invention;

[0018] Figure 2 This is a schematic diagram of a control method for a shock absorber in a vehicle according to an embodiment of the present invention;

[0019] Figure 3 This is a schematic diagram illustrating the change in volume of a historical spring as a function of its height, according to an embodiment of the present invention.

[0020] Figure 4 This is a schematic diagram illustrating the variation of spring stiffness with spring pressure according to an embodiment of the present invention;

[0021] Figure 5 This is a schematic diagram of a control device for a shock absorber in a vehicle according to an embodiment of the present invention. Detailed Implementation

[0022] To enable those skilled in the art to better understand the present invention, the technical solutions of the present invention will be clearly and completely described below with reference to the accompanying drawings of the embodiments of the present invention. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort should fall within the scope of protection of the present invention.

[0023] It should be noted that the terms "first," "second," etc., in the specification and accompanying drawings of this invention are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such data can be interchanged where appropriate so that the embodiments of the invention described herein can be implemented in orders other than those illustrated or described herein. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover non-exclusive inclusion; for example, a process, method, system, product, or apparatus that comprises a series of steps or units is not necessarily limited to those steps or units explicitly listed, but may include other steps or units not explicitly listed or inherent to such processes, methods, products, or apparatus.

[0024] Example 1

[0025] According to an embodiment of the present invention, an embodiment of a control method for a shock absorber in a vehicle is provided. It should be noted that the steps shown in the flowchart in the accompanying drawings can be executed in a computer system such as a set of computer-executable instructions. Furthermore, although a logical order is shown in the flowchart, in some cases, the steps shown or described may be executed in a different order than that shown here.

[0026] Figure 1 This is a flowchart of a control method for a shock absorber in a vehicle according to an embodiment of the present invention, such as... Figure 1 As shown, the method may include the following steps:

[0027] Step S102: Under the current driving state of the vehicle, obtain the state parameters of the suspension springs in the vehicle, wherein the state parameters are used to characterize the force situation of the springs under the current driving state.

[0028] In the technical solution provided by step S102 of the present invention, the state parameters of the suspension springs in the vehicle can be obtained under the current driving state of the vehicle. These state parameters can be used to characterize the force on the springs under the current driving state; for example, they can be the height of the spring, the pressure of the spring, etc. This is merely an example and does not impose specific limitations on the content of the state parameters.

[0029] Optionally, since the vehicle contains four air springs, but the air suspension only has one pressure sensor, and the pressure sensor requires a certain amount of time to measure and stabilize, the system cannot know the pressure of all air springs in real time. Therefore, under the current driving state of the vehicle, the state parameters of the suspension springs in the vehicle can be obtained through wheel-by-wheel measurement. Wheel-by-wheel measurement is one testing method.

[0030] Step S104: Determine the suspension's off-frequency information based on the state parameters.

[0031] In the technical solution provided by step S104 of the present invention, the frequency offset information of the suspension can be determined based on the obtained state parameters of the suspension springs in the vehicle. The frequency offset information can be components of the vibration signal generated by the suspension during vehicle operation that are higher than a specific frequency range. For example, it can be high-frequency component information higher than the frequency range of 0.5~20 Hz. This is only an example and does not impose specific limitations on the content of the frequency offset information. The frequency offset information can be used as... express.

[0032] Optionally, the suspension's frequency deviation information is typically related to factors such as road surface unevenness, acceleration, braking, and steering, and has a significant impact on vehicle driving safety and ride comfort. The suspension's frequency deviation information can be determined by acquiring the spring's state parameters.

[0033] Step S106: Based on the off-frequency information and the damping attenuation coefficient that matches the current driving state, determine the target damping force of the shock absorber in the suspension.

[0034] In the technical solution provided in step S106 of the present invention, a damping attenuation coefficient matching the current driving state can be obtained. By determining the suspension's off-frequency information and obtaining the damping attenuation coefficient, the target damping force of the shock absorber in the suspension can be determined. The damping attenuation coefficient can be used to characterize the degree of energy dissipation due to friction or other losses, and can be used... The target damping force is the damping force required to achieve the desired motion effect. This target damping force can be determined by the designer or engineer based on actual needs and can be expressed as... express.

[0035] Optionally, vehicles typically have multiple driving states, each corresponding to a different damping attenuation coefficient. A damping attenuation coefficient matching the current driving state can be obtained. Using the obtained damping attenuation coefficient and the suspension's frequency offset information, the target damping force of the shock absorbers in the suspension can be determined.

[0036] Step S108: Control the operation of the shock absorber based on the target damping force.

[0037] In the technical solution provided by step S108 of the present invention, the operation of the shock absorber can be controlled by determining the target damping force of the shock absorber in the suspension.

[0038] In steps S102 to S108 of this invention, under the current driving state of the vehicle, the state parameters of the suspension springs in the vehicle are obtained, wherein the state parameters are used to characterize the force situation of the springs under the current driving state; based on the state parameters, the suspension's deflection frequency information is determined; based on the deflection frequency information and a damping attenuation coefficient matching the current driving state, the target damping force of the shock absorber in the suspension is determined; and the shock absorber is controlled to operate based on the target damping force. In other words, this embodiment of the invention determines the suspension's deflection frequency information by obtaining the state parameters of the suspension springs in the vehicle, determines the target damping force of the shock absorber in the suspension based on the determined deflection frequency information and a damping attenuation coefficient matching the current driving state, and controls the shock absorber to operate based on the determined target damping force, thereby achieving the technical effect of improving the accuracy of shock absorber damping force control and solving the technical problem of low accuracy in shock absorber damping force control.

[0039] The method described in this embodiment will be further described below.

[0040] As an optional embodiment, step S104, determining the suspension's frequency deviation information based on state parameters, includes: determining the spring volume corresponding to the spring height in the state parameters under the current driving condition, wherein the spring volume and spring height are positively correlated; determining the spring pressure under the current driving condition based on the spring volume; determining the spring stiffness based on the spring pressure; and determining the suspension's frequency deviation information based on the spring stiffness.

[0041] In this embodiment, the spring height can be obtained from the acquired state parameters. The spring volume corresponding to the spring height in the state parameters under the current driving condition can be determined. Based on the determined spring volume, the spring pressure under the current driving condition can be determined. Based on the determined spring pressure, the spring stiffness can be determined. Based on the determined spring stiffness, the suspension's frequency deviation information can be determined. The spring volume and spring height are positively correlated, and the spring height can be used... This indicates that the spring volume under the current driving condition can be expressed as... It can be expressed as follows. Spring pressure can be the reverse compressive force generated when a spring is subjected to an external force, and can be expressed as... The spring stiffness can be expressed as the magnitude of the restoring force produced by the spring per unit length or unit displacement, and can be represented by... It is expressed in units of Newtons per meter (N / m).

[0042] Optionally, since the spring volume and spring height are positively correlated, the spring height can be obtained from wheel survey measurements, and the spring volume corresponding to the spring height under the current driving condition can be obtained by actual measurement, table lookup, or calculation.

[0043] As an optional embodiment, determining the spring pressure under the current driving condition based on the spring volume includes: determining the product between the historical spring volume and the historical spring pressure under historical driving conditions; and determining the quotient between the product and the spring volume as the spring pressure.

[0044] In this embodiment, by determining the spring volume, the product between the historical spring volume and the historical spring pressure under historical driving conditions can be determined. The quotient between the product and the spring volume can be determined as the spring pressure. The historical spring volume can be the spring volume at the previous moment, and can be used as... This indicates that the historical spring pressure can be the spring pressure at the previous moment, and can be represented by... This indicates that the historical driving status can be the driving status at a point in time prior to the current moment.

[0045] Optionally, the historical spring height can be obtained based on round-trip measurements. Since the historical spring volume and historical spring height are positively correlated—for example, when the historical spring height changes from -100 mm to +100 mm, the historical spring volume increases from approximately 1.7 liters (L) to 4.7 L—the historical spring volume can be obtained based on the obtained historical spring height by actual measurement, table lookup, or calculation. The historical spring height can be the spring height at the previous moment, or it can be... express.

[0046] Optionally, since the vehicle contains four air springs, but the air suspension only has one pressure sensor, and the pressure sensor requires time to measure and stabilize, the system cannot know the pressure of all air springs in real time. Therefore, it is necessary to obtain the historical spring pressure based on wheel-by-wheel measurements. Based on the obtained historical spring pressure, the pressure of all springs can be calculated. When the pressure sensor is connected to a certain spring, it can be determined that the historical spring pressure is equal to the value of the pressure sensor, i.e.:

[0047]

[0048] in, It can be used to represent the values ​​of pressure sensors.

[0049] Optionally, as the vehicle moves, the spring's motion gradually changes from an adiabatic state to an isothermal state, and the spring temperature can be considered constant. When the spring is not being charged or deflated, the amount and temperature of the gas in the spring remain constant. Using the historical spring volume and historical spring pressure, the amount of gas in the spring can be calculated according to the following formula:

[0050]

[0051] in, This can be used to represent the amount of gas in a spring. At this point, the product of the historical spring pressure and the historical spring volume is the same as the product of the current spring pressure and the spring volume, that is:

[0052]

[0053] In other words, the pressure of the spring can be expressed as:

[0054]

[0055] or:

[0056]

[0057] in, It can be used to represent the historical spring height. It can be used to indicate the height of a spring.

[0058] Optionally, when a pressure sensor is connected to a spring, the historical spring pressure is equal to the sensor reading, thus yielding the historical spring pressure. When the spring is not being charged or deflated, the amount and temperature of the gas in the spring remain constant. In this case, the product of the historical spring pressure and the historical spring volume is equal to the product of the current spring pressure and the spring volume. In other words, while the spring volume is relatively easy to determine, the spring pressure is not always readily available. Therefore, when the current spring pressure cannot be obtained, the current spring pressure can be determined using the historically obtained spring pressure and the current spring volume. That is, the spring pressure is equal to the quotient of the product of the historical spring pressure and the historical spring volume, divided by the current spring volume.

[0059] As an optional embodiment, determining the spring stiffness based on the spring pressure includes: determining the spring stiffness corresponding to the spring pressure, wherein the spring stiffness is positively correlated with the spring pressure.

[0060] In this embodiment, the spring stiffness corresponding to the determined spring pressure can be obtained by calculation or actual measurement, and the obtained spring stiffness is positively correlated with the spring pressure. For example, when the spring pressure increases from 6 bar to 12 bar, the spring stiffness increases from 44 Newtons / mm to 57 N / mm.

[0061] As an optional embodiment, determining the suspension's frequency deviation information based on the spring stiffness includes: determining the sum between the spring stiffness and the tire stiffness in the vehicle, and determining the quotient between the sum and the sprung mass of the spring; and determining the suspension's frequency deviation information based on the quotient between the sum and the sprung mass of the spring.

[0062] In this embodiment, by determining the spring stiffness and the tire stiffness in the vehicle, the sum of the two can be determined. The quotient between this sum and the sprung mass of the spring can then be determined. This quotient can be used as the suspension's frequency deviation information. The tire stiffness in the vehicle can be obtained through measurement and can be used... The sprung mass of a spring can be the weight of the object mounted on the spring, and can be used to influence the spring's compression or tension properties. express.

[0063] Alternatively, the suspension's off-frequency information can be calculated using the following formula:

[0064]

[0065] in, It can be used to represent the suspension's frequency offset information. It can be used to represent spring stiffness. It can be used to indicate the stiffness of tires in a vehicle. This can be used to represent the sprung mass of a spring. As can be seen from the formula above, the suspension's deflection frequency information changes with the spring stiffness. It changes with the changes.

[0066] As an optional embodiment, the method further includes: determining a damping attenuation coefficient in the driving mode based on the current driving state.

[0067] In this embodiment, the damping attenuation coefficient under the current driving mode can be determined based on the driving mode of the current driving state. The driving mode can be a suitable driving method selected by the driver according to different road conditions and driving states.

[0068] Alternatively, the damping attenuation coefficient is a fixed value during the initial design of the vehicle, and can be used... The damping attenuation coefficient can be calculated using the following formula:

[0069]

[0070] in, It can be used to represent the recommended damping force. It can be used to represent the suspension's frequency offset information. It can be used to express the unsprung mass of a spring, which can be the weight of the object or load applied to the spring, and the unit is Newtons per meter (N / m).

[0071] Optionally, this embodiment takes into account that vehicles typically have multiple driving modes such as Sport, Balance, and Comfort. Each driving mode corresponds to a different damping attenuation coefficient. Based on the driving mode of the current driving state, the damping attenuation coefficient of the current driving mode can be determined to improve the overall vehicle comfort. This achieves the technical effect of improving the accuracy of shock absorber damping force control and solves the technical problem of low accuracy of shock absorber damping force control.

[0072] As an optional embodiment, step S106, based on the off-frequency information and the damping attenuation coefficient matching the current driving state, determines the target damping force of the shock absorber in the suspension, including: determining the sum between the sprung mass and the unsprung mass of the spring; and determining the target damping force based on the sum between the sprung mass and the unsprung mass and the off-frequency information.

[0073] In this embodiment, the sprung mass and unsprung mass of the spring can be determined, and further, the sum of the sprung mass and unsprung mass can be determined. Based on the determined sum of the sprung mass and unsprung mass, the off-frequency information, and the damping attenuation coefficient matching the current driving state, the target damping force can be determined. The damping attenuation coefficient matching the current driving state can be the damping attenuation coefficient under the current driving state, and can be used as... express.

[0074] Optionally, the target damping force is determined by the damping attenuation coefficient and spring stiffness corresponding to the current driving mode, and can be calculated using the following formula:

[0075]

[0076] in, It can be used to represent the target damping force. It can be used to represent the damping attenuation coefficient. It can be used to represent spring stiffness. It can be used to indicate the stiffness of tires in a vehicle.

[0077] This embodiment obtains the state parameters of the suspension springs in the vehicle under the current driving state, where the state parameters characterize the force on the springs under the current driving state; based on the state parameters, the suspension's frequency deviation information is determined; based on the frequency deviation information and a damping attenuation coefficient matching the current driving state, the target damping force of the shock absorber in the suspension is determined; and the shock absorber is controlled to operate based on the target damping force. In other words, this embodiment of the invention determines the suspension's frequency deviation information by obtaining the state parameters of the suspension springs in the vehicle, determines the target damping force of the shock absorber based on the determined frequency deviation information and a damping attenuation coefficient matching the current driving state, and controls the shock absorber to operate based on the determined target damping force, thereby achieving the technical effect of improving the accuracy of shock absorber damping force control and solving the technical problem of low accuracy in shock absorber damping force control.

[0078] Example 2

[0079] The technical solutions of the embodiments of the present invention will be illustrated below with reference to preferred embodiments.

[0080] Currently, many vehicles are equipped with both air springs and continuously adjustable damping shock absorbers. However, when controlling the damping force, the changes in the target damping of the shock absorbers caused by variations in air spring stiffness are usually not considered. The damping force is determined solely based on the vehicle's condition and calibration. Under different vehicle loads, heights, and air spring pressures, the frequency of the front and rear suspensions will change significantly. If the same target is used to control the damping force, it will cause a mismatch in the frequency of the front and rear suspensions and vehicle resonance, resulting in discomfort for the driver and passengers. This leads to low accuracy in damping force control.

[0081] As one alternative example, a method for building a suspension model of air springs and continuously adjustable shock absorbers based on neural networks is proposed, belonging to the field of automotive chassis suspension. This method establishes accurate models of air springs and shock absorbers through neural networks, improving control accuracy. However, it does not consider the joint control of the two, resulting in low accuracy in shock absorber damping force control. As another alternative example, an electronically controlled suspension load compensation control method, device, equipment, and medium for passenger vehicles are also proposed. This method calculates the vehicle load through air springs and then corrects the shock absorber damping force. However, this method does not consider correcting the shock absorber damping force based on the air spring stiffness, resulting in low accuracy in shock absorber damping force control. As another alternative example, an air suspension control system and its internal model control method are proposed, including air springs, sensor components, actuators, and an electronic control unit (ECU). The ECU sends signals to the actuators according to different operating conditions, adjusts the damping of the vehicle suspension by controlling the throttle area of ​​the adjustable damping shock absorber, changes the vehicle height by controlling the inflation and deflation of the air springs, and changes the stiffness of the air suspension by controlling the air valve between the main and auxiliary air chambers. However, this method does not mention the joint control of the shock absorber and air spring, which results in low accuracy of damping force control.

[0082] To address the aforementioned issues, this embodiment proposes a control method for shock absorbers in vehicles. This method considers the changes in spring stiffness caused by variations in air spring pressure and height. Based on the suspension's deflection frequency information and damping attenuation coefficient, it performs correction calculations for the target damping force of the shock absorber, thereby improving overall vehicle comfort and optimizing the driving and riding experience for the driver and passengers. This achieves the technical effect of improving the accuracy of shock absorber damping force control, solving the technical problem of low accuracy in shock absorber damping force control.

[0083] Figure 2 This is a schematic diagram of a control method for a shock absorber in a vehicle according to an embodiment of the present invention, as shown below. Figure 2 As shown, the vehicle includes four air springs, four continuously adjustable damping shock absorbers, a height sensor, an acceleration sensor, and a controller. This embodiment considers that the air suspension has different stiffnesses at different heights, corresponding to different front and rear suspension frequency information. To achieve the same vibration damping coefficient under different suspension frequency information, the continuously adjustable damping shock absorbers should have different target damping forces. A pre-designed algorithm can calculate the current pressure within the spring in real time, thereby determining the spring stiffness and suspension frequency information. Based on this, the different target damping forces of the shock absorbers can be calculated.

[0084] In this embodiment of the invention, state parameters such as historical spring height, spring pressure, and historical spring pressure of the vehicle suspension can be obtained based on wheel-by-wheel measurements. Since the vehicle contains four air springs, but the air suspension only has one pressure sensor, and the pressure sensor requires time to measure and stabilize, the system cannot know the pressure of all air springs in real time. Therefore, it is necessary to calculate the pressure of all air springs based on the historical spring pressure obtained from wheel-by-wheel measurements and the current spring height. When a pressure sensor is connected to a certain spring, it can be determined that the current pressure of that spring is equal to the value of the pressure sensor, i.e.:

[0085]

[0086] in, It can be used to represent historical spring pressure. It can be used to represent the values ​​of pressure sensors.

[0087] Based on the historical spring heights obtained from the round-robin measurements, the historical spring volume corresponding to the historical spring heights can be obtained by actual measurement, table lookup, or calculation. Figure 3 This is a schematic diagram illustrating the change in volume of a historical spring as a function of its height, according to an embodiment of the present invention. Figure 3 As shown, when the historical spring height changes from -100 mm to +100 mm, the historical spring volume increases from about 1.7 L to 4.7 L. In other words, the historical spring volume and the historical spring height are positively correlated.

[0088] As the vehicle moves, the spring gradually changes from an adiabatic state to an isothermal state, so the spring temperature can be considered constant. When the spring is not being charged or deflated, the amount and temperature of the gas in the spring remain constant. Using the historical spring volume and historical spring pressure, the amount of gas in the spring can be calculated using the following formula:

[0089]

[0090] in, It can be used to represent the volume of historical springs. This can be used to represent the amount of gas in a spring. In this case, the product of the historical spring pressure and the historical spring volume is equal to the product of the spring pressure and the spring volume, that is:

[0091]

[0092] in, It can be used to represent spring pressure. It can be used to represent the volume of a spring. In other words, the pressure of a spring can be expressed as:

[0093]

[0094] or:

[0095]

[0096] in, It can be used to represent the historical spring height. It can be used to indicate the height of a spring.

[0097] By determining the spring pressure, the spring stiffness corresponding to the spring pressure can be obtained through calculation or actual measurement. Figure 4 This is a schematic diagram illustrating the change of spring stiffness with spring pressure according to an embodiment of the present invention, as shown below. Figure 4 As shown, when the spring pressure increases from 6 bar to 12 bar, the spring stiffness increases from 44 N / mm to 57 N / mm. In other words, the spring stiffness is positively correlated with the spring pressure.

[0098] By determining the spring stiffness and the tire stiffness in the vehicle, the sum of the spring stiffness and the tire stiffness can be determined. Furthermore, the quotient between this sum and the sprung mass of the spring can be determined. This quotient can be used as the suspension's frequency deviation information. The initial frequency deviation information can be obtained, and the suspension's frequency deviation information can be calculated using the following formula:

[0099]

[0100] in, It can be used to represent the suspension's frequency offset information. It can be used to represent spring stiffness. It can be used to indicate the stiffness of tires in a vehicle. This can be used to represent the sprung mass of a spring. As can be seen from the formula above, with the increase in spring stiffness... The suspension's frequency information changes constantly due to the changes in the suspension's operating frequency.

[0101] When a vehicle is designed, the damping attenuation coefficient is a fixed value, which can be used... The damping attenuation coefficient can be calculated using the following formula:

[0102]

[0103] in, It can be used to represent the recommended damping force. It can be used to represent the suspension's frequency offset information. It can be used to represent the sprung mass of a spring. This can be used to represent the unsprung mass of a spring, which can be the weight of an object or load applied to the spring when it is under force, and is measured in Newtons per meter (N / m). This embodiment takes into account that vehicles typically have multiple driving modes such as Sport, Balance, and Comfort, each corresponding to a different damping attenuation coefficient. Based on the current driving mode, the damping attenuation coefficient under the current driving mode can be determined to improve overall vehicle comfort. This achieves the technical effect of improving the accuracy of shock absorber damping force control, solving the technical problem of low accuracy in shock absorber damping force control.

[0104] The target damping force is determined by the damping attenuation coefficient and spring stiffness corresponding to the current driving mode, and can be calculated using the following formula:

[0105]

[0106] in, It can be used to represent the target damping force. It can be used to represent the damping attenuation coefficient. It can be used to represent the sprung mass of a spring. It can be used to represent the unsprung mass of a spring. It can be used to represent spring stiffness. It can be used to indicate the stiffness of tires in a vehicle.

[0107] This embodiment obtains the state parameters of the suspension springs in the vehicle under the current driving state, where the state parameters characterize the force on the springs under the current driving state; based on the state parameters, the suspension's frequency deviation information is determined; based on the frequency deviation information and a damping attenuation coefficient matching the current driving state, the target damping force of the shock absorber in the suspension is determined; and the shock absorber is controlled to operate based on the target damping force. In other words, this embodiment of the invention determines the suspension's frequency deviation information by obtaining the state parameters of the suspension springs in the vehicle, determines the target damping force of the shock absorber based on the determined frequency deviation information and a damping attenuation coefficient matching the current driving state, and controls the shock absorber to operate based on the determined target damping force, thereby achieving the technical effect of improving the accuracy of shock absorber damping force control and solving the technical problem of low accuracy in shock absorber damping force control.

[0108] Example 3

[0109] According to an embodiment of the present invention, a control device for a shock absorber in a vehicle is also provided. It should be noted that this control device for a shock absorber in a vehicle can be used to execute the control method for a shock absorber in a vehicle as described in Embodiment 1.

[0110] Figure 5 This is a schematic diagram of a control device for a shock absorber in a vehicle according to an embodiment of the present invention, as shown below. Figure 5 As shown, the control device 500 for the shock absorber in the vehicle may include: an acquisition unit 502, a first determination unit 504, a second determination unit 506, and a control unit 508.

[0111] The acquisition unit 502 is used to acquire the state parameters of the suspension springs in the vehicle under the current driving state of the vehicle, wherein the state parameters are used to characterize the force situation of the springs under the current driving state.

[0112] The first determining unit 504 is used to determine the suspension's off-frequency information based on state parameters;

[0113] The second determining unit 506 is used to determine the target damping force of the shock absorber in the suspension based on the off-frequency information and the damping attenuation coefficient matched with the current driving state.

[0114] Control unit 508 is used to control the operation of the shock absorber based on the target damping force.

[0115] Optionally, the first determining unit 504 includes: a first determining module, used to determine the spring volume in the current driving state corresponding to the spring height in the state parameters, wherein the spring volume and the spring height are positively correlated; a second determining module, used to determine the spring pressure in the current driving state based on the spring volume; a third determining module, used to determine the spring stiffness based on the spring pressure; and a fourth determining module, used to determine the suspension frequency information based on the spring stiffness.

[0116] Optionally, the second determining module includes: a first determining submodule, used to determine the product between the historical spring volume and the historical spring pressure under historical driving conditions; and a second determining submodule, used to determine the quotient between the product and the spring volume as the spring pressure.

[0117] Optionally, the third determining module includes: a determining submodule, used to determine the spring stiffness corresponding to the spring pressure, wherein the spring stiffness is positively correlated with the spring pressure.

[0118] Optionally, the fourth determining module includes: a first determining submodule, used to determine the sum between the spring stiffness and the tire stiffness in the vehicle, and to determine the quotient between the sum and the sprung mass of the spring; and a second determining submodule, used to determine the suspension's frequency deviation information based on the quotient between the sum and the sprung mass of the spring.

[0119] Optionally, the device further includes a third determining unit for determining the damping attenuation coefficient in the driving mode based on the driving mode of the current driving state.

[0120] Optionally, the second determining unit 506 includes: a first determining module for determining the sum of the sprung mass and the unsprung mass of the spring; and a second determining module for determining the target damping force based on the sum of the sprung mass and the unsprung mass and the deflection frequency information.

[0121] In this embodiment of the invention, the acquisition unit 502 acquires the state parameters of the suspension springs in the vehicle under the current driving state. These state parameters characterize the force distribution on the springs under the current driving state. The first determining unit 504 determines the suspension's frequency deviation information based on the state parameters. The second determining unit 506 determines the target damping force of the shock absorber in the suspension based on the frequency deviation information and a damping attenuation coefficient matching the current driving state. The control unit 508 controls the shock absorber to operate based on the target damping force. In other words, this embodiment of the invention determines the suspension's frequency deviation information by acquiring the state parameters of the suspension springs, determines the target damping force of the shock absorber based on the determined frequency deviation information and a damping attenuation coefficient matching the current driving state, and controls the shock absorber to operate based on the determined target damping force. This achieves the technical effect of improving the accuracy of shock absorber damping force control and solves the technical problem of low accuracy in shock absorber damping force control.

[0122] Example 4

[0123] According to an embodiment of the present invention, a vehicle is also provided for performing the control method of the shock absorber in any of the vehicles in Embodiment 1.

[0124] Example 5

[0125] According to an embodiment of the present invention, a computer-readable storage medium is also provided, the storage medium including a stored program, wherein the program executes the control method for a shock absorber in a vehicle as described in Embodiment 1.

[0126] The sequence numbers of the above embodiments of the present invention are for descriptive purposes only and do not represent the superiority or inferiority of the embodiments.

[0127] In the above embodiments of the present invention, the descriptions of each embodiment have different focuses. For parts not described in detail in a certain embodiment, please refer to the relevant descriptions of other embodiments.

[0128] In the several embodiments provided by this invention, it should be understood that the disclosed technical content can be implemented in other ways. The device embodiments described above are merely illustrative; for example, the division of units can be a logical functional division, and in actual implementation, there may be other division methods. For example, multiple units or components may be combined or integrated into another system, or some features may be ignored or not executed. Furthermore, the displayed or discussed mutual coupling, direct coupling, or communication connection can be through some interfaces; the indirect coupling or communication connection of units or modules can be electrical or other forms.

[0129] The units defined as separate components may or may not be physically separate. Similarly, the components displayed as units may or may not be physical units; they may be located in one place or distributed across multiple units. Some or all of the units can be selected to achieve the purpose of this embodiment, depending on actual needs.

[0130] Furthermore, the functional units in the various embodiments of the present invention 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. The integrated unit can be implemented in hardware or as a software functional unit.

[0131] If the integrated unit is implemented as a software functional unit and determined to be an independent product for sale or use, it can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of the present invention, in essence, or the part that contributes to the prior art, or all or part 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 the present invention. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, read-only memory (ROM), random access memory (RAM), portable hard drives, magnetic disks, or optical disks.

[0132] The above description is only a preferred embodiment of the present invention. It should be noted that for those skilled in the art, several improvements and modifications can be made without departing from the principle of the present invention, and these improvements and modifications should also be considered within the scope of protection of the present invention.

Claims

1. A method for controlling a shock absorber in a vehicle, characterized in that, include: In the current driving state of the vehicle, the state parameters of the suspension springs in the vehicle are obtained, wherein the state parameters are used to characterize the force situation of the springs in the current driving state. Based on the state parameters, the off-frequency information of the suspension is determined; Based on the off-frequency information and the damping attenuation coefficient matching the current driving state, the target damping force of the shock absorber in the suspension is determined; The shock absorber is controlled to operate based on the target damping force. The state parameters include the spring height of the spring in the current driving state. Determining the suspension's frequency offset information based on the state parameters includes: acquiring the historical spring pressure and corresponding historical spring height of the spring, wherein the historical spring pressure is obtained by performing wheel-by-wheel measurements on multiple springs using pressure sensors configured inside the vehicle suspension; determining the spring volume corresponding to the spring height in the state parameters in the current driving state; determining the historical spring volume of the spring in the historical driving state based on the historical spring height; determining the product between the historical spring volume and the historical spring pressure; determining the quotient between the product and the spring volume as the spring pressure of the spring in the current driving state; determining the spring stiffness based on the spring pressure; and determining the frequency offset information based on the spring stiffness, wherein the spring volume and spring height are positively correlated.

2. The method according to claim 1, characterized in that, Determining the spring stiffness based on the spring pressure includes: Determine the spring stiffness corresponding to the spring pressure, wherein the spring stiffness is positively correlated with the spring pressure.

3. The method according to claim 1, characterized in that, Determining the suspension's off-frequency information based on the spring stiffness includes: Determine the sum between the spring stiffness and the tire stiffness in the vehicle, and determine the quotient between the sum and the sprung mass of the spring; The deflection frequency information of the suspension is determined based on the quotient between the sum and the sprung mass of the spring.

4. The method according to claim 1, characterized in that, The method further includes: Based on the driving mode of the current driving state, determine the damping attenuation coefficient under the driving mode.

5. The method according to claim 1, characterized in that, Based on the off-frequency information and the damping attenuation coefficient matching the current driving state, the target damping force of the shock absorber in the suspension is determined, including: Determine the sum of the sprung mass and the unsprung mass of the spring; The target damping force is determined based on the sum of the sprung mass and the unsprung mass and the deflection frequency information.

6. A control device for a shock absorber in a vehicle, characterized in that, include: The acquisition unit is used to acquire the state parameters of the suspension springs in the vehicle under the current driving state of the vehicle, wherein the state parameters are used to characterize the force situation of the springs under the current driving state. The first determining unit is used to determine the off-frequency information of the suspension based on the state parameters; The second determining unit is used to determine the target damping force of the shock absorber in the suspension based on the off-frequency information and the damping attenuation coefficient that matches the current driving state. A control unit is used to control the operation of the shock absorber based on the target damping force. The state parameters include the spring height of the spring in the current driving state. The first determining unit is further configured to perform the following steps: acquiring the historical spring pressure and corresponding historical spring height of the spring, wherein the historical spring pressure is obtained by performing wheel-by-wheel measurements on multiple springs using pressure sensors configured inside the vehicle suspension; determining the spring volume corresponding to the spring height in the state parameters in the current driving state; determining the historical spring volume of the spring in the historical driving state based on the historical spring height; determining the product between the historical spring volume and the historical spring pressure; determining the quotient between the product and the spring volume as the spring pressure of the spring in the current driving state; determining the spring stiffness based on the spring pressure; and determining the frequency offset information based on the spring stiffness, wherein the spring volume and spring height are positively correlated.

7. A vehicle, characterized in that, A method for controlling a shock absorber in a vehicle as described in any one of claims 1 to 5.

8. A computer-readable storage medium, characterized in that, The computer-readable storage medium includes a stored program, wherein the program executes the control method for a shock absorber in a vehicle according to any one of claims 1 to 5.

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