A method, device and equipment for controlling damping force of a shock absorber based on a characteristic road surface

Abstract

The application discloses a shock absorber damping force control method, device and equipment based on a characteristic road surface, which determines the wheel acceleration and the vehicle speed of a vehicle; when the wheel acceleration is greater than or equal to a preset wheel end acceleration threshold value and the vehicle speed is in a preset vehicle speed interval, the control current of the shock absorber is determined according to the vehicle speed, and the damping force of the shock absorber is adjusted based on the control current, so that the damping force of the shock absorber of the vehicle is adjusted in time when the vehicle passes through the characteristic road surface, the stability, the comfort and the passability of the vehicle when passing through the characteristic road surface are improved, the physiological or psychological discomfort of the driver and the passenger in the vehicle can be effectively improved, the reactions such as car sickness and fatigue are avoided or reduced, and the driving experience and the driving safety of the vehicle are effectively improved.

Description

Technical Field

[0001] This application relates to the field of vehicle vibration reduction, specifically to a method, device, and equipment for controlling the damping force of a vibration damper based on a characteristic road surface. Background Technology

[0002] When a vehicle travels on characteristic road surfaces such as speed bumps, potholes, uneven surfaces, and paved surfaces, the road excitation generated by these characteristics can negatively impact the vehicle's stability, comfort, and passability.

[0003] In related technologies, ceiling damping force control algorithms are commonly used to adjust the damping of vehicle shock absorbers. However, because the time the vehicle spends traversing characteristic road surfaces is relatively short, the ceiling damping force control algorithm cannot respond specifically to such road surfaces in a timely manner. Therefore, the shock absorber control current is still output at the base current, and the shock absorber damping cannot be adjusted in time. When the vehicle is traveling on a characteristic road surface and the shock absorber damping cannot be adjusted in time, it can cause physiological or psychological discomfort to the passengers, resulting in motion sickness due to bumpy deceleration, driver fatigue, and other reactions.

[0004] Therefore, how to make the whole vehicle pass through the characteristic road surface more safely and comfortably is a technical problem that urgently needs to be solved. Summary of the Invention

[0005] This application provides a method, device, and equipment for controlling the damping force of a shock absorber based on characteristic road surfaces. This can solve the technical problem in the prior art where the damping force of the shock absorber cannot be adjusted in time when the vehicle passes over characteristic road surfaces such as speed bumps, potholes, and protrusions, resulting in a decrease in the vehicle's stability and comfort.

[0006] In a first aspect, embodiments of this application provide a method for controlling the damping force of a shock absorber based on a characteristic road surface, the method comprising:

[0007] Determine the vehicle's wheel acceleration and speed;

[0008] When the wheel acceleration is greater than or equal to the preset wheel end acceleration threshold and the vehicle speed is within the preset vehicle speed range, the control current of the shock absorber is determined according to the vehicle speed, and the damping force of the shock absorber is adjusted based on the control current.

[0009] In conjunction with the first aspect, in one embodiment, when the wheel acceleration is greater than or equal to a preset wheel-end acceleration threshold and the vehicle speed is within a preset speed range, the control current of the shock absorber is determined based on the vehicle speed, and the damping force of the shock absorber is adjusted based on the control current, including:

[0010] When the acceleration of the front left wheel and / or the acceleration of the front right wheel of the vehicle is greater than or equal to the corresponding wheel end acceleration threshold, and the vehicle speed is within the speed range, the control current of the shock absorbers at the front left wheel and rear left wheel and / or front right wheel and rear right wheel of the vehicle is determined according to the vehicle speed, and the damping force of the corresponding shock absorber is adjusted based on the control current.

[0011] In one embodiment, after determining the control current of the shock absorbers at the front left wheel and rear left wheel and / or front right wheel and rear right wheel based on the vehicle speed, and adjusting the damping force of the corresponding shock absorbers based on the control current, the method further includes:

[0012] When the acceleration of the front left wheel and / or the acceleration of the front right wheel of the vehicle is less than the corresponding wheel end acceleration threshold and the duration is greater than the preset duration threshold, the control current of the shock absorbers at the front left wheel and rear left wheel and / or front right wheel and rear right wheel of the vehicle is stopped after the corresponding delay time, so as to stop adjusting the damping force of the corresponding shock absorber.

[0013] In one implementation, the method further includes:

[0014] The delay duration is obtained by dividing twice the wheelbase by the vehicle speed.

[0015] The wheelbase is the distance between the front wheel axle and the rear wheel axle of the vehicle.

[0016] In one embodiment, determining the control current of the shock absorber based on the vehicle speed includes:

[0017] The control current of the shock absorber is obtained by looking up the preset mapping table between vehicle speed and control current based on the vehicle speed.

[0018] In one embodiment, the damping force of the vibration damper adjusted based on the control current includes:

[0019] Determine the priority of the control current;

[0020] If the control current is at the highest priority, then the control current is output to adjust the damping force of the shock absorber.

[0021] In one implementation, after adjusting the damping force of the shock absorber based on the control current, it further includes...

[0022] When the vehicle speed is outside the specified speed range, the control current is stopped from being output to stop adjusting the damping force of the shock absorber.

[0023] In one implementation, determining the wheel acceleration of the vehicle includes:

[0024] The wheel acceleration is obtained by subtracting the acceleration due to the change in vehicle height from the acceleration at each angle of the vehicle.

[0025] Secondly, embodiments of this application provide a damper damping force control device based on characteristic road surfaces, the damper damping force control device based on characteristic road surfaces includes:

[0026] The determination module is used to determine the vehicle's wheel acceleration and speed;

[0027] The adjustment module is used to determine the control current of the shock absorber based on the vehicle speed when the wheel acceleration is greater than or equal to a preset wheel end acceleration threshold and the vehicle speed is within a preset vehicle speed range, and to adjust the damping force of the shock absorber based on the control current.

[0028] Thirdly, embodiments of this application provide a damper damping force control device based on a characteristic road surface. The damper damping force control device based on a characteristic road surface includes a processor, a memory, and a damper damping force control program based on a characteristic road surface stored in the memory and executable by the processor. When the damper damping force control program based on a characteristic road surface is executed by the processor, it implements the steps of the damper damping method based on a characteristic road surface as described in any of the above claims.

[0029] This embodiment provides a method, device, and equipment for controlling the damping force of a shock absorber based on characteristic road surfaces. By determining the wheel acceleration and vehicle speed, when the wheel acceleration is greater than or equal to a preset wheel-end acceleration threshold and the vehicle speed is within a preset speed range, the control current of the shock absorber is determined according to the vehicle speed, and the damping force of the shock absorber is adjusted based on the control current. This enables timely adjustment of the damping force of the vehicle's shock absorber when the vehicle passes through characteristic road surfaces, thereby improving the vehicle's stability, comfort, and passability. It can effectively improve the physiological or psychological discomfort of passengers, avoid or reduce motion sickness, fatigue, and other reactions, and effectively improve the driving experience and driving safety. Attached Figure Description

[0030] Figure 1 This is a flowchart illustrating an embodiment of the damping force control method for shock absorbers based on characteristic road surfaces according to this application.

[0031] Figure 2 This is a schematic diagram of the functional modules of an embodiment of the damper damping force control device based on a characteristic road surface according to this application;

[0032] Figure 3 This is a schematic diagram of the hardware structure of the damper damping force control device based on characteristic road surface involved in the embodiments of this application. Detailed Implementation

[0033] To enable those skilled in the art to better understand the present application, the technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present application, and not all embodiments. Based on the embodiments in the present application, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the scope of protection of the present application.

[0034] To make the objectives, technical solutions, and advantages of this application clearer, the embodiments of this application will be described in further detail below with reference to the accompanying drawings.

[0035] In a first aspect, embodiments of this application provide a method for controlling the damping force of a shock absorber based on a characteristic road surface.

[0036] In one embodiment, reference is made to Figure 1 , Figure 1 This is a flowchart illustrating the first embodiment of the damper damping force control method based on characteristic road surfaces according to this application. Figure 1 As shown, the damping force control method for shock absorbers based on characteristic road surfaces includes:

[0037] Step S101: Determine the wheel acceleration and vehicle speed of the vehicle.

[0038] Step S102: When the wheel acceleration is greater than or equal to the preset wheel end acceleration threshold and the vehicle speed is within the preset vehicle speed range, determine the control current of the shock absorber according to the vehicle speed, and adjust the damping force of the shock absorber based on the control current.

[0039] The specific values ​​for the wheel-end acceleration threshold and vehicle speed range can be set according to requirements.

[0040] It's important to understand that wheel acceleration describes the magnitude and direction of the wheel's acceleration relative to the ground during rotation. When a vehicle is traveling on a flat road, wheel acceleration is very small, even zero. However, when a vehicle is traveling on characteristic road surfaces such as speed bumps, potholes, uneven surfaces, or rough surfaces, the road excitation generated by these surfaces causes the wheel acceleration to increase. Therefore, this embodiment calibrates a wheel-end acceleration threshold. When the wheel acceleration is greater than or equal to the preset threshold, the vehicle is determined to be on a characteristic road surface; when the wheel acceleration is less than the preset threshold, the vehicle is determined not to be on a characteristic road surface.

[0041] In one embodiment, determining the wheel acceleration of a vehicle includes: subtracting the acceleration due to the change in vehicle height from the acceleration at each angle of the vehicle body to obtain the wheel acceleration.

[0042] As an example, the wheel acceleration in this embodiment is calculated based on real-time data collected and transmitted from four vehicle height sensors and three vehicle acceleration sensors. The real-time transmitted values ​​from the three vehicle acceleration sensors are filtered using low-pass and high-pass filtering algorithms and then integrated in real-time to obtain the accelerations at the four wheel angles: front left, front right, rear left, and rear right. The real-time transmitted values ​​from the four vehicle height sensors are filtered using low-pass and high-pass filtering algorithms and then integrated in real-time to obtain the vehicle's height change accelerations at the front left, front right, rear left, and rear right. Subtracting these height change accelerations from the accelerations at each vehicle angle yields the individual accelerations of the front left, front right, rear left, and rear right wheels.

[0043] It is worth noting that when the vehicle travels at a very slow speed on the characteristic road surface, the discomfort caused by the road surface is low, and the impact on the overall comfort, stability, and passability is minimal. Therefore, there is no need to adjust the damper damping force. However, when the vehicle speed is too high, i.e., when the vehicle is traveling at the speed of a normal, flat road on the characteristic road surface, the experience and comfort of the driver and passengers, as well as the passability and stability of the vehicle, will be extremely poor. Even adjusting the damper damping cannot effectively alleviate the discomfort caused by traveling at higher speeds on the characteristic road surface. Therefore, when the vehicle is traveling on the characteristic road surface, maintaining a low speed range and adjusting the damper damping force is the only way to effectively improve the overall comfort, stability, and passability. Thus, this embodiment sets a speed range. When it is determined that the vehicle is traveling on the characteristic road surface and the speed is within a preset speed range, the damper damping force is adjusted by the control current of the damper. This effectively alleviates the dizziness caused by the bumps and vertigo experienced by the driver and passengers on the characteristic road surface and improves the vehicle's passability, comfort, and stability.

[0044] As an example, the vehicle speed range set in this embodiment is 20kph-40kph.

[0045] In some embodiments, after adjusting the damping force of the shock absorber based on the control current, the method further includes: stopping the output of the control current when the vehicle speed is not within the vehicle speed range, so as to stop adjusting the damping force of the shock absorber.

[0046] As an example, during the process of adjusting the damping force of the shock absorber based on the control current, when the vehicle speed changes to outside the preset speed range, the output of the control current of the shock absorber is stopped, or the control current output is 0, so as to exit the damping force control of the shock absorber based on the characteristic road surface.

[0047] Preferably, during the process of adjusting the damping force of the shock absorber based on the control current, when the vehicle speed changes to exceed the upper limit of the vehicle speed range, it indicates that the current vehicle speed is too fast. After exiting the damping force control of the shock absorber based on the characteristic road surface, a speed reduction reminder can be issued to the driver through the car audio or the in-vehicle multimedia screen, so as to ensure the safety and comfort of the whole vehicle by reducing the vehicle speed.

[0048] In some embodiments, the control current of the shock absorber is obtained by looking up a preset mapping table between vehicle speed and control current based on the vehicle speed.

[0049] It is worth noting that in the early stages, the control current can be calibrated based on multiple parameters such as the overall vehicle status, speed, and comfort. The corresponding control current calibration values ​​for each function are then set into the algorithm model to form a mapping table between vehicle speed and control current. After the damper damping force control algorithm for the characteristic road surface is activated, the damper control current can be quickly output based on the vehicle speed to adjust the damping force, thereby improving the response speed of damper damping force adjustment.

[0050] In one embodiment, when the acceleration of the front left wheel and / or the acceleration of the front right wheel of the vehicle is greater than or equal to the corresponding wheel end acceleration threshold, and the vehicle speed is within the speed range, the control current of the shock absorbers at the front left wheel and rear left wheel and / or front right wheel and rear right wheel of the vehicle is determined according to the vehicle speed, and the damping force of the corresponding shock absorber is adjusted based on the control current.

[0051] Explanatoryly, during vehicle operation, the road conditions on the left and right wheels may not be entirely the same. For example, the left wheel may be traveling on a characteristic road surface, while the right wheel may be on a normal road surface. Therefore, this embodiment independently determines whether the acceleration of the front left wheel and the acceleration of the right front wheel are greater than or equal to a preset wheel-end acceleration threshold. The determination results of the left and right wheel-end acceleration values ​​are independent of each other, and there are three situations: First, the front left wheel is on a characteristic road surface and the front right wheel is on a normal road surface. In this case, it is only necessary to determine the control current of the front left wheel and the rear left wheel shock absorber, and adjust the damping force of the front left wheel and the rear left wheel shock absorber based on the control current. Second, the front left wheel is on a normal road surface and the front right wheel is on a characteristic road surface. In this case, it is only necessary to determine the control current of the front right wheel and the rear right wheel shock absorber, and adjust the damping force of the right front wheel shock absorber based on the control current. Third, both the front left wheel and the front right wheel are on a characteristic road surface. In this case, it is necessary to determine the control current of the front left wheel, the rear left wheel, the front right wheel, and the rear right wheel, and adjust the damping force of the shock absorbers at these four positions based on the control current.

[0052] Furthermore, after determining the control current of the shock absorbers at the front left and rear left wheels and / or front right and rear right wheels of the vehicle based on the vehicle speed, and adjusting the damping force of the corresponding shock absorbers based on the control current, the method further includes: when the acceleration of the front left wheel and / or the acceleration of the front right wheel of the vehicle is less than the corresponding wheel end acceleration threshold, and the duration is greater than a preset duration threshold, stopping the output of the control current of the shock absorbers at the front left and rear left wheels and / or front right and rear right wheels of the vehicle after the corresponding delay duration, so as to stop adjusting the damping force of the corresponding shock absorbers.

[0053] It is worth noting that when the acceleration of the front left wheel and / or the front right wheel is less than the corresponding wheel-end acceleration threshold, it indicates that the front left wheel and / or the front right wheel have left the characteristic road surface and entered the normal road surface. Therefore, the adjustment of the damper damping force based on the characteristic road surface should be stopped. However, because there is a certain distance between the front and rear wheels, the front wheels may enter the normal road surface while the rear wheels are still on the characteristic road surface. Therefore, after the front left wheel and / or the front right wheel enters the normal road surface, a certain delay is required before stopping the output of the control current of the corresponding wheel damper. This ensures that the control stops adjusting the damping force of the corresponding damper after the rear wheel has completely passed the characteristic road surface.

[0054] As an example, when the vehicle speed is within a preset speed range, if the acceleration of the front left wheel and / or front right wheel is greater than or equal to the corresponding wheel-end acceleration threshold (i.e., a surge in wheel acceleration), the shock absorber damping force control algorithm based on the characteristic road surface is activated. The corresponding control current is immediately output, and the comparison result between the wheel acceleration and the wheel-end acceleration threshold is output to the characteristic road surface control activation delay module to determine whether further delay is needed. The calculation results for the left and right wheel-end accelerations are independent of each other. Initially, if the determination that the wheel acceleration is greater than or equal to the wheel-end acceleration threshold is "true," several scenarios may occur: if it is initially "true" and then "false," a subsequent delay algorithm is required to ensure continuous control of the shock absorber damping force until both front and rear wheels have completely passed through; if it remains "true," the characteristic road surface control algorithm is confirmed to remain activated, maintaining control of the shock absorber damping force.

[0055] Preferably, in this embodiment, the delay time is obtained by dividing twice the axle wheelbase by the vehicle speed; wherein, the axle wheelbase is the distance between the front wheel axle and the rear wheel axle of the vehicle.

[0056] It's worth noting that since the entire vehicle needs to travel a distance equal to one wheelbase (with both front and rear wheels completely covering the surface) to traverse the characteristic road surface, the time required to do so at a constant speed is the wheelbase divided by the constant speed. During this process, extreme values ​​may occur: the vehicle decelerates to 0. The result of integrating the speed-time curve is the displacement, which is calculated as ΔV*Δt / 2. The resulting delay time Δt is then calculated as twice the wheelbase divided by the vehicle speed. Therefore, for extreme cases, the longest possible delay must be considered as the delay duration, i.e., delay duration = twice the wheelbase divided by the vehicle speed.

[0057] It should be noted that, due to the definition of wheelbase unit and signal type, the vehicle speed signal needs to be limited after unit conversion. After calculation, the result needs to be rounded and the data type converted to obtain the delay duration, which is then used for characteristic road surface control delay.

[0058] As an example, if a wheel acceleration greater than or equal to a preset wheel-end acceleration threshold is defined as "true," and a wheel acceleration less than the preset wheel-end acceleration threshold is defined as "false," the delay for characteristic road surface control can be achieved using state machine state transitions in the software model. If the wheel acceleration calculation result is "true," the delayed result jumps to "true" (this result is output with a delay). If the wheel acceleration calculation result remains "true," the delayed result remains "true." If the wheel-end acceleration calculation result is "false," the result is delayed for the specified duration until the delay period expires, at which point the delayed result jumps to "false." This state machine transition process constitutes the delay.

[0059] In some embodiments, if the calculated acceleration value of the front left wheel or the front right wheel is always less than the corresponding wheel end acceleration threshold, and there is no case where it is greater than the corresponding wheel end acceleration threshold, then the damper damping force algorithm based on the characteristic road surface is not activated, the control current output is 0, and the control current output values ​​of the left and right characteristic road surfaces are independent of each other.

[0060] As a preferred real-time method, the adjustment of the damping force of the vibration damper based on the control current includes: determining the priority of the control current; if the control current is at the highest priority, then outputting the control current to adjust the damping force of the vibration damper.

[0061] As an example, once the wheel acceleration and vehicle speed both meet the damper damping force control conditions, the characteristic road surface control activation Flag signal is set to "1" after data type conversion based on the activation (continuous activation / delayed activation) result of the characteristic road surface control algorithm. This signal is then used by the subsequent priority determination module to output the control current value of the damper obtained from the lookup table.

[0062] Next, the priority module compares the corresponding currents of the vibration damper adjustment function and other functions according to the activation priority of the functions, and then selects the output selectively. If there are other priority function control current outputs before the priority of the vibration damper control current of the characteristic road surface, the vibration damper control current of the characteristic road surface will not be executed. If the vibration damper control current of the characteristic road surface has the highest priority, the vibration damper control current value of the characteristic road surface will be output.

[0063] Furthermore, after the control current is prioritized for output, the amplitude limiting and unit conversion processing will be completed to ensure that the interface transmitted to the solenoid valve drive chip accurately receives the current signal, thereby controlling and adjusting the damper damping.

[0064] This application provides a shock absorber damping force control method based on characteristic road surfaces. Its advantages lie in the fact that, using only the aforementioned algorithm, it can effectively improve vehicle stability, comfort, and passability when the vehicle is traveling on characteristic road surfaces. It can alleviate the physiological or psychological discomfort of passengers, avoiding or reducing motion sickness and fatigue. The method calculates the relative wheel acceleration value using height and vehicle acceleration sensors to complete the next algorithm step, effectively reducing the cost of the shock absorber damping force control function based on characteristic road surfaces. Furthermore, this solution adds an independent characteristic road surface output current control algorithm to the ceiling control algorithm of the electronically controlled damping system, in addition to the base current control. This solution utilizes controller software to activate the characteristic road surface control function, achieving platform compatibility and applicability to multiple vehicle models and projects. Moreover, this solution directly provides a detailed algorithm description for shock absorber damping force control based on characteristic road surfaces; the control strategy is model-based, making it more direct, efficient, and accurate.

[0065] Secondly, embodiments of this application also provide a damper damping force control device based on characteristic road surfaces.

[0066] In one embodiment, reference is made to Figure 2 , Figure 2 This is a functional module diagram of an embodiment of the damper damping force control device based on a characteristic road surface according to this application. Figure 2 As shown, the damper damping force control device based on characteristic road surface includes:

[0067] The determination module is used to determine the vehicle's wheel acceleration and speed;

[0068] The adjustment module is used to determine the control current of the shock absorber based on the vehicle speed when the wheel acceleration is greater than or equal to a preset wheel end acceleration threshold and the vehicle speed is within a preset vehicle speed range, and to adjust the damping force of the shock absorber based on the control current.

[0069] Furthermore, in one embodiment, the adjustment module is also used for:

[0070] When the acceleration of the front left wheel and / or the acceleration of the front right wheel of the vehicle is greater than or equal to the corresponding wheel end acceleration threshold, and the vehicle speed is within the speed range, the control current of the shock absorbers at the front left wheel and rear left wheel and / or front right wheel and rear right wheel of the vehicle is determined according to the vehicle speed, and the damping force of the corresponding shock absorber is adjusted based on the control current.

[0071] Furthermore, in one embodiment, the adjustment module is also used for:

[0072] When the acceleration of the front left wheel and / or the acceleration of the front right wheel of the vehicle is less than the corresponding wheel end acceleration threshold and the duration is greater than the preset duration threshold, the control current of the shock absorbers at the front left wheel and rear left wheel and / or front right wheel and rear right wheel of the vehicle is stopped after the corresponding delay time, so as to stop adjusting the damping force of the corresponding shock absorber.

[0073] Furthermore, in one embodiment, the adjustment is also used for:

[0074] The delay duration is obtained by dividing twice the wheelbase by the vehicle speed.

[0075] The wheelbase is the distance between the front wheel axle and the rear wheel axle of the vehicle.

[0076] Furthermore, in one embodiment, the adjustment module is also used for:

[0077] The control current of the shock absorber is obtained by looking up the preset mapping table between vehicle speed and control current based on the vehicle speed.

[0078] Furthermore, in one embodiment, the adjustment module is also used for:

[0079] Determine the priority of the control current;

[0080] If the control current is at the highest priority, then the control current is output to adjust the damping force of the shock absorber.

[0081] Furthermore, in one embodiment, the adjustment module is also used for:

[0082] When the vehicle speed is outside the specified speed range, the control current is stopped from being output to stop adjusting the damping force of the shock absorber.

[0083] Furthermore, in one embodiment, the determining module is further configured to:

[0084] The wheel acceleration is obtained by subtracting the acceleration due to the change in vehicle height from the acceleration at each angle of the vehicle.

[0085] The functions of each module in the above-mentioned shock absorber damping force control device based on characteristic road surface correspond to the steps in the above-mentioned shock absorber damping force control method embodiment based on characteristic road surface, and their functions and implementation processes will not be described in detail here.

[0086] Thirdly, embodiments of this application provide a damper damping force control device based on characteristic road surfaces. The damper damping force control device based on characteristic road surfaces can be a personal computer (PC), laptop computer, server, or other device with data processing capabilities.

[0087] Reference Figure 3 , Figure 3 This is a schematic diagram of the hardware structure of a shock absorber damping force control device based on a characteristic road surface, as described in an embodiment of this application. In this embodiment, the shock absorber damping force control device based on a characteristic road surface may include a processor, a memory, a communication interface, and a communication bus.

[0088] The communication bus can be of any type and is used to interconnect the processor, memory, and communication interface.

[0089] The communication interface includes input / output (I / O) interfaces, physical interfaces, and logical interfaces. These interfaces are used for interconnecting components within the shock absorber damping force control device based on characteristic road surfaces, as well as for interconnecting the device with other devices (such as other computing devices or user equipment). Physical interfaces can be Ethernet interfaces, fiber optic interfaces, ATM interfaces, etc.; user equipment can be displays, keyboards, etc.

[0090] Memory can be various types of storage media, such as random access memory (RAM), read-only memory (ROM), non-volatile RAM (NVRAM), flash memory, optical storage, hard disk, programmable ROM (PROM), erasable PROM (EPROM), electrically erasable PROM (EEPROM), etc.

[0091] The processor can be a general-purpose processor, which can call the damper damping force control program based on characteristic road surface stored in the memory and execute the damper damping force control method based on characteristic road surface provided in the embodiments of this application. For example, the general-purpose processor can be a central processing unit (CPU). The method executed when the damper damping force control program based on characteristic road surface is called can refer to the various embodiments of the damper damping force control method based on characteristic road surface provided in this application, and will not be repeated here.

[0092] Those skilled in the art will understand that Figure 3 The hardware structure shown does not constitute a limitation of this application and may include more or fewer components than shown, or combine certain components, or have different component arrangements.

[0093] It should be noted that the sequence numbers of the embodiments in this application are for descriptive purposes only and do not represent the superiority or inferiority of the embodiments.

[0094] Through the above description of the embodiments, those skilled in the art can clearly understand that the methods of the above embodiments can be implemented by means of software plus necessary general-purpose hardware platforms. Of course, they can also be implemented by hardware, but in many cases the former is a better implementation method. Based on this understanding, the technical solution of this application, in essence, or the part that contributes to the prior art, can be embodied in the form of a software product. This computer software product is stored in a storage medium (such as ROM / RAM, magnetic disk, optical disk) as described above, and includes several instructions to cause a terminal device to execute the methods described in the various embodiments of this application.

[0095] The terms "comprising" and "having," and any variations thereof, in the specification, claims, and accompanying drawings of this application are intended to cover non-exclusive inclusion. For example, a process, method, system, product, or apparatus that includes a series of steps or units is not limited to the listed steps or units, but may optionally include steps or units not listed, or may optionally include other steps or units inherent to such process, method, product, or apparatus. The terms "first," "second," and "third," etc., are used to distinguish different objects, etc., and do not indicate a sequence, nor do they limit "first," "second," and "third" to different types.

[0096] In the description of the embodiments of this application, terms such as "exemplary," "for example," or "for instance" are used to indicate examples, illustrations, or explanations. Any embodiment or design described as "exemplary," "for example," or "for instance" in the embodiments of this application should not be construed as being more preferred or advantageous than other embodiments or designs. Specifically, the use of terms such as "exemplary," "for example," or "for instance" is intended to present the relevant concepts in a concrete manner.

[0097] In the description of the embodiments of this application, unless otherwise stated, " / " means "or". For example, A / B can mean A or B. The "and / or" in the text is merely a description of the relationship between related objects, indicating that there can be three relationships. For example, A and / or B can mean: A exists alone, A and B exist simultaneously, and B exists alone. In addition, in the description of the embodiments of this application, "multiple" means two or more.

[0098] In some processes described in the embodiments of this application, multiple operations or steps are included in a specific order. However, it should be understood that these operations or steps may not be executed in the order they appear in the embodiments of this application, or they may be executed in parallel. The sequence number of the operation is only used to distinguish different operations, and the sequence number itself does not represent any execution order. In addition, these processes may include more or fewer operations, and these operations or steps may be executed sequentially or in parallel, and these operations or steps may be combined.

[0099] The above are merely preferred embodiments of this application and do not limit the patent scope of this application. Any equivalent structural or procedural transformations made using the content of this application's specification and drawings, or direct or indirect applications in other related technical fields, are similarly included within the patent protection scope of this application.

Claims

1. A method for controlling the damping force of a shock absorber based on characteristic road surfaces, characterized in that, The damper damping force control method based on characteristic road surface includes: Determine the vehicle's wheel acceleration and speed; When the wheel acceleration is greater than or equal to the preset wheel end acceleration threshold and the vehicle speed is within the preset vehicle speed range, the control current of the shock absorber is determined according to the vehicle speed, and the damping force of the shock absorber is adjusted based on the control current.

2. The damping force control method for shock absorbers based on characteristic road surfaces as described in claim 1, characterized in that, When the wheel acceleration is greater than or equal to a preset wheel-end acceleration threshold and the vehicle speed is within a preset speed range, the control current of the shock absorber is determined based on the vehicle speed, and the damping force of the shock absorber is adjusted based on the control current, including: When the acceleration of the front left wheel and / or the acceleration of the front right wheel of the vehicle is greater than or equal to the corresponding wheel end acceleration threshold, and the vehicle speed is within the preset vehicle speed range, the control current of the shock absorbers at the front left wheel and rear left wheel and / or front right wheel and rear right wheel of the vehicle is determined according to the vehicle speed, and the damping force of the corresponding shock absorber is adjusted based on the control current.

3. The damping force control method for shock absorbers based on characteristic road surfaces as described in claim 2, characterized in that, After determining the control current of the shock absorbers at the front left and rear left wheels and / or front right and rear right wheels based on the vehicle speed, and adjusting the damping force of the corresponding shock absorbers based on the control current, the process also includes: When the acceleration of the front left wheel and / or the acceleration of the front right wheel of the vehicle is less than the corresponding wheel end acceleration threshold and the duration is greater than the preset duration threshold, the control current of the shock absorbers at the front left wheel and rear left wheel and / or front right wheel and rear right wheel of the vehicle is stopped after the corresponding delay time, so as to stop adjusting the damping force of the corresponding shock absorber.

4. The damping force control method for shock absorbers based on characteristic road surfaces as described in claim 3, characterized in that, The delay duration is obtained by dividing twice the wheelbase by the vehicle speed. The wheelbase is the distance between the front wheel axle and the rear wheel axle of the vehicle.

5. The damping force control method for shock absorbers based on characteristic road surfaces as described in claim 1, characterized in that, The process of determining the control current of the shock absorber based on vehicle speed includes: The control current of the shock absorber is obtained by looking up the preset mapping table between vehicle speed and control current based on the vehicle speed.

6. The damping force control method for shock absorbers based on characteristic road surfaces as described in claim 1, characterized in that, The damping force of the vibration damper, which is adjusted based on the control current, includes: Determine the priority of the control current; If the control current is at the highest priority, then the control current is output to adjust the damping force of the shock absorber.

7. The damping force control method for shock absorbers based on characteristic road surfaces as described in claim 1, characterized in that, After adjusting the damping force of the vibration damper based on the control current, it also includes When the vehicle speed is not within the preset speed range, the control current is stopped from being output to stop adjusting the damping force of the shock absorber.

8. A damper damping force control device based on characteristic road surface, characterized in that, The damper damping force control device based on characteristic road surface includes: The determination module is used to determine the vehicle's wheel acceleration and speed; The adjustment module is used to determine the control current of the shock absorber based on the vehicle speed when the wheel acceleration is greater than or equal to a preset wheel end acceleration threshold and the vehicle speed is within a preset vehicle speed range, and to adjust the damping force of the shock absorber based on the control current.

9. A damper damping force control device based on characteristic road surface, characterized in that, The damper damping force control device based on characteristic road surface includes a processor, a memory, and a damper damping force control program based on characteristic road surface stored in the memory and executable by the processor, wherein when the damper damping force control program based on characteristic road surface is executed by the processor, it implements the steps of the damper damping force control method based on characteristic road surface as described in any one of claims 1 to 7.

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