Shock absorber control method and vehicle

Abstract

The application discloses a shock absorber control method and a vehicle. The shock absorber control method is applied to a shock absorber control device. The shock absorber control device comprises a plurality of electrically-controlled shock absorbers, a brake control module for braking wheels and a shock absorber control module. The shock absorber control method comprises the following steps: when the brake control module controls wheel braking, a brake activation signal sent by the brake control module is acquired; a corresponding preset control current is selected according to the brake activation signal; and the preset control current is output to the electrically-controlled shock absorbers to adjust the damping coefficient of the electrically-controlled shock absorbers. The shock absorber control module is controlled by the brake activation signal sent by the brake control module, so that the control cost of the electrically-controlled shock absorbers is reduced, the stability of the vehicle during braking is ensured, and the comfort and safety are taken into account.

Description

Technical Field

[0001] This invention relates to the field of vehicle technology, and in particular to a shock absorber control method and a vehicle. Background Technology

[0002] The Intelligent Brake Control (IBC) module, as an electronic control device for the vehicle's braking system, can monitor information such as vehicle braking pressure and speed in real time, and perform real-time analysis and calculation through algorithms to automatically adjust the distribution and adjustment of wheel braking force, thereby ensuring braking performance and stability; the vehicle's shock absorbers can buffer and absorb vibrations when the vehicle is moving, ensuring smooth vehicle driving.

[0003] Both the brake control module and the shock absorber can ensure vehicle safety and comfort to a certain extent. However, there is limited interaction between the brake control module and the shock absorber. Typically, the shock absorber operates while the vehicle is in motion, and the brake control module activates during emergency braking. Although some shock absorbers on the market can detect vehicle braking conditions and adjust damping accordingly, these detectors primarily rely on various sensors on the vehicle body to detect changes in data such as vehicle speed, acceleration, and suspension height after the brake control module is triggered. This can easily lead to a time lag between the shock absorber and the brake control module, resulting in complex shock absorber control programs, poor coordination between the shock absorber and the brake control module, and even, in emergency braking situations, the automatic adjustment of the shock absorber may affect the braking effect of the brake control module. Summary of the Invention

[0004] This invention aims to at least solve one of the technical problems existing in the prior art. To this end, this invention proposes a vibration damper control method that can reduce the control cost of electronically controlled vibration dampers, and provide intelligent control of the electronically controlled vibration dampers under extreme operating conditions when the braking control module is activated, taking into account both comfort and safety.

[0005] The present invention also proposes a vehicle having a shock absorber control module for performing the above-described shock absorber control method.

[0006] According to a first aspect of the present invention, a damper control method is applied to a damper control device, the damper control device including a plurality of electronically controlled dampers, a brake control module for braking wheels, and a damper control module; the damper control method includes: when the brake control module controls the wheel to brake, acquiring a brake activation signal issued by the brake control module; selecting a corresponding preset control current according to the brake activation signal; and outputting the preset control current to the electronically controlled damper to adjust the damping coefficient of the electronically controlled damper.

[0007] According to an embodiment of the present invention, a shock absorber control method has at least the following beneficial effects: Under emergency braking conditions, the brake control module controls the wheel braking and sends a brake activation signal. Since the emergency braking situations encountered are different, the brake activation signal is also different. After obtaining the brake activation signal, the shock absorber control module selects a corresponding preset control current and outputs the preset control current to the electronically controlled shock absorber. The electronically controlled shock absorber adjusts its damping coefficient to a suitable value according to the preset control current, thereby cooperating with the brake control module to stabilize the vehicle body while braking rapidly. The shock absorber control module is controlled by the brake activation signal issued by the brake control module. The shock absorber control module is quickly triggered at the same time as the brake control module is activated. This not only eliminates the need for various sensors required in traditional automobiles, reducing the control cost of the electronically controlled shock absorber, but also enables intelligent control of the electronically controlled shock absorber under extreme conditions when the brake control module is activated, improving the coordination between the brake control module and the electronically controlled shock absorber, ensuring the stability of the vehicle during braking, and balancing comfort and safety.

[0008] According to some embodiments of the present invention, the braking control module includes an anti-lock braking system and a vehicle stability control system, the braking activation signal includes a first activation signal and a second activation signal, and the step of acquiring the braking activation signal issued by the braking control module includes: acquiring the first activation signal issued by the braking control module when the anti-lock braking system is activated and controls the wheel braking; and / or, acquiring the second activation signal issued by the braking control module when the vehicle stability control system is activated and controls the wheel braking.

[0009] According to some embodiments of the present invention, the preset control current includes a first activation current and a second activation current. Selecting the corresponding preset control current based on the braking activation signal includes: when only the first activation signal is acquired, outputting the first activation current to the electronically controlled vibration damper to adjust the damping coefficient of the electronically controlled vibration damper to a first preset value; when only the second activation signal is acquired, outputting the second activation current to the electronically controlled vibration damper to adjust the damping coefficient of the electronically controlled vibration damper to a second preset value; when both the first activation signal and the second activation signal are acquired simultaneously, outputting the larger of the damping coefficients of the electronically controlled vibration damper corresponding to the first activation current and the second activation current to the electronically controlled vibration damper to adjust the damping coefficient of the electronically controlled vibration damper to the larger of the first preset value and the second preset value.

[0010] According to some embodiments of the present invention, the vibration damper control device further includes a human-machine interface module, which is communicatively connected to the braking control module and the vibration damper control module via the CAN bus. The human-machine interface module is used to input a manual adjustment current signal. The vibration damper control method further includes: acquiring the manual adjustment current signal; and adjusting the magnitude of the control current output to the electronically controlled vibration damper according to the manual adjustment current signal.

[0011] According to some embodiments of the present invention, acquiring the manual adjustment current signal includes: acquiring the manual adjustment current signal when the anti-lock braking system is not activated and the vehicle stability control system is not activated.

[0012] According to some embodiments of the present invention, after obtaining the manual adjustment current signal, the process includes: obtaining control current information corresponding to each of the electronically controlled vibration dampers and generating vibration damper damping information based on the control current information; and controlling the display of the damping coefficient corresponding to each of the electronically controlled vibration dampers on the human-machine interaction module based on the vibration damper damping information.

[0013] According to some embodiments of the present invention, before acquiring the manual adjustment current signal, the process includes: performing self-tests on the anti-lock braking system and the vehicle stability control system respectively by the brake control module; if the brake control module detects a fault in the anti-lock braking system; and / or, if a fault is detected in the vehicle stability control system, acquiring a first fault signal issued by the brake control module; and issuing a first limp current to the electronically controlled shock absorber according to the first fault signal to adjust the damping coefficient of the electronically controlled shock absorber to a third preset value.

[0014] According to some embodiments of the present invention, before performing self-tests on the anti-lock braking system and the vehicle stability control system respectively, the method includes: testing the electronically controlled shock absorber; if a fault is detected in the electronically controlled shock absorber, a second limp current is sent to the electronically controlled shock absorber to adjust the damping coefficient of the electronically controlled shock absorber to a fourth preset value.

[0015] According to some embodiments of the present invention, after the second limp current is sent to the electronically controlled vibration damper, the following steps are included: displaying a fault indication of the electronically controlled vibration damper through the human-machine interface module.

[0016] According to a second aspect of the present invention, a vehicle includes a plurality of electronically controlled shock absorbers, a brake control module and a shock absorber control module, which are mounted above the wheels of the vehicle and correspond one-to-one with the wheels, for braking the wheels. The shock absorber control module is electrically connected to the plurality of electronically controlled shock absorbers, and the shock absorber control module is communicatively connected to the brake control module via a CAN bus. The shock absorber control module is used to execute the shock absorber control method as described in the above embodiment.

[0017] According to an embodiment of the present invention, a vehicle has at least the following beneficial effects: the shock absorber control module is controlled by the brake activation signal issued by the brake control module. The shock absorber control module is quickly triggered at the same time as the brake control module is activated. This not only eliminates the need for various sensors required in traditional automobiles and reduces the control cost of electronically controlled shock absorbers, but also enables intelligent control of the electronically controlled shock absorbers under extreme working conditions when the brake control module is activated. This improves the coordination between the brake control module and the electronically controlled shock absorbers, ensures the stability of the vehicle during braking, and balances comfort and safety.

[0018] Additional aspects and advantages of the invention will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of the invention. Attached Figure Description

[0019] Figure 1 This is a schematic diagram of the modules of a vibration damper control method according to an embodiment of the present invention;

[0020] Figure 2 This is a flowchart of the working steps of a vibration damper control method according to an embodiment of the present invention;

[0021] Figure 3 This is a control logic diagram of a vibration damper control method according to an embodiment of the present invention;

[0022] Figure 4 yes Figure 2 Flowchart of the steps for outputting the preset control current in the Sino-North Korean electronically controlled vibration damper.

[0023] Reference numerals: Electronically controlled shock absorber 100; Braking control module 200; Anti-lock braking system 210; Vehicle stability control system 220; Shock absorber control module 300; CAN bus 400; In-vehicle infotainment system 500; Human-machine interface module 510. Detailed Implementation

[0024] Embodiments of the present invention are described in detail below. Examples of these embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and are only used to explain the present invention, and should not be construed as limiting the present invention.

[0025] In the description of this invention, it should be understood that the orientation descriptions, such as up, down, front, back, left, right, etc., are based on the orientation or positional relationship shown in the accompanying drawings. They are only for the convenience of describing this invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limiting this invention.

[0026] In the description of this invention, "several" means one or more, "more than" means two or more, "greater than," "less than," and "exceeding" are understood to exclude the stated number, while "above," "below," and "within" are understood to include the stated number. The use of "first" and "second" in the description is merely for distinguishing technical features and should not be construed as indicating or implying relative importance, or implicitly indicating the number of indicated technical features, or implicitly indicating the order of the indicated technical features.

[0027] In the description of this invention, unless otherwise explicitly defined, terms such as "setting," "installing," and "connecting" should be interpreted broadly, and those skilled in the art can reasonably determine the specific meaning of the above terms in this invention in conjunction with the specific content of the technical solution.

[0028] Reference Figure 1 and Figure 2 As shown, a vibration damper control method according to an embodiment of the present invention includes multiple electronically controlled vibration dampers 100, a braking control module 200, a vibration damper control module 300, and a human-machine interaction module 510; the electronically controlled vibration damper 100 is a damping adjustable vibration damper controlled by a solenoid valve. By changing the control current of the solenoid valve, the opening degree of the solenoid valve can be changed, thereby infinitely adjusting the damping coefficient of the vibration damper.

[0029] Multiple electronically controlled shock absorbers 100 are installed above each of the vehicle's wheels, corresponding one-to-one. When the vehicle is moving stably, the shock absorbers absorb wheel vibrations, ensuring a smooth ride. When the shock absorber control method is installed on a regular car, four electronically controlled shock absorbers 100 are installed above the left front wheel, right front wheel, left rear wheel, and right rear wheel, respectively. When the shock absorber control method is installed on a small truck, six electronically controlled shock absorbers 100 are installed above the two front wheels (i.e., the four rear wheels). Similarly, when the shock absorber control method is installed on medium-sized or large trucks or special vehicles, there are even more electronically controlled shock absorbers 100, each corresponding to one of the wheels and installed above them. The following description uses an example of four electronically controlled shock absorbers 100 (i.e., electronically controlled shock absorbers FL, FR, RL, and RR). This is specifically noted to avoid misunderstanding.

[0030] The Intelligent Brake Control (IBC) module 200 is connected to the wheel drive. The IBC module 200 can respond quickly and dynamically adjust the braking force of the wheels according to different driving conditions and vehicle conditions to avoid wheel lock-up or sideslip, and provide better braking effect and handling stability.

[0031] The vibration damper control module 300 is electrically connected to multiple electronically controlled vibration dampers 100, and the vibration damper control module 300 is connected to the brake control module 200 via the CAN bus 400.

[0032] The human-machine interface module 510 is typically integrated into the vehicle's in-vehicle infotainment (IVI) system 500. The HMI module 510 includes a display screen and adjustment buttons, or an interactive touchscreen integrating both. When the vehicle is moving smoothly, the user can input a manual adjustment current signal through the HMI module 510. The damper control module 300 acquires the manual adjustment current signal via the CAN bus 400 and adjusts the magnitude of the control current output to the electronically controlled damper 100 in real time based on the signal. This allows different users to precisely and quickly adjust the damping coefficient of each electronically controlled damper 100 according to their driving habits, meeting the adjustment needs of different driving users for the stiffness of the electronically controlled damper 100, improving the interactivity of the damper control method, and expanding the applicability of the control system.

[0033] Vibration damper control methods include:

[0034] In step S100, when the brake control module 200 controls the wheel braking, the shock absorber control module 300 obtains the brake activation signal sent by the brake control module 200.

[0035] In step S200, the shock absorber control module 300 selects the corresponding preset control current according to the braking activation signal;

[0036] In step S300, the damper control module 300 outputs a preset control current to the electronically controlled damper 100 to adjust the damping coefficient of the electronically controlled damper 100.

[0037] Understandably, when a vehicle encounters extreme conditions requiring emergency braking, the user controls the wheel braking through the brake control module 200. At the same time, the brake control module 200 sends a brake activation signal to the CAN bus. Since the extreme conditions encountered by the vehicle are different, the brake activation signal is also different. After the shock absorber control module 300 obtains the brake activation signal through the CAN bus 400, it selects the preset control current corresponding to the brake activation signal and outputs the preset control current to the electronically controlled shock absorber 100. The electronically controlled shock absorber 100 switches its own damping coefficient to a certain value according to the preset control current, increasing the friction between the wheel and the ground surface, and thus cooperating with the brake control module 200 to stabilize the vehicle body while braking rapidly.

[0038] The shock absorber control module 300 is controlled by the brake activation signal issued by the brake control module 200. The shock absorber control module 300 is quickly triggered at the same time as the brake control module 200 is activated. This not only eliminates the need for various sensors required in traditional automobiles, reducing the control cost of the electronically controlled shock absorber 100, but also enables intelligent control of the electronically controlled shock absorber 100 under extreme working conditions when the brake control module 200 is activated. This improves the coordination between the brake control module 200 and the electronically controlled shock absorber 100, ensuring the stability of the vehicle during braking and balancing comfort and safety.

[0039] Reference Figure 1 and Figure 2 It is understood that the braking control module 200 includes an anti-lock braking system 210 (ABS) and an electronic stability control system 220 (ESC). The anti-lock braking system is connected to the wheels to control wheel locking or rolling, and the electronic stability control system 220 is connected to the wheels to control the power output of the wheels. The anti-lock braking system 210 can reduce the braking distance of the vehicle under emergency braking conditions and ensure the driver's control of the vehicle as much as possible during emergency braking. The electronic stability control system 220 can control the power output of the wheels to reduce vehicle slippage when the vehicle sideslips. In this embodiment, the braking control module 200 (IBC) can also be other control modules that include the anti-lock braking system 210 (ABS) and the electronic stability control system 220 (ESC).

[0040] The brake activation signal includes a first activation signal and a second activation signal. The steps for the shock absorber control module 300 to acquire the brake activation signal issued by the brake control module 200 include:

[0041] When the anti-lock braking system 210 is activated and controls the wheel braking, the shock absorber control module 300 acquires the first activation signal from the brake control module 200; and / or, when the vehicle stability control system 220 is activated and controls the wheel braking, the shock absorber control module 300 acquires the second activation signal from the brake control module 200.

[0042] The above steps can be described in detail as follows:

[0043] If only the anti-lock braking system 210 is activated, the brake control module 200 sends a first activation signal, and the shock absorber control module 300 only obtains the first activation signal through the CAN bus.

[0044] If only the vehicle stability control system 220 is activated, the brake control module 200 sends a second activation signal, and the shock absorber control module 300 only obtains the second activation signal through the CAN bus.

[0045] If the anti-lock braking system 210 and the vehicle stability control system 220 are activated simultaneously, the brake control module 200 will simultaneously send a first activation signal and a second activation signal, and the shock absorber control module 300 will simultaneously acquire the first activation signal and the second activation signal via the CAN bus.

[0046] As a crucial component of the braking control module 200, it issues a first activation signal when the anti-lock braking system 210 is activated; a second activation signal when the vehicle stability control system 220 is activated; and simultaneous activation of both the anti-lock braking system 210 and the vehicle stability control system 220. This facilitates the subsequent damper control module 300 in adjusting the corresponding preset control current under different braking conditions, ensuring good coordination between the electronically controlled damper 100 and both the anti-lock braking system 210 and the vehicle stability control system 220, thereby improving the modularity and control precision of the braking control module 200.

[0047] It should be noted that since the electronically controlled shock absorber 100 is a shock absorber with an infinitely adjustable damping coefficient controlled by an electromagnetic valve, the control current emitted by the shock absorber control module 300 is actually a PWM pulse current. The preset control current is specifically the duty cycle of the PWM pulse current calibrated by the manufacturer before the vehicle leaves the factory. Before the vehicle leaves the factory, the manufacturer can preset corresponding and reasonable control currents for different signals received by the shock absorber control module 300 (i.e., the control device facing different braking conditions or other situations) after sufficient experimental simulation. Thus, when facing different emergency braking situations, the damping coefficient of the electronically controlled shock absorber 100 is switched to the corresponding preset value. The preset control currents corresponding to different signals received by the shock absorber control module 300 can be the same or different. That is, the damping coefficient of the electronically controlled shock absorber 100 facing different emergency braking situations can be the same or different. Here, there is no specific limitation on the preset control currents corresponding to different signals, as long as it ensures that the vehicle maintains good comfort and safety when the braking control module 200 is activated.

[0048] Reference Figure 3 It is understandable that when the shock absorber control module 300 receives the manual adjustment current signal, it includes:

[0049] When the anti-lock braking system 210 is not activated and the vehicle stability control system 220 is not activated, the shock absorber control module 300 obtains the manual adjustment current signal through the CAN bus.

[0050] Before the brake control module 200 controls the wheel braking, i.e., when the vehicle is moving smoothly without encountering extreme conditions, the brake control module 200 is not activated, and the anti-lock braking system 210 and the vehicle stability control system 220 are not activated. The brake control module 200 remains stationary. If the brake control module 200 does not sense that the anti-lock braking system 210 and the vehicle stability control system 220 are both inactive, it indicates that at least one of these systems is active and controlling the wheels. Only when both the anti-lock braking system 210 and the vehicle stability control system 220 are inactive can the user adjust the damping coefficient of the electronically controlled shock absorber 100 according to their driving habits. This establishes the control priority between manual adjustment of the control current and automatic adjustment of the control current by the system, avoiding conflicts between the user-input manual adjustment current signal and the first and second activation signals issued by the brake control module 200, which could lead to execution errors in the electronically controlled shock absorber 100. This effectively ensures the accuracy of the shock absorber control method.

[0051] Reference Figure 3Understandably, before the damper control module 300 acquires the manual adjustment current signal, the following steps are also included:

[0052] The brake control module 200 performs self-tests on the anti-lock braking system 210 and the vehicle stability control system 220, respectively.

[0053] If the brake control module 200 detects a fault in the anti-lock braking system 210; and / or detects a fault in the vehicle stability control system 220, the brake control module 200 issues a first fault signal.

[0054] The damper control module 300 acquires the first fault signal through the CAN bus 400 and sends a first limp current to the electronically controlled damper 100 according to the first fault signal to adjust the damping coefficient of the electronically controlled damper to the third preset value.

[0055] Before the shock absorber control module 300 acquires the manual adjustment current signal, that is, before the user inputs the manual adjustment current signal, i.e. when the vehicle is moving smoothly without encountering extreme working conditions or before the vehicle starts, the brake control module 200 will perform a self-check on the internal anti-lock braking system 210 and the vehicle stability control system 220. If any one of the anti-lock braking system 210 and the vehicle stability control system 220 has a problem, the brake control module 200 will immediately send a first fault signal to the CAN bus. Subsequently, the shock absorber control module 300 acquires the first fault signal through the CAN bus 400 and sends a first limp current to the electronically controlled shock absorber 100 according to the first fault signal. The first limp current is also a preset control current with a pre-calibrated duty cycle.

[0056] The brake control module 200 sends a first fault signal, indicating that the vehicle cannot brake normally. To ensure user safety, the vehicle's controller assembly temporarily disables the vehicle's normal driving functions and operations, allowing only temporary low-speed driving, i.e., controlling the vehicle to switch to limp mode. At this time, the shock absorber control module 300 obtains the first fault signal through the CAN bus 400 and sends a first limp current to the electronically controlled shock absorber 100, causing the electronically controlled shock absorber 100 to switch its damping coefficient to a third preset value adapted to the limp mode. This ensures that the electronically controlled shock absorber 100 will not interfere with the vehicle's low-speed driving, effectively improving the safety of the shock absorber control method.

[0057] When the solenoid valve of the electronically controlled shock absorber 100 malfunctions, the shock absorber control module 300 has difficulty controlling the electronically controlled shock absorber 100 to change the damping coefficient by outputting a current signal. At this time, the electronically controlled shock absorber 100 can be approximated as a traditional shock absorber with a fixed damping coefficient. Although traditional shock absorbers can also absorb the vibration of the wheels, vehicles using traditional shock absorbers are prone to problems such as large body sway and large body roll when braking, which leads to a reduction in the overall vehicle's handling stability and comfort.

[0058] Continue to refer to Figure 3 Understandably, before the braking control module 200 performs self-tests on the anti-lock braking system 210 and the vehicle stability control system 220 respectively, it also includes:

[0059] The vibration damper control module 300 detects the solenoid valve of the electronically controlled vibration damper 100;

[0060] If the damper control module 300 detects a malfunction in the solenoid valve of the electronically controlled damper 100 (i.e., the damper control module 300 obtains a damper malfunction signal), the damper control module 300 sends a second limp-off current to the electronically controlled damper 100 to adjust the damping coefficient of the electronically controlled damper 100 to a fourth preset value. The second limp-off current is also a preset control current with a pre-calibrated duty cycle.

[0061] Before the brake control module 200 performs a self-test, the shock absorber control module 300 simultaneously tests the solenoid valves of the four electronically controlled shock absorbers 100 to quickly determine if any of the electronically controlled shock absorbers 100 are malfunctioning. If one or more electronically controlled shock absorbers 100 are detected to be malfunctioning, the vehicle controller will also control the vehicle to switch to limp mode. At this time, the shock absorber control module 300 directly sends a second limp current to the electronically controlled shock absorber 100, causing the normal electronically controlled shock absorber 100 to switch its damping coefficient to the fourth preset value adapted to the limp mode. This ensures that the electronically controlled shock absorber 100 will not interfere with the vehicle's low-speed driving and will not significantly affect the vehicle's braking, further improving the vehicle's handling stability and comfort. It should be added that, since the failure of the electronically controlled shock absorber 100 does not affect the normal operation of the brake control module 200, the second limp current corresponding to the shock absorber fault signal and the first limp current corresponding to the first fault signal can be the same or different. That is, the third preset value of the damping coefficient of the electronically controlled shock absorber 100 when facing the brake control module 200 fault and the fourth preset value of the damping coefficient when facing the solenoid valve fault can be the same or different.

[0062] Understandably, after the damper control module 300 sends a second limp current to the electronically controlled damper 100, it includes:

[0063] The human-machine interface module 510 displays fault prompts for the electronically controlled vibration damper 100 on the operating interface. The above steps can be specifically described as follows:

[0064] The vibration damper control module 300 sends a second fault signal to the CAN bus 400;

[0065] The human-machine interface module 510 acquires the second fault signal via the CAN bus 400;

[0066] The human-machine interface control module 510 displays a shock absorber fault message on the operation interface based on the second fault signal.

[0067] When the damper control module 300 detects a fault in the electronically controlled damper 100, it promptly relays the fault information to the user via the human-machine interface module 510. This allows the user to quickly identify the cause of the fault and promptly maintain or replace the faulty electronically controlled damper 100, further improving the safety of the damper control method and enhancing the user experience. Similarly, the brake control module 200 can also transmit a first fault signal to the human-machine interface module 510 via the CAN network, alerting the user to a fault in the brake control module 200. The steps for the human-machine interface module 510 to display the fault message of the brake control module 200 on the operation interface are the same as described above regarding damper fault messages, and will not be repeated here.

[0068] Reference Figure 3 and Figure 4 It is understandable that the step of the brake control module 200 sending a preset control current to the electronically controlled shock absorber 100 based on the brake activation signal includes:

[0069] When the damper control module 300 only receives the first activation signal, the damper control module 300 outputs the first activation current to the electronically controlled damper 100 to adjust the damping coefficient of the electronically controlled damper 100 to the first preset value.

[0070] When the damper control module 300 simultaneously receives the second activation signal, the damper control module 300 outputs the second activation current to the electronically controlled damper 100 to adjust the damping coefficient of the electronically controlled damper 100 to the second preset value.

[0071] When the damper control module 300 simultaneously acquires the first activation signal and the second activation signal, the damper control module 300 outputs the larger of the damping coefficients of the electronically controlled damper 100 between the first activation current and the second activation current to the electronically controlled damper 100, so as to adjust the damping coefficient of the electronically controlled damper 100 to the larger of the first preset value and the second preset value.

[0072] Step S330 can also be described as follows: If the damper control module 300 simultaneously acquires the first activation signal and the second activation signal, then it compares the damping coefficient of the electronically controlled damper 100 corresponding to the first activation current and the damping coefficient of the electronically controlled damper 100 corresponding to the second activation current. Subsequently, the damper control module 300 outputs the larger of the damping coefficients of the electronically controlled damper 100 corresponding to the first activation current and the second activation current to the electronically controlled damper 100.

[0073] The shock absorber control module 300 only receives the first activation signal, that is, only the anti-lock braking system 210 is activated in the brake control module 200, which means that the vehicle is in an emergency braking condition. At this time, the shock absorber control module 300 outputs the first activation current to the electronically controlled shock absorber 100. The solenoid valve of the electronically controlled shock absorber 100 switches the damping coefficient of the shock absorber to the first preset value adapted to the emergency braking of the vehicle according to the first activation current, so as to ensure the friction between the wheel and the ground and reduce the shaking or pitching motion of the vehicle body.

[0074] The shock absorber control module 300 only receives the second activation signal, that is, only the vehicle stability control system 220 is activated in the brake control module 200, which means that the vehicle is in a skidding condition. At this time, the shock absorber control module 300 outputs the second activation current to the electronically controlled shock absorber 100. The solenoid valve of the electronically controlled shock absorber 100 switches the damping coefficient of the shock absorber to the second preset value adapted to the vehicle skidding according to the second activation current, thereby increasing the wheel grip and reducing the body roll as much as possible.

[0075] The shock absorber control module 300 simultaneously acquires the first activation signal and the second activation signal. That is, when the vehicle skids during emergency braking, the shock absorber control module 300 determines the damping coefficient of the electronically controlled shock absorber 100 corresponding to the first activation current and the damping coefficient of the electronically controlled shock absorber 100 corresponding to the second activation current, and outputs the larger of the corresponding damping coefficients of the electronically controlled shock absorber 100 (i.e., the larger of the first preset value and the second preset value) to the electronically controlled shock absorber 100, so as to maximize the friction between the wheel and the ground and ensure the safety of the vehicle and the operating comfort of the driver and passengers.

[0076] It should be noted that the shock absorber control module 300 mainly receives four types of signals: brake activation signal (including first activation signal and second activation signal), manual adjustment current signal, and first fault signal, i.e., shock absorber fault signal. These correspond to the operation of the shock absorber control module 300 in four scenarios: adjustment of the electronically controlled shock absorber 100 by the brake control module 200, manual adjustment of the electronically controlled shock absorber 100 by the user, brake control module 200 malfunction, and shock absorber malfunction. Furthermore, the steps for these four operations are described in the order above.

[0077] Clearly, the four operations of the shock absorber control module 300 have a clear priority order, from first to last: 1. If the electronically controlled shock absorber 100 malfunctions, the shock absorber control module 300 outputs a second limp-off current to adjust the damping coefficient of the electronically controlled shock absorber 100 to a third preset value; 2. If the brake control module 200 malfunctions, the shock absorber control module 300 outputs a first limp-off current to adjust the damping coefficient of the electronically controlled shock absorber 100 to a fourth preset value; 3. The brake control module 200 is activated (i.e., the anti-lock braking system is activated). If at least one of the electronic stability control system 210 and the vehicle stability control system 220 is activated, the damper control module 300 outputs a first activation current to adjust the damping coefficient of the electronically controlled damper 100 to a first preset value, or outputs a second activation current to adjust the damping coefficient of the electronically controlled damper 100 to a second preset value; 4. If the brake control module 200 is not activated and the user inputs a manual adjustment current signal through the human-machine interaction module 510, the damper control module 300 outputs a control current in real time according to the manual adjustment current signal. By determining the control priority of the damper control module 300 in different scenarios and performing CAN signal processing before detecting whether the electronically controlled damper 100 is faulty, mutual interference between various signals can be avoided, which would affect the output control current of the damper control module 300. This ensures that the electronically controlled damper 100 will ultimately only obtain a definite preset value or set value, effectively improving the accuracy and sensitivity of the damper control method.

[0078] Understandably, after receiving the manual adjustment current signal, the vibration damper control module 300 also includes:

[0079] The damper control module 300 acquires the control current information corresponding to each electronically controlled damper and generates damper damping information based on the acquired control current information.

[0080] The damping information of the damper is used to control the display of the damping coefficient corresponding to each electronically controlled damper on the human-machine interface module.

[0081] When the user manually controls the damping coefficient of the electronically controlled vibration damper 100 through the human-machine interface module 510, the solenoid valve of the electronically controlled vibration damper 100 feeds back the control current to the vibration damper control module 300 in real time. The vibration damper control module 300 calculates the damping information of each electronically controlled vibration damper based on the acquired control current information. Subsequently, the human-machine interface module 510 can obtain the damping information of the vibration damper through the CAN bus and feed back the damping coefficient of each electronically controlled vibration damper to the user in real time. With the damping coefficient of the electronically controlled vibration damper 100 being infinitely adjustable, the user can easily adjust the size of the damping coefficient of the electronically controlled vibration damper 100, thereby facilitating the user to adjust the damping coefficient of the electronically controlled vibration damper 100 to a reasonable and comfortable range, further improving the user experience.

[0082] One embodiment of the present invention provides a vehicle comprising multiple electronically controlled shock absorbers 100, a brake control module 200, a shock absorber control module 300, and a human-machine interface module 510. The multiple electronically controlled shock absorbers 100 are corresponding one-to-one with the vehicle's wheels and mounted above the wheels. The brake control module 200 is connected to the wheels via a transmission connection. The shock absorber control module 300 is electrically connected to each of the multiple electronically controlled shock absorbers 100. The shock absorber control module 300 is communicatively connected to the brake control module 200 via a CAN bus 400. Specifically, when the brake control module 200 controls the wheel braking, it acquires the brake activation signal issued by the brake control module 200; selects a corresponding preset control current based on the brake activation signal; and outputs the preset control current to the electronically controlled shock absorber 100 to adjust the damping coefficient of the electronically controlled shock absorber 100.

[0083] Since the vehicle adopts all the technical solutions of the shock absorber control method of the above embodiments, it has at least all the beneficial effects brought about by the technical solutions of the above embodiments, which will not be repeated here.

[0084] The embodiments of the present invention have been described in detail above with reference to the accompanying drawings. However, the present invention is not limited to the above embodiments. Within the scope of knowledge possessed by those skilled in the art, various changes can be made without departing from the spirit of the present invention.

Claims

1. A vibration damper control method, characterized in that, This invention relates to a shock absorber control device, which includes multiple electronically controlled shock absorbers, a brake control module for braking wheels, and a shock absorber control module. The brake control module includes an anti-lock braking system (ABS) and a vehicle stability control system. The shock absorber control module communicates with the brake control module via a CAN bus. The shock absorber control method includes: When the braking control module controls the wheel braking, a braking activation signal issued by the braking control module is acquired. The braking activation signal includes a first activation signal and a second activation signal. Acquiring the braking activation signal issued by the braking control module includes: When the anti-lock braking system is activated and controls the wheel braking, the first activation signal sent by the braking control module through the CAN bus is acquired; and / or, when the vehicle stability control system is activated and controls the wheel braking, the second activation signal sent by the braking control module through the CAN bus is acquired. Selecting a corresponding preset control current based on the braking activation signal, wherein the preset control current includes a first activation current and a second activation current, and selecting the corresponding preset control current based on the braking activation signal includes: When only the first activation signal is acquired, the first activation current is output to the electronically controlled vibration damper to adjust the damping coefficient of the electronically controlled vibration damper to a first preset value; When only the second activation signal is acquired, the second activation current is output to the electronically controlled vibration damper to adjust the damping coefficient of the electronically controlled vibration damper to a second preset value; When the first activation signal and the second activation signal are acquired simultaneously, the larger of the damping coefficients of the electronically controlled vibration damper between the first activation current and the second activation current is output to the electronically controlled vibration damper, so as to adjust the damping coefficient of the electronically controlled vibration damper to the larger of the first preset value and the second preset value. When the anti-lock braking system is not activated and the vehicle stability control system is not activated, the manual adjustment current signal entered by the human-machine interface module is acquired, and the magnitude of the control current output to the electronically controlled shock absorber is adjusted according to the manual adjustment current signal.

2. The vibration damper control method according to claim 1, characterized in that, The shock absorber control device also includes a human-machine interface module, which is communicatively connected to both the brake control module and the shock absorber control module. The human-machine interface module is used to input a manual adjustment current signal.

3. The vibration damper control method according to claim 1, characterized in that, After obtaining the manually adjusted current signal, the process includes: Obtain the control current information corresponding to each of the electronically controlled vibration dampers and generate vibration damper damping information based on the control current information; The damping information of the damper is used to control the display of the damping coefficient corresponding to each electronically controlled damper on the human-machine interface module.

4. The vibration damper control method according to claim 2, characterized in that, Before acquiring the manually adjusted current signal, the process includes: The braking control module performs self-tests on the anti-lock braking system and the vehicle stability control system, respectively. If the braking control module detects a malfunction in the anti-lock braking system; and / or detects a malfunction in the vehicle stability control system, then it acquires a first fault signal issued by the braking control module. Based on the first fault signal, a first limp current is sent to the electronically controlled vibration damper to adjust the damping coefficient of the electronically controlled vibration damper to a third preset value.

5. The vibration damper control method according to claim 4, characterized in that, Before performing self-tests on the anti-lock braking system and the vehicle stability control system, the following steps are included: The electronically controlled vibration damper was tested; If a malfunction is detected in the electronically controlled vibration damper, a second limp current is sent to the electronically controlled vibration damper to adjust the damping coefficient of the electronically controlled vibration damper to a fourth preset value.

6. The vibration damper control method according to claim 5, characterized in that, After the second limp current is sent to the electronically controlled vibration damper, the following is included: The human-computer interaction module displays fault prompts for the electronically controlled vibration damper.

7. A vehicle, characterized in that, The device includes multiple electronically controlled shock absorbers, a brake control module for braking wheels, and a shock absorber control module. The shock absorber control module is electrically connected to each of the multiple electronically controlled shock absorbers and is communicatively connected to the brake control module. The shock absorber control module is used to execute the shock absorber control method as described in any one of claims 1 to 6.

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