Vehicle suspension control methods, systems, equipment, media, and vehicles

Abstract

This application provides a vehicle suspension control method, system, device, medium, and vehicle. The vehicle suspension control method includes: acquiring road surface roughness; obtaining a damping ratio coefficient corresponding to the current road surface based on the road surface roughness and a pre-established roughness-damping ratio table, and obtaining a damping deviation corresponding to the current road surface based on the road surface roughness and a pre-established roughness-damping deviation table; correcting a reference damping coefficient of the vehicle suspension determined by a preset algorithm based on the damping ratio coefficient and the damping deviation, obtaining a corrected damping coefficient; and controlling the damping force of the vehicle suspension according to the corrected damping coefficient. This method can adjust the damping coefficient obtained by the preset algorithm according to the road surface roughness, thereby improving the damping effect of the shock absorber, ensuring vehicle ride comfort, and enhancing the driving experience; moreover, the algorithm is simple and easy to implement.

Description

Technical Field

[0001] This application relates to the field of vehicles, and more specifically to a method, system, device, medium, and vehicle for controlling vehicle suspension. Background Technology

[0002] With the rapid development of automotive technology, people's demands for driving comfort are also increasing. As the structure connecting the cabin and the wheels, the vehicle suspension mainly plays the role of isolating road excitation and supporting the vehicle body, and is one of the important components affecting the driving comfort of the vehicle. For traditional passive suspension, the stiffness and damping of the suspension are fixed, making it difficult to cope with changing road conditions. Moreover, the design must balance the vehicle's handling and comfort, so it is difficult to achieve optimal comfort.

[0003] When a vehicle is driving on different road surfaces, the semi-active suspension can provide different damping coefficients in real time according to road conditions and the vehicle's driving status, ensuring that the vehicle has good comfort and handling stability on any road surface.

[0004] In the relevant patent documents, the semi-active suspension control algorithm is based on the ceiling algorithm. It considers the driver's driving style during the semi-active suspension control process to compensate for the control, but it does not consider the impact of road roughness differences on the control of the ceiling algorithm. Therefore, it cannot guarantee the comfort on bad roads, such as Belgian roads. In addition, there are control algorithms that consider road unevenness. They solve the road unevenness by establishing a regression model and then solve the optimal damping coefficient through a genetic algorithm. This control algorithm is too complicated and difficult to calibrate in practical applications. Summary of the Invention

[0005] This application is made in consideration of the above-mentioned problems. This application provides a method, system, device, medium, and vehicle for controlling vehicle suspension, which can improve the damping effect of the shock absorber, ensure vehicle ride comfort, and enhance the driving experience; moreover, the algorithm is simple and easy to implement.

[0006] According to a first aspect of this application, a method for controlling a vehicle suspension is provided, the method comprising:

[0007] Obtain road surface roughness;

[0008] The road surface roughness is determined based on the unsprung acceleration.

[0009] Based on the road surface roughness and the pre-established roughness-damping ratio table, the damping ratio coefficient corresponding to the current road surface is obtained, and based on the road surface roughness and the pre-established roughness-damping deviation table, the damping deviation corresponding to the current road surface is obtained.

[0010] Based on the damping ratio coefficient and the damping deviation, the reference damping coefficient of the vehicle suspension determined by the preset algorithm is corrected to obtain the corrected damping coefficient.

[0011] The damping force of the vehicle suspension is controlled based on the modified damping coefficient.

[0012] According to one embodiment of this application, the steps for establishing the roughness-damping ratio table and the roughness-damping deviation table include:

[0013] Obtain the actual damping coefficient and the target reference damping coefficient obtained by the ceiling algorithm on test surfaces with at least two target roughnesses, when the vehicle meets the preset ride comfort requirements.

[0014] At least one target roughness interval is determined based on at least two target roughnesses;

[0015] Linear fitting is performed based on the actual damping coefficient and the target reference damping coefficient corresponding to the endpoints of the target roughness range to obtain the fitting relationship between the actual damping coefficient and the target reference damping coefficient.

[0016] Based on the fitting relationship, the damping ratio coefficient and damping deviation value are obtained when the roughness belongs to the target roughness range;

[0017] The roughness-damping ratio table is established based on the target roughness range and the damping ratio coefficient, and the roughness-damping deviation table is established based on the target roughness range and the damping deviation value.

[0018] According to one embodiment of this application, the method for establishing the roughness-damping ratio table and the roughness-damping deviation table further includes:

[0019] Based on the maximum value of the target roughness, the target roughness is normalized to obtain the normalized target roughness;

[0020] The target roughness range is then determined based on the normalized target roughness.

[0021] According to one embodiment of this application, the roughness-damping ratio table and the roughness-damping deviation table are established based on damping coefficients corresponding to at least two target roughnesses. Then, based on the road surface roughness and the pre-established roughness-damping ratio table and roughness-damping deviation table, the damping ratio coefficient and damping deviation corresponding to the current road surface are obtained, including:

[0022] Based on the maximum value of the target roughness, the road surface roughness is normalized to obtain the normalized road surface roughness.

[0023] The target roughness range to which the current road surface belongs is determined based on the normalized road surface roughness.

[0024] Based on the target roughness range, the damping ratio coefficient and the damping deviation are obtained by querying the roughness-damping ratio table and the roughness-damping deviation table, respectively.

[0025] According to one embodiment of this application, the step of determining the reference damping coefficient of a vehicle suspension using the ceiling algorithm includes:

[0026] Obtain the sprung and unsprung velocities at the wheels during vehicle operation;

[0027] Based on the velocity difference between the sprung velocity and the unsprung velocity, and the sprung velocity, the reference damping coefficient is calculated using the following formula:

[0028]

[0029] Among them, K sh This is the speed proportionality coefficient. V is the velocity difference between the sprung velocity and the unsprung velocity. z Let c be the spring velocity. nom Based on damping, c ref is the reference damping coefficient.

[0030] According to one embodiment of this application, the reference damping coefficient is corrected based on the damping proportionality coefficient and the damping deviation using the following formula:

[0031] c out =c de +c ref ×p

[0032] Among them, c out c is the corrected damping coefficient. de Let p be the damping deviation and p be the damping proportionality coefficient.

[0033] According to one embodiment of this application, the step of determining road surface roughness based on the unsprung acceleration includes:

[0034] The roughness at the current moment is determined based on the unsprung acceleration at the current moment;

[0035] Get the roughness of the previous time step;

[0036] The road surface roughness is determined based on the roughness at the previous moment and the roughness at the current moment.

[0037] According to a second aspect of this application, a suspension control system is provided, comprising a sensor assembly, a controller, and a shock absorber connected in sequence.

[0038] The sensor assembly is used to collect acceleration data during vehicle movement;

[0039] The controller is used to control the shock absorber using the vehicle suspension control method described above;

[0040] The vibration damper is used to output a corresponding damping force under the control of the controller.

[0041] According to a third aspect of this application, an electronic device is provided, the electronic device including a memory and a processor, the memory storing a computer program executed by the processor, the computer program, when executed by the processor, causing a device equipped with the processor to perform the above-described vehicle suspension control method.

[0042] According to a fourth aspect of this application, a storage medium is provided, on which a computer program is stored, the computer program running on a computer, and the computer program, when running, causes the computer to perform the above-described vehicle suspension control method.

[0043] According to a fifth aspect of this application, a vehicle is provided, including the aforementioned suspension control system, the aforementioned electronic device, or the aforementioned storage medium.

[0044] The vehicle suspension control method of this application can adjust the damping coefficient obtained by the preset suspension control algorithm according to the road surface roughness, thereby improving the damping effect of the shock absorber, ensuring the ride comfort of the vehicle, and enhancing the driving experience; moreover, the algorithm is simple and easy to implement. Attached Figure Description

[0045] The above and other objects, features, and advantages of the present invention will become more apparent from the more detailed description of the embodiments of the invention in conjunction with the accompanying drawings. The drawings are provided to further illustrate the embodiments of the invention and form part of the specification. They are used together with the embodiments of the invention to explain the invention and do not constitute a limitation thereof. In the drawings, the same reference numerals generally represent the same parts or steps.

[0046] Figure 1 This is a schematic block diagram of an electronic device used in the vehicle suspension control method of an embodiment of the present invention;

[0047] Figure 2 This is a schematic flowchart of a vehicle suspension control method according to an embodiment of this application;

[0048] Figure 3 This is a schematic flowchart illustrating a method for establishing a roughness-damping ratio table and a roughness-damping deviation table according to an embodiment of this application.

[0049] Figure 4 This is a schematic structural diagram of a semi-active suspension control system according to an embodiment of this application. Detailed Implementation

[0050] To make the objectives, technical solutions, and advantages of the present invention more apparent, exemplary embodiments according to the present invention will be described in detail below with reference to the accompanying drawings. Obviously, the described embodiments are merely a part of the embodiments of the present invention, and not all of the embodiments of the present invention. It should be understood that the present invention is not limited to the exemplary embodiments described herein. Based on the embodiments of the present invention described herein, all other embodiments obtained by those skilled in the art without inventive effort should fall within the protection scope of the present invention.

[0051] To address the issue that existing vehicle suspension control methods do not consider the impact of road surface roughness differences on ceiling algorithm control, resulting in low vehicle ride comfort, this application proposes a vehicle suspension control method, system, equipment, medium, and vehicle that can improve the damping effect of the shock absorber, ensure vehicle ride comfort, and enhance the driving experience. The following is a detailed description of this method.

[0052] First, refer to Figure 1 To describe an example electronic device 100 for implementing embodiments of the method of the present invention.

[0053] like Figure 1 As shown, the electronic device 100 includes a processor 110, a memory 120, and a communication interface 130. The processor 110, the memory 120, and the communication interface 130 can be interconnected and communicate via a communication bus 140 and / or other forms of connection mechanisms (not shown).

[0054] It should be noted that Figure 1 The components and structure of the electronic device 100 shown are merely exemplary and not limiting; the electronic device may also have other components and structures as needed.

[0055] Optionally, the communication interface 130 may also include a transmitter and / or a receiver.

[0056] The processor 110 may be a microcontroller unit (MCU), a central processing unit (CPU), a digital signal processor (DSP), a microcontroller, an embedded device, or other processing unit with data processing and / or instruction execution capabilities, and may control other components in the autonomous driving vehicle system to perform desired functions.

[0057] The memory 120 can be various forms of computer-readable storage media, such as volatile memory and / or non-volatile memory. Volatile memory may include, for example, random access memory (RAM), cache memory, synchronous dynamic random access memory (SDRAM), etc. Non-volatile memory may include, for example, read-only memory (ROM), hard disk, flash memory, etc. One or more computer program instructions may also be stored on the computer-readable storage medium, and the memory 120 can execute the program instructions to implement the vehicle suspension control method of the embodiments of the present invention described below.

[0058] This application provides a vehicle suspension control method, which can be applied to vehicles with active suspension or vehicles with semi-active suspension. The following explanation uses a vehicle with semi-active suspension as an example.

[0059] A semi-active suspension system installed on a vehicle absorbs shocks between the vehicle body and wheel axles while maintaining wheel contact with the road surface. The suspension includes arms or links that control wheel movement, springs that absorb and regulate shocks, and shock absorbers. The semi-active suspension control system also includes a controller connected to the shock absorbers and sensing components connected to the controller. Springs and shock absorbers are closely related to ride comfort, vehicle handling, and steering response. In this application, the control of the vehicle's semi-active suspension is mainly reflected in the vehicle's wheel shock absorbers.

[0060] Next, refer to Figure 2 This describes a vehicle suspension control method according to embodiments of the present application. For example... Figure 2 As shown, the method includes the following steps S210-S250 executed by the controller described above.

[0061] In step S210, the road surface roughness is obtained.

[0062] Since the unsprung acceleration of a wheel can accurately reflect the vertical vibration amplitude of the vehicle wheel, and the vertical vibration amplitude of the vehicle wheel directly reflects the roughness of the road surface, the roughness of the road surface can be determined by the unsprung acceleration in this embodiment of the application.

[0063] Specifically, in this application, unsprung acceleration can be acquired in real time by installing unsprung acceleration sensors on the vehicle wheels to collect the vertical acceleration of the wheels. It is understood that the vertical acceleration of the wheels can accurately reflect the amplitude of the vertical vibration of the vehicle wheels, and thus can more accurately determine whether the vehicle is traveling on an uneven road surface.

[0064] Preferably, after acquiring unsprung acceleration data through an accelerometer installed under the spring, high-pass and low-pass filters are applied to remove sensor noise and zero drift.

[0065] In step S220, the damping ratio coefficient corresponding to the current road surface is obtained based on the road surface roughness and the pre-established roughness-damping ratio table, and the damping deviation corresponding to the current road surface is obtained based on the road surface roughness and the pre-established roughness-damping deviation table.

[0066] The roughness-damping ratio table and roughness-damping deviation table in this application can be obtained through actual vehicle testing. After obtaining the road surface roughness, the corresponding damping ratio coefficient and damping deviation can be obtained by consulting the two-dimensional roughness-damping ratio table and roughness-damping deviation table.

[0067] Specifically, during real-vehicle testing, the system can simulate vehicle operation under various road conditions with different roughnesses. By adjusting the damping force of the wheel shock absorbers, the optimal working damping force for shock absorption can be obtained. This optimal working damping force can then be used to generate a correlation between different road surface roughnesses and the damping coefficients of the wheel shock absorbers. Based on this correlation, a roughness-damping ratio table and a roughness-damping deviation table can be generated.

[0068] In step S230, the reference damping coefficient of the vehicle suspension determined by the preset algorithm is corrected based on the damping ratio coefficient and the damping deviation to obtain the corrected damping coefficient.

[0069] The preset algorithm here can be either the ceiling algorithm or other suspension control algorithms.

[0070] Traditional suspension control strategies are "on-off" switching types, with damping force switching between maximum and minimum, which is not suitable for a wide range of user scenarios. Therefore, this application modifies the reference damping coefficient of the vehicle suspension determined by the suspension algorithm to enable the vehicle to adapt to different road surface roughness.

[0071] In step S240, the damping force of the vehicle suspension is controlled according to the corrected damping coefficient.

[0072] Those skilled in the art can set how to control the vehicle suspension according to the modified damping coefficient according to actual needs. For example, the required damping coefficient of the wheel shock absorber can be achieved by adjusting the working current of the wheel shock absorber so that the vehicle suspension outputs the corresponding damping force.

[0073] It should be noted that the vehicle may include a left front wheel, a right front wheel, a left rear wheel, and a right rear wheel. In this application, the unsprung acceleration of the wheel can be the unsprung acceleration of any one of the four wheels of the vehicle, and the wheel shock absorber can be the shock absorber on any corresponding wheel. For example, when the vertical acceleration of the wheel corresponding to the left front wheel or the right front wheel of the vehicle is obtained, the working state of the shock absorber of the left front wheel or the right front wheel of the vehicle is adjusted.

[0074] The vehicle suspension control method of this application can identify the roughness of the road surface and compensate the damping calculated by the preset suspension control algorithm according to the different road surface roughness, thereby improving the damping effect of the shock absorber, ensuring the ride comfort of the vehicle, and improving the driving experience; moreover, the road surface roughness adaptation algorithm is completely decoupled from the suspension algorithm itself, making algorithm maintenance and modification convenient and easy to implement.

[0075] According to one embodiment of this application, the reference damping coefficient is corrected based on the damping ratio coefficient and the damping deviation using the following formula (1):

[0076] c out = c de + c ref ×p (1)

[0077] Among them, c out c is the corrected damping coefficient. de Let p be the damping deviation, and p be the damping proportionality coefficient.

[0078] By correcting the reference damping coefficient, the damping effect of the shock absorber can be improved, ensuring vehicle ride comfort and enhancing the driving experience.

[0079] According to one embodiment of this application, the step of determining road surface roughness based on unsprung acceleration includes:

[0080] Calculate the roughness at the current moment based on the unsprung acceleration;

[0081] Get the roughness of the previous time step;

[0082] The road surface roughness is determined based on the roughness at the previous moment and the roughness at the current moment.

[0083] Since the impact of the road surface roughness at the previous moment on the current vehicle comfort is weighted differently from the impact of the current road surface roughness, the road surface roughness at each moment is given by the following recursive formula (2):

[0084]

[0085] Among them, J roughness (k) represents the current road surface roughness. Let be the unsprung acceleration, and k represent the current moment, while a represents the weighting coefficient of the roughness at the previous moment.

[0086] In this embodiment, the integral of the square of the unsprung acceleration is calculated based on the unsprung acceleration data collected by the sensor. Then, the integral at each moment is multiplied by a weighting coefficient to obtain the estimated road surface roughness at that moment. This allows for a more accurate calculation of the current road surface roughness, improving the vibration reduction effect and the ride comfort of the vehicle.

[0087] Next, refer to Figure 3 This paper describes a method for establishing a roughness-damping ratio table and a roughness-damping deviation table according to an embodiment of the present application.

[0088] This embodiment uses a calibration method to establish a roughness-damping ratio table and a roughness-damping deviation table. The calibrated vehicle is a semi-active suspension vehicle. The semi-active suspension control system also includes a sensing component connected to the controller; the sensing component includes an unsprung acceleration sensor and an sprung acceleration sensor installed on the vehicle; the unsprung acceleration sensor is used to measure the unsprung acceleration of the vehicle (e.g., to measure the unsprung acceleration during vehicle movement in real time).

[0089] In this embodiment, the method for establishing the roughness-damping ratio table and the roughness-damping deviation table includes at least the following steps S310-S330.

[0090] In step S310, the actual damping coefficient and the target reference damping coefficient obtained by the ceiling algorithm are acquired for the vehicle on test surfaces with at least two target roughnesses, provided that the vehicle meets the preset ride comfort requirements. The preset ride comfort requirements can be determined based on passenger comfort requirements.

[0091] For example, the target roughness includes a first target roughness, a second target roughness, and a third target roughness, wherein the first target roughness, the second target roughness, and the third target roughness increase sequentially. The actual damping coefficient includes a first actual damping coefficient, a second actual damping coefficient, and a third actual damping coefficient, and the target reference damping coefficient includes a first target reference damping coefficient, a second target reference damping coefficient, and a third target reference damping coefficient.

[0092] Specifically, the test road surfaces include, but are not limited to, cobblestone roads and Belgian roads. Professional evaluators drive vehicles through various rough roads and subjectively experience the comfort under different roughness levels to obtain the actual damping coefficient corresponding to the highest comfort level.

[0093] The roughness can be calculated using the formula (2) above, and will not be elaborated further here.

[0094] In step S320, at least one target roughness range is determined based on at least two target roughnesses.

[0095] For example, based on the first target roughness, the second target roughness, and the third target roughness, two roughness intervals can be determined, namely (first target roughness, second target roughness) and (second target roughness, third target roughness).

[0096] In step S330, a linear fit is performed on the actual damping coefficient and the target reference damping coefficient corresponding to the endpoints of the target roughness range to obtain the fitting relationship between the actual damping coefficient and the target reference damping coefficient.

[0097] In this embodiment, the independent variable during fitting is the target reference damping coefficient obtained by the ceiling algorithm, and the dependent variable is the actual damping coefficient. Linear fitting is performed on the actual damping coefficients and target reference damping coefficients corresponding to the first and second target roughnesses, respectively. Linear fitting is also performed on the actual damping coefficients and target reference damping coefficients corresponding to the second and third target roughnesses, resulting in fitting relationships across two roughness intervals.

[0098] In step S340, the damping ratio coefficient and damping deviation value when the roughness belongs to the target roughness range are obtained based on the fitting relationship.

[0099] Since the fitting relationship is linear, in this embodiment, the slope in the fitting relationship function is used as the damping proportional coefficient, and the y-intercept is used as the damping deviation value.

[0100] In step S350, a roughness-damping ratio table and a roughness-damping deviation table are established based on the target roughness range, the damping ratio coefficient, and the damping deviation value.

[0101] Preferably, the endpoints of the target roughness interval are normalized to improve the execution efficiency of the algorithm.

[0102] By using calibration methods to establish roughness-damping proportional tables and roughness-damping deviation tables, the overall control algorithm structure becomes simpler, with fewer parameters, making it easier to apply in practical engineering.

[0103] According to one embodiment of this application, the method for establishing the roughness-damping ratio table and the roughness-damping deviation table further includes:

[0104] Based on the maximum value in the target roughness, the target roughness is normalized to obtain the normalized target roughness;

[0105] The target roughness range is then determined based on the normalized target roughness.

[0106] Specifically, after obtaining the actual damping coefficient, this embodiment also normalizes the corresponding roughness, and then fits the data based on the normalized roughness. This not only facilitates the unified calibration of various road surfaces, but also improves the algorithm execution efficiency by using the normalized data during the control process.

[0107] In practical implementation, to obtain the maximum roughness of the road surface, the vehicle is driven on various rough roads, the roughness of each type of rough road is calculated, and the maximum roughness is taken. max .

[0108] The roughness can then be normalized using the following formula (3).

[0109]

[0110] Where roughness is the normalized roughness, J roughness (k) represents the current road surface roughness. max This represents the maximum roughness.

[0111] It is understandable that the normalized roughness ranges from [0, 1].

[0112] After normalizing the target roughness, the target roughness range to be used when establishing the roughness-damping ratio table and the roughness-damping deviation table should be determined based on the normalized target roughness.

[0113] According to one embodiment of this application, based on the road surface roughness and a pre-established roughness-damping ratio table and roughness-damping deviation table, the damping ratio coefficient and damping deviation corresponding to the current road surface are obtained, including:

[0114] Based on the maximum value in the target roughness, the road surface roughness is normalized to obtain the normalized road surface roughness.

[0115] The target roughness range to which the current road surface belongs is determined based on the normalized road surface roughness.

[0116] Based on the target roughness range, the damping ratio coefficient and damping deviation are obtained by looking up the roughness-damping ratio table and the roughness-damping deviation table, respectively.

[0117] According to one embodiment of this application, the step of determining the reference damping coefficient of a vehicle suspension using the ceiling algorithm includes:

[0118] Obtain the sprung and unsprung velocities at the wheels during vehicle operation;

[0119] Based on the speed difference between the sprung speed and the unsprung speed, and the sprung speed, the reference damping coefficient is calculated using the following formula (4):

[0120]

[0121] Among them, K sh This is the speed proportionality coefficient. V is the velocity difference between the sprung velocity and the unsprung velocity. z Let c be the spring velocity. nom Based on damping, c ref is the reference damping coefficient.

[0122] In this embodiment, the speed on the spring can be obtained by differentiating the vertical displacement of the spring portion, or by integrating the spring acceleration if the spring acceleration is obtained first. The speed on the unsprung portion can be obtained by differentiating the vertical displacement of the unsprung portion, or by integrating the unsprung acceleration if the unsprung acceleration is obtained first.

[0123] Specifically, vertical displacement can be collected by a height sensor installed on the vehicle, and sprung acceleration can be collected by an acceleration sensor.

[0124] According to one embodiment of this application, the vehicle suspension is controlled based on a modified damping coefficient, and the specific steps include:

[0125] The obtained damping coefficient c out The input is sent to the underlying controller, and the current magnitude corresponding to any damping coefficient can be obtained by looking up the damping coefficient-current table;

[0126] The controller transmits current to the CDC damper in real time, enabling the damper to generate different damping forces to adapt to different road conditions, ensuring that the vehicle has good ride comfort at all times.

[0127] Next, refer to Figure 4 This application describes a semi-active suspension control system according to one embodiment.

[0128] This application embodiment also provides a suspension control system 400, including a sensor assembly 410, a controller 420 and a shock absorber 430 connected in sequence;

[0129] Sensor assembly 410 is used to collect acceleration data during vehicle movement;

[0130] The controller 420 is used to control the shock absorber 430 using the vehicle suspension control method described above.

[0131] The damper 430 is used to output the corresponding damping force under the control of the controller 420.

[0132] Here, the suspension control system 400 can be either a semi-active suspension control system or an active suspension control system.

[0133] Specifically, the sensor assembly 410 includes sprung acceleration sensors and unsprung acceleration sensors located at the four wheels.

[0134] The controller 420 calculates the roughness based on the collected under-sprung acceleration signal. To facilitate the calibration of the control algorithm, it normalizes the roughness and then obtains the proportional coefficient related to the road surface roughness by looking up a table of roughness-damping ratio. It also obtains the deviation related to the road surface roughness by looking up a table of roughness-damping deviation. Finally, the obtained proportional coefficient and deviation are fused with the reference damping coefficient calculated by the ceiling algorithm control module to obtain the final damping coefficient.

[0135] In one embodiment, a shock absorber can be installed at each of the four wheel locations of the vehicle. This shock absorber includes, but is not limited to, continuously damping control (CDC) shock absorbers or magnetorheological shock absorbers. Simultaneously, the controller includes a current drive module connected to the shock absorber. This current drive module outputs control current to the shock absorber, allowing the shock absorber to adjust the opening of the solenoid valve's throttle orifice via the input control current. This alters the shock absorber's damping force, thereby reducing vehicle body vibration in real time and improving ride comfort.

[0136] This application also provides an electronic device, which includes a memory and a processor. The memory stores a computer program that is executed by the processor. When the computer program is executed by the processor, it causes a device equipped with a processor to perform the vehicle suspension control method as described in any of the above embodiments.

[0137] This application also provides a storage medium storing a computer program that runs on a computer. When the computer program runs, it causes the computer to execute the vehicle suspension control method of any of the above embodiments.

[0138] This application also provides a vehicle, including the suspension control system described above, the electronic device described above, or the storage medium described above.

[0139] Although exemplary embodiments have been described herein with reference to the accompanying drawings, it should be understood that the above exemplary embodiments are merely illustrative and are not intended to limit the scope of the invention. Various changes and modifications can be made therein by those skilled in the art without departing from the scope and spirit of the invention. All such changes and modifications are intended to be included within the scope of the invention as claimed in the appended claims.

[0140] Those skilled in the art will recognize that the units and algorithm steps of the various examples described in conjunction with the embodiments disclosed herein can be implemented in electronic hardware, or a combination of computer software and electronic hardware. Whether these functions are implemented in hardware or software depends on the specific application and design constraints of the technical solution. Those skilled in the art can use different methods to implement the described functions for each specific application, but such implementations should not be considered beyond the scope of this invention.

[0141] In the several embodiments provided in this application, it should be understood that the disclosed devices and methods can be implemented in other ways. For example, the device embodiments described above are merely illustrative. For instance, the division of units is only a logical functional division, and in actual implementation, there may be other division methods. For example, multiple units or components may be combined or integrated into another device, or some features may be ignored or not executed.

[0142] Numerous specific details are set forth in the specification provided herein. However, it will be understood that embodiments of the invention may be practiced without these specific details. In some instances, well-known methods, structures, and techniques have not been shown in detail so as not to obscure the understanding of this specification.

[0143] Similarly, it should be understood that, in order to streamline the invention and aid in understanding one or more of the various aspects of the invention, features of the invention are sometimes grouped together in a single embodiment, figure, or description thereof in the description of exemplary embodiments of the invention. However, this method of the invention should not be construed as reflecting an intention that the claimed invention requires more features than are expressly recited in each claim. Rather, as reflected in the corresponding claims, its inventive point lies in solving the corresponding technical problem with fewer features than all of those in a single disclosed embodiment. Therefore, the claims following the detailed description are hereby expressly incorporated into that detailed description, wherein each claim itself is a separate embodiment of the invention.

[0144] Those skilled in the art will understand that, apart from the mutual exclusion of features, all features disclosed in this specification (including the accompanying claims, abstract, and drawings) and all processes or units of any method or apparatus so disclosed can be combined in any combination. Unless otherwise expressly stated, each feature disclosed in this specification (including the accompanying claims, abstract, and drawings) may be replaced by an alternative feature that serves the same, equivalent, or similar purpose.

[0145] Furthermore, those skilled in the art will understand that although some embodiments described herein include certain features but not others included in other embodiments, combinations of features from different embodiments are intended to be within the scope of the invention and form different embodiments. For example, in the claims, any of the claimed embodiments can be used in any combination.

[0146] The various component embodiments of the present invention can be implemented in hardware, or as software modules running on one or more processors, or a combination thereof. Those skilled in the art will understand that microprocessors or digital signal processors (DSPs) can be used in practice to implement some or all of the functions of some modules in the article analysis device according to embodiments of the present invention. The present invention can also be implemented as an apparatus program (e.g., a computer program and computer program product) for performing part or all of the methods described herein. Such programs implementing the present invention can be stored on a computer-readable medium, or can be in the form of one or more signals. Such signals can be downloaded from an Internet website, provided on a carrier signal, or provided in any other form.

[0147] It should be noted that the above embodiments are illustrative of the invention and not restrictive, and that those skilled in the art can devise alternative embodiments without departing from the scope of the appended claims. In the claims, any reference signs placed between parentheses should not be construed as limiting the claims. The word "comprising" does not exclude the presence of elements or steps not listed in the claims. The word "a" or "an" preceding an element does not exclude the presence of a plurality of such elements. The invention can be implemented by means of hardware comprising several different elements and by means of a suitably programmed computer. In the unit claims enumerating several means, several of these means may be embodied by the same item of hardware. The use of the words first, second, and third, etc., does not indicate any order. These words can be interpreted as names.

[0148] The above description is merely a specific embodiment of the present invention or an explanation of that embodiment. The scope of protection of the present invention is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the technical scope disclosed in the present invention should be included within the scope of protection of the present invention. The scope of protection of the present invention should be determined by the scope of the claims.

Claims

1. A method for controlling a vehicle suspension, characterized in that, The control method includes: Obtain road surface roughness; Based on the road surface roughness and the pre-established roughness-damping ratio table, the damping ratio coefficient corresponding to the current road surface is obtained, and based on the road surface roughness and the pre-established roughness-damping deviation table, the damping deviation corresponding to the current road surface is obtained. Based on the damping ratio coefficient and the damping deviation, the reference damping coefficient of the vehicle suspension determined by the ceiling algorithm is corrected using the following formula to obtain the corrected damping coefficient: c out =c de +c ref ×p Among them, c out c is the corrected damping coefficient. de Let p be the damping deviation, and c be the damping proportionality coefficient. ref The reference damping coefficient is... The damping force of the vehicle suspension is controlled based on the modified damping coefficient.

2. The vehicle suspension control method as described in claim 1, characterized in that, The steps for establishing the roughness-damping ratio table and the roughness-damping deviation table include: Obtain the actual damping coefficient and the target reference damping coefficient obtained by the ceiling algorithm on test surfaces with at least two target roughnesses, when the vehicle meets the preset ride comfort requirements. At least one target roughness interval is determined based on at least two target roughnesses; Linear fitting is performed based on the actual damping coefficient and the target reference damping coefficient corresponding to the endpoints of the target roughness range to obtain the fitting relationship between the actual damping coefficient and the target reference damping coefficient. Based on the fitting relationship, the damping ratio coefficient and damping deviation value are obtained when the roughness belongs to the target roughness range; The roughness-damping ratio table is established based on the target roughness range and the damping ratio coefficient, and the roughness-damping deviation table is established based on the target roughness range and the damping deviation value.

3. The vehicle suspension control method as described in claim 2, characterized in that, The method for establishing the roughness-damping ratio table and the roughness-damping deviation table further includes: Based on the maximum value of the target roughness, the target roughness is normalized to obtain the normalized target roughness; The target roughness range is then determined based on the normalized target roughness.

4. The vehicle suspension control method as described in claim 1, characterized in that, The roughness-damping ratio table and roughness-damping deviation table are established based on damping coefficients corresponding to at least two target roughnesses. Then, based on the road surface roughness and the pre-established roughness-damping ratio table and roughness-damping deviation table, the damping ratio coefficient and damping deviation corresponding to the current road surface are obtained, including: Based on the maximum value of the target roughness, the road surface roughness is normalized to obtain the normalized road surface roughness. The target roughness range to which the current road surface belongs is determined based on the normalized road surface roughness. Based on the target roughness range, the damping ratio coefficient and the damping deviation are obtained by querying the roughness-damping ratio table and the roughness-damping deviation table, respectively.

5. The vehicle suspension control method according to any one of claims 1-4, characterized in that, The steps for determining the reference damping coefficient of a vehicle suspension using the ceiling algorithm include: Obtain the sprung and unsprung velocities at the wheels during vehicle operation; Based on the velocity difference between the sprung velocity and the unsprung velocity, and the sprung velocity, the reference damping coefficient is calculated using the following formula: Among them, K sh This is the speed proportionality coefficient. V is the velocity difference between the sprung velocity and the unsprung velocity. z Let c be the speed of the spring. nom Based on damping, c ref The reference damping coefficient is denoted as .

6. The vehicle suspension control method according to any one of claims 1-4, characterized in that, The steps for determining road surface roughness based on the unsprung acceleration of a vehicle traveling on the road include: The roughness at the current moment is determined based on the unsprung acceleration at the current moment; Get the roughness of the previous time step; The road surface roughness is determined based on the roughness at the previous moment and the roughness at the current moment.

7. A suspension control system, characterized in that, It includes a sensor assembly, a controller, and a vibration damper connected in sequence; The sensor assembly is used to collect acceleration data during vehicle movement; The controller is used to control the shock absorber using the vehicle suspension control method as described in any one of claims 1-6; The vibration damper is used to output a corresponding damping force under the control of the controller.

8. An electronic device, characterized in that, The electronic device includes a memory and a processor, the memory storing a computer program executed by the processor, the computer program, when executed by the processor, causing the device equipped with the processor to perform the vehicle suspension control method as described in any one of claims 1-6.

9. A storage medium, characterized in that, The storage medium stores a computer program that runs on a computer and, when running, causes the computer to execute the vehicle suspension control method as described in any one of claims 1-6.

10. A vehicle, characterized in that, This includes the suspension control system of claim 7, the electronic device of claim 8, or the storage medium of claim 9.

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