Dual valve shock absorber control method, device, system, module and vehicle

Abstract

The application discloses a double-valve shock absorber control method, device, system, module and vehicle, and relates to the technical field of automobiles.

Description

Technical Field

[0001] This invention relates to the field of automotive technology, specifically to a dual-valve shock absorber control method, device, system, module, and vehicle. Background Technology

[0002] In recent years, with the upgrading of the automotive industry, more and more vehicles are equipped with continuously damped control shock absorbers. Continuously damped control shock absorber systems can adjust the damping force in real time according to the vehicle's condition to achieve optimal vehicle comfort and handling stability. The basic principle of continuously damped control shock absorbers is to control the opening of solenoid valves through electronic control, thereby affecting the resistance of the shock absorber oil flowing through the valves and achieving the effect of controlling the magnitude of the damping force. Early continuously damped control shock absorbers were single-valve types, meaning that both the tension and compression movements of the shock absorber were controlled by the same set of solenoid valves. In practical engineering applications, the damping forces required for the tension and compression movements of the shock absorber differ greatly. Therefore, during the tension and compression movements of the shock absorber, it is necessary to control the solenoid valves to achieve different opening degrees to obtain the desired damping force. However, due to the inherent structure of the shock absorber solenoid valves, their response time to damping force is often on the order of tens or even hundreds of milliseconds. Therefore, single-valve continuous damping control shock absorbers have good performance when the reciprocating frequency of the shock absorber is low; however, their performance deteriorates when the reciprocating frequency of the shock absorber is high, often manifested in the fact that the damping force cannot keep up with the vehicle's motion requirements.

[0003] In existing technologies, dual-valve continuous damping control vibration dampers have emerged in the industry. Compared to single-valve continuous damping control vibration dampers, dual-valve continuous damping control vibration dampers have an additional oil channel controlled by a solenoid valve. Therefore, the damping forces for the tensile and compressive motions of the vibration damper can be controlled by two separate channels and solenoid valves, improving the response speed of the dual-valve continuous damping control vibration damper. However, existing control methods have not achieved the optimal level of response speed improvement for dual-valve continuous damping control vibration dampers. Therefore, how to further improve the response speed of dual-valve continuous damping control vibration dampers is a technical issue that urgently needs to be researched in the industry. Summary of the Invention

[0004] The present invention provides a dual-valve shock absorber control method, device, system, module and vehicle to solve one or more technical problems existing in the prior art, and at least provide a beneficial option or create conditions.

[0005] This invention provides a method for controlling a dual-valve vibration damper, comprising: determining a vibration damper velocity signal of a dual-valve continuous damping controlled vibration damper; determining the operating state of the dual-valve continuous damping controlled vibration damper based on the vibration damper velocity signal; determining parameters input to a damping force calculation model for calculation based on the operating state of the dual-valve continuous damping controlled vibration damper, wherein the parameters are denoted as target parameters; thereby enabling the damping force calculation model to calculate the damping force required by the dual-valve continuous damping controlled vibration damper based on the target parameters, and achieving control of the dual-valve continuous damping controlled vibration damper through the damping force;

[0006] The working states of the dual-valve continuous damping control shock absorber are: tensile motion working state or compression motion working state.

[0007] Furthermore, the parameters input into the damping force calculation model based on the operating state of the dual-valve continuous damping control vibration damper specifically include:

[0008] When the working state of the dual-valve continuous damping control shock absorber is determined to be the tensile motion working state, the parameters input to the damping force calculation model are determined as follows: the parameter in the tensile direction is the actual velocity signal of the shock absorber in the tensile direction, and the parameter in the compression direction is the predicted velocity signal of the shock absorber in the compression direction, the wheel acceleration signal, and the wheel jerk signal.

[0009] When the working state of the dual-valve continuous damping control shock absorber is determined to be the compression motion working state, the parameters input to the damping force calculation model are determined as follows: the parameter in the tension direction is the predicted velocity signal of the shock absorber in the tension direction, and the parameter in the compression direction is the actual velocity signal of the shock absorber in the compression direction, the wheel acceleration signal, and the wheel jerk signal.

[0010] The formula for calculating the predicted velocity signal in the tensile direction of the damper is as follows:

[0011] ;

[0012] The formula for calculating the predicted velocity signal in the compression direction of the vibration damper is as follows:

[0013] ;

[0014] This is represented as the predicted velocity signal in the tensile direction of the vibration damper. This is represented as the predicted velocity signal in the compression direction of the vibration damper. This represents the actual velocity signal in the tension direction of the shock absorber. This represents the actual velocity signal in the compression direction of the shock absorber. This represents the high-frequency amplitude of the vibration damper speed signal. This represents the low-frequency amplitude of the vibration damper speed signal. The high-frequency signal frequency is represented as the vibration damper speed signal. The low-frequency signal frequency is represented as the vibration damper speed signal. This is expressed as the damping force delay time. This is represented as the initial phase angle of the high-frequency signal. This represents the initial phase angle of the low-frequency signal. The frequency of the high-frequency signal is greater than or equal to 20Hz, and the frequency of the low-frequency signal is less than 20Hz.

[0015] The true velocity signals in the compression direction and tension direction of the damper are obtained by decomposing the damper velocity signal.

[0016] Furthermore, determining the damper speed signal of the dual-valve continuous damping control damper specifically includes: acquiring the damper lever ratio and vehicle height change signals, and obtaining the damper speed signal based on the damper lever ratio and vehicle height change signals;

[0017] in, ;

[0018] This is represented as the vibration damper speed signal, in units of... ; This is indicated as a signal indicating a change in vehicle height. This is expressed as the time derivative of the vehicle height change signal, in units of... ; This represents the damper lever ratio and has no unit.

[0019] Furthermore, the method for obtaining the wheel acceleration signal includes: acquiring the acceleration signal of the vehicle body in the vertical direction, acquiring the shock absorber speed signal; and obtaining the wheel acceleration signal based on the acceleration signal of the vehicle body in the vertical direction and the shock absorber speed signal.

[0020] in, ;

[0021] Represented as wheel acceleration signal, unit: ; This is represented as the acceleration signal of the vehicle body in the vertical direction, in units of... ; Expressed as the time derivative of the vibration damper speed signal, in units of .

[0022] Furthermore, the method for obtaining the wheel jerk signal includes: acquiring a wheel acceleration signal, and obtaining the wheel jerk signal based on the wheel acceleration signal;

[0023] in, ;

[0024] Represented as wheel jerk signal, unit: ; Expressed as the time derivative of the wheel acceleration signal, in units of .

[0025] Furthermore, determining the operating state of the dual-valve continuous damping control shock absorber based on the shock absorber speed signal specifically includes:

[0026] When the vibration damper speed signal is confirmed to be negative, the working state of the dual-valve continuous damping control vibration damper is determined to be the compression motion working state.

[0027] When the vibration damper speed signal is confirmed to be positive, the working state of the dual-valve continuous damping control vibration damper is determined to be the tensile motion working state.

[0028] On the other hand, a dual-valve vibration damper control device is provided, comprising: a processor and a memory, the memory being used to store a computer-readable program;

[0029] When the computer-readable program is executed by the processor, the processor implements the dual-valve vibration damper control method as described in any of the above technical solutions.

[0030] On the other hand, a dual-valve vibration damper control system is provided, comprising: a first determining module, a second determining module, and a decision module;

[0031] The first determining module is used to determine the damper speed signal of the dual-valve continuous damping control damper;

[0032] The second determining module is used to determine the working state of the dual-valve continuous damping control vibration damper based on the vibration damper speed signal;

[0033] The decision module is used to determine the parameters input to the damping force calculation model for calculation based on the working state of the dual-valve continuous damping control vibration damper. These parameters are denoted as target parameters. This enables the damping force calculation model to calculate the damping force required by the dual-valve continuous damping control vibration damper based on the target parameters, and to control the dual-valve continuous damping control vibration damper through the damping force.

[0034] The working states of the dual-valve continuous damping control shock absorber are: tensile motion working state or compression motion working state.

[0035] Furthermore, the parameters input into the damping force calculation model based on the operating state of the dual-valve continuous damping control vibration damper specifically include:

[0036] When the working state of the dual-valve continuous damping control shock absorber is determined to be the tensile motion working state, the parameters input to the damping force calculation model are determined as follows: the parameter in the tensile direction is the actual velocity signal of the shock absorber in the tensile direction, and the parameter in the compression direction is the predicted velocity signal of the shock absorber in the compression direction, the wheel acceleration signal, and the wheel jerk signal.

[0037] When the working state of the dual-valve continuous damping control shock absorber is determined to be the compression motion working state, the parameters input to the damping force calculation model are determined as follows: the parameter in the tension direction is the predicted velocity signal of the shock absorber in the tension direction, and the parameter in the compression direction is the actual velocity signal of the shock absorber in the compression direction, the wheel acceleration signal, and the wheel jerk signal.

[0038] The formula for calculating the predicted velocity signal in the tensile direction of the damper is as follows:

[0039] ;

[0040] The formula for calculating the predicted velocity signal in the compression direction of the vibration damper is as follows:

[0041] ;

[0042] This is represented as the predicted velocity signal in the tensile direction of the vibration damper. This is represented as the predicted velocity signal in the compression direction of the vibration damper. This represents the actual velocity signal in the tension direction of the shock absorber. This represents the actual velocity signal in the compression direction of the shock absorber. This represents the high-frequency amplitude of the vibration damper speed signal. This represents the low-frequency amplitude of the vibration damper speed signal. The high-frequency signal frequency is represented as the vibration damper speed signal. The low-frequency signal frequency is represented as the vibration damper speed signal. This is expressed as the damping force delay time. This is represented as the initial phase angle of the high-frequency signal. The initial phase angle of the low-frequency signal is represented as 20Hz, the frequency of the high-frequency signal is greater than or equal to 20Hz, and the frequency of the low-frequency signal is less than 20Hz; the true velocity signal in the compression direction and the true velocity signal in the tension direction of the damper are obtained by decomposing the damper velocity signal.

[0043] On the other hand, a dual-valve damper control module is provided, including: a damper speed signal calculation module, a wheel acceleration and wheel jerk calculation module, a damper motion characteristic estimation module, a state monitoring module, an input parameter arbitration module, a damping force calculation model, and a control current calculation module;

[0044] The shock absorber speed signal calculation module is used to acquire the vehicle height change signal and calculate the built-in shock absorber lever ratio to obtain the shock absorber speed signal.

[0045] The wheel acceleration and wheel jerk calculation module is used to: acquire the acceleration signal of the vehicle body in the vertical direction and acquire the shock absorber speed signal; obtain the wheel acceleration signal based on the acceleration signal of the vehicle body in the vertical direction and the shock absorber speed signal, and calculate the wheel jerk signal based on the wheel acceleration signal.

[0046] The vibration damper motion characteristic estimation module is used to: calculate the vibration damper tension direction velocity prediction signal and the vibration damper compression direction velocity prediction signal based on the vibration damper velocity signal, respectively;

[0047] The status monitoring module is used to determine the working state of the dual-valve continuous damping control vibration damper based on the vibration damper speed signal. The working state of the dual-valve continuous damping control vibration damper is either a tensile working state or a compression working state.

[0048] The input parameter arbitration module is used to determine the parameters input to the damping force calculation module for calculation based on the working state of the dual-valve continuous damping control vibration damper. These parameters are denoted as target parameters.

[0049] The damping force calculation module is used to calculate the damping force required by the dual-valve continuous damping control vibration damper according to the target parameters through the damping force calculation model. The damping force is denoted as the target damping force.

[0050] The control current calculation module is used to output a current signal to control the dual-valve continuous damping control vibration damper based on the target damping force.

[0051] On the other hand, a vehicle is provided that integrates the dual-valve shock absorber control system described in the above technical solution.

[0052] This invention has at least the following beneficial effects: The method of this invention, by predicting the inconsistency in damping force caused by the transition from the extension stroke to the recovery stroke, or from the recovery stroke to the extension stroke, based on the operating state of the shock absorber and using the predicted speed signals in the extension and compression directions of the shock absorber, allows for the selection of appropriate parameters for calculation, thereby further improving the response speed of the dual-valve continuous damping control shock absorber. Simultaneously, this invention also provides corresponding devices, systems, modules, and vehicles. The beneficial effects of these devices, systems, modules, and vehicles are similar to those of the method and will not be repeated here. This invention is primarily applicable to the field of automotive technology. Attached Figure Description

[0053] The accompanying drawings are provided to further understand the technical solutions of the present invention and constitute a part of the specification. They are used together with the embodiments of the present invention to explain the technical solutions of the present invention, and do not constitute a limitation on the technical solutions of the present invention.

[0054] Figure 1 This is a flowchart of the steps in the control method for a dual-valve vibration damper.

[0055] Figure 2 This is a schematic diagram of the dual-valve vibration damper control device;

[0056] Figure 3 This is a schematic diagram of the system structure of a dual-valve vibration damper control system;

[0057] Figure 4 This is a schematic diagram of the module structure of the dual-valve vibration damper control module. Detailed Implementation

[0058] To make the objectives, technical solutions, and advantages of this invention clearer, the invention will be further described in detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative and not intended to limit the invention.

[0059] It should be noted that although functional modules are divided in the system diagram and the logical order is shown in the flowchart, in some cases, the steps shown or described may be performed in a different order than the module division in the system or the order in the flowchart. The terms "first," "second," etc., in the specification, claims, and the aforementioned drawings are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence.

[0060] Please refer to Figure 1 , Figure 1 This is a flowchart of the steps involved in the control method of a dual-valve vibration damper.

[0061] Regarding the control algorithm for dual-valve continuous damping control vibration dampers, the current mainstream approach is as follows: when the vibration damper is in the extension stroke operating state, the solenoid valve controlling the extension stroke channel is at the opening degree corresponding to the target damping force. At this time, the solenoid valve of the other channel, namely the recovery stroke channel, is controlled to be at the minimum or medium opening degree, and the corresponding recovery damping force is at the maximum or medium.

[0062] Internally, the algorithm calculates the shock absorber speed and wheel acceleration using vehicle acceleration and height signals, and further calculates wheel jerk. The damping force calculation model calculates the required damping force using the shock absorber speed signal, wheel acceleration, and wheel jerk. The control current calculation module calculates the damping control current based on the required damping force.

[0063] While the control algorithm for the aforementioned dual-valve continuous damping control vibration damper can accelerate the damping force response speed to some extent, it does not fully realize its optimal performance. This is because the vibration damper does not necessarily require maximum or moderate damping force after reaching its recovery stroke operating state. When the vibration damper changes its operating state from the extension stroke to the recovery stroke, if the required damping force is inconsistent with the damping force corresponding to the opening of the recovery stroke channel solenoid valve at that time, controlling the opening of the recovery stroke channel solenoid valve to achieve the target damping force will result in a certain delay. Therefore, its response speed still has room for improvement.

[0064] Therefore, the objective of this application is to select appropriate parameters for calculation based on the operating state of the vibration damper, and to predict in advance the inconsistency in damping force caused by the transition from the stretching stroke to the recovery stroke, or from the recovery stroke to the stretching stroke, using the vibration damper tension direction velocity prediction signal and the vibration damper compression direction velocity prediction signal. This will further improve the response speed of the dual-valve continuous damping control vibration damper.

[0065] This dual-valve vibration damper control method can be executed by a smart device. When the smart device executes the dual-valve vibration damper control method, the steps include the following:

[0066] Step 1: Determine the damper speed signal of the dual-valve continuous damping control damper.

[0067] When a smart device controls a dual-valve continuous damping control shock absorber, it first acquires the shock absorber speed signal of the dual-valve continuous damping control shock absorber in the current vehicle.

[0068] The shock absorber speed signal refers to a parameter reflecting the position of the shock absorber, obtained by calculating the relative motion speed between the vehicle body and the wheels using a lever ratio. In some further specific embodiments, the method for obtaining the shock absorber speed signal specifically includes:

[0069] The intelligent device acquires vehicle height change signals via the vehicle's bus. These signals are obtained by sensors that track the distance between the vehicle body and the wheels during movement. In addition to these signals, the intelligent device also needs to acquire the shock absorber leverage ratio, a pre-defined attribute coefficient whose value is related to the mounting structure of the wheels, body, and shock absorbers.

[0070] After acquiring the shock absorber lever ratio and vehicle height change signals, the intelligent device can calculate the shock absorber speed signal based on these signals.

[0071] The result is obtained through the following calculation formula:

[0072] ;

[0073] In the formula, This is represented as the vibration damper speed signal, in units of... ; This is indicated as a signal indicating a change in vehicle height. This is expressed as the time derivative of the vehicle height change signal, in units of... ; This represents the damper lever ratio and has no unit.

[0074] Step 2: Determine the working state of the dual-valve continuous damping control damper based on the damper speed signal.

[0075] Once the intelligent device receives the vibration damper speed signal, it can determine the operating state of the dual-valve continuous damping control vibration damper based on this signal. There are two operating states for the dual-valve continuous damping control vibration damper: the first is the tensile motion state; the second is the compressive motion state. Since the directions of motion of the dual-valve continuous damping control vibration damper are opposite in the tensile and compressive motion states, this is reflected in the opposite direction of the vibration damper speed signal. Therefore, the operating state of the dual-valve continuous damping control vibration damper can be determined by the direction of the vibration damper speed signal.

[0076] In some further specific embodiments, determining the working state of the dual-valve continuous damping control vibration damper based on the vibration damper speed signal specifically includes: when the vibration damper speed signal is confirmed to be negative, the working state of the dual-valve continuous damping control vibration damper is determined to be a compression motion working state; when the vibration damper speed signal is confirmed to be positive, the working state of the dual-valve continuous damping control vibration damper is determined to be a tension motion working state.

[0077] When the vehicle is normally level, the designed height H is 0. When the dual-valve continuous damping control shock absorber is in extension motion, the wheel bounces downwards; at this time, the H value is negative, and therefore the shock absorber speed signal is negative. When the dual-valve continuous damping control shock absorber is in extension motion, the wheel bounces upwards; at this time, the H value is positive, and therefore the shock absorber speed signal is positive. Based on this rule, the operating state of the dual-valve continuous damping control shock absorber can be determined by the sign of the shock absorber speed signal.

[0078] Step 3: Determine the parameters to be input into the damping force calculation model for calculation based on the working state of the dual-valve continuous damping control vibration damper. These parameters are denoted as target parameters.

[0079] Once the intelligent device determines the operating state of the dual-valve continuous damping control vibration damper, it can decide which parameters to select and input into the damping force calculation model based on the operating state of the dual-valve continuous damping control vibration damper.

[0080] Among them, the damping force calculation model is an existing calculation model in the control algorithm of the dual-valve continuous damping control vibration damper, which can calculate the damping force of the dual-valve continuous damping control vibration damper.

[0081] Specifically, the parameters input to the damping force calculation model for calculation based on the working state of the dual-valve continuous damping control shock absorber include: when the working state of the dual-valve continuous damping control shock absorber is determined to be a tensile motion working state, the parameters input to the damping force calculation model for calculation are: the actual velocity signal of the shock absorber in the tensile direction, the predicted velocity signal of the shock absorber in the compression direction, the wheel acceleration signal, and the wheel jerk signal.

[0082] When the working state of the dual-valve continuous damping control shock absorber is determined to be the compression motion working state, the parameters input to the damping force calculation model are determined to be: the shock absorber tension direction velocity prediction signal, the shock absorber compression direction actual velocity signal, the wheel acceleration signal, and the wheel jerk signal.

[0083] The formula for calculating the predicted velocity signal in the tensile direction of the damper is as follows:

[0084] ;

[0085] The formula for calculating the predicted velocity signal in the compression direction of the vibration damper is as follows:

[0086] ;

[0087] This is represented as the predicted velocity signal in the tensile direction of the vibration damper. This is represented as the predicted velocity signal in the compression direction of the vibration damper. This represents the actual velocity signal in the tension direction of the shock absorber. This represents the actual velocity signal in the compression direction of the shock absorber. This represents the high-frequency amplitude of the vibration damper speed signal. This represents the low-frequency amplitude of the vibration damper speed signal. The high-frequency signal frequency is represented as the vibration damper speed signal. The low-frequency signal frequency is represented as the vibration damper speed signal. This is expressed as the damping force delay time. This is represented as the initial phase angle of the high-frequency signal. This represents the initial phase angle of the low-frequency signal. The frequency of the high-frequency signal is greater than or equal to 20Hz. The frequency of the low-frequency signal is less than 20Hz. The true velocity signals in the compression direction and tension direction of the vibration damper are obtained by decomposing the vibration damper velocity signal.

[0088] The method for obtaining the wheel acceleration signal includes: acquiring the acceleration signal of the vehicle body in the vertical direction and acquiring the shock absorber speed signal; and obtaining the wheel acceleration signal based on the acceleration signal of the vehicle body in the vertical direction and the shock absorber speed signal.

[0089] in, ;

[0090] Represented as wheel acceleration signal, unit: ; This is represented as the acceleration signal of the vehicle body in the vertical direction, in units of... ; Expressed as the time derivative of the vibration damper speed signal, in units of .

[0091] The method for obtaining the wheel jerk signal includes: acquiring the wheel acceleration signal, and obtaining the wheel jerk signal based on the wheel acceleration signal.

[0092] in, ;

[0093] Represented as wheel jerk signal, unit: ; Expressed as the time derivative of the wheel acceleration signal, in units of .

[0094] Step 4: After receiving the target parameters, the damping force calculation model can calculate the damping force required by the dual-valve continuous damping control vibration damper based on the target parameters. This damping force is then used to control the dual-valve continuous damping control vibration damper, thereby improving its response speed.

[0095] This invention, based on the operating state of the vibration damper, uses predicted signals of the damper's tensile and compressive directions to anticipate the inconsistency in damping force resulting from the transition from the tensile stroke to the restoring stroke, or vice versa. This allows for the selection of appropriate parameters for calculation, thereby further improving the response speed of the dual-valve continuous damping control vibration damper.

[0096] refer to Figure 2 , Figure 2 This is a schematic diagram of the dual-valve vibration damper control device.

[0097] On the other hand, a dual-valve vibration damper control device is provided, comprising: a processor and a memory, the memory being used to store a computer-readable program. When the computer-readable program is executed by the processor, the processor causes the processor to implement the dual-valve vibration damper control method as described in any of the above technical solutions.

[0098] Those skilled in the art will understand that all or some of the steps and systems in the methods disclosed above can be implemented as software, firmware, hardware, and suitable combinations thereof. Some or all of the physical components can be implemented as software executed by a processor, such as a central processing unit, digital signal processor, or microprocessor, or as hardware, or as an integrated circuit, such as an application-specific integrated circuit. Such software can be distributed on a computer-readable medium, which can include computer storage media (or non-transitory media) and communication media (or transient media). As is known to those skilled in the art, the term computer storage media includes volatile and non-volatile, removable and non-removable media implemented in any method or technology for storing information (such as computer-readable instructions, data structures, program modules, or other data). Computer storage media includes, but is not limited to, RAM, ROM, EEPROM, flash memory or other memory technologies, CD-ROM, digital versatile disc (DVD) or other optical disc storage, magnetic cartridges, magnetic tape, disk storage or other magnetic storage devices, or any other medium that can be used to store desired information and is accessible to a computer. As is known to those skilled in the art, communication media typically contain computer-readable instructions, data structures, program modules, or other data in modulated data signals such as carrier waves or other transmission mechanisms, and may include any information delivery medium.

[0099] refer to Figure 3 , Figure 3 This is a schematic diagram of the system structure of a dual-valve vibration damper control system.

[0100] A dual-valve vibration damper control system is provided, comprising: a first determining module, a second determining module, and a decision module. The first determining module is used to determine the vibration damper speed signal of the dual-valve continuous damping control vibration damper.

[0101] When the first determining module controls the dual-valve continuous damping control shock absorber, it first acquires the shock absorber speed signal of the dual-valve continuous damping control shock absorber in the current vehicle.

[0102] The shock absorber speed signal refers to a parameter reflecting the position of the shock absorber, obtained by calculating the relative speed of the vehicle body and wheels using a leverage ratio. In some further specific embodiments, the method for obtaining the shock absorber speed signal specifically includes: a first determining module acquiring a vehicle body height change signal via the vehicle's bus, wherein the vehicle height change signal is obtained by the vehicle's corresponding sensors by collecting the distance between the vehicle body and the wheels during movement. In addition to obtaining the vehicle height change signal, the intelligent device also needs to obtain the shock absorber leverage ratio, which is a pre-set attribute coefficient whose value is related to the mounting structure of the wheels, vehicle body, and shock absorber.

[0103] After acquiring the shock absorber lever ratio and vehicle height change signals, the first determining module can calculate the shock absorber speed signal based on these signals.

[0104] The result is obtained through the following calculation formula:

[0105] ;

[0106] In the formula, This is represented as the vibration damper speed signal, in units of... ; This is indicated as a signal indicating a change in vehicle height. This is expressed as the time derivative of the vehicle height change signal, in units of... ; This represents the damper lever ratio and has no unit.

[0107] The second determining module is used to determine the operating state of the dual-valve continuous damping control vibration damper based on the vibration damper speed signal.

[0108] Once the second determining module obtains the vibration damper speed signal, it can determine the operating state of the dual-valve continuous damping control vibration damper based on this signal. There are two operating states for the dual-valve continuous damping control vibration damper: the first is the tensile motion operating state; the second is the compressive motion operating state. Since the directions of motion of the dual-valve continuous damping control vibration damper are opposite in the tensile and compressive motion operating states, this is reflected in the opposite direction of the vibration damper speed signal. Therefore, the operating state of the dual-valve continuous damping control vibration damper can be determined by the direction of the vibration damper speed signal.

[0109] In some further specific embodiments, determining the working state of the dual-valve continuous damping control vibration damper based on the vibration damper speed signal specifically includes: when the vibration damper speed signal is confirmed to be negative, the working state of the dual-valve continuous damping control vibration damper is determined to be a compression motion working state; when the vibration damper speed signal is confirmed to be positive, the working state of the dual-valve continuous damping control vibration damper is determined to be a tension motion working state.

[0110] When the vehicle is normally level, the designed height H is 0. When the dual-valve continuous damping control shock absorber is in extension motion, the wheel bounces downwards; at this time, the H value is negative, and therefore the shock absorber speed signal is negative. When the dual-valve continuous damping control shock absorber is in extension motion, the wheel bounces upwards; at this time, the H value is positive, and therefore the shock absorber speed signal is positive. Based on this rule, the operating state of the dual-valve continuous damping control shock absorber can be determined by the sign of the shock absorber speed signal.

[0111] The decision module is used to determine the parameters input to the damping force calculation model for calculation based on the working state of the dual-valve continuous damping control vibration damper. These parameters are denoted as target parameters.

[0112] Once the decision module determines the operating state of the dual-valve continuous damping control vibration damper, it can then determine which parameters to select and input into the damping force calculation model for calculation based on the operating state of the dual-valve continuous damping control vibration damper.

[0113] Specifically, the parameters input to the damping force calculation model for calculation based on the working state of the dual-valve continuous damping control shock absorber include: when the working state of the dual-valve continuous damping control shock absorber is determined to be a tensile motion working state, the parameters input to the damping force calculation model for calculation are: the actual velocity signal of the shock absorber in the tensile direction, the predicted velocity signal of the shock absorber in the compression direction, the wheel acceleration signal, and the wheel jerk signal.

[0114] When the working state of the dual-valve continuous damping control shock absorber is determined to be the compression motion working state, the parameters input to the damping force calculation model are determined to be: the shock absorber tension direction velocity prediction signal, the shock absorber compression direction actual velocity signal, the wheel acceleration signal, and the wheel jerk signal.

[0115] The formula for calculating the predicted velocity signal in the tensile direction of the damper is as follows:

[0116] ;

[0117] The formula for calculating the predicted velocity signal in the compression direction of the vibration damper is as follows:

[0118] ;

[0119] This is represented as the predicted velocity signal in the tensile direction of the vibration damper. This is represented as the predicted velocity signal in the compression direction of the vibration damper. This represents the actual velocity signal in the tension direction of the shock absorber. This represents the actual velocity signal in the compression direction of the shock absorber. This represents the high-frequency amplitude of the vibration damper speed signal. This represents the low-frequency amplitude of the vibration damper speed signal. The high-frequency signal frequency is represented as the vibration damper speed signal. The low-frequency signal frequency is represented as the vibration damper speed signal. This is expressed as the damping force delay time. This is represented as the initial phase angle of the high-frequency signal. This represents the initial phase angle of the low-frequency signal. The frequency of the high-frequency signal is greater than or equal to 20Hz. The frequency of the low-frequency signal is less than 20Hz. The true velocity signals in the compression direction and tension direction of the vibration damper are obtained by decomposing the vibration damper velocity signal.

[0120] The method for obtaining the wheel acceleration signal includes: acquiring the acceleration signal of the vehicle body in the vertical direction and acquiring the shock absorber speed signal; and obtaining the wheel acceleration signal based on the acceleration signal of the vehicle body in the vertical direction and the shock absorber speed signal.

[0121] in, ;

[0122] Represented as wheel acceleration signal, unit: ; This is represented as the acceleration signal of the vehicle body in the vertical direction, in units of... ; Expressed as the time derivative of the vibration damper speed signal, in units of .

[0123] The method for obtaining the wheel jerk signal includes: acquiring the wheel acceleration signal, and obtaining the wheel jerk signal based on the wheel acceleration signal.

[0124] in, ;

[0125] Represented as wheel jerk signal, unit: ; Expressed as the time derivative of the wheel acceleration signal, in units of .

[0126] After receiving the target parameters, the damping force calculation model can calculate the damping force required by the dual-valve continuous damping control vibration damper, and then use this damping force to control the vibration damper. This improves the response speed of the dual-valve continuous damping control vibration damper.

[0127] refer to Figure 4 , Figure 4 This is a schematic diagram of the module structure of the dual-valve vibration damper control module.

[0128] Another aspect of the present invention provides a dual-valve shock absorber control module, comprising: a shock absorber speed signal calculation module, a wheel acceleration and wheel jerk calculation module, a shock absorber motion characteristic estimation module, a state monitoring module, an input parameter arbitration module, a damping force calculation model, and a control current calculation module.

[0129] The shock absorber speed signal calculation module is used to acquire the vehicle height change signal and calculate the built-in shock absorber lever ratio to obtain the shock absorber speed signal.

[0130] In the vibration damper speed signal calculation module, the vibration damper speed signal is calculated as follows:

[0131] ;

[0132] in, This is represented as the vibration damper speed signal, in units of... ; This is indicated as a signal indicating a change in vehicle height. This is expressed as the time derivative of the vehicle height change signal, in units of... ; This represents the damper lever ratio and has no unit.

[0133] The wheel acceleration and wheel jerk calculation module is used to: acquire the acceleration signal of the vehicle body in the vertical direction and acquire the shock absorber speed signal; obtain the wheel acceleration signal based on the acceleration signal of the vehicle body in the vertical direction and the shock absorber speed signal, and calculate the wheel jerk signal based on the wheel acceleration signal.

[0134] In the wheel acceleration and wheel jerk calculation module, the calculation of the wheel acceleration signal includes the following:

[0135] ;

[0136] Represented as wheel acceleration signal, unit: ; This is represented as the acceleration signal of the vehicle body in the vertical direction, in units of... ; Expressed as the time derivative of the vibration damper speed signal, in units of .

[0137] In the wheel acceleration and wheel jerk calculation module, the calculation of the wheel jerk signal includes the following:

[0138] ;

[0139] in, Represented as wheel jerk signal, unit: ; Expressed as the time derivative of the wheel acceleration signal, in units of .

[0140] The vibration damper motion characteristic estimation module is used to: calculate the vibration damper tension direction velocity prediction signal and the vibration damper compression direction velocity prediction signal based on the vibration damper velocity signal, respectively.

[0141] The status monitoring module is used to determine the working state of the dual-valve continuous damping control vibration damper based on the vibration damper speed signal. The working state of the dual-valve continuous damping control vibration damper is either a tensile working state or a compression working state.

[0142] The input parameter arbitration module is used to determine the parameters to be input to the damping force calculation module for calculation based on the working state of the dual-valve continuous damping control vibration damper. These parameters are denoted as target parameters.

[0143] When the working state of the dual-valve continuous damping control shock absorber is determined to be the tensile motion working state, the parameters input to the damping force calculation model are determined as follows: the parameter in the tensile direction is the actual velocity signal of the shock absorber in the tensile direction, and the parameter in the compression direction is the predicted velocity signal of the shock absorber in the compression direction, the wheel acceleration signal, and the wheel jerk signal.

[0144] When the working state of the dual-valve continuous damping control shock absorber is determined to be the compression motion working state, the parameters input to the damping force calculation model are determined as follows: the parameter in the tension direction is the predicted velocity signal of the shock absorber in the tension direction, and the parameter in the compression direction is the actual velocity signal of the shock absorber in the compression direction, the wheel acceleration signal, and the wheel jerk signal.

[0145] The formula for calculating the predicted velocity signal in the tensile direction of the damper is as follows:

[0146] ;

[0147] The formula for calculating the predicted velocity signal in the compression direction of the vibration damper is as follows:

[0148] ;

[0149] This is represented as the predicted velocity signal in the tensile direction of the vibration damper. This is represented as the predicted velocity signal in the compression direction of the vibration damper. This represents the actual velocity signal in the tension direction of the shock absorber. This represents the actual velocity signal in the compression direction of the shock absorber. This represents the high-frequency amplitude of the vibration damper speed signal. This represents the low-frequency amplitude of the vibration damper speed signal. The high-frequency signal frequency is represented as the vibration damper speed signal. The low-frequency signal frequency is represented as the vibration damper speed signal. This is expressed as the damping force delay time. This is represented as the initial phase angle of the high-frequency signal. This represents the initial phase angle of the low-frequency signal. The frequency of the high-frequency signal is greater than or equal to 20Hz, and the frequency of the low-frequency signal is less than 20Hz.

[0150] The true velocity signals in the compression direction and tension direction of the damper are obtained by decomposing the damper velocity signal.

[0151] The damping force calculation module is used to calculate the damping force required by the dual-valve continuous damping control vibration damper based on the target parameters through the damping force calculation model. The damping force is denoted as the target damping force.

[0152] The control current calculation module is used to output a current signal to control the dual-valve continuous damping control vibration damper based on the target damping force.

[0153] In another aspect, the present invention provides a vehicle wherein the vehicle integrates a dual-valve shock absorber control system as described in any of the above specific embodiments.

[0154] On the other hand, a computer-readable storage medium is provided, wherein a processor-executable program is stored, which, when executed by a processor, is used to implement the dual-valve damper control method as described in any of the above specific embodiments.

[0155] This application also discloses a computer program product, including a computer program or computer instructions, which are stored in a computer-readable storage medium. The processor of the computer device reads the computer program or computer instructions from the computer-readable storage medium and executes the computer program or computer instructions, causing the computer device to perform the dual-valve vibration damper control method as described in any of the preceding embodiments.

[0156] The terms “first,” “second,” “third,” “fourth,” etc. (if present) in the specification and accompanying drawings of this application are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such data can be interchanged where appropriate so that the embodiments of this application described herein can be implemented, for example, in orders other than those illustrated or described herein. Furthermore, the terms “comprising” and “having,” and any variations thereof, are intended to cover a non-exclusive inclusion; for example, a process, method, system, product, or apparatus that comprises a series of steps or units is not necessarily limited to those steps or units explicitly listed, but may include other steps or units not explicitly listed or inherent to such processes, methods, products, or apparatuses.

[0157] It should be understood that in this application, "at least one (item)" means one or more, and "more than" means two or more. "And / or" is used to describe the relationship between related objects, indicating that three relationships can exist. For example, "A and / or B" can represent three cases: only A exists, only B exists, and both A and B exist simultaneously, where A and B can be singular or plural. The character " / " generally indicates that the preceding and following related objects are in an "or" relationship. "At least one (item) of the following" or similar expressions refer to any combination of these items, including any combination of single or plural items. For example, at least one (item) of a, b, or c can represent: a, b, c, "a and b", "a and c", "b and c", or "a and b and c", where a, b, and c can be single or multiple.

[0158] In the several embodiments provided in this application, it should be understood that the disclosed systems, apparatuses, and methods can be implemented in other ways. For example, the apparatus 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 system, or some features may be ignored or not executed. Furthermore, the coupling or direct coupling or communication connection shown or discussed may be indirect coupling or communication connection through some interfaces, apparatuses, or units, and may be electrical, mechanical, or other forms.

[0159] The units described as separate components may or may not be physically separate. The components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple network units. Some or all of the units can be selected to achieve the purpose of this embodiment according to actual needs.

[0160] Furthermore, the functional units in the various embodiments of this application can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit. The integrated unit can be implemented in hardware or as a software functional unit.

[0161] If the integrated unit is implemented as a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of this application, in essence, or the part that contributes to the prior art, or all or part of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods described in the various embodiments of this application. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, portable hard drives, read-only memory (ROM), random access memory (RAM), magnetic disks, or optical disks.

[0162] Although the description of this application has been quite detailed and particularly focused on several of the described embodiments, it is not intended to limit itself to any of these details or embodiments or any particular embodiment. Rather, it should be considered as effectively covering the intended scope of this application by referring to the appended claims and taking into account the prior art, which provides for a broad possible interpretation of these claims. Furthermore, the foregoing description of this application with respect to embodiments foreseeable by the inventors is intended to provide a useful description, and non-substantial modifications to this application that have not yet been foreseen may still represent equivalent modifications.

Claims

1. A twin valve shock absorber control method characterized by, The method comprises: determining a shock absorber speed signal of a double-valve continuous damping control shock absorber; determining a working state of the double-valve continuous damping control shock absorber according to the shock absorber speed signal; determining a parameter input into a damping force calculation model for calculation according to the working state of the double-valve continuous damping control shock absorber, the parameter being referred to as a target parameter; so that the damping force calculation model calculates a damping force required by the double-valve continuous damping control shock absorber according to the target parameter, and the double-valve continuous damping control shock absorber is controlled through the damping force; wherein the working state of the double-valve continuous damping control shock absorber is a tensile motion working state or a compression motion working state; the parameter input into the damping force calculation model for calculation according to the working state of the double-valve continuous damping control shock absorber specifically comprises: when it is determined that the working state of the double-valve continuous damping control shock absorber is the tensile motion working state, the parameters input into the damping force calculation model for calculation are: a shock absorber tensile direction speed real signal in the tensile direction, a shock absorber compression direction speed prediction signal in the compression direction, a wheel acceleration signal and a wheel jerk signal; when it is determined that the working state of the double-valve continuous damping control shock absorber is the compression motion working state, the parameters input into the damping force calculation model for calculation are: a shock absorber tensile direction speed prediction signal in the tensile direction, a shock absorber compression direction speed real signal in the compression direction, a wheel acceleration signal and a wheel jerk signal; wherein a calculation formula of the shock absorber tensile direction speed prediction signal is: ； a calculation formula of the shock absorber compression direction speed prediction signal is: ； denotes a damper extension direction velocity prediction signal, denotes a damper compression direction velocity prediction signal, denotes a damper extension direction real velocity signal, denotes a damper compression direction real velocity signal, denotes a high frequency amplitude of the damper velocity signal, denotes a low frequency amplitude of the damper velocity signal, denotes a high frequency signal frequency of the damper velocity signal, denotes a low frequency signal frequency of the damper velocity signal, denotes a damping force delay time, denotes a high frequency signal initial phase angle, denotes a low frequency signal initial phase angle, the frequency of the high frequency signal is greater than or equal to 20 Hz, and the frequency of the low frequency signal is less than 20 Hz; the shock absorber compression direction real speed signal and the shock absorber tensile direction real speed signal are obtained by decomposing the shock absorber speed signal.

2. A dual valve shock absorber control method according to claim 1, characterized by, The determination of the shock absorber speed signal of the double-valve continuous damping control shock absorber specifically comprises: obtaining a shock absorber lever ratio and a vehicle body height change signal, and obtaining the shock absorber speed signal according to the shock absorber lever ratio and the vehicle body height change signal; wherein ; denoted as damper velocity signal, unit ; denoted as body height change signal; denoted as derivative of body height change signal over time, unit ; denoted as damper lever ratio, unitless.

3. A dual valve shock absorber control method according to claim 1, characterized by, the method for obtaining the wheel acceleration signal comprises: obtaining an acceleration signal of the vehicle body in the vertical direction, and obtaining the shock absorber speed signal; and obtaining the wheel acceleration signal according to the acceleration of the vehicle body in the vertical direction and the shock absorber speed signal; wherein ; is expressed as a wheel acceleration signal in units of g ; is expressed as a body acceleration signal in the vertical direction in units of g ; is expressed as a derivative of the damper velocity signal with respect to time in units of g / s .

4. A twin valve shock absorber control method according to claim 3, characterized by, the method for obtaining the wheel jerk signal comprises: obtaining the wheel acceleration signal, and obtaining the wheel jerk signal according to the wheel acceleration signal; wherein ; is expressed as a wheel jerk signal in units of ; is expressed as a wheel acceleration signal as a derivative over time in units of .

5. The dual valve shock absorber control method of claim 1, wherein, the determination of the working state of the double-valve continuous damping control shock absorber according to the shock absorber speed signal specifically comprises: when it is determined that the shock absorber speed signal is negative, it is determined that the working state of the double-valve continuous damping control shock absorber is the compression motion working state; when it is determined that the shock absorber speed signal is positive, it is determined that the working state of the double-valve continuous damping control shock absorber is the tensile motion working state.

6. A twin valve shock absorber control device characterized by comprising: The method comprises: a processor; a memory for storing a computer readable program; when the computer readable program is executed by the processor, the processor implements the double-valve shock absorber control method according to any one of claims 1-5.

7. A twin valve shock absorber control system characterized by, The method comprises: a first determination module, a second determination module and a determination module; The first determining module is configured to determine a shock absorber speed signal of the double-valve continuous damping control shock absorber; The second determining module is configured to determine a working state of the double-valve continuous damping control shock absorber according to the shock absorber speed signal; The determining module is configured to determine a parameter input into a damping force calculation model for calculation according to the working state of the double-valve continuous damping control shock absorber, and the parameter is referred to as a target parameter; so that the damping force calculation model calculates a damping force required by the double-valve continuous damping control shock absorber according to the target parameter, and the double-valve continuous damping control shock absorber is controlled through the damping force; The working state of the double-valve continuous damping control shock absorber is a tensile motion working state or a compression motion working state; The parameter input into the damping force calculation model for calculation according to the working state of the double-valve continuous damping control shock absorber specifically includes: When the working state of the double-valve continuous damping control shock absorber is determined to be the tensile motion working state, the parameters input into the damping force calculation model for calculation are: a real shock absorber tensile direction speed signal in the tensile direction, a predicted shock absorber compression direction speed signal in the compression direction, a wheel acceleration signal and a wheel jerk signal; When the working state of the double-valve continuous damping control shock absorber is determined to be the compression motion working state, the parameters input into the damping force calculation model for calculation are: a predicted shock absorber tensile direction speed signal in the tensile direction, a real shock absorber compression direction speed signal in the compression direction, a wheel acceleration signal and a wheel jerk signal; The calculation formula of the predicted shock absorber tensile direction speed signal is: ； The calculation formula of the real shock absorber compression direction speed signal is: ； denotes a damper extension direction velocity prediction signal, denotes a damper compression direction velocity prediction signal, denotes a damper extension direction real velocity signal, denotes a damper compression direction real velocity signal, denotes a high frequency amplitude of the damper velocity signal, denotes a low frequency amplitude of the damper velocity signal, denotes a high frequency signal frequency of the damper velocity signal, denotes a low frequency signal frequency of the damper velocity signal, denotes a damping force delay time, denotes a high frequency signal initial phase angle, denotes a low frequency signal initial phase angle, the high frequency signal having a frequency greater than or equal to 20 Hz, and the low frequency signal having a frequency less than 20 Hz; the damper compression direction real velocity signal and the damper extension direction real velocity signal being derived from the damper velocity signal.

8. A twin valve shock absorber control module characterized by, The damping force calculation model and the control current calculation module are included; The shock absorber speed signal calculation module is configured to obtain a vehicle body height change signal, and calculate a shock absorber lever ratio to obtain a shock absorber speed signal; The wheel acceleration and wheel jerk calculation module is configured to: obtain an acceleration signal of the vehicle body in the vertical direction, and obtain the shock absorber speed signal; obtain a wheel acceleration signal according to the acceleration of the vehicle body in the vertical direction and the shock absorber speed signal, and obtain a wheel jerk signal according to the wheel acceleration signal; The shock absorber motion characteristic estimation module is configured to: calculate a predicted shock absorber tensile direction speed signal and a real shock absorber compression direction speed signal according to the shock absorber speed signal; The state monitoring module is configured to determine a working state of the double-valve continuous damping control shock absorber according to the shock absorber speed signal, wherein the working state of the double-valve continuous damping control shock absorber is a tensile working state or a compression working state; The input parameter arbitration module is configured to determine a parameter input into the damping force calculation model for calculation according to the working state of the double-valve continuous damping control shock absorber, and the parameter is referred to as a target parameter; ​ The damping force calculation module is configured to calculate a damping force required by the double-valve continuous damping control shock absorber according to the target parameter through a damping force calculation model, and the damping force is denoted as a target damping force; The control current calculation module is configured to output a current signal for controlling the double-valve continuous damping control shock absorber according to the target damping force; The parameters input into the damping force calculation model for calculation according to the working state of the double-valve continuous damping control shock absorber include: When it is determined that the working state of the double-valve continuous damping control shock absorber is a tensile motion working state, it is determined that the parameters input into the damping force calculation model for calculation are: a real signal of a shock absorber tensile direction velocity in the tensile direction, a predicted signal of a shock absorber compression direction velocity in the compression direction, a wheel acceleration signal and a wheel jerk signal; When it is determined that the working state of the double-valve continuous damping control shock absorber is a compression motion working state, it is determined that the parameters input into the damping force calculation model for calculation are: a predicted signal of a shock absorber tensile direction velocity in the tensile direction, a real signal of a shock absorber compression direction velocity in the compression direction, a wheel acceleration signal and a wheel jerk signal; The calculation formula of the predicted signal of the shock absorber tensile direction velocity is: ； The calculation formula of the predicted signal of the shock absorber compression direction velocity is: ； denotes the damper extension direction velocity prediction signal, denotes the damper compression direction velocity prediction signal, denotes the damper extension direction real velocity signal, denotes the damper compression direction real velocity signal, denotes the high frequency amplitude of the damper velocity signal, denotes the low frequency amplitude of the damper velocity signal, denotes the high frequency signal frequency of the damper velocity signal, denotes the low frequency signal frequency of the damper velocity signal, denotes the damper force delay time, denotes the high frequency signal initial phase angle, denotes the low frequency signal initial phase angle, the frequency of the high frequency signal is greater than or equal to 20 Hz, and the frequency of the low frequency signal is less than 20 Hz; The real signal of the shock absorber compression direction velocity and the real signal of the shock absorber tensile direction velocity are obtained by decomposing a shock absorber velocity signal.

9. A vehicle characterized by comprising: The double-valve shock absorber control system of claim 7 is integrated.

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