Vibration damper control methods, vibration damper control systems, equipment, media, and vehicles

Abstract

This application provides a shock absorber control method, a shock absorber control system, equipment, medium, and vehicle, relating to the field of vehicle technology. The shock absorber control method acquires vehicle speed signals, accelerator pedal opening signals, and vehicle stability control signals; calculates the accelerator pedal opening change rate based on the target accelerator pedal opening; determines a rapid acceleration state based on the target accelerator pedal opening and the accelerator pedal opening change rate; if the rapid acceleration state is active, determines the operating state based on the target vehicle speed and the vehicle stability control signal; determines a target control current based on the rapid acceleration state, the operating state, and the target accelerator pedal opening; adjusts the shock absorber damping value of the target vehicle based on the target control current, and controls the vehicle's pitch motion based on the adjusted shock absorber damping value. The shock absorber control method of this application can improve the suppression of vehicle pitch motion during rapid start-up or rapid acceleration, thereby improving vehicle comfort.

Description

Technical Field

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

[0002] Shock absorber control is a technology used to reduce mechanical vibration. It reduces vibration amplitude by adjusting the damping value of the shock absorber system and allows for control of vehicle pitch motion. Vehicle pitch motion control is a vehicle control technology that takes appropriate measures to reduce or eliminate the pitching or rolling motion of the vehicle body during braking. Pitch motion control reduces vehicle undulation during driving and lowers the vehicle's pitch angle, thus improving vehicle stability and safety, as well as passenger comfort.

[0003] Currently, for vehicles equipped with traditional or electronically controlled shock absorbers, the damping coefficient of the shock absorbers remains unchanged after adjustment. When the vehicle starts rapidly or accelerates quickly, the vehicle body experiences significant pitch movement, indicating a low effectiveness in suppressing this pitch movement, thus significantly impacting vehicle comfort. Therefore, developing a shock absorber control method that improves the suppression of pitch movement during rapid starts or accelerations is a key research focus. Summary of the Invention

[0004] The purpose of this invention is to at least partially solve one of the technical problems existing in the related art.

[0005] The main objective of this application is to provide a shock absorber control method, a shock absorber control system, equipment, medium, and vehicle. This shock absorber control method can improve the suppression of vehicle pitch motion during rapid start-up or rapid acceleration, thereby improving vehicle comfort.

[0006] To achieve the above objectives, one aspect of this application provides a vibration damper control method, the method comprising:

[0007] Acquire vehicle operation signal data of the target vehicle, wherein the vehicle operation signal data includes vehicle speed signal, accelerator pedal opening signal and vehicle stability control signal, the vehicle speed signal includes the target vehicle speed, and the accelerator pedal opening signal includes the target accelerator pedal opening;

[0008] The accelerator pedal opening change rate is calculated based on the target accelerator pedal opening;

[0009] The rapid acceleration state of the target vehicle is determined based on the target accelerator pedal opening and the rate of change of the accelerator pedal opening.

[0010] If the rapid acceleration state is active, the operating state of the target vehicle is determined based on the target vehicle speed and the vehicle stability control signal;

[0011] The target control current is determined based on the rapid acceleration state, the operating state, and the target accelerator pedal opening.

[0012] The damper damping value of the target vehicle is adjusted according to the target control current, and the vehicle body pitch motion is controlled according to the adjusted damper damping value.

[0013] In some embodiments, determining the rapid acceleration state of the target vehicle based on the target accelerator pedal opening and the rate of change of the accelerator pedal opening includes:

[0014] The target accelerator pedal opening degree is numerically compared with a preset opening threshold to obtain a first comparison result;

[0015] The accelerator pedal opening change rate is numerically compared with a preset opening change rate threshold to obtain a second comparison result;

[0016] The rapid acceleration state of the target vehicle is determined based on the first comparison result and the second comparison result.

[0017] In some embodiments, determining the operating state of the target vehicle based on the target vehicle speed and the vehicle stability control signal includes:

[0018] If the target vehicle speed is less than a preset vehicle speed threshold, the operating state of the target vehicle is determined based on the vehicle stability control signal; or,

[0019] If the target vehicle speed is greater than or equal to the preset vehicle speed threshold, the operating state of the target vehicle is determined to be a normal driving state.

[0020] In some embodiments, determining the operating state of the target vehicle based on the vehicle stability control signal includes:

[0021] The vehicle stability control status is obtained based on the vehicle stability control signal;

[0022] If the vehicle stability control state is the active state, the target vehicle's operating state is determined to be an abnormal driving state.

[0023] In some embodiments, the vehicle operation signal data further includes vehicle motion attitude change parameter signals, which include longitudinal acceleration parameter sub-signals and pitch angular velocity parameter sub-signals of the target vehicle. Determining the target control current based on the rapid acceleration state, the operating state, and the target accelerator pedal opening includes:

[0024] If the vehicle stability control state is inactive, the operating state is determined to be the starting state;

[0025] The signal weights corresponding to the accelerator pedal opening signal, the longitudinal acceleration parameter sub-signal, and the pitch angular velocity parameter sub-signal are obtained respectively.

[0026] Obtain the target longitudinal acceleration parameter corresponding to the longitudinal acceleration parameter sub-signal and the target pitch angular velocity parameter corresponding to the pitch angular velocity parameter sub-signal, and determine the target reference data from the target accelerator pedal opening, the target longitudinal acceleration parameter, and the target pitch angular velocity parameter according to the signal weight;

[0027] A target mapping table is determined based on the signal type of the target reference data, and the target reference data is matched according to the target mapping table to determine the target control current. The target mapping table includes the mapping relationship between the target reference data and the control current.

[0028] In some embodiments, determining the target control current based on the rapid acceleration state, the operating state, and the target accelerator pedal opening further includes:

[0029] If the operating state is the normal driving state, the current is calculated based on the target accelerator pedal opening to obtain the first control current;

[0030] The second control current is obtained by calculating the current based on the target longitudinal acceleration parameters;

[0031] The third control current is obtained by calculating the current based on the target pitch angular velocity parameters.

[0032] The target control current is determined based on the first control current, the second control current, and the third control current.

[0033] In some embodiments, the shock absorbers of the target vehicle include a front axle shock absorber and a rear axle shock absorber, the target control current includes a front axle control current corresponding to the front axle shock absorber and a rear axle control current corresponding to the rear axle shock absorber, and determining the target control current based on the rapid acceleration state, the operating state, and the target accelerator pedal opening includes:

[0034] If the operating state is the abnormal driving state, obtain the minimum control current and maximum control current of the target vehicle;

[0035] The front axle control current corresponding to the front axle damper is set to the minimum control current, and the rear axle control current corresponding to the rear axle damper is set to the maximum control current.

[0036] In some embodiments, before determining the operating state of the target vehicle based on the target vehicle speed and the vehicle stability control signal, the method further includes:

[0037] Acquire candidate accelerator pedal opening and candidate activation control time of the rapid acceleration state. The candidate accelerator pedal opening is used to characterize the accelerator pedal opening corresponding to the accelerator pedal opening signal acquired after the acquisition time of the target accelerator pedal opening.

[0038] If the candidate accelerator pedal opening is greater than or equal to a preset opening threshold, the candidate activation control time and the preset time threshold are numerically compared to obtain a third comparison result.

[0039] The rapid acceleration state is updated based on the third comparison result.

[0040] To achieve the above objectives, another aspect of this application provides a vibration damper control system, the system comprising:

[0041] The acquisition unit is used to acquire vehicle operation signal data of the target vehicle, wherein the vehicle operation signal data includes vehicle speed signal, accelerator pedal opening signal and vehicle stability control signal, the vehicle speed signal includes the target vehicle speed, and the accelerator pedal opening signal includes the target accelerator pedal opening.

[0042] The calculation unit is used to calculate the rate of change of the accelerator pedal opening based on the target accelerator pedal opening, and obtain the rate of change of the accelerator pedal opening.

[0043] The first state determination unit is used to determine the rapid acceleration state of the target vehicle based on the target accelerator pedal opening and the accelerator pedal opening change rate.

[0044] The second state determination unit is used to determine the operating state of the target vehicle based on the target vehicle speed and the vehicle stability control signal if the rapid acceleration state is an active state.

[0045] A current determination unit is used to determine a target control current based on the rapid acceleration state, the operating state, and the target accelerator pedal opening.

[0046] The control unit is used to adjust the damping value of the shock absorber of the target vehicle according to the target control current, and to control the pitch motion of the target vehicle according to the adjusted damping value.

[0047] To achieve the above objectives, another aspect of this application provides an electronic device, comprising:

[0048] At least one processor;

[0049] At least one memory for storing at least one program;

[0050] When the at least one program is executed by the at least one processor, the at least one processor implements a damper control method as described above.

[0051] To achieve the above objectives, another aspect of the embodiments of this application provides a computer-readable storage medium storing a computer program that, when executed by a processor, implements a vibration damper control method as described above.

[0052] To achieve the above objectives, another aspect of the present application provides a vehicle that includes a shock absorber control system as described in the other aspect above.

[0053] This application provides a shock absorber control method, control system, equipment, medium, and vehicle. It determines the rapid acceleration state of a target vehicle by using the target accelerator pedal opening and the corresponding rate of change of accelerator pedal opening. Based on the activation status of the rapid acceleration state, it further determines the operating state of the target vehicle according to the target vehicle speed and vehicle stability control signal. Then, based on the rapid acceleration state, operating state, and target accelerator pedal opening, it determines a target control current for adjusting the damping value of the target vehicle's shock absorber, thereby achieving shock absorber control and ultimately controlling the vehicle's pitch motion. Therefore, compared to related technologies that simply combine the rate of change of pedal opening for power compensation, which has a poor effect on suppressing vehicle pitch motion during rapid start-up or rapid acceleration, this application can determine the operating state by using the activation status of the rapid acceleration state. This allows for accurate and automatic determination of whether the vehicle is in a rapid start-up or rapid acceleration condition. Furthermore, by combining the rapid acceleration state, operating state, and target accelerator pedal opening to determine the target control current, it improves the suppression of vehicle pitch motion during rapid start-up or rapid acceleration and enhances vehicle comfort. Attached Figure Description

[0054] The above and / or additional aspects and advantages of this application will become apparent and readily understood from the description of the embodiments taken in conjunction with the following drawings, in which:

[0055] Figure 1 This is a flowchart of a vibration damper control method provided in an embodiment of this application;

[0056] Figure 2 This is a schematic diagram of a structure for acquiring signal data provided in an embodiment of this application;

[0057] Figure 3 yes Figure 1 A detailed flowchart of step S130;

[0058] Figure 4 This is a specific flowchart of determining the operating status of a target vehicle provided in an embodiment of this application;

[0059] Figure 5 yes Figure 1 The first detailed flowchart of step S150;

[0060] Figure 6 yes Figure 1 The second detailed flowchart of step S150;

[0061] Figure 7 yes Figure 1 The third detailed flowchart of step S150;

[0062] Figure 8 This is another flowchart of the vibration damper control method provided in the embodiments of this application;

[0063] Figure 9 This is a detailed flowchart illustrating the vibration damper control method provided in the embodiments of this application;

[0064] Figure 10 This is a detailed flowchart illustrating how the vibration damper provided in this application exits control after being triggered into an active state;

[0065] Figure 11 This is a schematic diagram of a module structure of the vibration damper control system provided in an embodiment of this application;

[0066] Figure 12 This is a schematic diagram of the structure of an electronic device provided in an embodiment of this application. Detailed Implementation

[0067] To make the objectives, technical solutions, and advantages of this application clearer, the following detailed description is provided in conjunction with the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative of this application and are not intended to limit the scope of this application. The implementation methods described in the following exemplary embodiments do not represent all implementation methods consistent with the embodiments of this application; they are merely examples of apparatuses and methods consistent with some aspects of the embodiments of this application as detailed in the appended claims.

[0068] It is understood that the terms “first,” “second,” etc., used in this application may be used herein to describe various concepts, but unless otherwise stated, these concepts are not limited by these terms. These terms are only used to distinguish one concept from another. For example, without departing from the scope of the embodiments of this application, first information may also be referred to as second information, and similarly, second information may also be referred to as first information. Depending on the context, the words “if,” “when,” or “in response to a determination” as used herein may be interpreted as “when…” or “when…” or “in response to a determination.”

[0069] As used in this application, the terms "at least one", "multiple", "each", "any", etc., "at least one" includes one, two or more, "multiple" includes two or more, "each" refers to each of the corresponding multiples, and "any" refers to any one of the multiples.

[0070] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this application belongs. The terminology used herein is for the purpose of describing embodiments of this application only and is not intended to limit this application.

[0071] In the following description, specific details such as particular system architectures and techniques are set forth for illustrative purposes and not for limitation, in order to provide a thorough understanding of the embodiments of this application. However, those skilled in the art will understand that this application may also be implemented in other embodiments without these specific details. In other instances, detailed descriptions of well-known systems, apparatuses, circuits, and methods have been omitted so as not to obscure the description of this application with unnecessary detail.

[0072] To make the inventive concept of this application easy to understand, before describing the embodiments of this application in detail, the English abbreviations (terms) involved in the embodiments of this application will be explained first. The English abbreviations (terms) involved in the embodiments of this application are subject to the following interpretations.

[0073] Vehicle braking conditions: refers to the performance of a vehicle's braking system under specific conditions. These conditions include different road surface conditions (such as dry, wet, or icy), vehicle speed, load, and the operating status of the braking system (such as whether the anti-lock braking system ABS is activated).

[0074] Shock absorber damping force: This refers to the damping force generated by the shock absorber during actual operation. The magnitude and variation of the shock absorber damping force have a significant impact on the ride comfort and stability of the vehicle.

[0075] Shock absorber damping value: This refers to the damping value that a shock absorber can provide under specific conditions (such as temperature, pressure, etc.). The magnitude of the shock absorber damping value determines its effectiveness in suppressing vehicle vibrations. The larger the damping value, the stronger the shock absorber's ability to suppress vibrations. However, when the shock absorber damping value becomes too large, the connection between the two objects becomes rigid, and it no longer provides a buffering effect. Therefore, a larger shock absorber damping value is not always better.

[0076] An Inertial Measurement Unit (IMU) is a device that measures an object's three-axis attitude angles (or angular rates) and acceleration. An IMU typically contains three single-axis accelerometers and three single-axis gyroscopes. These sensors detect the object's acceleration signals along the three independent axes of the carrier's coordinate system and the angular velocity signals of the carrier relative to the navigation coordinate system. By measuring these physical quantities, the IMU can calculate the object's angular velocity and acceleration in three-dimensional space, thereby obtaining the object's trajectory.

[0077] The damping coefficient of a shock absorber is a crucial parameter for evaluating its performance, determining the energy it can absorb and dissipate during vibration. An excessively high damping coefficient can lead to instability in the vehicle during driving, such as nose-dive during braking and nose-up during acceleration. Therefore, the damping coefficient describes the shock absorber's ability to dissipate vibrational energy during vibration, while the damping value is the ratio of the damping force to the amplitude exhibited by the shock absorber at a specific speed.

[0078] Shock absorber control is a technology used to reduce mechanical vibration. It lowers the vibration amplitude by adjusting the system's damping and allows for control of vehicle pitch motion. Vehicle pitch motion control is a vehicle control technology that takes appropriate measures to reduce or eliminate the pitching or rolling motion of the vehicle body during braking. Pitch motion control reduces vehicle undulation during driving and lowers the vehicle's pitch angle, thus improving vehicle stability and safety, as well as passenger comfort.

[0079] Currently, for vehicles equipped with traditional shock absorbers, the damping coefficient of the shock absorbers remains unchanged after adjustment. During rapid start-up or acceleration, the vehicle body experiences significant pitch movement, indicating a low effectiveness in suppressing pitch and consequently impacting ride comfort. Furthermore, for vehicles equipped with electronically controlled shock absorbers, the damping force is mechanically increased during rapid start-up or acceleration, resulting in poor pitch suppression. Therefore, developing a shock absorber control method that improves pitch suppression during rapid start-up or acceleration is a key research focus.

[0080] Based on this, embodiments of this application provide a shock absorber control method, a shock absorber control system, equipment, medium, and vehicle, which can improve the suppression effect on vehicle pitch motion during rapid start-up or rapid acceleration, thereby improving vehicle comfort.

[0081] The shock absorber control method provided in this application can be applied to a terminal, a server, or software running on either a terminal or a server. In some embodiments, the terminal can be a smartphone, tablet, laptop, desktop computer, etc.; the server can be configured as an independent physical server, a server cluster or distributed system composed of multiple physical servers, or a cloud server providing basic cloud computing services such as cloud services, cloud databases, cloud computing, cloud functions, cloud storage, network services, cloud communication, middleware services, domain name services, security services, content delivery networks (CDN), and big data and artificial intelligence platforms; the software can be an application implementing the shock absorber control method, but is not limited to the above forms. Therefore, if the shock absorber control method provided in this application is applied to a server, the server can communicate with at least one vehicle-mounted terminal.

[0082] This application can be used in a wide variety of general-purpose or special-purpose computer system environments or configurations. Examples include: personal computers, server computers, handheld or portable devices, tablet devices, multiprocessor systems, microprocessor-based systems, set-top boxes, programmable consumer electronics, network personal computers (PCs), minicomputers, mainframe computers, and distributed computing environments including any of the above systems or devices. This application can be described in the general context of computer-executable instructions executed by a computer, such as program modules. Generally, program modules include routines, programs, objects, components, data structures, etc., that perform specific tasks or implement specific abstract data types. This application can also be practiced in distributed computing environments where tasks are performed by remote processing devices connected via a communication network. In distributed computing environments, program modules can reside in local and remote computer storage media, including storage devices.

[0083] Please see Figure 1 , Figure 1 This is an optional flowchart of the vibration damper control method provided in the embodiments of this application. Figure 1 The method described below may include, but is not limited to, steps S110 to S160. Figure 1 These six steps will be explained in detail.

[0084] Step S110: Obtain vehicle operation signal data of the target vehicle;

[0085] Step S120: Calculate the rate of change of accelerator pedal opening based on the target accelerator pedal opening to obtain the rate of change of accelerator pedal opening.

[0086] Step S130: Determine the rapid acceleration state of the target vehicle based on the target accelerator pedal opening and the rate of change of the accelerator pedal opening.

[0087] Step S140: If the rapid acceleration state is active, determine the operating state of the target vehicle based on the target vehicle speed and the vehicle stability control signal.

[0088] Step S150: Determine the target control current based on the rapid acceleration state, the running state, and the target accelerator pedal opening.

[0089] Step S160: Adjust the damping value of the target vehicle's shock absorber according to the target control current, and control the vehicle's pitch motion according to the adjusted damping value.

[0090] In step S110 of some embodiments, vehicle operation signal data is used to characterize the signal data continuously collected by the target vehicle during operation, and the vehicle operation signal data represents the sum of signals collected at the current moment. The vehicle operation signal data includes vehicle speed signal, accelerator pedal opening signal, and vehicle stability control signal.

[0091] It should be noted that the signals in this application (such as vehicle speed signals, accelerator pedal opening signals, etc.) may include the specific value of the signal and the corresponding acquisition time. For example, the vehicle speed signal of the target vehicle acquired at 10:00 AM may include the target vehicle speed at the current moment and the corresponding running time.

[0092] It should be noted that target vehicles are typically equipped with dedicated speed sensors to detect the rotational speed of the wheels or transmission. These sensors can be magnetoelectric, photoelectric, or other types, capable of converting rotational speed into an electrical signal. Furthermore, the target vehicle can obtain the actual target speed from the speed signal and display it to the driver on the speedometer. Figure 2 As shown, the vehicle speed signal of this application can be acquired through a CAN network located inside the target vehicle.

[0093] It should be noted that the accelerator pedal opening of the target vehicle refers to the angle or position at which the accelerator pedal is depressed, reflecting the driver's demand for vehicle acceleration. Accelerator pedal opening is typically expressed as a percentage, ranging from 0% (fully released) to 100% (fully depressed). Accelerator pedal opening is directly related to the vehicle's throttle control. When the driver depresses the accelerator pedal, the opening increases, and the vehicle's powertrain responds by increasing fuel supply, thereby increasing engine speed and vehicle speed. Conversely, when the driver releases the accelerator pedal, the opening decreases, and the powertrain reduces fuel supply, decreasing engine speed and vehicle speed. This application can use an angle sensor to output a measured accelerator pedal opening signal, and then analyze the signal to obtain the target accelerator pedal opening. Figure 2 As shown, the accelerator pedal opening signal of this application can be acquired through a CAN network located inside the target vehicle.

[0094] It should be noted that the vehicle stability control signal in this application is used to characterize the degree of control stability of the target vehicle. This vehicle stability control signal can be at least one of the following: Electronic Stability Control (ESC, a vehicle safety assistance system used to detect the dynamic behavior of the vehicle and help the driver maintain stable driving by automatically adjusting the vehicle's braking and power output); Traction Control System (TCS, a control system used to improve the traction of a vehicle under various driving conditions. TCS determines whether the drive wheels are slipping by detecting the rotational speeds of the drive wheels and driven wheels); Vehicle Stability Assist (VSA, a variant of Electronic Stability Program (ESP), which adjusts the output of the brakes or engine to help the vehicle maintain stability by detecting the vehicle's driving state, such as wheel slippage or body roll). These systems or programs have the same function: detecting the current driving state of the vehicle. By acquiring the state of the vehicle stability control signal, this application can determine the severity of whether the current vehicle is in a state of loss of control, wheel slippage, or body roll. Figure 2 As shown, the vehicle stability control signal of this application can be acquired through a CAN network located inside the target vehicle.

[0095] It should be noted that the vehicle operation signal data in this application also includes vehicle motion attitude change parameter signals, which include the longitudinal acceleration parameter sub-signal of the target vehicle (corresponding to...). Figure 2 The longitudinal acceleration and pitch angular velocity parameter sub-signals (corresponding to) Figure 2The pitch rate is a parameter for the vehicle's motion attitude change. The vehicle's attitude change parameter signal is used to characterize the changes in the target vehicle's attitude during operation. In this embodiment, the target vehicle is also equipped with a six-axis IMU accelerometer (also called a six-axis IMU sensor or sprung six-axis inertial sensor). This six-axis IMU accelerometer can detect velocity-related signals in six directions: up, down, forward, backward, left, and right of the target vehicle body, such as pitch rate, roll rate, and vertical acceleration. The longitudinal acceleration parameter sub-signal indicates the acceleration value of the target vehicle in the forward or backward direction, reflecting the acceleration or deceleration state of the target vehicle during operation. A positive longitudinal acceleration value indicates vehicle acceleration; a negative longitudinal acceleration value indicates vehicle deceleration. The pitch rate parameter sub-signal indicates the angular velocity of the target vehicle in the forward / backward direction perpendicular to the ground, reflecting the pitch attitude change of the target vehicle during operation. When the pitch rate parameter sub-signal corresponds to a positive pitch rate, it indicates that the vehicle is tilting forward; when the corresponding pitch rate is negative, it indicates that the vehicle is tilting backward. Therefore, by analyzing the longitudinal acceleration parameter sub-signal, we can understand the target vehicle's driving state and braking performance, and by analyzing the pitch rate parameter sub-signal, we can understand the vehicle's stability and balance.

[0096] This application receives accelerator pedal opening signals, vehicle speed signals, and vehicle stability control signals from the CAN network, along with signals from a 6-axis IMU sensor located at the vehicle's center of gravity. Through a control algorithm, it determines the triggering of start-up or rapid acceleration conditions and changes in vehicle posture, calculates the required damping force of the shock absorbers, and outputs corresponding current to adjust the damping force. This solves the problems of excessive pitching motion and reduced front wheel grip during start-up or rapid acceleration, improving vehicle comfort and safety.

[0097] It should be noted that the vehicle speed signal, accelerator pedal opening signal, vehicle stability control signal, and vehicle motion attitude change parameter signal in this embodiment can be acquired by installing sensors corresponding to the signals on the target vehicle, or by other means, such as directly acquiring the vehicle speed signal from the vehicle's speedometer. This embodiment does not limit the acquisition method of the target vehicle speed signal, accelerator pedal opening signal, vehicle stability control signal, and vehicle motion attitude change parameter signal.

[0098] It should be noted that, in combination Figure 2As shown, this application receives accelerator pedal opening signals, vehicle speed signals, and vehicle stability control signals from the CAN network, along with signals from a 6-axis IMU sensor located at the vehicle's center of gravity. Through a control algorithm, it determines the triggering of starting or rapid acceleration conditions and changes in vehicle posture, calculates the required damper damping force, and outputs a corresponding target control current to adjust the damper damping force. This target control current can be maintained for a period of time, thus solving the problems of excessive vehicle pitch motion and reduced front wheel grip during starting or rapid acceleration, effectively attenuating vehicle pitch motion at stopping times, and improving vehicle comfort and safety.

[0099] In step S120 of some embodiments, after acquiring the vehicle operation signal data of the target vehicle, this application can calculate the accelerator pedal opening change rate based on the pressure change rate of the target accelerator pedal opening. This accelerator pedal opening change rate refers to the rate of change of the accelerator pedal over a certain period of time based on the target accelerator pedal opening (or the slope of the pedal opening change). Therefore, by calculating the accelerator pedal opening change rate, this application can quickly understand the acceleration state of the target vehicle, thereby determining whether the braking control state of the target vehicle is in a situation of starting acceleration or rapid acceleration during operation. It should be noted that if the accelerator pedal opening change rate is small, it may indicate that the driver is accelerating slowly from a standstill or accelerating normally during operation. In this case, it is not necessary to perform a large degree of shock absorber control to avoid excessive suppression affecting vehicle comfort.

[0100] In some embodiments, the accelerator pedal opening change rate is calculated based on the target accelerator pedal opening, which may specifically include: if the target accelerator pedal opening is greater than a preset opening threshold, obtaining the historical pedal opening of the target accelerator pedal opening; and calculating the accelerator pedal opening change rate based on the historical pedal opening and the target accelerator pedal opening, to obtain the accelerator pedal opening change rate.

[0101] It should be noted that when the driver depresses the accelerator pedal, the target accelerator pedal opening value increases accordingly. At this time, the shock absorber control system receives the accelerator pedal opening signal from the CAN network and uses this signal to determine the current change in accelerator pedal opening. The accelerator pedal opening signal includes multiple consecutive target accelerator pedal openings of the target vehicle in the current controller cycle, reflecting the force applied by the driver to the accelerator pedal in the current controller cycle.

[0102] It should be noted that the controller cycle of the controller algorithm used for shock absorber control in the target vehicle can be flexibly set according to actual needs, for example, it can be 1 millisecond (ms), 2 ms, etc., without specific limitation. Because the target accelerator pedal opening applied by the driver may be constantly changing, the controller cycle can be set to be smaller to improve the real-time performance and accuracy of brake control.

[0103] It should be noted that the historical accelerator pedal opening is used to represent the accelerator pedal opening in the controller cycle preceding the target accelerator pedal opening, and is used to calculate the rate of change of the accelerator pedal opening in the current controller cycle.

[0104] It should be noted that the preset opening threshold refers to the threshold for calculating the rate of change of the target accelerator pedal opening contained in the accelerator pedal opening signal. The preset opening threshold can be flexibly set according to actual needs, such as 5 bar (a non-standard pressure unit, equivalent to 100,000 Pascals (Pa)), 6 bar, etc., without limitation. Further, calculating the accelerator pedal opening rate of change based on historical pedal opening and the target accelerator pedal opening can specifically include: subtracting the historical pedal opening from the target accelerator pedal opening, and dividing the resulting pedal opening value by the controller cycle to obtain the accelerator pedal opening rate of change. For example, if the controller cycle is 1 ms, then the accelerator pedal opening rate of change = (current target accelerator pedal opening - historical pedal opening in the previous 1 ms) / 1 ms.

[0105] It should be noted that after obtaining the accelerator pedal opening change rate, this application can further filter the accelerator pedal opening change rate and update it based on the filtered result. Since the accelerator pedal opening change rate may exhibit small amplitude but high frequency fluctuations, which could be caused by the driver accidentally pressing the accelerator pedal "quickly" and "lightly," filtering is necessary to obtain a filtered rate and avoid misjudging "light" and "quick" accelerator pedal presses. Specifically, this application uses a low-pass filter to filter the accelerator pedal opening change rate. A low-pass filter allows low-frequency signals to pass while blocking high-frequency signals. Therefore, when filtering the accelerator pedal opening change rate, a low-pass filter can be used to eliminate high-frequency noise, such as pressure fluctuations. The low-pass filter used can be a Butterworth filter, a Chebyshev filter, etc., without limitation.

[0106] In step S130 of some embodiments, after obtaining the accelerator pedal opening change rate, the rapid acceleration state of the target vehicle can be determined based on the target accelerator pedal opening and the corresponding accelerator pedal opening change rate. The rapid acceleration state indicates whether the target vehicle is in a rapid acceleration state. The rapid acceleration state includes an active state, an inactive state, and an active-deactivated state. An active state refers to the state where rapid acceleration control is triggered on the target vehicle; an inactive state refers to the state where rapid acceleration control is not triggered on the target vehicle; and a deactivated state refers to the state where rapid acceleration control is triggered on the target vehicle and then deactivated.

[0107] It should be noted that using the accelerator pedal opening change rate to judge the subsequent acceleration control state, thereby adjusting the damping value of the target vehicle's shock absorber, has the following advantages: (1) Strong real-time performance: The accelerator pedal opening change rate can reflect the driver's acceleration intention in real time. By detecting this parameter in real time, abnormal situations in the system can be detected in time, improving the safety of acceleration control; (2) High accuracy: The accelerator pedal opening change rate is directly related to the driver's force on the accelerator pedal, so it can judge the rapid acceleration condition more accurately. Compared with other indirect judgment methods, such as the vehicle speed change rate, the accelerator pedal opening change rate can more directly reflect the actual working state of the accelerator pedal; (3) Strong anti-interference ability: The accelerator pedal opening change rate is less affected by external interference, such as road conditions and vehicle load, which makes the judgment of rapid start or rapid acceleration conditions by using the accelerator pedal opening change rate have good stability. Therefore, compared to related technologies that simply combine the pedal opening change rate for power compensation, which has a poor effect on suppressing vehicle pitch motion during rapid start-up or rapid acceleration, this application can determine the operating state by the activation status of the rapid acceleration state, thereby accurately and automatically determining whether the vehicle is in a rapid start-up or rapid acceleration condition. Based on the rapid acceleration state, operating state, and target accelerator pedal opening, the target control current is determined, which improves the suppression effect on vehicle pitch motion during rapid start-up or rapid acceleration and improves vehicle comfort.

[0108] In some embodiments, please refer to Figure 3 , Figure 3 This is a flowchart illustrating step S130 provided in an embodiment of this application. Step S130 may specifically include, but is not limited to, steps S310 to S330, as described below. Figure 3 These three steps will be explained in detail.

[0109] Step S310: Compare the target accelerator pedal opening with the preset opening threshold to obtain the first comparison result;

[0110] Step S320: Compare the accelerator pedal opening change rate with the preset opening change rate threshold to obtain a second comparison result;

[0111] Step S330: Determine the rapid acceleration state of the target vehicle based on the first comparison result and the second comparison result.

[0112] In steps S310 to S330 of some embodiments, if the target accelerator pedal opening is greater than a preset opening threshold and the accelerator pedal opening change rate is greater than a preset opening change rate threshold, the rapid acceleration state of the target vehicle can be determined to be active, that is, the target vehicle is in a rapid acceleration condition at this time. The preset opening change rate threshold can be flexibly adjusted according to actual needs, such as 80 bar / s, 60 bar / s, etc., and is not limited to any particular value.

[0113] It should be noted that if the target accelerator pedal opening is less than or equal to a preset opening threshold, or if the rate of change of the accelerator pedal opening is less than or equal to a preset rate of change threshold, meaning the vehicle will not experience significant acceleration, there is no need to strengthen the shock absorber control, as this would affect comfort. In this case, the rapid acceleration state of the target vehicle can be determined to be inactive. At this point, a pre-set set of base currents can be obtained, which includes multiple preset base currents. Since the target vehicle's shock absorbers include front and rear axle shock absorbers, the target control currents include the front axle control current corresponding to the front axle shock absorber and the rear axle control current corresponding to the rear axle shock absorber. Therefore, a preset base current can be selected from the set as the front axle control current corresponding to the front axle shock absorber (also referred to as the front axle base current), and another preset base current can be selected as the rear axle control current corresponding to the rear axle shock absorber (also referred to as the rear axle base current). The front axle control current and the rear axle control current can be equal or unequal, without limitation. Furthermore, the front axle damper and the rear axle damper can adjust the damper damping value of the corresponding damper of the target vehicle according to the corresponding control current, thereby controlling the vehicle body pitch motion based on the adjusted damper damping value.

[0114] It should be noted that when a vehicle accelerates, it exhibits a nose-up motion, which causes a slight pressure on the rear. To reduce this nose-up motion, the control of the rear axle is increased, and the current is controlled to increase the damping of the shock absorbers, resulting in a firmer ride. Simultaneously, to prevent the front wheels from lifting off the ground or losing traction, the control of the front axle shock absorbers needs to be reduced. This application can prevent excessive nose-up motion by increasing the control current of the rear axle shock absorbers, i.e., increasing their damping coefficient. At the same time, reducing the control current of the front axle shock absorbers, i.e., decreasing their damping coefficient, reduces the upward force exerted on the wheels, preventing front wheel lift-off or loss of traction, thus ensuring front wheel grip and steering performance. This makes the front suspension system smoother, better absorbs road bumps, and ensures stable acceleration.

[0115] In step S140 of some embodiments, if it is determined that the rapid acceleration state is active, this application can determine the operating state of the target vehicle based on the target vehicle speed and the vehicle stability control signal. This operating state indicates the specific rapid acceleration condition of the target vehicle, i.e., whether it is in a rapid start-up rapid acceleration condition or a rapid acceleration condition during driving. Operating states include starting state, normal driving state, and abnormal driving state. Specifically, starting state indicates that the target vehicle is in a rapid start-up rapid acceleration condition, normal driving state indicates that the target vehicle is in a normal rapid acceleration condition during driving, and abnormal driving state indicates that the target vehicle is in an abnormal rapid acceleration condition during driving.

[0116] In some embodiments, the operating state of the target vehicle is determined based on the target vehicle speed and the vehicle stability control signal, which may specifically include:

[0117] If the target vehicle speed is less than a preset speed threshold, the operating status of the target vehicle is determined based on the vehicle stability control signal; or,

[0118] If the target vehicle speed is greater than or equal to the preset speed threshold, the target vehicle is determined to be in a normal driving state.

[0119] Understandably, if the target vehicle speed is less than a preset speed threshold, it can be determined that the target vehicle is in the starting phase, and the specific operating state of the target vehicle in the starting phase can be further determined based on the vehicle stability control signal. If the target vehicle speed is greater than or equal to the preset speed threshold, it can be determined that the target vehicle is in a normal driving state, and the corresponding target control current can be set based on the normal driving state. The preset speed threshold is a threshold used to determine whether the target vehicle is in the starting state, and the value of the preset speed threshold is relatively small, such as 5 m / s or 6 m / s, and is not limited here. Therefore, compared to related technologies that determine the current based on the acquired signal, this application first determines that the rapid acceleration state of the target vehicle is active based on the target accelerator pedal opening and the rate of change of the accelerator pedal opening, and then further judges the vehicle speed to determine the specific stage of the rapid acceleration of the target vehicle.

[0120] In some embodiments, please refer to Figure 4 , Figure 4 This is a flowchart illustrating the determination of the target vehicle's operating state based on the vehicle stability control signal, as provided in this application embodiment. The process may specifically include, but is not limited to, steps S410 to S420, which are described below in conjunction with... Figure 4 The two steps will be explained in detail.

[0121] Step S410: Obtain the vehicle stability control status based on the vehicle stability control signal;

[0122] Step S420: If the vehicle stability control state is active, determine that the target vehicle's operating state is an abnormal driving state.

[0123] It should be noted that the vehicle stability control state refers to the activation state corresponding to the vehicle stability control signal, and the vehicle stability control state includes an activated state and an inactivated state. The activated state of the vehicle stability control indicates that the target vehicle is in a severe state of loss of control, wheel slippage, or body roll, while the inactivated state indicates that the target vehicle is not in a severe state of loss of control, wheel slippage, or body roll. Thus, if the vehicle stability control state is activated, the target vehicle's operating state is determined to be an abnormal driving state; if the vehicle stability control state is inactivated, the target vehicle's operating state is determined to be a starting state. Therefore, after determining that the target vehicle is in a rapid acceleration state, this application not only judges the vehicle speed but also the vehicle stability control state to accurately determine the specific rapid acceleration situation of the current target vehicle, thereby improving the suppression effect of vehicle pitch motion during rapid start-up or rapid acceleration, and thus improving vehicle comfort.

[0124] It should be noted that if this application contains multiple vehicle stability control signals, then as long as any one of the vehicle stability control signals is in an active state, it can be determined that the target vehicle is in an abnormal driving state.

[0125] In step S150 of some embodiments, after determining the operating state, this application can determine the target control current based on the rapid acceleration state, the operating state, and the target accelerator pedal opening. The target control current refers to the current used to adjust the damping of the shock absorber of the target vehicle.

[0126] In some embodiments, please refer to Figure 5 , Figure 5 This is a specific flowchart of step S150 provided in the embodiments of this application. Step S150 may specifically include, but is not limited to, steps S510 to S520, as described below. Figure 5 These two steps will be explained in detail.

[0127] Step S510: If the operating state is an abnormal driving state, obtain the minimum control current and maximum control current of the target vehicle.

[0128] Step S520: Set the front axle control current corresponding to the front axle damper to the minimum control current, and set the rear axle control current corresponding to the rear axle damper to the maximum control current.

[0129] Understandably, when the target accelerator pedal opening of the target vehicle is greater than the preset opening threshold, the rate of change of the accelerator pedal opening is greater than the preset rate of change threshold, the target vehicle speed is less than the preset vehicle speed threshold, and the vehicle stability control state is active, it can be determined that the target vehicle is experiencing abnormal rapid acceleration during a quick start. In this case, the front axle control current corresponding to the front axle damper can be set to the minimum control current, and the rear axle control current corresponding to the rear axle damper can be set to the maximum control current. In other words, by increasing the damping coefficient of the rear axle damper, i.e., controlling the rear axle damper to the stiffest state, excessive nose-up movement of the vehicle body can be prevented. At the same time, the damping coefficient of the front axle damper can be reduced, i.e., the front axle damper can be controlled to the softest state, to avoid the front wheels leaving the ground or the grip weakening, thus ensuring the grip and steering performance of the front wheels.

[0130] In some embodiments, please refer to Figure 6 , Figure 6 This is another specific flowchart of step S150 provided in the embodiments of this application. Step S150 may also include, but is not limited to, steps S610 to S640, as described below. Figure 6 These four steps will be explained in detail.

[0131] Step S610: If the operating state is normal driving state, calculate the current based on the target accelerator pedal opening to obtain the first control current;

[0132] Step S620: Calculate the current based on the target longitudinal acceleration parameters to obtain the second control current;

[0133] Step S630: Calculate the current based on the target pitch angular velocity parameters to obtain the third control current;

[0134] Step S640: Determine the target control current based on the first control current, the second control current, and the third control current.

[0135] Understandably, when the target accelerator pedal opening of the target vehicle is greater than a preset opening threshold, the rate of change of the accelerator pedal opening is greater than a preset rate of change threshold, and the target vehicle speed is greater than or equal to a preset vehicle speed threshold, it can be determined that the operating state is a normal driving state, i.e., the target vehicle is in a rapid acceleration condition during normal operation. The first control current is the current calculated based on the target accelerator pedal opening. The second control current is the current calculated based on the target longitudinal acceleration parameter. The third control current is the current calculated based on the target pitch angular velocity parameter. Further, this application can determine the target control current based on the first control current, the second control current, and the third control current.

[0136] It should be noted that, in order to achieve precise control in the shock absorber control system, this application can pre-establish a mapping relationship table between the accelerator pedal opening degree and the required control current. This mapping relationship table can be obtained by fitting experimental data and stored in the controller's memory. Then, the controller can obtain the corresponding target accelerator pedal opening degree based on the acquired accelerator pedal opening degree signal, and calculate the corresponding first control current using the aforementioned mapping relationship table. This process may involve algorithms such as table lookup, interpolation, linear or nonlinear mapping, i.e., performing linear or nonlinear mapping on the obtained mapped current to obtain the first control current; no specific limitations are made here.

[0137] It should be noted that the process of calculating the second and third control currents is similar to that of calculating the first control current. A longitudinal acceleration-current mapping table between the target longitudinal acceleration parameter and the required control current, and a pitch angular velocity-current mapping table between the target pitch angular velocity parameter and the required control current, can be pre-established. Furthermore, these tables can be obtained by fitting experimental data and stored in the controller's memory. In this case, the present application can use these tables to calculate the corresponding second control current. This process may involve algorithms such as table lookup, interpolation, and linear or nonlinear mapping, which are not specifically limited here.

[0138] In one embodiment, the target control current is determined based on the first control current, the second control current, and the third control current. Specifically, the first control current, the second control current, and the third control current can be compared, and the maximum current after the comparison can be used as the target control current.

[0139] In another embodiment, the target control current is determined based on the first control current, the second control current, and the third control current. Specifically, this can be achieved by: acquiring the signal weights corresponding to the accelerator pedal opening signal, the longitudinal acceleration parameter sub-signal, and the pitch angular velocity parameter sub-signal, respectively, and performing a weighted calculation based on the signal weights and the corresponding first, second, and third control currents to obtain the target control current. This means that the first control current corresponding to the front axle damper and the rear axle control current corresponding to the rear axle damper can both be set as the target control current to improve vehicle stability during rapid acceleration under normal driving conditions. For example, since the accelerator pedal opening signal has a significant impact on the target control current, the signal weight corresponding to the accelerator pedal opening signal can be 0.6. The signal weights corresponding to the longitudinal acceleration parameter sub-signal and the pitch angular velocity parameter can be set to 0.2. The first control current is 5 amps (A), the second control current is 4 A, and the third control current is 6 amps. In this case, the target control current = 0.6 × 5 + 0.2 × 4 + 0.2 × 6 = 5 A. The target control current is thus obtained through weighted calculation.

[0140] In some embodiments, please refer to Figure 7 , Figure 7 This is another specific flowchart of step S150 provided in the embodiments of this application. Step S150 may also include, but is not limited to, steps S710 to S740, as described below. Figure 7 These four steps will be explained in detail.

[0141] Step S710: If the vehicle stability control state is inactive, determine that the running state is the starting state;

[0142] Step S720: Obtain the signal weights corresponding to the accelerator pedal opening signal, longitudinal acceleration parameter sub-signal, and pitch angular velocity parameter sub-signal, respectively.

[0143] Step S730: Obtain the target longitudinal acceleration parameter corresponding to the longitudinal acceleration parameter sub-signal and the target pitch angular velocity parameter corresponding to the pitch angular velocity parameter sub-signal, and determine the target reference data from the target accelerator pedal opening, the target longitudinal acceleration parameter and the target pitch angular velocity parameter according to the signal weight;

[0144] Step S740: Determine the target mapping table based on the signal type of the target reference data, and perform data matching on the target reference data based on the target mapping table to determine the target control current.

[0145] It should be noted that when the target accelerator pedal opening of the target vehicle is greater than a preset opening threshold, the rate of change of the accelerator pedal opening is greater than a preset rate of change threshold, the target vehicle speed is less than a preset vehicle speed threshold, and the vehicle stability control is inactive, the operating state can be determined to be a starting state, i.e., the target vehicle is in a rapid acceleration condition during a rapid start. Further, the signal weights corresponding to the accelerator pedal opening signal, the longitudinal acceleration parameter sub-signal, and the pitch angular velocity parameter sub-signal can be obtained separately; and based on the signal weights, the data with the highest weight among the target accelerator pedal opening, target longitudinal acceleration parameter, and target pitch angular velocity parameter can be selected as the target reference data. Then, a target mapping table is determined based on the signal type of the target reference data, and data matching is performed on the target reference data according to the target mapping table to determine the target control current. The target mapping table includes the mapping relationship between the target reference data and the control current. For example, if the signal weight corresponding to the accelerator pedal opening signal is 0.6, the signal weight corresponding to the longitudinal acceleration parameter sub-signal is set to 0.2, and the signal weight corresponding to the pitch angular velocity parameter is set to 0.2, then the target reference data can be determined to be the target accelerator pedal opening corresponding to the accelerator pedal opening signal. Furthermore, based on the signal type of the target accelerator pedal opening, i.e., the pedal opening, a target mapping table is determined, which is a mapping relationship table between the accelerator pedal opening and the required control current. Finally, the current corresponding to the target reference data is found according to this opening-current mapping table, thus determining the target control current.

[0146] It should be noted that the target reference data in the opening current mapping table can correspond to a current group, which contains multiple reference currents. When matching the target reference data, after determining the matching current group, the smaller current among the multiple reference currents in the matching current group can be used as the front axle control current corresponding to the front axle damper, and the larger current among the multiple reference currents in the matching current group can be used as the rear axle control current corresponding to the rear axle damper.

[0147] In some embodiments, please refer to Figure 8 , Figure 8 This is another specific flowchart of the vibration damper control method provided in this application embodiment. Before step S140, the vibration damper control method of this application may also include, but is not limited to, steps S810 to S830, as described below. Figure 8 These three steps will be explained in detail.

[0148] Step S810: Obtain the candidate activation control time of the candidate accelerator pedal opening and the rapid acceleration state;

[0149] Step S820: If the candidate accelerator pedal opening is greater than or equal to a preset opening threshold, the candidate activation control time and the preset time threshold are numerically compared to obtain a third comparison result.

[0150] Step S830: Update the rapid acceleration state based on the third comparison result.

[0151] It should be noted that when the rapid acceleration state is determined to be active, this application can simultaneously perform a rapid acceleration control exit judgment algorithm. Specifically, it obtains candidate accelerator pedal opening and candidate activation control time of the rapid acceleration state. The candidate accelerator pedal opening is used to characterize the accelerator pedal opening corresponding to the accelerator pedal opening signal acquired after the acquisition time of the target accelerator pedal opening. In other words, it determines whether the vehicle still needs to continue rapid acceleration shock absorber control based on the data acquired at subsequent times. Furthermore, if the candidate accelerator pedal opening is greater than or equal to a preset opening threshold, the candidate activation control time and the preset time threshold are numerically compared to obtain a third comparison result, and the rapid acceleration state is updated based on the third comparison result.

[0152] It should be noted that if the candidate accelerator pedal opening is less than the preset opening threshold, it indicates that the rapid acceleration condition during rapid start-up and driving has ended, and the rapid acceleration state is updated to the active-exit state, thus disengaging the control of the shock absorber.

[0153] It should be noted that the preset time threshold refers to the pre-set control time for the shock absorber under rapid acceleration conditions. If the candidate accelerator pedal opening is greater than or equal to the preset opening threshold, and the third comparison result indicates that the candidate activation control time is less than or equal to the preset time threshold, then it means that the shock absorber needs to be controlled again. The next candidate accelerator pedal opening and the candidate activation control time of the rapid acceleration state are collected again and judged again until the rapid acceleration state is updated to the activation-exit state, and the control of the shock absorber is terminated. If the candidate accelerator pedal opening is greater than or equal to the preset opening threshold, and the third comparison result indicates that the candidate activation control time is greater than the preset time threshold, then it means that the rapid acceleration condition during rapid start and driving has ended, and the rapid acceleration state is updated to the activation-exit state, and the control of the shock absorber is terminated.

[0154] It should be noted that once the target vehicle's rapid acceleration state is updated to an active-off state, it can be updated to an active state again when the conditions are met once more.

[0155] In step S150 of some embodiments, after determining the front axle control current corresponding to the front axle damper and the rear axle control current corresponding to the rear axle damper, the damping value of the corresponding damper of the target vehicle is adjusted according to the front axle control current and the rear axle control current, and the vehicle body pitch motion control is performed on the target vehicle according to the adjusted damper damping value. The front axle control current and the rear axle control current can be maintained for a preset time. After determining that the rapid acceleration state of the target vehicle has been updated to an inactive state or an activated / deactivated state, a preset base current is selected from the base current set as the front axle control current corresponding to the front axle damper (also referred to as the front axle base current), and a preset base current is selected as the rear axle control current corresponding to the rear axle damper (also referred to as the rear axle base current). The front axle control current and the rear axle control current can be equal or unequal, and are not limited thereto.

[0156] Please see Figure 9 , Figure 9 This is a detailed flowchart of a vibration damper control method provided in an embodiment of this application. The detailed flowchart may specifically include the following steps S901 to S913.

[0157] Step S901: Start control and acquire vehicle operation signal data of the target vehicle.

[0158] Among them, the number of vehicle operation signals includes vehicle speed signal, accelerator pedal opening signal and vehicle stability control signal.

[0159] Step S902: Determine whether the target accelerator pedal opening is greater than the preset opening threshold; if yes, proceed to step S903; if no, determine that the rapid acceleration state of the target vehicle is inactive, and proceed to step S911.

[0160] Step S903: Calculate the accelerator pedal opening change rate based on the target accelerator pedal opening, obtain the accelerator pedal opening change rate, and filter the accelerator pedal opening change rate to update the accelerator pedal opening change rate based on the filtered result.

[0161] Step S904: Determine whether the accelerator pedal opening change rate is greater than the preset opening change rate threshold; if yes, determine that the rapid acceleration state of the target vehicle is active and execute step S905; if no, determine that the rapid acceleration state of the target vehicle is inactive and execute step S911.

[0162] Step S905: Determine whether the target vehicle speed is less than the preset vehicle speed threshold; if yes, proceed to step S906; if no, determine that the target vehicle is in normal driving condition and proceed to step S909.

[0163] Step S906: Determine whether the vehicle stability control state is active; if yes, determine that the target vehicle's operating state is an abnormal driving state and execute step S907; if no, determine that the target vehicle's operating state is a starting state and execute step S908.

[0164] Step S907: Set the front axle control current corresponding to the front axle damper to the minimum control current, and set the rear axle control current corresponding to the rear axle damper to the maximum control current; then, execute step S912.

[0165] The target control current includes the front axle control current corresponding to the front axle damper and the rear axle control current corresponding to the rear axle damper.

[0166] Step S908: Determine the target mapping table based on the signal type of the determined target reference data, and perform data matching on the target reference data according to the target mapping table. Apply a smaller current to the front axle damper and a larger current to the rear axle damper. Then, execute step S912.

[0167] Step S909: Calculate the first control current based on the target accelerator pedal opening, calculate the second control current based on the target longitudinal acceleration parameters, and calculate the third control current based on the target pitch angular velocity parameters.

[0168] Step S910: Compare the first control current, the second control current and the third control current, and take the maximum current after the current comparison as the target control current applied to the front axle damper and the rear axle damper. Then, execute step S912.

[0169] Step S911: Determine the front axle base current corresponding to the front axle damper and the rear axle base current corresponding to the rear axle damper based on the base current set.

[0170] In this application, a preset base current can be selected from the base current set as the front axle control current corresponding to the front axle damper (which can also be called the front axle base current), and a preset base current can be selected as the rear axle control current corresponding to the rear axle damper (which can also be called the rear axle base current).

[0171] Step S912: Output the target control current.

[0172] Step S913: End the program.

[0173] Please see Figure 10 , Figure 10 This is a detailed flowchart illustrating how the vibration damper provided in this application exits control after being triggered into an active state. Specifically, this detailed process may include the following steps S1001 to S1006.

[0174] Step S1001: Start, acquire the target vehicle's rapid acceleration state, candidate accelerator pedal opening, and candidate activation control time of the rapid acceleration state.

[0175] Among them, the candidate accelerator pedal opening is used to characterize the accelerator pedal opening corresponding to the accelerator pedal opening signal acquired after the acquisition time of the target accelerator pedal opening.

[0176] Step S1002: Determine whether the rapid acceleration state of the target vehicle is active; if yes, proceed to step S1003; if no, i.e., the rapid acceleration state is inactive or active exit state, proceed to step S1006.

[0177] Step S1003: Determine whether the candidate accelerator pedal opening is less than the preset opening threshold; if yes, proceed to step S1005; if no, proceed to step S1004.

[0178] Step S1004: Determine whether the candidate activation control time is greater than the preset time threshold. If yes, proceed to step S1005. If no, reacquire the candidate accelerator pedal opening and re-execute step S1003.

[0179] Step S1005: Update the rapid acceleration state to active exit state and exit rapid acceleration control.

[0180] Step S1006: End the control program.

[0181] In the above embodiments, the rapid acceleration state of the target vehicle is determined by the target accelerator pedal opening and the corresponding rate of change of accelerator pedal opening. Based on the activation status of the rapid acceleration state, the operating state of the target vehicle is further determined according to the target vehicle speed and vehicle stability control signal. Then, a target control current for adjusting the damper damping value of the target vehicle can be determined based on the rapid acceleration state, the operating state, and the target accelerator pedal opening, thereby achieving damper control and ultimately controlling the vehicle's pitch motion. Therefore, compared to related technologies that simply combine the rate of change of pedal opening for power compensation, which has a poor effect on suppressing vehicle pitch motion during rapid start-up or rapid acceleration, this application can determine the operating state by the activation status of the rapid acceleration state, thus accurately and automatically determining whether the vehicle is in a rapid start-up or rapid acceleration condition. The target control current is determined by combining the rapid acceleration state, the operating state, and the target accelerator pedal opening, achieving longitudinal control of the target vehicle's driving state during acceleration and deceleration, improving the suppression effect on vehicle pitch motion during rapid start-up or rapid acceleration, and enhancing vehicle comfort.

[0182] Please see Figure 11 , Figure 11 This is a schematic diagram of the module structure of the vibration damper control system provided in the embodiment of this application. The system can implement the vibration damper control method of the above embodiment. The system includes an acquisition unit 1110, a calculation unit 1120, a first state determination unit 1130, a second state determination unit 1140, a current determination unit 1150, and a control unit 1160.

[0183] The acquisition unit 1110 is used to acquire vehicle operation signal data of the target vehicle, wherein the vehicle operation signal data includes vehicle speed signal, accelerator pedal opening signal and vehicle stability control signal, the vehicle speed signal includes the target vehicle speed and the accelerator pedal opening signal includes the target accelerator pedal opening.

[0184] The calculation unit 1120 is used to calculate the rate of change of the accelerator pedal opening based on the target accelerator pedal opening, and obtain the rate of change of the accelerator pedal opening.

[0185] The first state determination unit 1130 is used to determine the rapid acceleration state of the target vehicle based on the target accelerator pedal opening and the rate of change of the accelerator pedal opening.

[0186] The second state determination unit 1140 is used to determine the operating state of the target vehicle based on the target vehicle speed and the vehicle stability control signal if the rapid acceleration state is active.

[0187] The current determination unit 1150 is used to determine the target control current based on the rapid acceleration state, the running state, and the target accelerator pedal opening.

[0188] The control unit 1160 is used to adjust the damping value of the shock absorber of the target vehicle according to the target control current, and to control the pitch motion of the target vehicle according to the adjusted damping value.

[0189] It should be noted that the vibration damper control system of this application embodiment is used to implement the vibration damper control method of the above embodiment. The vibration damper control system of this application embodiment corresponds to the aforementioned vibration damper control method. For the specific processing procedure, please refer to the aforementioned vibration damper control method, which will not be repeated here.

[0190] This application also provides an electronic device comprising: at least one memory, at least one processor, and at least one computer program. The at least one computer program is stored in the at least one memory, and the at least one processor executes the at least one computer program to implement any of the shock absorber control methods described in the above embodiments. The computer device can be any smart terminal, including tablet computers, in-vehicle computers, etc.

[0191] Please see Figure 12 , Figure 12 This illustration shows the hardware structure of an electronic device according to another embodiment, the electronic device comprising:

[0192] The processor 1210 can be implemented using a general-purpose central processing unit (CPU), microprocessor, application specific integrated circuit (ASIC), or one or more integrated circuits, and is used to execute relevant programs to implement the technical solutions provided in the embodiments of this application.

[0193] The memory 1220 can be implemented as a read-only memory (ROM), static storage device, dynamic storage device, or random access memory (RAM). The memory 1220 can store the operating system and other applications. When the technical solutions provided in the embodiments of this specification are implemented through software or firmware, the relevant program code is stored in the memory 1220 and called and executed by the processor 1210 to execute the vibration damper control method of the embodiments of this application.

[0194] The input / output interface 1230 is used to implement information input and output.

[0195] The communication interface 1240 is used to enable communication and interaction between this device and other devices. Communication can be achieved through wired means (such as USB, network cable, etc.) or wireless means (such as mobile network, WIFI, Bluetooth, etc.).

[0196] Bus 1250 transmits information between various components of the device (e.g., processor 1210, memory 1220, input / output interface 1230, and communication interface 1240);

[0197] The processor 1210, memory 1220, input / output interface 1230 and communication interface 1240 are connected to each other within the device via bus 1250.

[0198] This application also provides a computer-readable storage medium storing a computer program that, when executed by a processor, implements the vibration damper control method of this application.

[0199] Memory, as a non-transitory computer-readable storage medium, can be used to store non-transitory software programs and non-transitory computer-executable programs. Furthermore, memory may include high-speed random access memory, and may also include non-transitory memory, such as at least one disk storage device, flash memory device, or other non-transitory solid-state storage device. In some embodiments, memory may optionally include memory remotely located relative to the processor, and these remote memories can be connected to the processor via a network. Examples of such networks include, but are not limited to, the Internet, intranets, local area networks, mobile communication networks, and combinations thereof.

[0200] This application also provides a vehicle, which includes the aforementioned vehicle-mounted camera, vehicle-mounted equipment, or shock absorber control system. The vehicle provided in this application can be a gasoline-powered vehicle or a new energy vehicle. When the vehicle is a new energy vehicle, it can be a hybrid vehicle or a pure electric vehicle.

[0201] It is understood that the content of the above method embodiments is applicable to this vehicle embodiment. The specific functions implemented in this vehicle embodiment are the same as those in the above method embodiments, and the beneficial effects achieved are also the same as those achieved in the above method embodiments.

[0202] The embodiments described in this application are for the purpose of more clearly illustrating the technical solutions of the embodiments of this application, and do not constitute a limitation on the technical solutions provided by the embodiments of this application. As those skilled in the art will know, with the evolution of technology and the emergence of new application scenarios, the technical solutions provided by the embodiments of this application are also applicable to similar technical problems.

[0203] Although specific embodiments are described herein, those skilled in the art will recognize that many other modifications or alternative embodiments are also within the scope of this disclosure. For example, any of the functions and / or processing capabilities described in connection with a particular device or component can be performed by any other device or component. Furthermore, while various exemplary embodiments and architectures have been described according to embodiments of this disclosure, those skilled in the art will recognize that many other modifications to the exemplary embodiments and architectures described herein are also within the scope of this disclosure.

[0204] The foregoing description, with reference to block diagrams and flowcharts of systems, methods, systems, and / or computer program products according to exemplary embodiments, has described certain aspects of this disclosure. It should be understood that one or more blocks in the block diagrams and flowcharts, as well as combinations of blocks in the block diagrams and flowcharts, can be implemented by executing computer-executable program instructions, respectively. Similarly, according to some embodiments, some blocks in the block diagrams and flowcharts may not need to be executed in the order shown, or may not all need to be executed. Furthermore, additional components and / or operations beyond those shown in the blocks in the block diagrams and flowcharts may exist in some embodiments.

[0205] Therefore, blocks in block diagrams and flowcharts support combinations of means for performing a specified function, combinations of elements or steps for performing a specified function, and program instruction means for performing a specified function. It should also be understood that each block in a block diagram and flowchart, and combinations of blocks in block diagrams and flowcharts, can be implemented by a dedicated hardware computer system or a combination of dedicated hardware and computer instructions that performs a specific function, element, or step.

[0206] The program modules, applications, etc., described herein may include one or more software components, including, for example, software objects, methods, data structures, etc. Each such software component may include computer-executable instructions that, in response to execution, cause at least a portion of the functionality described herein (e.g., one or more operations of the exemplary methods described herein) to be performed.

[0207] Software components can be coded using any of a variety of programming languages. An exemplary programming language could be a low-level programming language, such as assembly language associated with a specific hardware architecture and / or operating system platform. Software components including assembly language instructions may need to be converted into executable machine code by an assembler before being executed by the hardware architecture and / or platform. Another exemplary programming language could be a higher-level programming language that is portable across multiple architectures. Software components including higher-level programming languages ​​may need to be converted into an intermediate representation by an interpreter or compiler before execution. Other examples of programming languages ​​include, but are not limited to, macro languages, shell or command languages, job control languages, scripting languages, database query or search languages, or report writing languages. In one or more exemplary embodiments, a software component containing instructions from one of the above-described programming language examples can be executed directly by the operating system or other software components without first being converted into another form.

[0208] Software components can be stored as files or other data storage structures. Software components of similar type or related function can be stored together in a specific directory, folder, or library. Software components can be static (e.g., pre-defined or fixed) or dynamic (e.g., created or modified at runtime).

[0209] The embodiments of this application have been described in detail above with reference to the accompanying drawings. However, this application is not limited to the above embodiments. Within the scope of knowledge possessed by those skilled in the art, various changes can be made without departing from the spirit of this application.

Claims

1. A vibration damper control method, characterized in that, The method includes: Acquire vehicle operation signal data of the target vehicle, wherein the vehicle operation signal data includes vehicle speed signal, accelerator pedal opening signal, vehicle stability control signal and vehicle motion attitude change parameter signal, the vehicle motion attitude change parameter signal includes longitudinal acceleration parameter sub-signal and pitch angular velocity parameter sub-signal of the target vehicle, the vehicle speed signal includes the target vehicle speed, and the accelerator pedal opening signal includes the target accelerator pedal opening; The accelerator pedal opening change rate is calculated based on the target accelerator pedal opening; The target accelerator pedal opening is numerically compared with a preset opening threshold to obtain a first comparison result; the accelerator pedal opening change rate is numerically compared with a preset opening change rate threshold to obtain a second comparison result; the rapid acceleration state of the target vehicle is determined based on the first comparison result and the second comparison result. If the rapid acceleration state is active, the operating state of the target vehicle is determined based on the target vehicle speed and the vehicle stability control signal; wherein, if the target vehicle speed is less than a preset vehicle speed threshold, the vehicle stability control state is obtained based on the vehicle stability control signal, and if the vehicle stability control state is active, the operating state is determined to be an abnormal driving state; or, if the target vehicle speed is greater than or equal to the preset vehicle speed threshold, the operating state is determined to be a normal driving state. The target control current is determined based on the rapid acceleration state, the operating state, and the target accelerator pedal opening. The target vehicle's shock absorbers include front and rear axle shock absorbers, and the target control current includes the front axle control current corresponding to the front axle shock absorber and the rear axle control current corresponding to the rear axle shock absorber. If the vehicle stability control state is inactive, the operating state is determined to be a starting state. The signal weights corresponding to the accelerator pedal opening signal, longitudinal acceleration parameter sub-signal, and pitch angular velocity parameter sub-signal are obtained. The target longitudinal acceleration parameter corresponding to the longitudinal acceleration parameter sub-signal and the target pitch angular velocity parameter corresponding to the pitch angular velocity parameter sub-signal are obtained. Target reference data is determined from the target accelerator pedal opening, target longitudinal acceleration parameter, and target pitch angular velocity parameter based on the signal weights. A target mapping table is determined based on the signal type of the target reference data, and data matching is performed on the target reference data according to the target mapping table to determine the target control current. Alternatively, if the operating state is a normal driving state, based on... The target control current is calculated based on the target accelerator pedal opening to obtain a first control current. A second control current is calculated based on the target longitudinal acceleration parameters. A third control current is calculated based on the target pitch rate parameters. The target control current is then determined based on the first, second, and third control currents. Alternatively, if the operating state is the normal driving state, the target control current is calculated based on the target accelerator pedal opening to obtain a first control current. A second control current is calculated based on the target longitudinal acceleration parameters. A third control current is calculated based on the target pitch rate parameters. The target control current is then determined based on the first, second, and third control currents. If the operating state is the abnormal driving state, the minimum and maximum control currents of the target vehicle are obtained. The front axle control current corresponding to the front axle damper is set as the minimum control current, and the rear axle control current corresponding to the rear axle damper is set as the maximum control current. The damper damping value of the target vehicle is adjusted according to the target control current, and the vehicle body pitch motion is controlled according to the adjusted damper damping value.

2. The method according to claim 1, characterized in that, Before determining the operating state of the target vehicle based on the target vehicle speed and the vehicle stability control signal, the method further includes: Acquire candidate accelerator pedal opening and candidate activation control time of the rapid acceleration state. The candidate accelerator pedal opening is used to characterize the accelerator pedal opening corresponding to the accelerator pedal opening signal acquired after the acquisition time of the target accelerator pedal opening. If the candidate accelerator pedal opening is greater than or equal to a preset opening threshold, the candidate activation control time and the preset time threshold are numerically compared to obtain a third comparison result. The rapid acceleration state is updated based on the third comparison result.

3. A vibration damper control system, characterized in that, The system includes: The acquisition unit is used to acquire vehicle operation signal data of the target vehicle, wherein the vehicle operation signal data includes vehicle speed signal, accelerator pedal opening signal, vehicle stability control signal and vehicle motion attitude change parameter signal, the vehicle motion attitude change parameter signal includes longitudinal acceleration parameter sub-signal and pitch angular velocity parameter sub-signal of the target vehicle, the vehicle speed signal includes the target vehicle speed, and the accelerator pedal opening signal includes the target accelerator pedal opening. The calculation unit is used to calculate the rate of change of the accelerator pedal opening based on the target accelerator pedal opening, and obtain the rate of change of the accelerator pedal opening. The first state determination unit is used to numerically compare the target accelerator pedal opening with a preset opening threshold to obtain a first comparison result; to numerically compare the accelerator pedal opening change rate with a preset opening change rate threshold to obtain a second comparison result; and to determine the rapid acceleration state of the target vehicle based on the first comparison result and the second comparison result. The second state determination unit is used to determine the operating state of the target vehicle based on the target vehicle speed and the vehicle stability control signal if the rapid acceleration state is an active state; wherein, if the target vehicle speed is less than a preset vehicle speed threshold, the vehicle stability control state is obtained based on the vehicle stability control signal, and if the vehicle stability control state is the active state, the operating state is determined to be an abnormal driving state; or, if the target vehicle speed is greater than or equal to the preset vehicle speed threshold, the operating state is determined to be a normal driving state. A current determination unit is used to determine a target control current based on the rapid acceleration state, the operating state, and the target accelerator pedal opening. The target vehicle's shock absorbers include a front axle shock absorber and a rear axle shock absorber. The target control current includes the front axle control current corresponding to the front axle shock absorber and the rear axle control current corresponding to the rear axle shock absorber. If the vehicle stability control state is inactive, and the operating state is determined to be a starting state, the unit acquires the signal weights corresponding to the accelerator pedal opening signal, the longitudinal acceleration parameter sub-signal, and the pitch angular velocity parameter sub-signal. It also acquires the target longitudinal acceleration parameter corresponding to the longitudinal acceleration parameter sub-signal and the target pitch angular velocity parameter corresponding to the pitch angular velocity parameter sub-signal. Based on the signal weights, it determines target reference data from the target accelerator pedal opening, the target longitudinal acceleration parameter, and the target pitch angular velocity parameter. It determines a target mapping table based on the signal type of the target reference data and performs data matching on the target reference data according to the target mapping table to determine the target control current. Alternatively, if the operating state is normal driving... In the normal driving state, the following methods are used: First, the target accelerator pedal opening is used to calculate the first control current; second, the target longitudinal acceleration parameter is used to calculate the second control current; third, the target pitch rate parameter is used to calculate the third control current; and the target control current is determined based on the first, second, and third control currents. Alternatively, if the driving state is normal, the target accelerator pedal opening is used to calculate the first control current; the target longitudinal acceleration parameter is used to calculate the second control current; the target pitch rate parameter is used to calculate the third control current; and the target control current is determined based on the first, second, and third control currents. If the driving state is abnormal, the minimum and maximum control currents of the target vehicle are obtained; the front axle control current corresponding to the front axle damper is set as the minimum control current, and the rear axle control current corresponding to the rear axle damper is set as the maximum control current. The control unit is used to adjust the damping value of the shock absorber of the target vehicle according to the target control current, and to control the pitch motion of the target vehicle according to the adjusted damping value.

4. An electronic device, characterized in that, include: At least one processor; At least one memory for storing at least one program; When the at least one program is executed by the at least one processor, the at least one processor implements a damper control method as described in any one of claims 1 to 2.

5. A computer-readable storage medium storing a computer program, characterized in that, When the computer program is executed by the processor, it implements a vibration damper control method according to any one of claims 1 to 2.

6. A vehicle, characterized in that, The vehicle includes a shock absorber control system as described in claim 3.

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