Semi-active suspension damping control method, device and vehicle

Abstract

The present disclosure relates to the field of vehicles, and in particular, to a semi-active suspension damping control method, device and vehicle. The method comprises: obtaining a pitch angular velocity of the vehicle; determining a basic damping of each target shock absorber on the vehicle according to the pitch angular velocity, and determining an operating state of each target shock absorber on the vehicle according to the pitch angular velocity, wherein the target shock absorber comprises at least one front axle shock absorber installed on a front axle of the vehicle and at least one rear axle shock absorber installed on a rear axle of the vehicle; for each target shock absorber, determining a target damping of the target shock absorber according to the basic damping and the operating state of the target shock absorber; and determining a target current of the target shock absorber according to the target damping of the target shock absorber, and applying the target current to a corresponding shock absorber of the target shock absorber. In this way, the target damping obtained can be adapted to the undulating road surface, thereby improving the effect of suppressing the pitch motion of the vehicle body and improving the riding comfort of the passengers in the vehicle.

Description

TECHNICAL FIELD

[0001] The present disclosure relates to the field of vehicles, in particular, to a semi-active suspension damping control method, device and vehicle. BACKGROUND

[0002] Vehicle technology is developing rapidly, and people's requirements for driving experience are also getting higher and higher. Among them, vehicle ride comfort and handling stability as the characteristics that directly affect the sensory experience of passengers and personal safety have attracted more and more attention. When the vehicle is running on uneven road surface, accelerating or braking, the vehicle body may produce pitching motion, which in turn affects the ride comfort of the passengers in the vehicle. SUMMARY

[0003] The purpose of the present disclosure is to provide a semi-active suspension damping control method, device and vehicle to suppress the pitching motion of the vehicle body and improve the ride comfort of the passengers in the vehicle.

[0004] To achieve the above purpose, the first aspect of the present disclosure provides a semi-active suspension damping control method, comprising:

[0005] Obtaining the pitch angular velocity of the vehicle;

[0006] According to the pitch angular velocity, determining the basic damping of each target shock absorber on the vehicle, and according to the pitch angular velocity, determining the operating state of each target shock absorber on the vehicle, wherein the target shock absorber includes at least one front axle shock absorber installed on the front axle of the vehicle and at least one rear axle shock absorber installed on the rear axle of the vehicle;

[0007] For each target shock absorber, according to the basic damping and the operating state of the target shock absorber, determining the target damping of the target shock absorber;

[0008] According to the target damping of the target shock absorber, determining the target current of the target shock absorber, and applying the target current to the corresponding shock absorber of the target shock absorber.

[0009] Optionally, the basic damping of each target shock absorber on the vehicle is determined according to the pitch angular velocity, comprising:

[0010] According to the pitch angular velocity, the offset threshold and the preset gain coefficient corresponding to the target shock absorber, the basic damping of the target shock absorber is determined.

[0011] Optionally, the operating state includes a stretching state and a compression state; and the operating state of each target shock absorber on the vehicle is determined according to the pitch angular velocity, comprising:

[0012] If the pitch angular velocity is positive, it is determined that the operation state of the front axle shock absorber is the stretching state and the operation state of the rear axle shock absorber is the compression state.

[0013] If the pitch angular velocity is negative, it is determined that the operation state of the front axle shock absorber is the compression state and the operation state of the rear axle shock absorber is the stretching state.

[0014] Optionally, the determining the target damping of the target shock absorber according to the base damping of the target shock absorber and the operation state comprises:

[0015] obtaining a sprung acceleration corresponding to the target shock absorber;

[0016] determining a target correction coefficient corresponding to the target shock absorber in the operation state according to the sprung acceleration, wherein the target correction coefficient is positively correlated with the sprung acceleration when the operation state is the stretching state, and the target correction coefficient is negatively correlated with the sprung acceleration when the operation state is the compression state;

[0017] determining the target damping of the target shock absorber according to the base damping and the target correction coefficient.

[0018] Optionally, the determining the target correction coefficient corresponding to the target shock absorber in the operation state according to the sprung acceleration comprises:

[0019] if the target shock absorber is the front axle shock absorber and the operation state is the stretching state, the target correction coefficient is determined by the following formula:

[0020] R=a1×A F1 +b1

[0021] if the target shock absorber is the front axle shock absorber and the operation state is the compression state, the target correction coefficient is determined by the following formula:

[0022] R=a2×A F1 +b2

[0023] if the target shock absorber is the rear axle shock absorber and the operation state is the stretching state, the target correction coefficient is determined by the following formula:

[0024] R=a3×A F2 +b3

[0025] if the target shock absorber is the rear axle shock absorber and the operation state is the compression state, the target correction coefficient is determined by the following formula:

[0026] R=a4×A F2 +b4

[0027] wherein, R is the target correction coefficient; A F1 is the sprung acceleration corresponding to the front axle shock absorber, A F2 is the sprung acceleration corresponding to the rear axle shock absorber; a1, a2, a3, a4 are preset constant coefficients, b1, b2, b3, b4 are preset constant parameters, a1 and a3 are positive numbers, and a2 and a4 are negative numbers.

[0028] Optionally, the obtaining the sprung acceleration corresponding to the target shock absorber comprises:

[0029] obtaining a measurement value of the sprung acceleration of a plurality of target positions on the mounting component where the target shock absorber is located;

[0030] determining a weighted average of the measurement values as the sprung acceleration corresponding to the target shock absorber.

[0031] Optionally, if the absolute value of the pitch angular velocity is greater than a pitch angular velocity offset threshold, the steps of determining the base damping of each target shock absorber on the vehicle according to the pitch angular velocity, and determining the operating state of each target shock absorber on the vehicle according to the pitch angular velocity are performed.

[0032] The second aspect of the present disclosure provides a semi-active suspension damping control device, comprising:

[0033] an obtaining module for obtaining a pitch angular velocity of a vehicle;

[0034] a first determining module for determining the base damping of each target shock absorber on the vehicle according to the pitch angular velocity, and determining the operating state of each target shock absorber on the vehicle according to the pitch angular velocity, wherein the target shock absorber includes at least one front axle shock absorber mounted on the front axle of the vehicle and at least one rear axle shock absorber mounted on the rear axle of the vehicle;

[0035] a second determining module for determining the target damping of each target shock absorber according to the base damping and the operating state of the target shock absorber;

[0036] a control module for determining the target current of the target shock absorber according to the target damping of the target shock absorber, and applying the target current to the shock absorber corresponding to the target shock absorber.

[0037] Optionally, the first determining module comprises:

[0038] a first determining submodule for determining the base damping of the target shock absorber according to the pitch angular velocity, an offset threshold, and a preset gain coefficient corresponding to the target shock absorber.

[0039] Optionally, the operating state comprises a stretching state and a compression state; the first determining module comprises:

[0040] a second determining submodule, configured to determine, if the pitch angular velocity is positive, that the operating state of the front axle shock absorber is the stretching state and the operating state of the rear axle shock absorber is the compression state;

[0041] a third determining submodule, configured to determine, if the pitch angular velocity is negative, that the operating state of the front axle shock absorber is the compression state and the operating state of the rear axle shock absorber is the stretching state.

[0042] Optionally, the second determining module comprises:

[0043] a obtaining submodule, configured to obtain a sprung acceleration corresponding to the target shock absorber;

[0044] a fourth determining submodule, configured to determine, according to the sprung acceleration, a target correction coefficient corresponding to the target shock absorber in the operating state, wherein the target correction coefficient is in positive correlation with the sprung acceleration when the operating state is the stretching state, and the target correction coefficient is in negative correlation with the sprung acceleration when the operating state is the compression state;

[0045] a fifth determining submodule, configured to determine, according to the base damping and the target correction coefficient, a target damping of the target shock absorber.

[0046] Optionally, the fourth determining submodule is configured to determine the target correction coefficient corresponding to the target shock absorber in the operating state by the following manner:

[0047] if the target shock absorber is the front axle shock absorber and the operating state is the stretching state, the target correction coefficient is determined by the following formula:

[0048] R=a1×A F1 +b1

[0049] if the target shock absorber is the front axle shock absorber and the operating state is the compression state, the target correction coefficient is determined by the following formula:

[0050] R=a2×A F1 +b2

[0051] if the target shock absorber is the rear axle shock absorber and the operating state is the stretching state, the target correction coefficient is determined by the following formula:

[0052] R=a3×A F2 +b3

[0053] If the target shock absorber is a rear axle shock absorber and the operating state is a compression state, the target correction coefficient is determined by the following formula:

[0054] R = a4 x A F2 +b4

[0055] wherein R is the target correction coefficient; A F1 is the sprung acceleration corresponding to the front axle shock absorber, A F2 is the sprung acceleration corresponding to the rear axle shock absorber; a1, a2, a3, a4 are preset constant coefficients, b1, b2, b3, b4 are preset constant parameters, a1 and a3 are positive numbers, and a2 and a4 are negative numbers.

[0056] Optionally, the obtaining sub-module is configured to obtain the sprung acceleration corresponding to the target shock absorber by the following method:

[0057] obtaining measurement values of the sprung acceleration of a plurality of target positions on the mounting component where the target shock absorber is located;

[0058] determining a weighted average of the measurement values as the sprung acceleration corresponding to the target shock absorber.

[0059] Optionally, the first determining module is configured to, if the absolute value of the pitch angular velocity is greater than a pitch angular velocity offset threshold, perform the steps of determining the base damping of each target shock absorber on the vehicle according to the pitch angular velocity, and determining the operating state of each target shock absorber on the vehicle according to the pitch angular velocity.

[0060] The third aspect of the present disclosure provides a semi-active suspension damping control device, comprising:

[0061] a memory having a computer program stored thereon;

[0062] a controller, wherein the computer program is executed by the controller to implement the steps of the method provided in the first aspect of the present disclosure.

[0063] The fourth aspect of the present disclosure provides a non-transitory computer readable storage medium having a computer program stored thereon, wherein the program is executed by a processor to implement the steps of the method provided in the first aspect of the present disclosure.

[0064] The fifth aspect of the present disclosure provides a vehicle comprising the device provided in the second aspect of the present disclosure, or the device provided in the third aspect of the present disclosure.

[0065] In the technical solution, the base damping and the running state of each target shock absorber on the vehicle are determined according to the pitch angular velocity, the target damping of each target shock absorber is determined according to the base damping and the running state of the target shock absorber, the target current is determined according to the target damping of the target shock absorber, and the target current is applied to the shock absorber corresponding to the target shock absorber. In this way, in the process of suppressing the pitch motion of the vehicle, the base damping can be corrected according to the running state, the target damping obtained is adapted to the undulating road surface, the target current applied to the upper shock absorber is controlled in real time according to the pitch angular velocity, and thus the effect of suppressing the pitch motion of the vehicle body is improved, and the riding comfort of the passengers in the vehicle is improved.

[0066] Other features and advantages of the present disclosure will be described in detail in the following detailed description section. BRIEF DESCRIPTION OF DRAWINGS

[0067] The accompanying drawings are included to provide a further understanding of the present disclosure and constitute a part of the specification, which together with the following detailed description, serve to explain the present disclosure. In the drawings:

[0068] Figure 1 is a flow chart of a semi-active suspension damping control method provided by an exemplary embodiment of the present disclosure.

[0069] Figure 2 is a flow chart of a semi-active suspension damping control method provided by an exemplary embodiment of the present disclosure.

[0070] Figure 3 is a block diagram of a semi-active suspension damping control device provided by an exemplary embodiment of the present disclosure.

[0071] Figure 4 is a block diagram of a semi-active suspension damping control device provided by an exemplary embodiment of the present disclosure. DETAILED DESCRIPTION

[0072] The detailed description of the present disclosure is described in detail below with reference to the accompanying drawings. It should be understood that the detailed description described herein is only used to illustrate and explain the present disclosure, and is not used to limit the present disclosure.

[0073] It should be noted that all actions of acquiring signals, information or data in the present disclosure are performed in compliance with the corresponding data protection regulations and policies of the country where the device is located, and with the authorization of the corresponding device owner.

[0074] Figure 1 is a flow chart of a semi-active suspension damping control method provided by an exemplary embodiment of the present disclosure. The method can be applied to a vehicle body controller or other control device on the vehicle. As shown in Figure 1As shown, the method can include S101-S104.

[0075] S101, acquiring a pitch angular velocity of the vehicle.

[0076] For example, the pitch angular velocity of the vehicle can be acquired in real time by a gyroscope pre-installed on the vehicle; or the pitch angular velocity of the vehicle can be determined by calculation based on data collected by a sprung acceleration sensor pre-installed on the vehicle, and the calculation process can adopt a calculation method for calculating the pitch angular velocity based on the sprung acceleration in the prior art, which will not be described here. The acquired pitch angular velocity can be subjected to filtering processing to remove interference data and improve the accuracy of the pitch angular velocity, wherein the filtering processing can include high-pass filtering processing and low-pass filtering processing.

[0077] S102, determining a basic damping of each target shock absorber on the vehicle according to the pitch angular velocity, and determining an operating state of each target shock absorber on the vehicle according to the pitch angular velocity, wherein the target shock absorber includes at least one front axle shock absorber installed on a front axle of the vehicle and at least one rear axle shock absorber installed on a rear axle of the vehicle.

[0078] The pitch angle of the vehicle refers to the angle of inclination of the vehicle front and rear, and therefore, for the pitch motion, the two shock absorbers installed on the front axle of the vehicle have consistency, and the two shock absorbers installed on the rear axle of the vehicle also have consistency. The four shock absorbers on the vehicle can be classified by their installation positions, the two shock absorbers installed on the front axle of the vehicle are classified into the same type and are referred to as front axle shock absorbers, and the two shock absorbers installed on the rear axle of the vehicle are classified into the same type and are referred to as rear axle shock absorbers.

[0079] The target current corresponding to the two front axle shock absorbers installed on the front axle of the vehicle can be determined by determining the basic damping and the operating state of one front axle shock absorber, and the target current corresponding to the two rear axle shock absorbers installed on the front axle of the vehicle can be determined by determining the basic damping and the operating state of one rear axle shock absorber. In this way, the accuracy of the determined target current of each shock absorber can be improved while the data processing amount is reduced as much as possible.

[0080] The target current corresponding to the two front axle shock absorbers installed on the front axle of the vehicle can be determined by determining the basic damping and the operating state of each front axle shock absorber, and the target current corresponding to the two rear axle shock absorbers installed on the rear axle of the vehicle can be determined by determining the basic damping and the operating state of each rear axle shock absorber. In this way, the accuracy of the determined target current of each shock absorber can be improved.

[0081] For example, a first correspondence between the pitch angular velocity and the base damping of each target shock absorber can be determined in advance, which can be represented by a function, a mapping table, or the like. In this way, based on the first correspondence determined in advance, the base damping of each target shock absorber on the vehicle can be determined according to the pitch angular velocity.

[0082] When the vehicle is in the pitch motion, the operating states of the two shock absorbers on the front axle of the vehicle are consistent, the operating states of the two shock absorbers on the rear axle are consistent, and the operating states of the front axle shock absorber and the rear axle shock absorber are different, one of which is in the stretching state and the other is in the compression state. For example, the operating state of each target shock absorber on the vehicle can be determined by the positive or negative of the value of the pitch angular velocity, wherein the operating state can include the stretching state or the compression state. For example, the pitch angular velocity is positive, the operating state of the front axle shock absorber is the stretching state, and the operating state of the rear axle shock absorber is the compression state.

[0083] S103, for each target shock absorber, determining the target damping of the target shock absorber according to the base damping and the operating state of the target shock absorber.

[0084] For example, for each target shock absorber, the corresponding target correction coefficient can be determined based on the operating state of the target shock absorber; and the product of the target correction coefficient and the base damping can be determined as the target damping of the target shock absorber. For example, for each target shock absorber, a second correspondence between the operating state of the target shock absorber and the target correction coefficient can be determined in advance, which can be represented by a function, a mapping table, or the like. In this way, based on the operating state of the target shock absorber, the corresponding target correction coefficient can be determined through the second correspondence, and then the target damping is determined.

[0085] For example, if the front axle shock absorber is in the stretching state, the target correction coefficient R of the front axle shock absorber at this time (front axle stretching correction coefficient R1) can be determined based on the second correspondence; if the front axle shock absorber is in the compression state, the target correction coefficient R of the front axle shock absorber at this time (front axle compression correction coefficient R2) can be determined based on the second correspondence. If the rear axle shock absorber is in the stretching state, the target correction coefficient R of the rear axle shock absorber at this time (rear axle stretching correction coefficient R3) can be determined based on the second correspondence; if the rear axle shock absorber is in the compression state, the target correction coefficient R of the rear axle shock absorber at this time (rear axle compression correction coefficient R4) can be determined based on the second correspondence.

[0086] If the pitch angular velocity is positive, the front axle damper is in a tension state, and the rear axle damper is in a compression state, the target damping of the front axle damper can be determined based on the base damping of the front axle damper and the front axle tension correction coefficient R1, and the target damping of the front axle damper can be determined based on the base damping of the rear axle damper and the rear axle compression correction coefficient R4.

[0087] In this way, the base damping of the target damper can be corrected based on the motion state of the target damper, so that the target damping obtained can be adapted to the undulating road surface. That is, the target damping can be adapted to the actual requirements of tension and compression when the vehicle passes through the undulating road surface, thereby improving the effect of suppressing the pitch motion of the vehicle body and improving the riding comfort of the passengers in the vehicle.

[0088] In S104, the target current is determined according to the target damping of the target damper, and the target current is applied to the damper corresponding to the target damper.

[0089] For example, a third correspondence relationship between the damping and the current of the damper can be determined in advance, so that the corresponding target current can be determined by searching the third correspondence relationship when the target damping is determined, where the third correspondence relationship can be represented by a function, a mapping table, or the like. For the pitch motion of the vehicle, the target damping of the damper of the same type is the same, and the target current is the same. The target damper corresponds to the damper on the mounting component where the target damper is located, that is, the dampers on the same mounting component are of the same type and correspond to the same target current. If the target current is determined by determining the base damping and the motion state of one front axle damper, the determined target current can be applied to both front axle dampers. If the target current is determined by determining the base damping and the motion state of one rear axle damper, the determined target current can be applied to both rear axle dampers.

[0090] For each damper in the semi-active suspension, the target current can be applied to the corresponding damper by controlling the electromagnetic valve of the semi-active suspension, so as to adjust the damping and suppress the pitch motion of the vehicle body.

[0091] In the technical solution, the base damping and the running state of each target shock absorber on the vehicle are determined according to the pitch angular velocity, the target damping of each target shock absorber is determined according to the base damping and the running state of the target shock absorber, the target current is determined according to the target damping of the target shock absorber, and the target current is applied to the shock absorber corresponding to the target shock absorber. In this way, in the process of suppressing the pitch motion of the vehicle, the base damping can be corrected according to the running state, so that the target damping obtained is adapted to the undulating road surface, the target current applied to the upper shock absorber is controlled in real time according to the pitch angular velocity, and the effect of suppressing the pitch motion of the vehicle body is improved, and the riding comfort of the passengers in the vehicle is improved.

[0092] Optionally, if the absolute value of the pitch angular velocity is greater than the offset threshold of the pitch angular velocity, the steps of determining the base damping of each target shock absorber on the vehicle according to the pitch angular velocity and determining the running state of each target shock absorber on the vehicle according to the pitch angular velocity are performed.

[0093] For example, the offset threshold can be pre-set. If the absolute value of the pitch angular velocity is greater than the offset threshold of the pitch angular velocity, it can be determined that the pitch motion of the vehicle has a greater impact on the riding comfort of the passengers in the vehicle, and the passengers in the vehicle can feel that the vehicle is rapidly lifted or rapidly lowered. At this time, the steps of S102 to S104 can be performed to suppress the large-amplitude pitch motion of the vehicle body to ensure the riding comfort of the passengers in the vehicle. If the absolute value of the pitch angular velocity is not greater than the offset threshold of the pitch angular velocity, it can be determined that the pitch motion of the vehicle has little impact on the riding comfort of the passengers in the vehicle, and the steps of S102 to S104 can not be performed to reduce the energy loss of the vehicle.

[0094] Optionally, in S102, determining the base damping of each target shock absorber on the vehicle according to the pitch angular velocity can include:

[0095] The base damping of the target shock absorber is determined according to the pitch angular velocity, the offset threshold and a preset gain coefficient corresponding to the target shock absorber.

[0096] For example, the preset gain coefficient can be pre-calibrated. For example, if the target shock absorber is a front axle shock absorber, the preset gain coefficient can be set as a first preset gain coefficient k1; if the target shock absorber is a rear axle shock absorber, the preset gain coefficient can be set as a second preset gain coefficient k2.

[0097] For the front axle shock absorber, a difference between the pitch angular velocity and the displacement threshold value is determined, and a product of the difference and a first preset gain coefficient k1 is determined as a first basic damping C1 of the front axle shock absorber; for the rear axle shock absorber, a difference between the pitch angular velocity and the displacement threshold value is determined, and a product of the difference and a second preset gain coefficient k2 is determined as a second basic damping C2 of the rear axle shock absorber.

[0098] Optionally, the operating state can include a stretching state and a compression state, and in S102, determining the operating state of each target shock absorber on the vehicle according to the pitch angular velocity can include:

[0099] If the pitch angular velocity is positive, the operating state of the front axle shock absorber is determined as the stretching state, and the operating state of the rear axle shock absorber is determined as the compression state.

[0100] If the pitch angular velocity is negative, the operating state of the front axle shock absorber is determined as the compression state, and the operating state of the rear axle shock absorber is determined as the stretching state.

[0101] Optionally, as shown in S103, determining the target damping of the target shock absorber according to the basic damping and the operating state of the target shock absorber can include: Figure 2

[0102] S1031, obtaining a sprung acceleration corresponding to the target shock absorber.

[0103] In an optional embodiment, the sprung acceleration corresponding to the target shock absorber can be obtained by the following way:

[0104] Obtaining a measurement value of the sprung acceleration of a plurality of target positions on a mounting component where the target shock absorber is located;

[0105] Determining a weighted average of the measurement values as the sprung acceleration corresponding to the target shock absorber.

[0106] ​For example, based on the target positions, a corresponding weight can be set for the measurement value of each target position, and a weighted average of the respective measurement values is determined as the corresponding sprung mass acceleration of the target shock absorber. Taking the front axle shock absorber as an example, the mounting part of the front axle shock absorber is the front axle of the vehicle, and a sprung mass acceleration sensor can be arranged on the left side (first target position) and the right side (second target position) of the front axle of the vehicle, wherein the first target position can be the position of the left front shock absorber of the vehicle, and the second target position can be the position of the right front shock absorber of the vehicle. The average of the measurement values of the sprung mass accelerations obtained by the two sprung mass acceleration sensors can be determined as the corresponding sprung mass acceleration of the front axle shock absorber, that is, the weights corresponding to the first target position and the second target position are both 0.5. The process of determining the corresponding sprung mass acceleration of the rear axle shock absorber is similar to that of determining the corresponding sprung mass acceleration of the front axle shock absorber, and will not be described here. In this way, the accuracy of the determined corresponding sprung mass acceleration of the target shock absorber can be improved.

[0107] In S1032, the target correction coefficient corresponding to the target shock absorber in the operating state is determined according to the sprung mass acceleration.

[0108] In the operating state, the target correction coefficient is positively correlated with the sprung mass acceleration, and in the operating state, the target correction coefficient is negatively correlated with the sprung mass acceleration.

[0109] Taking the front axle shock absorber as an example, when it is in the stretched state, a larger damping can be provided to slow down the vehicle, and therefore the target correction coefficient can be set to a value greater than 1, and the larger the value, the slower the vehicle descends; when it is in the compressed state, a smaller damping can be provided to reduce the feeling of the passengers being lifted by the vehicle body, and therefore the target correction coefficient can be set to a value between 0 and 1, and the smaller the value, the less obvious the feeling of being lifted.

[0110] In an optional embodiment, for the front axle shock absorber, if the front axle shock absorber is in the stretched state, the target correction coefficient corresponding to the stretched state can be determined in combination with the corresponding sprung mass acceleration of the front axle shock absorber, and at this time, the target correction coefficient R of the front axle shock absorber is the front axle stretched correction coefficient R1; if the front axle shock absorber is in the compressed state, the target correction coefficient corresponding to the compressed state can be determined in combination with the corresponding sprung mass acceleration of the front axle shock absorber, and at this time, the target correction coefficient R of the front axle shock absorber is the front axle compressed correction coefficient R2.

[0111] For the rear axle shock absorber, if the rear axle shock absorber is in the stretching state, the target correction coefficient corresponding to the stretching state can be determined in combination with the corresponding sprung acceleration of the rear axle shock absorber, at this time the target correction coefficient R of the rear axle shock absorber is the rear axle stretching correction coefficient R3; if the rear axle shock absorber is in the compression state, the target correction coefficient corresponding to the compression state can be determined in combination with the corresponding sprung acceleration of the front axle shock absorber, at this time the target correction coefficient R of the rear axle shock absorber is the rear axle compression correction coefficient R4.

[0112] Specifically, if the target shock absorber is the front axle shock absorber and the operating state is the stretching state, the target correction coefficient can be determined by the following formula:

[0113] R=a1*A+b1 F1

[0114] If the target shock absorber is the front axle shock absorber and the operating state is the compression state, the target correction coefficient can be determined by the following formula:

[0115] R=a2*A+b2 F1

[0116] If the target shock absorber is the rear axle shock absorber and the operating state is the stretching state, the target correction coefficient can be determined by the following formula:

[0117] R=a3*A+b3 F2

[0118] If the target shock absorber is the rear axle shock absorber and the operating state is the compression state, the target correction coefficient can be determined by the following formula:

[0119] R=a4*A+b4 F2

[0120] Wherein, R is the target correction coefficient; A F1 is the corresponding sprung acceleration of the front axle shock absorber, A F2 is the corresponding sprung acceleration of the rear axle shock absorber; a1, a2, a3, a4 are preset constant coefficients, b1, b2, b3, b4 are preset constant parameters, a1 and a3 are positive numbers, a2 and a4 are negative numbers.

[0121] It is worth noting that although the above formula represents the target correction coefficient corresponding to different target shock absorbers in different operating states, the numerical value of the target correction coefficient R corresponding to different target shock absorbers in different operating states is not the same.

[0122] S1033, determining the target damping of the target shock absorber according to the base damping and the target correction coefficient.

[0123] For example, the product of the base damping and the target correction coefficient of the target shock absorber can be determined as the target damping of the target shock absorber.​​​​

[0124] If the pitch angular velocity is positive, the operating state of the front axle shock absorber is in a stretching state, and the operating state of the rear axle shock absorber is in a compression state, the product of the first basic damping C1 of the front axle shock absorber and the front axle stretching correction coefficient R1 can be determined as the target damping of the front axle shock absorber; the product of the second basic damping C2 of the rear axle shock absorber and the rear axle compression correction coefficient R4 can be determined as the target damping of the rear axle shock absorber.

[0125] If the pitch angular velocity is negative, the operating state of the front axle shock absorber is in a compression state, and the operating state of the rear axle shock absorber is in a stretching state, the product of the first basic damping C1 of the front axle shock absorber and the front axle compression correction coefficient R2 can be determined as the target damping of the front axle shock absorber; the product of the second basic damping C2 of the rear axle shock absorber and the rear axle stretching correction coefficient R3 can be determined as the target damping of the rear axle shock absorber.

[0126] In this way, under the condition of the same pitch angular velocity, the target correction coefficient can be adjusted based on the sprung acceleration, so that the obtained target damping is better adapted to the undulating road surface, and the semi-active suspension has a more comfortable adjustable space when the vehicle passes through the undulating road surface.

[0127] Based on the same inventive concept, the disclosure also provides a semi-active suspension damping control device. Figure 3 is a block diagram of the semi-active suspension damping control device provided by an exemplary embodiment of the disclosure. Referring to Figure 3 , the semi-active suspension damping control device 300 can include:

[0128] The acquisition module 301 is configured to acquire the pitch angular velocity of the vehicle.

[0129] The first determination module 302 is configured to determine the basic damping of each target shock absorber on the vehicle according to the pitch angular velocity, and determine the operating state of each target shock absorber on the vehicle according to the pitch angular velocity, wherein the target shock absorber includes at least one front axle shock absorber installed on the front axle of the vehicle and at least one rear axle shock absorber installed on the rear axle of the vehicle.

[0130] The second determination module 303 is configured to determine the target damping of each target shock absorber according to the basic damping and the operating state of the target shock absorber.

[0131] The control module 304 is configured to determine the target current of the target shock absorber according to the target damping of the target shock absorber, and apply the target current to the corresponding shock absorber of the target shock absorber.

[0132] In the technical solution, the base damping and the operating state of each target shock absorber on the vehicle are determined according to the obtained pitch angular velocity, the target damping of each target shock absorber is determined according to the base damping and the operating state of the target shock absorber, the target current is determined according to the target damping of the target shock absorber, and the target current is applied to the shock absorber corresponding to the target shock absorber. In this way, in the process of suppressing the pitch motion of the vehicle, the base damping can be corrected according to the operating state, the target damping obtained can be adapted to the undulating road surface, the target current applied to the upper shock absorber can be controlled in real time according to the pitch angular velocity, and thus the effect of suppressing the pitch motion of the vehicle body is improved, and the riding comfort of the passengers in the vehicle is improved.

[0133] Optionally, the first determining module 302 comprises:

[0134] The first determining sub-module is configured to determine the base damping of the target shock absorber according to the pitch angular velocity, the offset threshold, and a preset gain coefficient corresponding to the target shock absorber.

[0135] Optionally, the operating state comprises a stretching state and a compression state; and the first determining module 302 comprises:

[0136] The second determining sub-module is configured to determine that, if the pitch angular velocity is positive, the operating state of the front axle shock absorber is the stretching state and the operating state of the rear axle shock absorber is the compression state.

[0137] The third determining sub-module is configured to determine that, if the pitch angular velocity is negative, the operating state of the front axle shock absorber is the compression state and the operating state of the rear axle shock absorber is the stretching state.

[0138] Optionally, the second determining module 303 comprises:

[0139] The obtaining sub-module is configured to obtain the sprung acceleration corresponding to the target shock absorber.

[0140] The fourth determining sub-module is configured to determine a target correction coefficient corresponding to the target shock absorber in the operating state according to the sprung acceleration, wherein the target correction coefficient is positively correlated with the sprung acceleration when the operating state is the stretching state, and the target correction coefficient is negatively correlated with the sprung acceleration when the operating state is the compression state.

[0141] The fifth determining sub-module is configured to determine the target damping of the target shock absorber according to the base damping and the target correction coefficient.

[0142] Optionally, the fourth determining sub-module is configured to determine the target correction coefficient corresponding to the target shock absorber in the operating state by:

[0143] If the target damper is a front axle damper and the operating state is a compression state, the target correction coefficient is determined by the following formula:

[0144] R=a2xA+b2 F1

[0145] If the target damper is a front axle damper and the operating state is a compression state, the target correction coefficient is determined by the following formula:

[0146] R=a2xA+b2 F1

[0147] If the target damper is a rear axle damper and the operating state is a compression state, the target correction coefficient is determined by the following formula:

[0148] R=a4xA+b4 F2

[0149] If the target damper is a rear axle damper and the operating state is a compression state, the target correction coefficient is determined by the following formula:

[0150] R=a4xA+b4 F2

[0151] wherein R is the target correction coefficient; A F1 is the sprung acceleration corresponding to the front axle damper, A F2 is the sprung acceleration corresponding to the rear axle damper; a1, a2, a3, a4 are preset constant coefficients, b1, b2, b3, b4 are preset constant parameters, a1 and a3 are positive numbers, and a2 and a4 are negative numbers.

[0152] Optionally, the obtaining sub-module is configured to obtain the sprung acceleration corresponding to the target damper by the following manner:

[0153] obtaining measurement values of the sprung acceleration of a plurality of target positions on a mounting component where the target damper is located;

[0154] determining a weighted average of the measurement values as the sprung acceleration corresponding to the target damper.

[0155] Optionally, the first determining module 302 is configured to, if the absolute value of the pitch angular velocity is greater than a pitch angular velocity offset threshold, execute the steps of determining the base damping of each target damper on the vehicle according to the pitch angular velocity, and determining the operating state of each target damper on the vehicle according to the pitch angular velocity.

[0156] ​​​​With regard to the apparatus in the above-described embodiments, a specific manner in which each module performs an operation has been described in detail in the embodiments related to the method, and thus will not be described in detail here.

[0157] Figure 4 is a block diagram of a semi-active suspension damping control apparatus 400 provided by an example embodiment of the present disclosure. As shown in Figure 4 the semi-active suspension damping control apparatus 400 can include a processor 701, a memory 702. The semi-active suspension damping control apparatus 400 can also include one or more of a multimedia component 703, an input / output (I / O) interface 704, and a communication component 705.

[0158] The processor 701 is configured to control overall operation of the semi-active suspension damping control device 400 to complete all or part of the steps of the semi-active suspension damping control method described above. The memory 702 is configured to store various types of data to support operation of the semi-active suspension damping control device 400. For example, the data can include instructions for any application or method operating on the semi-active suspension damping control device 400, and application-related data, such as contact data, messages sent and received, pictures, audio, video, and the like. The memory 702 can be implemented by any type of volatile or non-volatile storage device or a combination thereof, such as static random access memory (SRAM), electrically erasable programmable read-only memory (EEPROM), erasable programmable read-only memory (EPROM), programmable read-only memory (PROM), read-only memory (ROM), magnetic storage, flash memory, magnetic disk or optical disk. The multimedia component 703 can include a screen and an audio component. The screen can be a touch screen, for example, and the audio component is configured to output and / or input audio signals. For example, the audio component can include a microphone configured to receive external audio signals. The received audio signals can be further stored in the memory 702 or transmitted through the communication component 705. The audio component also includes at least one speaker configured to output audio signals. The I / O interface 704 provides an interface between the processor 701 and other interface modules, which can be a keyboard, a mouse, a button, and the like. The buttons can be virtual buttons or physical buttons. The communication component 705 is configured to enable wired or wireless communication between the semi-active suspension damping control device 400 and other devices. Wireless communication, such as Wi-Fi, Bluetooth, near field communication (NFC), 2G, 3G, 4G, NB-IOT, eMTC, or other 5G, and the like, or a combination of one or more of them, is not limited herein. Therefore, the corresponding communication component 705 can include a Wi-Fi module, a Bluetooth module, an NFC module, and the like.

[0159] In an exemplary embodiment, the semi-active suspension damping control device 400 can be implemented by one or more of an Application Specific Integrated Circuit (ASIC), a Digital Signal Processor (DSP), a Digital Signal Processing Device (DSPD), a Programmable Logic Device (PLD), a Field Programmable Gate Array (FPGA), a controller, a microcontroller, a microprocessor or other electronic elements for executing the semi-active suspension damping control method described above.

[0160] In another exemplary embodiment, a computer readable storage medium including program instructions is also provided, which, when executed by a processor, implement the steps of the semi-active suspension damping control method described above. For example, the computer readable storage medium can be the memory 702 described above including program instructions, which can be executed by the processor 701 of the semi-active suspension damping control device 400 to complete the semi-active suspension damping control method described above.

[0161] In another exemplary embodiment, a computer program product is also provided, which contains a computer program capable of being executed by a programmable device, and the computer program has code portions for executing the semi-active suspension damping control method described above when executed by the programmable device.

[0162] The present disclosure also provides a vehicle including the semi-active suspension damping control device 300 or the semi-active suspension damping control device 400 provided by the present disclosure.

[0163] The preferred embodiments of the present disclosure are described in detail above with reference to the accompanying drawings, but the present disclosure is not limited to the specific details of the above-described embodiments. Within the technical concept of the present disclosure, various simple modifications can be made to the technical solutions of the present disclosure, and these simple modifications all belong to the protection scope of the present disclosure.

[0164] In addition, it should be noted that each of the specific technical features described in the above specific embodiments can be combined in any appropriate manner without contradiction. In order to avoid unnecessary repetition, various possible combinations are not described again in the present disclosure.

[0165] Furthermore, the various embodiments of the present disclosure can be arbitrarily combined with each other unless they contradict each other, and it should be understood that the same should be construed as being included in the disclosure of the present disclosure.

Claims

1. A semi-active suspension damping control method, characterized by, The method comprises: obtaining a pitch angular velocity of a vehicle; determining a base damping of each target shock absorber on the vehicle according to the pitch angular velocity, and determining an operating state of each target shock absorber on the vehicle according to the pitch angular velocity, wherein the target shock absorber comprises at least one front axle shock absorber mounted on a front axle of the vehicle and at least one rear axle shock absorber mounted on a rear axle of the vehicle; determining a target damping of the target shock absorber according to the base damping and the operating state of the target shock absorber for each target shock absorber; determining a target current of the target shock absorber according to the target damping of the target shock absorber, and applying the target current to the corresponding shock absorber of the target shock absorber; wherein the determining of the target damping of the target shock absorber according to the base damping and the operating state of the target shock absorber comprises: obtaining a sprung acceleration corresponding to the target shock absorber; determining a target correction coefficient corresponding to the target shock absorber in the operating state according to the sprung acceleration, wherein the target correction coefficient is positively correlated with the sprung acceleration when the operating state is a stretching state, and the target correction coefficient is negatively correlated with the sprung acceleration when the operating state is a compression state; determining the target damping of the target shock absorber according to the base damping and the target correction coefficient.

2. The method of claim 1, wherein, The determining of the base damping of each target shock absorber on the vehicle according to the pitch angular velocity comprises: determining the base damping of the target shock absorber according to the pitch angular velocity, an offset threshold and a preset gain coefficient corresponding to the target shock absorber.

3. The method of claim 1, wherein, The operating state comprises a stretching state and a compression state, and the determining of the operating state of each target shock absorber on the vehicle according to the pitch angular velocity comprises: if the pitch angular velocity is positive, determining that the operating state of the front axle shock absorber is the stretching state and the operating state of the rear axle shock absorber is the compression state; if the pitch angular velocity is negative, determining that the operating state of the front axle shock absorber is the compression state and the operating state of the rear axle shock absorber is the stretching state.

4. The method of claim 1, wherein, The determining of the target correction coefficient corresponding to the target shock absorber in the operating state according to the sprung acceleration comprises: if the target shock absorber is a front axle shock absorber and the operating state is the stretching state, determining the target correction coefficient by the following formula: R = a1 x A F1 + b1 if the target shock absorber is a front axle shock absorber and the operating state is the compression state, determining the target correction coefficient by the following formula: R = a2 x A F1 + b2 if the target shock absorber is a rear axle shock absorber and the operating state is the stretching state, determining the target correction coefficient by the following formula: R = a3 x A F2 + b3 if the target shock absorber is a rear axle shock absorber and the operating state is the compression state, determining the target correction coefficient by the following formula: R = a4 x A F2 + b4 Wherein, R is the target correction coefficient; A F1 is the sprung mass acceleration corresponding to the front axle shock absorber, A F2 is the sprung mass acceleration corresponding to the rear axle shock absorber; a1, a2, a3, a4 are preset constant coefficients, b1, b2, b3, b4 are preset constant parameters, a1 and a3 are positive numbers, and a2 and a4 are negative numbers.

5. The method of claim 1, wherein, The obtaining of the sprung acceleration corresponding to the target shock absorber comprises: obtaining measured values of sprung accelerations of a plurality of target positions on a mounting component where the target shock absorber is located; determining a weighted average of the measured values as the sprung acceleration corresponding to the target shock absorber.

6. The method of claim 1, wherein, If the absolute value of the pitch angular velocity is greater than a pitch angular velocity offset threshold, the steps of determining a base damping of each target shock absorber on the vehicle based on the pitch angular velocity and determining an operating state of each target shock absorber on the vehicle based on the pitch angular velocity are performed.

7. A semi-active suspension damping control device characterized by comprising: The method comprises: obtaining a pitch angular velocity of the vehicle; determining a base damping of each target shock absorber on the vehicle based on the pitch angular velocity and determining an operating state of each target shock absorber on the vehicle based on the pitch angular velocity, wherein the target shock absorbers comprise at least one front axle shock absorber mounted on a front axle of the vehicle and at least one rear axle shock absorber mounted on a rear axle of the vehicle; for each target shock absorber, determining a target damping of the target shock absorber based on the base damping and the operating state of the target shock absorber; determining a target current of the target shock absorber based on the target damping of the target shock absorber and applying the target current to a corresponding shock absorber of the target shock absorber; wherein the second determining module comprises: obtaining a sprung acceleration corresponding to the target shock absorber; determining a target correction coefficient corresponding to the target shock absorber in the operating state based on the sprung acceleration, wherein the target correction coefficient is positively correlated with the sprung acceleration when the operating state is a stretching state, and the target correction coefficient is negatively correlated with the sprung acceleration when the operating state is a compression state; determining the target damping of the target shock absorber based on the base damping and the target correction coefficient.

8. A semi-active suspension damping control device characterized by comprising: The method comprises: a memory having stored thereon a computer program; a processor configured to execute the computer program in the memory to implement the steps of the method of any one of claims 1-6.

9. A vehicle characterized by comprising: The apparatus of claim 7 or the apparatus of claim 8. The method of any one of claims 1-6.

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