A shock absorber control method and system based on a vehicle vibration state

Abstract

The application provides a shock absorber control method and system based on a vehicle vibration state, and the method comprises the following steps: acquiring a vehicle body vertical acceleration signal, a vehicle speed and road surface grade information; calculating a vehicle speed correction weight factor according to the vehicle body vertical acceleration signal and the vehicle speed; calculating a road surface grade correction weight factor according to the vehicle body vertical acceleration signal and the road surface grade information; calculating a vertical skyhook control current weight factor and a basic current weight factor according to the vehicle speed correction weight factor and the vehicle speed correction weight factor; calculating a vertical control current output by a shock absorber according to the vertical skyhook control current weight factor and the basic current weight factor, and controlling the shock absorber according to the vertical control current. The application can effectively relieve the contradiction between vehicle body control and ride comfort control, improve the smoothness of the vehicle, and realize the identification of the current vehicle body vibration state according to the vehicle body vertical acceleration sensor signal in the shock absorber control, and take into account the vehicle body control and the ride comfort.

Description

Technical Field

[0001] This invention belongs to the field of automotive suspension control, specifically relating to a shock absorber control method and system based on vehicle vibration state. Background Technology

[0002] For vehicles equipped with continuously adjustable damping shock absorbers, the damping force provided by the vehicle shock absorbers can be adjusted by controlling the current of the solenoid valve. When the vehicle tilts or pitches due to road excitation or driver operation, the continuously adjustable damping shock absorber system will control the current according to the current body posture of the vehicle to suppress the rate of significant pitch, roll and vertical translation of the body, so that the body is as stable as possible, thereby ensuring the ride comfort of the vehicle.

[0003] However, the common vertical control strategy of continuously damped adjustable shock absorbers aims to control the vehicle body and suppress the vehicle's roll, pitch, and vertical translation. It cannot take into account the vehicle's comfort, especially when the vehicle is driving on bad road surfaces, such as rough Belgian roads or cobblestone roads. In this case, excessive body control will lead to an increase in damping force, which will transmit the road excitation to the vehicle body. Passengers will clearly feel the vibration transmitted to their bodies, which will affect the vehicle's ride comfort. Summary of the Invention

[0004] In view of the shortcomings of the prior art, the purpose of this invention is to provide a shock absorber control method and system based on vehicle vibration state, so as to improve the problem that the existing vertical control strategy cannot take into account both vehicle body stability and comfort.

[0005] To achieve the above and other related objectives, this invention proposes a shock absorber control method based on vehicle vibration state, comprising:

[0006] Acquire vehicle body vertical acceleration signal, vehicle speed, and road surface grade information;

[0007] The vehicle speed correction weighting factor is calculated based on the vehicle body vertical acceleration signal and the vehicle speed.

[0008] The road level correction weight factor is calculated and obtained based on the vehicle vertical acceleration signal and the road level information;

[0009] The vertical ceiling control current weight factor and the foundation current weight factor are calculated based on the vehicle speed correction weight factor and the vehicle speed correction weight factor.

[0010] The vertical control current of the vibration damper is calculated based on the vertical ceiling control current weighting factor and the foundation current weighting factor, and the vibration damper is controlled according to the vertical control current.

[0011] In one embodiment of the present invention, the vehicle vertical acceleration signal includes a left front signal and a right front signal, and the step of calculating and obtaining the vehicle speed correction weighting factor based on the vehicle vertical acceleration signal and the vehicle speed includes:

[0012] The left front signal and the right front signal are low-pass filtered to obtain the first intermediate signal;

[0013] The first intermediate signal is obtained by averaging the first intermediate signal;

[0014] The first root mean square value is obtained based on the first signal;

[0015] The vehicle speed correction weighting factor is obtained based on the vehicle speed and the first root mean square value.

[0016] In one embodiment of the present invention, the step of calculating and obtaining the vehicle speed correction weighting factor based on the vehicle speed and the first root mean square value includes:

[0017] The vehicle speed correction coefficient function is obtained based on the vehicle speed;

[0018] The vehicle speed correction weighting factor is calculated based on the first root mean square value and the vehicle speed correction coefficient function.

[0019] In one embodiment of the present invention, the vehicle vertical acceleration signal includes a left front signal and a right front signal, and the step of calculating and obtaining the road level correction weight factor based on the vehicle vertical acceleration signal and the road level information includes:

[0020] The left front signal and the right front signal are bandpass filtered to obtain the second intermediate signal;

[0021] The second signal is obtained by taking the maximum value of the second intermediate signal;

[0022] The second root mean square value is obtained based on the second signal;

[0023] The road surface grade correction weight factor is calculated based on the road surface grade information and the second root mean square value.

[0024] In one embodiment of the present invention, the step of calculating and obtaining the vehicle speed correction weighting factor based on the road surface grade information and the second root mean square value further includes:

[0025] Based on the road surface grade information, obtain the pre-calibrated road surface grade correction coefficient function;

[0026] The road surface grade correction weight factor is calculated based on the second root mean square value and the road surface grade correction coefficient function.

[0027] In one embodiment of the present invention, the step of calculating and obtaining the vertical ceiling control current weight factor and the foundation current weight factor based on the vehicle speed correction weight factor includes:

[0028] The vehicle speed correction weight factor and the road surface grade correction weight factor are normalized, and the vertical ceiling control current weight factor and the foundation current weight factor are calculated.

[0029] Wherein, the vertical canopy control current weighting factor is the ratio of the vehicle speed correction weighting factor to the sum of the vehicle speed correction weighting factor and the road surface grade correction weighting factor;

[0030] The base current weighting factor is the ratio of the road surface grade correction weighting factor to the sum of the vehicle speed correction weighting factor and the road surface grade correction weighting factor.

[0031] In one embodiment of the present invention, the step of calculating the vertical control current of the output vibration damper based on the vertical ceiling control current weighting factor and the foundation current weighting factor, and controlling the vibration damper according to the vertical control current, includes:

[0032] Obtain the vertical ceiling control current and foundation current;

[0033] The vertical control current is obtained by summing the product of the vertical ceiling control current weighting factor and the vertical ceiling control current and the product of the base current weighting factor and the base current.

[0034] The vibration damper is controlled according to the vertical control current.

[0035] In one embodiment of the present invention, the method further includes the following steps before acquiring the vehicle's vertical acceleration signal, vehicle speed, and road surface grade information:

[0036] Obtain the operating parameters of the shock absorber, and determine whether the shock absorber is in a fault state based on the operating parameters;

[0037] If so, it enters limp mode and controls the vibration damper to work with a preset fixed current.

[0038] If not, then obtain the vehicle's vertical acceleration signal, vehicle speed, and road surface grade information.

[0039] This invention also proposes a shock absorber control system based on vehicle vibration state, comprising:

[0040] The signal acquisition module is used to acquire the vehicle's vertical acceleration signal, vehicle speed, and road surface grade information;

[0041] The signal processing module is used to obtain a vehicle speed correction weight factor based on the vehicle body vertical acceleration signal and the vehicle speed; and to obtain a road level correction weight factor based on the vehicle body vertical acceleration signal and the road level information.

[0042] The weighting factor calculation module is used to calculate and obtain the vertical ceiling control current weighting factor and the base current weighting factor based on the vehicle speed correction weighting factor and the vehicle speed correction weighting factor.

[0043] The vertical control current control module is used to calculate and output the vertical control current of the vibration damper based on the vertical ceiling control current weighting factor and the foundation current weighting factor, and to control the vibration damper according to the vertical control current.

[0044] In one embodiment of the present invention, the signal processing module includes:

[0045] The filtering module is used to perform low-pass filtering on the left front signal and the right front signal to obtain a first intermediate signal and band-pass filtering on the signal to obtain a second intermediate signal.

[0046] The root mean square (RMS) calculation module is used to average the first intermediate signal to obtain a first signal and obtain a first RMS value based on the first signal, and to maximize the second intermediate signal to obtain a second signal and obtain a second RMS value based on the second signal.

[0047] The weight calculation module is used to obtain a vehicle speed correction weight factor based on the vehicle speed and the first root mean square value, and to calculate a road surface grade correction weight factor based on the road surface grade information and the second root mean square value.

[0048] This invention proposes a shock absorber control method and system based on vehicle vibration state. By calculating and allocating the current weighting factor for vertical suspension control, and after processing the signal from the vehicle acceleration sensor, the current weighting factor is adjusted in real time according to the current vehicle vibration state. This effectively alleviates the contradiction between vehicle control and ride comfort control, improves vehicle ride comfort, and realizes the identification of the current vehicle vibration state based on acceleration sensor signals in shock absorber control, thus balancing vehicle control and ride comfort.

[0049] This invention proposes a vibration damper control method and system based on vehicle vibration state. By combining a correction coefficient function pre-calibrated according to vehicle speed and road surface grade for different vehicles, it is possible to flexibly adjust the system according to the actual vehicle tuning. Different parameters are used for different vehicle models to ensure the smoothness performance of different vehicles. At the same time, this method has a wide range of applications, strong feasibility, and effectively controls costs. Attached Figure Description

[0050] To more clearly illustrate the technical solutions of the embodiments of the present invention, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0051] Figure 1 The diagram shown is a flowchart of a shock absorber control method based on vehicle vibration state in an embodiment of this application.

[0052] Figure 2 The flowchart shown is a process for obtaining the vehicle speed correction weight factor in an embodiment of this application.

[0053] Figure 3 The flowchart shown is a process for obtaining the road surface grade correction weight factor in an embodiment of this application.

[0054] Figure 4 The diagram shown is a schematic diagram of the control flow of the shock absorber control method based on vehicle vibration state in an embodiment of this application.

[0055] Figure 5 The diagram shown is a structural block diagram of a shock absorber control system based on vehicle vibration state in an embodiment of this application. Detailed Implementation

[0056] The following specific examples illustrate the implementation of the present invention. Those skilled in the art can easily understand other advantages and effects of the present invention from the content disclosed in this specification. The present invention can also be implemented or applied through other different specific embodiments, and various details in this specification can also be modified or changed based on different viewpoints and applications without departing from the spirit of the present invention.

[0057] It should be noted that the illustrations provided in this embodiment are only schematic representations of the basic concept of the present invention. Therefore, the drawings only show the components related to the present invention and are not drawn according to the actual number, shape and size of the components in the actual implementation. In the actual implementation, the form, quantity and proportion of each component can be arbitrarily changed, and the layout of the components may also be more complex.

[0058] Please see Figure 1 As shown, this invention proposes a damper control method and system based on vehicle vibration state to solve the problem that existing vertical control strategies cannot take into account vehicle comfort when controlling the vehicle body, especially when the vehicle is driving on a bad road surface. In this case, excessive vehicle body control will lead to an increase in damping force, thereby transmitting road excitation to the vehicle body and affecting the ride comfort of the vehicle. Figure 1The diagram shown is a flowchart of a shock absorber control method based on vehicle vibration state in an embodiment of this application. Specifically, the shock absorber control method based on vehicle vibration state includes the following steps:

[0059] S1. Acquire the vehicle's vertical acceleration signal, vehicle speed, and road surface grade information;

[0060] In step S1, the vehicle's vertical acceleration signal is acquired through vehicle sensors, and the road surface level information ahead is acquired through a vision system. In this embodiment, the acceleration signal includes a left front signal and a right front signal, where the left front signal is the acceleration signal at the left front position of the vehicle, and the right front signal is the acceleration signal at the right front position of the vehicle. When acquiring the acceleration signal, the left front signal and the right front signal can be collected at a preset period within a preset time period. The left front signal and the right front signal collected at the same time are considered as a group, thus obtaining multiple groups of acceleration signals. For example, the preset time period can be set to 200ms, the preset period can be 2ms, that is, the sampling frequency can be set to 500Hz, that is, the left front signal and the right front signal are collected at a time interval of 2ms within 200ms, thus obtaining 100 groups of acceleration signals.

[0061] S2. Calculate and obtain the vehicle speed correction weighting factor based on the vehicle body vertical acceleration signal and the vehicle speed; for example, combine the results of low-pass filtering, average removal, and root mean square calculation on the vehicle body vertical acceleration signal with the vehicle speed calculation to obtain the vehicle speed correction weighting factor. Please refer to [link to relevant documentation]. Figure 2 As shown, Figure 2 The flowchart shown is for obtaining the vehicle speed correction weight factor in this embodiment of the application. Specifically, it includes the following steps:

[0062] S21. Low-pass filtering is performed on the left front signal and the right front signal to obtain a first intermediate signal. Specifically, low-pass filtering is performed on each of the multiple sets of vehicle vertical acceleration signals to obtain a first intermediate signal, with each set of vehicle vertical acceleration signals corresponding to a first intermediate signal. For example, the left front signal and the right front signal in each set of vehicle vertical acceleration signals are respectively low-pass filtered with a cutoff frequency of 5Hz to obtain the first intermediate signal. For example, taking 100 sets of acceleration signals collected in step S1 as an example, 100 sets of first intermediate signals obtained after low-pass filtering are obtained in step S21.

[0063] S22. Take the average value of the first intermediate signal to obtain the first signal; take the average value of the left front signal and the right front signal in the first intermediate signal obtained by low-pass filtering to obtain multiple first signals. For example, taking the 100 sets of acceleration signals collected in step S1 as an example, 100 first signals obtained after taking the average value are obtained in step S22.

[0064] S23. Obtain the first root mean square value based on the first signal; for example, perform root mean square calculation on the 100 first signals obtained after the averaging operation in step S22 to obtain the first root mean square value.

[0065] S24. Calculate the vehicle speed correction weighting factor based on the vehicle speed and the first root mean square value. Step S24 involves calculating the vehicle speed correction weighting factor based on the first root mean square value and the vehicle speed to achieve vehicle body control and ride comfort control. Specifically, this includes the following steps:

[0066] The vehicle speed correction coefficient function is obtained based on the vehicle speed;

[0067] The vehicle speed correction weight factor is calculated based on the first root mean square value and the vehicle speed correction coefficient function. Specifically, the vehicle speed correction weight factor is obtained by multiplying the first root mean square value and the vehicle speed correction coefficient function.

[0068] Understandably, vehicle speed can be obtained through the vehicle's CAN bus, and the vehicle speed correction coefficient function can be pre-calibrated and stored based on the actual vehicle speed. During the control process, it can be directly obtained based on the vehicle speed. That is, the correction coefficient function pre-calibrated based on the vehicle speed in different vehicles allows for flexible adjustment based on the actual vehicle tuning. Different models use different parameters to ensure the smoothness performance of different vehicles. At the same time, this method has a wide range of applications, strong feasibility, and effectively controls costs.

[0069] S3. Calculate and obtain the road level correction weight factor based on the vehicle vertical acceleration signal and the road surface grade information; for example, calculate the road level correction weight factor by combining the results of bandpass filtering, taking the maximum value, and root mean square calculation on the vehicle vertical acceleration signal with the road surface grade information. Please refer to [link to relevant documentation]. Figure 3 As shown, Figure 3 The flowchart shown is an embodiment of the present application for obtaining the pavement grade correction weight factor. Specifically, it includes the following steps:

[0070] S31. Bandpass filtering is performed on the left front signal and the right front signal to obtain a second intermediate signal. Specifically, bandpass filtering is performed on the acquired multiple sets of acceleration signals to obtain a second intermediate signal, with each set of acceleration signals corresponding to a set of second intermediate signals. For example, the left front signal and the right front signal in each set of acceleration signals are respectively filtered with a lower cutoff frequency of 5Hz and an upper cutoff frequency of 15Hz to obtain the second intermediate signal. For example, taking 100 sets of acceleration signals acquired in step S1 as an example, 100 sets of second intermediate signals obtained after bandpass filtering are obtained in step S31.

[0071] S32. Take the maximum value of the second intermediate signal to obtain the second signal; take the maximum value of the left front signal and the right front signal in the second intermediate signal obtained by bandpass filtering to obtain multiple second signals. For example, taking the 100 sets of acceleration signals collected in step S1 as an example, 100 second signals obtained after taking the maximum value are obtained in step S32.

[0072] Understandably, in this step, the maximum value of the left front signal and the right front signal in the second intermediate signal is taken to select the one with the larger signal value as the calculation parameter of the subsequent weight factor. The larger the signal value, the worse the road surface grade. The weight factor calculated based on the data with the larger signal value is more suitable for the control method when the road section grade is poor, and can more effectively alleviate the discomfort caused by the poor road surface.

[0073] S33. Obtain the second root mean square value based on the second signal; for example, perform root mean square calculation on the 100 second signals obtained after the maximum value operation in step S32 to obtain the second root mean square value.

[0074] S34. Calculate and obtain the road surface grade correction weight factor based on the road surface grade information and the second root mean square value. Step S34 involves calculating and obtaining the road surface grade correction weight factor based on the second root mean square value and the road surface grade information to achieve vehicle body control and ride comfort control. Specifically, this includes the following steps:

[0075] Based on the road surface grade information, obtain the pre-calibrated road surface grade correction coefficient function;

[0076] The pavement grade correction weight factor is calculated based on the second root mean square value and the pavement grade correction coefficient function; specifically, the pavement grade correction weight factor is obtained by multiplying the second root mean square value and the pavement grade correction coefficient function.

[0077] It is understood that in this embodiment, road surface grade information can be provided by the vehicle's vision system, and the road surface grade correction coefficient function can be pre-calibrated and stored based on the road surface grade using a real vehicle. During the control process, it can be directly obtained based on the road surface grade information. That is, the correction coefficient function pre-calibrated based on the road surface grade in different vehicles allows for flexible adjustment based on the actual vehicle calibration. Different vehicle models use differentiated parameters to ensure the smoothness performance of different vehicles. At the same time, this method has a wide range of applications, strong feasibility, and effectively controls costs.

[0078] It is understandable that there is no distinction between the order of steps S2 and S3. Both steps S2 and S3 are to process the original signals, namely the left front signal and the right front signal collected by the sensor, respectively, to obtain the vehicle speed correction weight factor and the road surface grade correction weight factor.

[0079] Understandably, the road surface grade correction weight factor mainly considers that when a vehicle travels on a road surface with high roughness, there is a high frequency of road surface excitation input to the wheels. At this time, the correction coefficient should be set to a larger value to make the damper damping coefficient softer and improve ride comfort. The vehicle speed correction weight factor mainly considers high vehicle speed. At this time, the higher the vehicle speed, the larger the set coefficient value should be to enhance the participation of vehicle body control and ensure vehicle stability.

[0080] S4. Calculate the vertical ceiling control current weight factor and the base current weight factor based on the vehicle speed correction weight factor. Specifically, normalize the vehicle speed correction weight factor and the road surface grade correction weight factor, and calculate the vertical ceiling control current weight factor and the base current weight factor. The vertical ceiling control current weight factor is the ratio of the vehicle speed correction weight factor to the sum of the vehicle speed correction weight factor and the road surface grade correction weight factor. The base current weight factor is the ratio of the road surface grade correction weight factor to the sum of the vehicle speed correction weight factor and the road surface grade correction weight factor. Through the dynamic weight allocation mechanism between the vertical ceiling control current weight factor and the base current weight factor, the system can flexibly respond to different driving environments, considering both the dynamic demands brought about by vehicle speed changes and the specific requirements of road surface conditions for vibration reduction, thereby achieving the goal of optimizing ride comfort and handling stability.

[0081] S5. Calculate the vertical control current of the vibration damper based on the vertical ceiling control current weighting factor and the foundation current weighting factor, and control the vibration damper according to the vertical control current. Specifically, this includes the following steps:

[0082] The vertical canopy control current and the foundation current are obtained; the vertical canopy control current is calculated based on the canopy control strategy, and the foundation current is obtained in advance based on calibration of actual vehicles according to vehicle speed and road surface grade.

[0083] The vertical control current is obtained by summing the product of the vertical ceiling control current weighting factor and the vertical ceiling control current and the product of the base current weighting factor and the base current.

[0084] The vibration damper is controlled according to the vertical control current.

[0085] Please see Figure 1 and Figure 4 As shown, Figure 4 This is a schematic diagram of the control flow of the shock absorber control method based on vehicle vibration state in an embodiment of this application. In this embodiment, before the steps of acquiring the vehicle's vertical acceleration signal, vehicle speed, and road surface grade information, the following steps are included:

[0086] Obtain the operating parameters of the vibration damper, and determine whether the vibration damper is in a fault state based on the operating parameters; for example, fault states include but are not limited to abnormal current, abnormal voltage, excessive temperature, damage to mechanical parts, or the electronic control unit not receiving the correct feedback signal.

[0087] If so, it enters limp mode and controls the vibration damper to work with a preset fixed current.

[0088] If not, proceed to step S1, which involves obtaining the vehicle's vertical acceleration signal, vehicle speed, and road surface grade information.

[0089] It is understood that in this embodiment, the vibration damper is preferably an electronically controlled vibration damper, but it can also be used for vibration damper current control in similar hydraulically adjustable vibration damper systems, such as magnetorheological fluid adjustable vibration dampers, compression-tension dual-valve hydraulically adjustable vibration dampers, etc.

[0090] Please see Figure 5 As shown, Figure 5 The diagram shown is a structural block diagram of a shock absorber control system based on vehicle vibration state according to an embodiment of this application. In this embodiment, a shock absorber control system based on vehicle vibration state is provided, which corresponds one-to-one with the shock absorber control method based on vehicle vibration state in the above embodiments. Specifically, the shock absorber control system 100 based on vehicle vibration state includes a signal acquisition module 10, a signal processing module 20, a weighting factor calculation module 30, and a vertical control current control module 40. Detailed descriptions of each functional module are as follows:

[0091] The signal acquisition module 10 is used to acquire the vehicle's vertical acceleration signal, vehicle speed, and road surface grade information.

[0092] The signal processing module 20 is used to obtain a vehicle speed correction weight factor based on the vehicle body vertical acceleration signal and the vehicle speed; and to obtain a road surface grade correction weight factor based on the vehicle body vertical acceleration signal and the road surface grade information.

[0093] The weighting factor calculation module 30 is used to calculate and obtain the vertical ceiling control current weighting factor and the base current weighting factor based on the vehicle speed correction weighting factor and the vehicle speed correction weighting factor.

[0094] The vertical control current control module 40 is used to calculate and output the vertical control current of the vibration damper based on the vertical ceiling control current weighting factor and the foundation current weighting factor, and to control the vibration damper according to the vertical control current.

[0095] Please see Figure 5As shown, in this embodiment, the signal processing module 20 includes a filtering module, a root mean square calculation module, and a weight calculation module. Detailed descriptions of each functional module are as follows:

[0096] The filtering module is used to perform low-pass filtering on the left front signal and the right front signal to obtain a first intermediate signal and band-pass filtering to obtain a second intermediate signal;

[0097] The root mean square (RMS) calculation module is used to average the first intermediate signal to obtain the first signal and obtain the first RMS value based on the first signal, and to maximize the second intermediate signal to obtain the second signal and obtain the second RMS value based on the second signal.

[0098] The weight calculation module is used to obtain a vehicle speed correction weight factor based on the vehicle speed and the first root mean square value, and to calculate a road surface grade correction weight factor based on the road surface grade information and the second root mean square value.

[0099] Specific limitations regarding the shock absorber control system based on vehicle vibration conditions can be found in the limitations of the shock absorber control method based on vehicle vibration conditions described above, and will not be repeated here. Each module in the aforementioned shock absorber control system based on vehicle vibration conditions can be implemented entirely or partially through software, hardware, or a combination thereof. These modules can be embedded in or independent of the processor in a computer device in hardware form, or stored in the memory of a computer device in software form, so that the processor can call and execute the corresponding operations of each module.

[0100] It is understood that the vertical roof control current described in the above embodiments refers to the control current aimed at suppressing vehicle pitch, roll, and translation, controlling vehicle posture stability, and ensuring vehicle stability. It is generally calculated using a roof control strategy. Typically, under this current, the damper damping coefficient is high for a portion of the time, resulting in a stiffer damper. The base current described in the above embodiments refers to the control current aimed at improving comfort. Typically, under this current, the damper damping coefficient is low, resulting in a softer damper. Therefore, to balance vehicle stability and ride comfort, a weighting factor needs to be assigned to the roof control current and the base current. The vertical control current described in the above embodiments refers to the current calculated after assigning a weighting factor to the roof control current and the base current.

[0101] This invention proposes a shock absorber control method and system based on vehicle vibration state. By calculating and allocating the current weighting factor for vertical suspension control, and after processing the signal from the vehicle acceleration sensor, the current weighting factor is adjusted in real time according to the current vehicle vibration state. This effectively alleviates the contradiction between vehicle control and ride comfort control, improves vehicle ride comfort, and realizes the identification of the current vehicle vibration state based on acceleration sensor signals in shock absorber control, thus balancing vehicle control and ride comfort.

[0102] This invention proposes a vibration damper control method and system based on vehicle vibration state. By combining a correction coefficient function pre-calibrated according to vehicle speed and road surface grade for different vehicles, it is possible to flexibly adjust the system according to the actual vehicle tuning. Different parameters are used for different vehicle models to ensure the smoothness performance of different vehicles. At the same time, this method has a wide range of applications, strong feasibility, and effectively controls costs.

[0103] Those skilled in the art will understand that all or part of the processes in the above embodiments can be implemented by a computer program instructing related hardware. The computer program can be stored in a non-volatile computer-readable storage medium, and when executed, it can include the processes of the embodiments of the above methods. Furthermore, any references to memory, storage, databases, or other media used in the embodiments provided in this application can include non-volatile and / or volatile memory.

[0104] Those skilled in the art will understand that embodiments of the present invention can be provided as methods, systems, or computer program products. Therefore, the present invention can take the form of a completely hardware embodiment, a completely software embodiment, or an embodiment combining software and hardware aspects. Furthermore, the present invention can take the form of a computer program product embodied on one or more computer-usable storage media (including, but not limited to, disk storage, CD-ROM, optical storage, etc.) containing computer-usable program code.

[0105] The above-described embodiments are only used to illustrate the technical solutions of the present invention, and are not intended to limit it. Although the present invention has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some of the technical features. Such modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of the present invention, and should all be included within the protection scope of the present invention.

[0106] Apart from the technical features described in the specification, the other technical features are known to those skilled in the art. To highlight the innovative features of this invention, the other technical features will not be described in detail here.

Claims

1. A vibration damper control method based on vehicle vibration state, characterized in that, include: Acquire vehicle body vertical acceleration signal, vehicle speed, and road surface grade information; The vehicle speed correction weighting factor is calculated based on the vehicle body vertical acceleration signal and the vehicle speed. The road level correction weight factor is calculated and obtained based on the vehicle vertical acceleration signal and the road level information; The vertical ceiling control current weight factor and the foundation current weight factor are calculated based on the vehicle speed correction weight factor and the vehicle speed correction weight factor. The vertical control current of the output vibration damper is calculated based on the vertical ceiling control current weighting factor and the foundation current weighting factor, and the vibration damper is controlled according to the vertical control current. The vehicle vertical acceleration signal includes a left front signal and a right front signal. The step of calculating and obtaining the road level correction weighting factor based on the vehicle vertical acceleration signal and the road level information includes: The left front signal and the right front signal are bandpass filtered to obtain the second intermediate signal; The second signal is obtained by taking the maximum value of the second intermediate signal; The second root mean square value is obtained based on the second signal; The road surface grade correction weight factor is calculated and obtained based on the road surface grade information and the second root mean square value. The steps of calculating the vertical ceiling control current weight factor and the foundation current weight factor based on the vehicle speed correction weight factor include: The vehicle speed correction weight factor and the road surface grade correction weight factor are normalized, and the vertical ceiling control current weight factor and the foundation current weight factor are calculated. Wherein, the vertical canopy control current weighting factor is the ratio of the vehicle speed correction weighting factor to the sum of the vehicle speed correction weighting factor and the road surface grade correction weighting factor; The base current weighting factor is the ratio of the road surface grade correction weighting factor to the sum of the vehicle speed correction weighting factor and the road surface grade correction weighting factor.

2. The damper control method based on vehicle vibration state according to claim 1, characterized in that, The vehicle body vertical acceleration signal includes a left front signal and a right front signal. The step of calculating and obtaining the vehicle speed correction weighting factor based on the vehicle body vertical acceleration signal and the vehicle speed includes: The left front signal and the right front signal are low-pass filtered to obtain the first intermediate signal; The first intermediate signal is obtained by averaging the first intermediate signal; The first root mean square value is obtained based on the first signal; The vehicle speed correction weighting factor is obtained based on the vehicle speed and the first root mean square value.

3. The damper control method based on vehicle vibration state according to claim 2, characterized in that, The step of calculating the vehicle speed correction weighting factor based on the vehicle speed and the first root mean square value includes: The vehicle speed correction coefficient function is obtained based on the vehicle speed; The vehicle speed correction weighting factor is calculated based on the first root mean square value and the vehicle speed correction coefficient function.

4. The damper control method based on vehicle vibration state according to claim 1, characterized in that, The step of calculating and obtaining the vehicle speed correction weighting factor based on the road surface grade information and the second root mean square value further includes: Based on the road surface grade information, obtain the pre-calibrated road surface grade correction coefficient function; The road surface grade correction weight factor is calculated based on the second root mean square value and the road surface grade correction coefficient function.

5. The damper control method based on vehicle vibration state according to claim 1, characterized in that, The steps of calculating the vertical control current of the vibration damper based on the vertical ceiling control current weighting factor and the foundation current weighting factor, and controlling the vibration damper according to the vertical control current, include: Obtain the vertical ceiling control current and foundation current; The vertical control current is obtained by summing the product of the vertical ceiling control current weighting factor and the vertical ceiling control current and the product of the base current weighting factor and the base current. The vibration damper is controlled according to the vertical control current.

6. The damper control method based on vehicle vibration state according to claim 1, characterized in that, Before acquiring the vehicle's vertical acceleration signal, vehicle speed, and road surface grade information, the following steps are also included: Obtain the operating parameters of the shock absorber, and determine whether the shock absorber is in a fault state based on the operating parameters; If so, it enters limp mode and controls the vibration damper to work with a preset fixed current. If not, then obtain the vehicle's vertical acceleration signal, vehicle speed, and road surface grade information.

7. A shock absorber control system based on vehicle vibration state, wherein the control system applies the shock absorber control method as described in any one of claims 1 to 6, characterized in that, include: The signal acquisition module is used to acquire the vehicle's vertical acceleration signal, vehicle speed, and road surface grade information; The signal processing module is used to obtain a vehicle speed correction weight factor based on the vehicle body vertical acceleration signal and the vehicle speed; and to obtain a road level correction weight factor based on the vehicle body vertical acceleration signal and the road level information. The weighting factor calculation module is used to calculate and obtain the vertical ceiling control current weighting factor and the base current weighting factor based on the vehicle speed correction weighting factor and the vehicle speed correction weighting factor. The vertical control current control module is used to calculate and output the vertical control current of the vibration damper based on the vertical ceiling control current weighting factor and the foundation current weighting factor, and to control the vibration damper according to the vertical control current.

8. The shock absorber control system based on vehicle vibration state according to claim 7, characterized in that, The signal processing module includes: The filtering module is used to perform low-pass filtering on the left front signal and the right front signal to obtain a first intermediate signal and band-pass filtering on the signal to obtain a second intermediate signal. The root mean square (RMS) calculation module is used to average the first intermediate signal to obtain a first signal and obtain a first RMS value based on the first signal, and to maximize the second intermediate signal to obtain a second signal and obtain a second RMS value based on the second signal. The weight calculation module is used to obtain a vehicle speed correction weight factor based on the vehicle speed and the first root mean square value, and to calculate a road surface grade correction weight factor based on the road surface grade information and the second root mean square value.

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