Damping control methods, devices, equipment and media for vibration dampers

Abstract

A method, device, equipment, and medium for controlling shock absorber damping belong to the field of automotive technology. The method includes: when an obstacle is detected in front of the vehicle, acquiring obstacle information, including the obstacle's height direction and height; determining the target reserve travel of the shock absorber, the target reserve travel corresponding to the height direction; subtracting the obstacle height from the target reserve travel to obtain a difference; when the difference is outside a first numerical range, determining a shock absorber damping control mode based on the target numerical range to which the difference belongs; when the difference is within the first numerical range and the target reserve travel is greater than a travel threshold, determining the shock absorber damping control mode based on the vehicle speed; and controlling the shock absorber damping according to the shock absorber damping control mode. This achieves intelligent control of shock absorber damping, maximizing ride comfort while ensuring shock absorber safety.

Description

Technical Field

[0001] This application relates to the field of automotive technology, specifically to a damper damping control method, device, equipment, and computer-readable storage medium. Background Technology

[0002] During vehicle operation, driving stability and comfort are improved by controlling the damping of the shock absorbers.

[0003] One related technology identifies obstacle types based on the bouncing of the vehicle's front wheels, and then controls the damping of the rear shock absorbers accordingly. For example, when the front wheels bounce upwards, it indicates they are on a raised obstacle such as a speed bump, and the damping of the rear shock absorbers is directly reduced to a low level; when the front wheels bounce downwards, it indicates they are on a recessed obstacle such as a pothole, and the damping of the rear shock absorbers is directly increased to a high level. Another technology uses a front-facing camera to identify obstacles in front of the vehicle. When raised obstacles such as speed bumps are present, all shock absorber damping is uniformly reduced to a low level; when recessed obstacles such as potholes are present, all shock absorber damping is uniformly increased to a high level.

[0004] However, the above-mentioned damping control methods all directly increase the damping of the damper to a high level or directly decrease the damping of the damper to a low level. This can easily cause the piston rod in the damper to hit the limiting structure, which can further damage the damper, affect its service life, and even lead to safety accidents. Summary of the Invention

[0005] This application provides a damper damping control method, device, equipment, and medium, which can solve the technical problems existing in the prior art, such as directly increasing the damper damping to a high level or directly decreasing the damper damping to a low level, which can easily cause the piston rod in the damper to hit the limiting structure, resulting in damage to the damper, affecting the service life of the damper, and even causing safety accidents.

[0006] In a first aspect, embodiments of this application provide a damper damping control method, the damper damping control method comprising:

[0007] When an obstacle is detected in front of the vehicle, obstacle information is acquired, including the height direction and height of the obstacle;

[0008] Determine the target backup travel of the shock absorber, wherein the target backup travel corresponds to the height direction;

[0009] Subtract the obstacle height from the target backup travel distance to obtain the difference;

[0010] When the difference is outside the first numerical range, the damper damping control mode is determined based on the target numerical range to which the difference belongs;

[0011] When the difference is within the first numerical range and the target backup travel is greater than the travel threshold, the damper damping control mode is determined based on the vehicle speed.

[0012] The damping of the damper is controlled according to the damper damping control method described above.

[0013] In conjunction with the first aspect, in one implementation, determining the target backup stroke of the shock absorber includes:

[0014] Obtain the total stroke of the shock absorber and the height of the air spring;

[0015] The position of the piston rod in the shock absorber is determined based on the height of the air spring;

[0016] The target backup stroke of the shock absorber is determined based on the height direction, the total stroke, and the position of the piston rod.

[0017] In conjunction with the first aspect, in one embodiment, determining the target backup stroke of the shock absorber based on the height direction, the total stroke, and the position of the piston rod includes:

[0018] When the height direction is positive, the target backup stroke of the shock absorber is obtained by subtracting the position of the piston rod from half of the total stroke.

[0019] When the height direction is reversed, the target backup stroke of the shock absorber is obtained by adding half of the total stroke to the position of the piston rod.

[0020] In conjunction with the first aspect, in one implementation, when the difference is outside a first numerical range, a damper damping control method is determined based on the target numerical range to which the difference belongs, including:

[0021] When the difference falls within the second numerical range, the damper damping control method is determined to be to reduce the damper damping to a low level.

[0022] When the difference falls within the third numerical range, the damper damping control mode is determined to be to increase the damper damping to a high level.

[0023] Among them, the lower limit of the second numerical interval is greater than the upper limit of the first numerical interval, and the upper limit of the third numerical interval is less than the lower limit of the first numerical interval.

[0024] In conjunction with the first aspect, in one implementation, determining the shock absorber damping control method based on the vehicle speed includes:

[0025] When the vehicle speed is less than or equal to the first threshold, the damper damping control mode is determined to be to reduce the damper damping to a low level.

[0026] When the vehicle speed is greater than the first threshold and less than the second threshold, the damper damping control method is determined to be to first reduce the damper damping to a low level, and then increase it from the low level to a medium level.

[0027] When the vehicle speed is greater than or equal to the second threshold, the damper damping control mode is determined to keep the damper damping constant.

[0028] In conjunction with the first aspect, in one embodiment, the method further includes:

[0029] When the difference is within the first numerical range and the target backup stroke is less than or equal to the stroke threshold, the damper damping control mode is determined to keep the damper damping constant.

[0030] In conjunction with the first aspect, in one embodiment, the obstacle information further includes a first distance between the obstacle and the vehicle, and the step of controlling the damper damping according to the damper damping control method includes:

[0031] Obtain the response time corresponding to the damping control mode of the vibration damper;

[0032] Get vehicle speed;

[0033] Based on the vehicle speed and the first distance, determine the first time required for the vehicle to reach the obstacle;

[0034] When the first duration is greater than or equal to the response duration and less than the duration threshold, the current of the solenoid valve coil in the damper is controlled according to the damping control method to control the damping of the damper.

[0035] Secondly, embodiments of this application provide a damper damping control device, the damper damping control device comprising:

[0036] The acquisition module is used to acquire obstacle information when an obstacle is detected in front of the vehicle. The obstacle information includes the height direction and height of the obstacle.

[0037] The first determining module is used to determine the target backup stroke of the shock absorber, wherein the target backup stroke corresponds to the height direction;

[0038] The calculation module is used to subtract the obstacle height from the target backup travel distance to obtain the difference;

[0039] The second determining module is used to determine the damper damping control mode based on the target value range to which the difference belongs when the difference is outside the first value range; and is also used to determine the damper damping control mode based on the vehicle speed when the difference is within the first value range and the target backup travel is greater than the travel threshold.

[0040] The control module is used to control the damping of the shock absorber according to the damping control method.

[0041] Thirdly, embodiments of this application provide a damper damping control device, the damper damping control device including a processor, a memory, and a damper damping control program stored in the memory and executable by the processor, wherein when the damper damping control program is executed by the processor, it implements the steps of the damper damping control method as described in any one of the first aspects.

[0042] Fourthly, embodiments of this application provide a computer-readable storage medium storing a damper damping control program, wherein when the damper damping control program is executed by a processor, it implements the steps of the damper damping control method as described in any one of the first aspects.

[0043] The beneficial effects of the technical solutions provided in this application include:

[0044] When an obstacle is detected in front of the vehicle, obstacle information is acquired, including the obstacle's height direction and height. A target backup travel for the shock absorber is determined, corresponding to the height direction. The obstacle height is subtracted from the target backup travel to obtain a difference. When the difference is outside a first numerical range, a shock absorber damping control method is determined based on the target numerical range to which the difference belongs. When the difference is within the first numerical range and the target backup travel is greater than a travel threshold, a shock absorber damping control method is determined based on the vehicle speed. The shock absorber damping is controlled according to the described damping control method. This application intelligently controls the shock absorber damping by combining the target backup travel, the difference between the target backup travel and the obstacle height, and vehicle speed, maximizing ride comfort while ensuring shock absorber safety. Attached Figure Description

[0045] Figure 1 This is a flowchart illustrating the first embodiment of the damper damping control method of this application;

[0046] Figure 2 This is a schematic diagram of the functional modules of an embodiment of the damper damping control device of this application;

[0047] Figure 3This is a schematic diagram of the hardware structure of the damper damping control device involved in the embodiments of this application. Detailed Implementation

[0048] To enable those skilled in the art to better understand the present application, the technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present application, and not all embodiments. Based on the embodiments in the present application, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the scope of protection of the present application.

[0049] To make the objectives, technical solutions, and advantages of this application clearer, the embodiments of this application will be described in further detail below with reference to the accompanying drawings.

[0050] In a first aspect, embodiments of this application provide a damper damping control method.

[0051] In one embodiment, reference is made to Figure 1 , Figure 1 This is a schematic flowchart of the first embodiment of the damper damping control method of this application. Figure 1 As shown, the damper damping control method includes:

[0052] Step 110: When an obstacle is detected in front of the vehicle, obtain obstacle information, which includes the height direction and height of the obstacle.

[0053] In practice, an external camera positioned in front of the vehicle can be used to detect whether there are obstacles in front of the vehicle. These obstacles include, but are not limited to, raised obstacles such as speed bumps and recessed obstacles such as ditches. When an obstacle is detected, obstacle information is acquired, including but not limited to the obstacle's height direction, obstacle height, and a first distance between the obstacle and the vehicle.

[0054] Generally speaking, when the obstacle is a raised obstacle, the height direction of the obstacle is positive; when the obstacle is a recessed obstacle, the height direction of the obstacle is negative.

[0055] Step 120: Determine the target backup stroke of the shock absorber, wherein the target backup stroke corresponds to the height direction;

[0056] The target backup stroke of the shock absorber is either the compression backup stroke or the extension backup stroke, which is the backup stroke of the piston rod in the current shock absorber that can be compressed or extended. When the height direction is positive, the target backup stroke of the shock absorber is determined to be the compression backup stroke; when the height direction is negative, the target backup stroke of the shock absorber is determined to be the extension backup stroke.

[0057] Further, in one embodiment, determining the target backup stroke of the shock absorber includes:

[0058] Step 210: Obtain the total stroke of the shock absorber and the height of the air spring;

[0059] The total travel of the shock absorber is stored in the vehicle's memory, which the vehicle controller can read directly from the vehicle's memory.

[0060] The height sensor is positioned at the suspension position corresponding to the vehicle wheel. The first value is obtained by acquiring the height of the air spring from the height sensor.

[0061] Step 220: Determine the position of the piston rod in the shock absorber based on the height of the air spring;

[0062] Generally, air springs and shock absorbers are arranged either as a single unit or as separate units. When they are arranged as a single unit, the movement of the air spring and the movement of the shock absorber are synchronized, and the height of the air spring represents the position of the piston rod in the shock absorber. When they are arranged separately, i.e., separately on the front / rear axle along the wheel axle, the movement of the air spring and the movement of the shock absorber are proportional. By multiplying the height of the air spring by a certain proportionality coefficient, the position of the piston rod in the shock absorber can be determined.

[0063] Step 230: Determine the target backup stroke of the shock absorber based on the height direction, the total stroke, and the position of the piston rod.

[0064] Since the target backup travel corresponds to the height direction, the calculation method for the target backup travel of the shock absorber will also be different depending on the height direction.

[0065] When the height direction is positive, the target backup stroke of the shock absorber is obtained by subtracting the position of the piston rod from half of the total stroke.

[0066] When the height direction is reversed, the target backup stroke of the shock absorber is obtained by adding half of the total stroke to the position of the piston rod.

[0067] For example, the total stroke of the shock absorber is 100mm, the middle position is defined as 0, the ultimate compression stroke is 50mm, and the ultimate extension stroke is -50mm. Assuming the current stroke, i.e. the position of the piston rod, is 30mm, when the height direction of the obstacle is positive, the shock absorber will compress. At this time, the target backup stroke of the shock absorber is the compression backup stroke. Subtracting the position of the piston rod (30mm) from half of the total stroke (50mm) gives the compression backup stroke of the shock absorber as 50-30=20mm. When the height direction is negative, the shock absorber will extend. At this time, the target backup stroke of the shock absorber is the extension backup stroke. Adding half of the total stroke (50mm) to the position of the piston rod (30mm) gives the target extension backup stroke of the shock absorber as 50+30=80mm. Alternatively, subtracting the negative half of the total stroke (50mm) from the position of the piston rod (30mm) gives the target extension backup stroke of the shock absorber as 30-(-50)=80mm.

[0068] In this embodiment, the total stroke of the shock absorber and the height of the air spring are obtained; the position of the piston rod in the shock absorber is further determined based on the height of the air spring; then, based on the height direction, the total stroke and the position of the piston rod, the target backup stroke of the shock absorber is determined in order to prepare for calculating the difference between the target backup stroke and the height of the obstacle.

[0069] Step 130: Subtract the obstacle height from the target backup travel distance to obtain the difference;

[0070] Step 140: When the difference is outside the first numerical range, determine the damper damping control mode based on the target numerical range to which the difference belongs; when the difference is within the first numerical range and the target backup travel is greater than the travel threshold, determine the damper damping control mode based on the vehicle speed.

[0071] Furthermore, after obtaining the target backup travel distance, the obstacle height is subtracted from the target backup travel distance to obtain the difference.

[0072] For example, the first numerical range is [10, 20], and the travel threshold is 50 mm.

[0073] When the difference is outside the first numerical range [10, 20], that is, the difference is greater than 20mm or less than 10mm. Since the damper damping adjustment is at the millisecond level, it can generally be adjusted in a few milliseconds or tens of millimeters. When the difference is greater than 20mm, it indicates that when the vehicle passes over an obstacle, when the piston rod in the damper moves, there is still 20mm left before the limit compression stroke. The impact inertia effect is very small and can be ignored. That is, it can be understood that there will be no impact on the limiting mechanism.

[0074] When the difference is less than 10mm, it indicates that when the vehicle passes over an obstacle, the piston rod in the shock absorber moves only 10mm away from its limit compression stroke. Considering impact inertia, the probability of impacting the limiting mechanism is very high. For these two cases where the difference is outside the first numerical range, the shock absorber damping control method can be directly determined.

[0075] When the difference is within the first numerical range [10, 20] and the target backup travel is greater than 50mm, the damper damping control method needs to be determined in conjunction with the vehicle speed. If the vehicle speed is too high, the impact inertia is large, which can easily damage the damper. In this case, the damper safety needs to be prioritized when determining the damper damping control method. When the vehicle speed is low, the impact inertia is small and will not damage the damper. In this case, the damper comfort needs to be considered when determining the damper damping control method.

[0076] Step 150: Control the damping of the damper according to the damper damping control method.

[0077] Generally, vibration damper damping is divided into three levels: high, medium, and low. This level is determined by the current in the solenoid valve coil of the vibration damper. For example, if the current range of the solenoid valve coil is 0-1.6A, the damper damping is low when the current is between 0-0.6A; medium when the current is between 0.6-1.2A; and high when the current is between 1.2-1.6A.

[0078] In practice, the current of the solenoid valve coil in the damper is controlled according to the damper damping control method described above, so as to control the damper damping.

[0079] In this embodiment, when an obstacle is detected in front of the vehicle, obstacle information is acquired, including the obstacle's height direction and height. A target backup travel of the shock absorber is determined, corresponding to the height direction. The obstacle height is subtracted from the target backup travel to obtain a difference. When the difference is outside a first numerical range, a shock absorber damping control method is determined based on the target numerical range to which the difference belongs. When the difference is within the first numerical range and the target backup travel is greater than a travel threshold, a shock absorber damping control method is determined based on the vehicle speed. The shock absorber damping is controlled according to the damping control method. This application intelligently controls the shock absorber damping by combining the target backup travel, the difference between the target backup travel and the obstacle height, and vehicle speed, maximizing ride comfort while ensuring shock absorber safety.

[0080] Further, in one embodiment, when the difference is outside the first numerical interval, the damper damping control method is determined based on the target numerical interval to which the difference belongs, including:

[0081] When the difference falls within the second numerical range, the damper damping control method is determined to be to reduce the damper damping to a low level.

[0082] When the difference falls within the third numerical range, the damper damping control mode is determined to be to increase the damper damping to a high level.

[0083] Among them, the lower limit of the second numerical interval is greater than the upper limit of the first numerical interval, and the upper limit of the third numerical interval is less than the lower limit of the first numerical interval.

[0084] For example, if the first numerical range is [10, 20], then the lower limit of the second numerical range is a value greater than 20, and the upper limit of the third numerical range is a value less than 10. Since the damper damping adjustment is at the millisecond level, such as a few milliseconds or tens of milliseconds, it can be adjusted to the correct value. When the difference falls within the second numerical range, it indicates that when the vehicle passes an obstacle, the piston rod in the damper is still 20mm away from its maximum compression stroke. The impact inertia effect is very small and can be ignored. This means that there will be no impact with the limiting mechanism. In this case, the damper damping control method is to directly reduce the damper damping to a low level, resulting in lower suspension system stiffness (i.e., a softer suspension) to maximize the comfort of the vehicle when passing obstacles.

[0085] When the difference falls within the third numerical range, it indicates that when the vehicle passes an obstacle and the piston rod in the shock absorber moves, it is only 10mm away from the limit compression stroke. Considering the impact inertia, the probability of impacting the limiting mechanism is very high. At this time, the shock absorber damping control method is to directly increase the shock absorber damping to a high level to reduce the probability of the piston rod in the shock absorber impacting the limiting mechanism and prioritize the safety of the shock absorber.

[0086] In this embodiment, when the difference falls within the second numerical range, the damper damping control method is determined to be to reduce the damper damping to a low level to improve the comfort of the vehicle when passing through obstacles; when the difference falls within the third numerical range, the damper damping control method is determined to be to increase the damper damping to a high level to reduce the probability of the piston rod in the damper hitting the limiting mechanism and to prioritize the safety of the damper.

[0087] Furthermore, in one embodiment, determining the damper damping control method based on the vehicle speed includes:

[0088] When the vehicle speed is less than or equal to the first threshold, the damper damping control mode is determined to be to reduce the damper damping to a low level.

[0089] When the vehicle speed is greater than the first threshold and less than the second threshold, the damper damping control method is determined to be to first reduce the damper damping to a low level, and then increase it from the low level to a medium level.

[0090] When the vehicle speed is greater than or equal to the second threshold, the damper damping control mode is determined to keep the damper damping constant.

[0091] For example, the first threshold is 30 kPH, the vehicle speed is relatively low, and there is almost no impact inertia. When the vehicle speed is less than or equal to the first threshold, when the vehicle passes through an obstacle and the piston rod in the shock absorber moves, the probability of hitting the limiting mechanism is low. Therefore, the shock absorber damping control method is to reduce the shock absorber damping to a low level to improve the comfort of the vehicle when passing through obstacles.

[0092] For example, the second threshold is 50 kPH, the vehicle speed is moderate, and there is a certain amount of impact inertia. Since the target backup travel of the shock absorber is large and the vehicle speed is moderate, considering that the shock absorber damping adjustment can support a rapid response under this target backup travel, when the vehicle speed is greater than the first threshold and less than the second threshold, the shock absorber damping control method is determined to first reduce the shock absorber damping to a low level, and then increase it from a low level to a medium level to improve the vehicle's comfort when passing obstacles. At the same time, it ensures that during the reduction of the shock absorber backup travel, there is sufficient time to increase the shock absorber damping to a medium level to protect the limiting mechanism in the shock absorber. Specifically, the shock absorber damping is at a low level before contacting the obstacle until contact with the obstacle; once the target backup travel is less than the third threshold, the shock absorber damping is immediately increased to a medium level. For example, the third threshold is 30 mm.

[0093] For example, when the vehicle speed is greater than or equal to 50 kPH, the difference is also in a small range, and the vehicle speed is high, the impact inertia is large, and the time to pass through the obstacle is short. It is necessary to consider that the response time left for the shock absorber is too short. Therefore, the damping control method of the shock absorber is directly determined to keep the damping of the shock absorber at the medium level to ensure the safety of the shock absorber.

[0094] In this embodiment, when the vehicle speed is less than or equal to a first threshold, the damper damping control method is determined to be reducing the damper damping to a low level; when the vehicle speed is greater than the first threshold and less than a second threshold, the damper damping control method is determined to be first reducing the damper damping to a low level, and then increasing it from a low level to a medium level; when the vehicle speed is greater than or equal to the second threshold, the damper damping control method is determined to keep the damper damping unchanged. This achieves intelligent control of the damper damping based on vehicle speed when the difference is within a first numerical range and the target backup travel is greater than a travel threshold, maximizing ride comfort while ensuring damper safety.

[0095] Furthermore, in one embodiment, the method further includes:

[0096] When the difference is within the first numerical range and the target backup stroke is less than or equal to the stroke threshold, the damper damping control mode is determined to keep the damper damping constant.

[0097] For example, when the difference is within the first numerical range [10,20] and the target backup travel is less than or equal to the travel threshold of 50mm, the target backup travel is small and the difference is also in a small range. In order to avoid the piston rod hitting the damper limit structure when the vehicle passes through the obstacle, which would affect the service life of the damper and seriously bring safety risks, the damper damping control method is determined to keep the damper damping at the medium level.

[0098] In this embodiment, when the difference is within the first numerical range and the target backup stroke is less than or equal to the stroke threshold, the damper damping control method is determined to keep the damper damping constant, so as to avoid technical problems such as the piston rod hitting the damper limit structure when the vehicle passes through an obstacle, thereby affecting the service life of the damper.

[0099] Further, in one embodiment, controlling the damper damping according to the damper damping control method includes:

[0100] Step 310: Obtain the response time corresponding to the damping control mode of the shock absorber;

[0101] Step 320: Obtain vehicle speed;

[0102] Normally, the piston rod in the shock absorber is in the middle position, and the damping of the shock absorber is medium level. The response time required to increase or decrease the damping level of the shock absorber is pre-calibrated and needs to be adapted to the specific vehicle model and hardware characteristics. For example, the communication delay of the whole vehicle network and the response time of the solenoid valve coil in the shock absorber need to be considered. It is obtained through prototype vehicle and bench test.

[0103] The response time corresponding to the damper damping control method is the calibration value, meaning the response time can be directly obtained. The response time is typically in the millisecond range, indicating a very fast response speed. Additionally, vehicle speed is obtained via wheel speed sensors.

[0104] Step 330: Based on the vehicle speed and the first distance, determine the first time required for the vehicle to reach the obstacle;

[0105] Assuming the vehicle is traveling at a constant speed, dividing the first distance by the vehicle speed yields the first time required for the vehicle to reach the obstacle. It can be understood that if the vehicle is not traveling at a constant speed, the vehicle's acceleration can be obtained using an accelerometer, and the first time required for the vehicle to reach the obstacle can be determined further based on the vehicle speed, the first distance, and the vehicle acceleration.

[0106] Step 340: When the first duration is greater than or equal to the response duration and less than the duration threshold, the current of the solenoid valve coil in the damper is controlled according to the damping control method to control the damping of the damper.

[0107] Furthermore, when the first duration is greater than or equal to the response duration and less than the duration threshold, sufficient damper damping response time is ensured so that the current of the solenoid valve coil in the damper is controlled according to the damping control method before the vehicle reaches the obstacle, thereby controlling the damper damping. For example, when the damping control method of the vibration damper is to reduce the damping to a low level, the current in the solenoid valve coil of the vibration damper is controlled between 0-0.6A to achieve this. When the damping control method of the vibration damper is to increase the damping to a high level, the current in the solenoid valve coil of the vibration damper is controlled between 1.2-1.6A to achieve this. When the damping control method of the vibration damper is to first reduce the damping to a low level and then increase it to a medium level, the current in the solenoid valve coil of the vibration damper is controlled between 0-0.6A, and then the current in the solenoid valve coil of the vibration damper is controlled between 0.6-1.2A to achieve this.

[0108] In this embodiment, by obtaining the response time corresponding to the damper damping control mode and the vehicle speed, a first time required for the vehicle to reach the obstacle is determined based on the vehicle speed and a first distance. When the first time is greater than or equal to the response time and less than the time threshold, the current of the solenoid valve coil in the damper is controlled according to the damping control mode to control the damper damping, thereby achieving intelligent control of the damper damping. By intelligently controlling the damper damping in advance before the vehicle reaches the obstacle, the comfort of the vehicle when passing through the obstacle can be improved.

[0109] After the wheels run over an obstacle, the damping force should be increased immediately to dissipate the impact energy more quickly and prevent the vehicle from repeatedly bumping, which would reduce ride comfort.

[0110] The height adjustment of the air spring can be linked to the damper damping adjustment. Lower damping allows for faster air spring adjustment and reduces energy waste in the system. Therefore, when adjusting the air spring height, the damper damping is usually adjusted to the lowest setting. However, if the suspension damping is set to medium or high as described in the above embodiment, and there is a need for air spring adjustment, the damper damping should prioritize the impact of road surface excitation, and ensuring that the damper is not damaged is a higher priority.

[0111] The aforementioned control software logic is encapsulated in the active suspension integrated controller, which issues damping adjustment commands to the shock absorbers.

[0112] Secondly, embodiments of this application also provide a damper damping control device.

[0113] In one embodiment, reference is made to Figure 2 , Figure 2 This is a functional module diagram of an embodiment of the damper damping control device of this application. Figure 2 As shown, the damper damping control device 200 includes:

[0114] The acquisition module 210 is used to acquire obstacle information when an obstacle is detected in front of the vehicle. The obstacle information includes the height direction and height of the obstacle.

[0115] The first determining module 220 is used to determine the target backup stroke of the shock absorber, wherein the target backup stroke corresponds to the height direction;

[0116] Calculation module 230 is used to subtract the obstacle height from the target backup travel distance to obtain the difference;

[0117] The second determining module 240 is used to determine the damper damping control mode based on the target value range to which the difference belongs when the difference is outside the first value range; and is also used to determine the damper damping control mode based on the vehicle speed when the difference is within the first value range and the target backup travel is greater than the travel threshold.

[0118] The control module 250 is used to control the damping of the damper according to the damper damping control method.

[0119] Furthermore, in one embodiment, the first determining module is specifically used for:

[0120] Obtain the total stroke of the shock absorber and the height of the air spring;

[0121] The position of the piston rod in the shock absorber is determined based on the height of the air spring;

[0122] The target backup stroke of the shock absorber is determined based on the height direction, the total stroke, and the position of the piston rod.

[0123] Furthermore, in one embodiment, the first determining module is specifically used for:

[0124] When the height direction is positive, the target backup stroke of the shock absorber is obtained by subtracting the position of the piston rod from half of the total stroke.

[0125] When the height direction is reversed, the target backup stroke of the shock absorber is obtained by adding half of the total stroke to the position of the piston rod.

[0126] Furthermore, in one embodiment, the second determining module is specifically used for:

[0127] When the difference falls within the second numerical range, the damper damping control method is determined to be to reduce the damper damping to a low level.

[0128] When the difference falls within the third numerical range, the damper damping control mode is determined to be to increase the damper damping to a high level.

[0129] Among them, the lower limit of the second numerical interval is greater than the upper limit of the first numerical interval, and the upper limit of the third numerical interval is less than the lower limit of the first numerical interval.

[0130] Furthermore, in one embodiment, the second determining module is specifically used for:

[0131] When the vehicle speed is less than or equal to the first threshold, the damper damping control mode is determined to be to reduce the damper damping to a low level.

[0132] When the vehicle speed is greater than the first threshold and less than the second threshold, the damper damping control method is determined to be to first reduce the damper damping to a low level, and then increase it from the low level to a medium level.

[0133] When the vehicle speed is greater than or equal to the second threshold, the damper damping control mode is determined to keep the damper damping constant.

[0134] Furthermore, in one embodiment, the second determining module is further configured to:

[0135] When the difference is within the first numerical range and the target backup stroke is less than or equal to the stroke threshold, the damper damping control mode is determined to keep the damper damping constant.

[0136] Furthermore, in one embodiment, the obstacle information further includes a first distance between the obstacle and the vehicle, and the second determining module is specifically used for:

[0137] Obtain the response time corresponding to the damping control mode of the vibration damper;

[0138] Get vehicle speed;

[0139] Based on the vehicle speed and the first distance, determine the first time required for the vehicle to reach the obstacle;

[0140] When the first duration is greater than or equal to the response duration and less than the duration threshold, the current of the solenoid valve coil in the damper is controlled according to the damping control method to control the damping of the damper.

[0141] The functions of each module in the above-mentioned damper damping control device correspond to the steps in the above-mentioned damper damping control method embodiment, and their functions and implementation processes will not be described in detail here.

[0142] Thirdly, embodiments of this application provide a damper damping control device, which can be a personal computer (PC), laptop computer, server, or other device with data processing capabilities.

[0143] Reference Figure 3 , Figure 3 This is a schematic diagram of the hardware structure of the damper damping control device involved in the embodiments of this application. In the embodiments of this application, the damper damping control device may include a processor, a memory, a communication interface, and a communication bus.

[0144] The communication bus can be of any type and is used to interconnect the processor, memory, and communication interface.

[0145] The communication interface includes input / output (I / O) interfaces, physical interfaces, and logical interfaces used for interconnecting components within the vibration damper damping control equipment, as well as interfaces used for interconnecting the vibration damper damping control equipment with other devices (such as other computing devices or user equipment). Physical interfaces can be Ethernet interfaces, fiber optic interfaces, ATM interfaces, etc.; user equipment can be displays, keyboards, etc.

[0146] Memory can be various types of storage media, such as random access memory (RAM), read-only memory (ROM), non-volatile RAM (NVRAM), flash memory, optical storage, hard disk, programmable ROM (PROM), erasable PROM (EPROM), electrically erasable PROM (EEPROM), etc.

[0147] The processor can be a general-purpose processor, which can call the damper damping control program stored in the memory and execute the damper damping control method provided in the embodiments of this application. For example, the general-purpose processor can be a central processing unit (CPU). The method executed when the damper damping control program is called can be referred to in the various embodiments of the damper damping control method of this application, and will not be repeated here.

[0148] Those skilled in the art will understand that Figure 3 The hardware structure shown does not constitute a limitation of this application and may include more or fewer components than shown, or combine certain components, or have different component arrangements.

[0149] Fourthly, embodiments of this application also provide a computer-readable storage medium.

[0150] The present application has a computer-readable storage medium storing a damper damping control program, wherein when the damper damping control program is executed by a processor, it implements the steps of the damper damping control method as described above.

[0151] The method implemented when the damper damping control program is executed can be referred to in various embodiments of the damper damping control method of this application, and will not be repeated here.

[0152] It should be noted that the sequence numbers of the embodiments in this application are for descriptive purposes only and do not represent the superiority or inferiority of the embodiments.

[0153] The terms "comprising" and "having," and any variations thereof, in the specification, claims, and accompanying drawings of this application are intended to cover non-exclusive inclusion. For example, a process, method, system, product, or apparatus that includes a series of steps or units is not limited to the listed steps or units, but may optionally include steps or units not listed, or may optionally include other steps or units inherent to such process, method, product, or apparatus. The terms "first," "second," and "third," etc., are used to distinguish different objects, etc., and do not indicate a sequence, nor do they limit "first," "second," and "third" to different types.

[0154] In the description of the embodiments of this application, terms such as "exemplary," "for example," or "for instance" are used to indicate examples, illustrations, or explanations. Any embodiment or design described as "exemplary," "for example," or "for instance" in the embodiments of this application should not be construed as being more preferred or advantageous than other embodiments or designs. Specifically, the use of terms such as "exemplary," "for example," or "for instance" is intended to present the relevant concepts in a concrete manner.

[0155] In the description of the embodiments of this application, unless otherwise stated, " / " means "or". For example, A / B can mean A or B. The "and / or" in the text is merely a description of the relationship between related objects, indicating that there can be three relationships. For example, A and / or B can mean: A exists alone, A and B exist simultaneously, and B exists alone. In addition, in the description of the embodiments of this application, "multiple" means two or more.

[0156] In some processes described in the embodiments of this application, multiple operations or steps are included in a specific order. However, it should be understood that these operations or steps may not be executed in the order they appear in the embodiments of this application, or they may be executed in parallel. The sequence number of the operation is only used to distinguish different operations, and the sequence number itself does not represent any execution order. In addition, these processes may include more or fewer operations, and these operations or steps may be executed sequentially or in parallel, and these operations or steps may be combined.

[0157] Through the above description of the embodiments, those skilled in the art can clearly understand that the methods of the above embodiments can be implemented by means of software plus necessary general-purpose hardware platforms. Of course, they can also be implemented by hardware, but in many cases the former is a better implementation method. Based on this understanding, the technical solution of this application, in essence, or the part that contributes to the prior art, can be embodied in the form of a software product. This computer software product is stored in a storage medium (such as ROM / RAM, magnetic disk, optical disk) as described above, and includes several instructions to cause a terminal device to execute the methods described in the various embodiments of this application.

[0158] The above are merely preferred embodiments of this application and do not limit the patent scope of this application. Any equivalent structural or procedural transformations made using the content of this application's specification and drawings, or direct or indirect applications in other related technical fields, are similarly included within the patent protection scope of this application.

Claims

1. A damping control method for a vibration damper, characterized in that, The damping control method for the shock absorber includes: When an obstacle is detected in front of the vehicle, obstacle information is acquired, including the height direction and height of the obstacle; Determine the target backup travel of the shock absorber, wherein the target backup travel corresponds to the height direction; Subtract the obstacle height from the target backup travel distance to obtain the difference; When the difference is outside the first numerical range, the damper damping control mode is determined based on the target numerical range to which the difference belongs; When the difference is within the first numerical range and the target backup travel is greater than the travel threshold, the damper damping control mode is determined based on the vehicle speed. The damping of the damper is controlled according to the described damper damping control method; Determining the target backup stroke of the shock absorber includes: Obtain the total stroke of the shock absorber and the height of the air spring; The position of the piston rod in the shock absorber is determined based on the height of the air spring; When the height direction is positive, the target backup stroke of the shock absorber is obtained by subtracting the position of the piston rod from half of the total stroke. When the height direction is reversed, the target backup stroke of the shock absorber is obtained by adding half of the total stroke to the position of the piston rod.

2. The damper damping control method as described in claim 1, characterized in that, When the difference is outside the first numerical range, the damper damping control method is determined based on the target numerical range to which the difference belongs, including: When the difference falls within the second numerical range, the damper damping control method is determined to be to reduce the damper damping to a low level. When the difference falls within the third numerical range, the damper damping control mode is determined to be to increase the damper damping to a high level. Among them, the lower limit of the second numerical interval is greater than the upper limit of the first numerical interval, and the upper limit of the third numerical interval is less than the lower limit of the first numerical interval.

3. The damper damping control method as described in claim 1, characterized in that, The process of determining the damper damping control method based on the vehicle speed includes: When the vehicle speed is less than or equal to the first threshold, the damper damping control mode is determined to be to reduce the damper damping to a low level. When the vehicle speed is greater than the first threshold and less than the second threshold, the damper damping control method is determined to be to first reduce the damper damping to a low level, and then increase it from the low level to a medium level. When the vehicle speed is greater than or equal to the second threshold, the damper damping control mode is determined to keep the damper damping constant.

4. The damper damping control method as described in claim 1, characterized in that, The method further includes: When the difference is within the first numerical range and the target backup stroke is less than or equal to the stroke threshold, the damper damping control mode is determined to keep the damper damping constant.

5. The damper damping control method as described in claim 1, characterized in that, The obstacle information also includes a first distance between the obstacle and the vehicle, and the step of controlling the damper damping according to the damper damping control method includes: Obtain the response time corresponding to the damping control mode of the vibration damper; Get vehicle speed; Based on the vehicle speed and the first distance, determine the first time required for the vehicle to reach the obstacle; When the first duration is greater than or equal to the response duration and less than the duration threshold, the current of the solenoid valve coil in the damper is controlled according to the damping control method to control the damping of the damper.

6. A damper damping control device based on the damper damping control method according to any one of claims 1 to 5, characterized in that, The damper damping control device includes: The acquisition module is used to acquire obstacle information when an obstacle is detected in front of the vehicle. The obstacle information includes the height direction and height of the obstacle. The first determining module is used to determine the target backup stroke of the shock absorber, wherein the target backup stroke corresponds to the height direction; The calculation module is used to subtract the obstacle height from the target backup travel distance to obtain the difference; The second determining module is used to determine the damper damping control mode based on the target value range to which the difference belongs when the difference is outside the first value range; and is also used to determine the damper damping control mode based on the vehicle speed when the difference is within the first value range and the target backup travel is greater than the travel threshold. The control module is used to control the damping of the shock absorber according to the damping control method.

7. A damping control device for a vibration damper, characterized in that, The damper damping control device includes a processor, a memory, and a damper damping control program stored in the memory and executable by the processor, wherein when the damper damping control program is executed by the processor, it implements the steps of the damper damping control method as described in any one of claims 1 to 5.

8. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores a damper damping control program, wherein when the damper damping control program is executed by a processor, it implements the steps of the damper damping control method as described in any one of claims 1 to 5.

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