Shock absorber control method and suspension controller

Abstract

The present application relates to the field of vehicle shock absorber control, and proposes a shock absorber control method and a suspension controller, comprising the following steps: obtaining vehicle state information of the vehicle, wherein the vehicle state information at least includes vehicle speed, lateral acceleration and longitudinal acceleration; determining a basic current value according to the vehicle speed; determining a compensation current value according to the lateral acceleration and the longitudinal acceleration; determining an output current value according to the basic current value and the compensation current value; and controlling a continuous hydraulic adjustable vehicle shock absorber of the vehicle according to the output current value. In the above scheme, the control of the shock absorber can be realized only based on three kinds of vehicle body state information, and the three kinds of vehicle body state information can be obtained without installing and arranging additional sensors, thereby saving additional sensors and their connecting wire harnesses, and effectively reducing the cost of the electric control shock absorber system.

Description

Technical Field

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

[0002] Electronically controlled shock absorber systems are generally controlled by an electronic control unit to control the suspension actuators, thereby changing parameters such as the stiffness of the suspension system, the damping force of the shock absorbers, and the vehicle height, thus giving the car good ride comfort, handling stability, and passability.

[0003] Electronically controlled shock absorber systems typically achieve control by adjusting the height and damping force of the shock absorber. Common electronically controlled suspension control methods rely on inputs from height sensors, vehicle acceleration sensors, wheel acceleration sensors, or IMU six-axis inertial sensors. These sensor solutions increase the cost of electronically controlled shock absorber systems and also require more wiring harnesses to connect the sensors, which is not conducive to the popularization and development of electronically controlled shock absorbers. Summary of the Invention

[0004] In view of the shortcomings of the prior art described above, the purpose of this invention is to propose a shock absorber control method and suspension controller, which, while taking into account the ride smoothness and comfort of the vehicle, eliminates the need for additional sensors and their connecting harnesses, effectively reducing the cost of the electronically controlled shock absorber system.

[0005] To achieve the above and other related objectives, this invention proposes a shock absorber control method for use in vehicles, comprising the following steps:

[0006] Obtain the vehicle status information of the vehicle, which includes at least vehicle speed, lateral acceleration, and longitudinal acceleration;

[0007] The base current value is determined based on the vehicle speed.

[0008] The compensation current value is determined based on the vehicle speed, the lateral acceleration, and the longitudinal acceleration.

[0009] The output current value is determined based on the base current value and the compensation current value;

[0010] The vehicle shock absorber is controlled based on the output current value.

[0011] In an optional embodiment of the present invention, obtaining the vehicle status information of the vehicle includes:

[0012] The vehicle status information is obtained from the vehicle electronic stability system via the vehicle bus.

[0013] In an optional embodiment of the present invention, determining the base current value based on the vehicle speed includes:

[0014] The base current value is obtained based on the preset calibration of the vehicle speed.

[0015] In an optional embodiment of the present invention, determining the compensation current value based on the lateral acceleration and the longitudinal acceleration includes:

[0016] The vehicle's dynamic operating conditions are identified based on the lateral and longitudinal accelerations, including acceleration, deceleration, and steering conditions.

[0017] The compensation current value is obtained based on the preset calibration of the dynamic operating conditions.

[0018] In an optional embodiment of the present invention, determining the output current value based on the base current value and the compensation current value includes:

[0019] Get the upper limit value of the current;

[0020] The intermediate current value is obtained by adding the base current value and the compensation current value.

[0021] The minimum of the intermediate current value and the upper limit current value is selected as the output current value.

[0022] In an optional embodiment of the present invention, identifying the dynamic operating condition of the vehicle based on the lateral acceleration and longitudinal acceleration includes:

[0023] Obtain preset first acceleration threshold, second acceleration threshold, first deceleration threshold, second deceleration threshold, first steering threshold, and second steering threshold;

[0024] When the longitudinal acceleration is greater than the first acceleration threshold, it is determined that the vehicle has entered the acceleration condition. When the longitudinal acceleration is continuously less than the second acceleration threshold for a first time period, it is determined that the vehicle has left the acceleration condition.

[0025] When the longitudinal acceleration is less than the first deceleration threshold, the vehicle is determined to have entered the deceleration condition. When the longitudinal acceleration is continuously greater than the second deceleration threshold for a second consecutive time period, the vehicle is determined to have left the deceleration condition.

[0026] When the absolute value of the lateral acceleration is greater than the first steering threshold, the vehicle is determined to have entered the steering condition. When the lateral acceleration is continuously less than the second steering threshold for a third consecutive time period, the vehicle is determined to have left the steering condition.

[0027] In an optional embodiment of the present invention, obtaining the compensation current value based on a preset calibration of the dynamic operating condition includes:

[0028] According to the preset calibration of the dynamic operating conditions, the corresponding acceleration operating condition current value, deceleration operating condition current value and steering operating condition current value are obtained respectively. When the vehicle is not in the acceleration operating condition, deceleration operating condition or steering operating condition, the corresponding acceleration operating condition current value, deceleration operating condition current value or steering operating condition current value is assigned to 0.

[0029] The largest of the acceleration current value, the deceleration current value, and the steering current value is selected as the compensation current value.

[0030] In an optional embodiment of the present invention, obtaining the upper limit value of the current includes:

[0031] Obtain the vehicle mode, which includes Comfort mode, Standard mode, and Sport mode;

[0032] The upper limit value of the mode current is obtained according to the preset calibration of the vehicle mode;

[0033] Get road condition rating;

[0034] The upper limit value of the road condition current is obtained according to the preset calibration of the road condition level;

[0035] The minimum of the mode current upper limit value and the road condition current upper limit value is selected as the current upper limit value.

[0036] In an optional embodiment of the present invention, obtaining the road condition level includes:

[0037] The vehicle speed is continuously collected according to the sampling frequency, and the latest vehicle speed value in the fourth time period is stored.

[0038] Obtain the number of peaks and troughs in the vehicle speed values ​​stored within the fourth time period;

[0039] The road condition level is determined based on the peaks and troughs.

[0040] In an optional embodiment of the present invention, obtaining the number of peaks and troughs in the stored vehicle speed values ​​includes:

[0041] When there are a first number of consecutively increasing vehicle speed values ​​and a second number of consecutively decreasing vehicle speed values ​​in the stored data, the largest of these consecutive values ​​is identified as the peak.

[0042] When there are a first number of consecutively decreasing vehicle speed values ​​in the stored data, followed by a second number of consecutively increasing vehicle speed values, the smallest of these consecutive values ​​is identified as the trough.

[0043] In an optional embodiment of the present invention, determining the road condition level based on the peaks and troughs includes:

[0044] When the number of peaks and troughs is less than or equal to a first threshold, the road condition level is determined to be optimal; when the number of peaks and troughs is greater than the first threshold, the difference between all adjacent peaks and troughs in the latest fourth time period is calculated.

[0045] Calculate the average of all the differences;

[0046] The road condition level is determined based on the average value.

[0047] In an optional embodiment of the present invention, the output current value includes the front wheel shock absorber current value and the rear wheel shock absorber current value, which are obtained separately.

[0048] The present invention also proposes a suspension controller, comprising:

[0049] The memory is used to store the control program;

[0050] The processor, when processing the control program, executes the steps of the vibration damper control method as described above.

[0051] This invention proposes a shock absorber control method and a suspension controller. The above solution only requires three types of vehicle body state information to control the shock absorber. At the same time, these types of vehicle body state information can be obtained without setting up additional sensors, eliminating the need for additional sensors and their connecting harnesses. While taking into account the vehicle's driving smoothness and ride comfort, it effectively reduces the cost of the electronically controlled shock absorber system. Attached Figure Description

[0052] 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.

[0053] Figure 1 This is a simplified flowchart of a vibration damper control method in a specific embodiment of the present invention;

[0054] Figure 2 This is a simplified flowchart of the method for determining the compensation current in a specific embodiment of the present invention for controlling a vibration damper;

[0055] Figure 3 This is a simplified flowchart of the shock absorber control method for determining road surface grade in a specific embodiment of the present invention;

[0056] Figure 4 This is a flowchart of a vibration damper control method in a specific embodiment of the present invention;

[0057] Figure 5 This is a flowchart illustrating the determination of the compensation current value in a vibration damper control method according to a specific embodiment of the present invention;

[0058] Figure 6 This is a flowchart illustrating the process of determining the output current value in a vibration damper control method according to a specific embodiment of the present invention;

[0059] Figure 7 This is a flowchart illustrating the process of obtaining the upper limit value of current in a vibration damper control method according to a specific embodiment of the present invention;

[0060] Figure 8 This is a flowchart of obtaining road condition levels in a shock absorber control method according to a specific embodiment of the present invention. Detailed Implementation

[0061] 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. It should be noted that, unless otherwise specified, the following embodiments and features described therein can be combined with each other.

[0062] It should be noted that the illustrations provided in the following embodiments are only schematic representations of the basic concept of the present invention. Therefore, the illustrations 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.

[0063] While existing electronically controlled shock absorber solutions achieve precise control to some extent, several drawbacks remain. Current solutions require a combination of four height sensors and three sprung acceleration sensors, increasing vehicle manufacturing costs. The sensors themselves are expensive, and installing and calibrating them adds further cost and complexity. The increased number of sensors involved in the shock absorber system complicates system design. Simultaneously, ensuring the accuracy and stability of these sensors is crucial for guaranteeing the system's performance. The increased number of sensors also makes maintenance and troubleshooting more difficult. Each sensor is susceptible to failure, necessitating regular inspection and maintenance to ensure proper system operation.

[0064] like Figure 1 , 4 As shown, this invention proposes a shock absorber control method for vehicles, comprising the following steps:

[0065] S1. Obtain the vehicle status information, which includes at least vehicle speed, lateral acceleration, and longitudinal acceleration. Vehicle speed can be obtained through vehicle speed sensors. These sensors are typically mounted on the vehicle's axles or drive shafts, and the vehicle speed is calculated by monitoring the rotational speed of the axles or drive shafts. Lateral acceleration refers to the acceleration experienced by the vehicle during cornering or lateral movement. Longitudinal acceleration refers to the acceleration experienced by the vehicle along its length during acceleration and braking.

[0066] The preferred embodiment in this application is as follows: the vehicle status information is obtained from the ESP (Electronic Stability Program) module via the vehicle's CAN (Controller Area Network) bus. Through the CAN bus, various vehicle systems can share information and coordinate their operation. ESP is a common feature in existing vehicles, present in almost all vehicles. It requires no additional sensors; obtaining information directly from the ESP reduces costs, eliminates the need for additional sensor installation and calibration, and simplifies the design and installation process of the entire system. ESP systems typically possess highly reliable sensors and data processing capabilities, thus the data obtained from ESP also has high accuracy and reliability. The CAN bus is a common communication standard in modern automobiles, making data acquisition from the CAN bus very convenient and allowing for easy integration with other vehicle systems.

[0067] S2. Determine the base current value based on the vehicle speed.

[0068] The base current value is obtained by referring to the speed-dependent calibration chart based on the vehicle speed. The value of the speed-dependent calibration chart (calibration map) is obtained based on the actual vehicle debugging and calibration.

[0069] First, vehicle speed information is obtained from the vehicle's bus or other relevant data sources. Based on the speed-dependent calibration chart, the base current value corresponding to the current vehicle speed is located. If the required vehicle speed is not in the speed-dependent calibration chart, interpolation may be necessary to obtain the corresponding base current value. The interpolation method can be linear interpolation, polynomial interpolation, or other suitable methods to accurately estimate the base current value at the required vehicle speed. The obtained base current value is applied to the shock absorber system as the basis for adjusting the shock absorber damping force. This base current value can also serve as a reference for adjusting other parameters, such as vehicle load and road conditions.

[0070] The creation of calibration charts requires initial testing under real-world road conditions at varying vehicle speeds. These tests involve driving the vehicle on actual roads or test tracks and recording relevant data at each specific speed, such as vehicle attitude, suspension response, and vehicle acceleration. The collected data needs to be analyzed to determine the relationship between vehicle speed and the baseline current value of the suspension system. This may involve statistical analysis, charting, and other data processing techniques. Based on the data analysis results, speed-dependent calibration charts are created. These charts use vehicle speed as an input variable and correspond to the baseline current value of the suspension system at each speed. These values ​​can be presented in tabular or graphical form for later use and reference. After the calibration charts are created, they need to be validated and adjusted to ensure their accuracy and reliability. This may include conducting further real-vehicle tests and making necessary adjustments and corrections based on new data.

[0071] S3. Determine the compensation current value based on the vehicle speed, lateral acceleration, and longitudinal acceleration. When the vehicle state changes, the suspension state also needs to change to avoid significant roll, forward thrust, or backward pitching. Develop a corresponding compensation strategy based on the changes in lateral and longitudinal acceleration. Trigger compensation measures when the acceleration exceeds or falls below a certain threshold. Calculate the compensation current value to be applied to the suspension system based on the developed compensation strategy. This can be implemented based on a predefined algorithm or logic, such as calculating the corresponding compensation current value based on the magnitude and direction of the acceleration change. Apply the calculated compensation current value to the suspension system to adjust the suspension state. This can be achieved by adjusting the damper damping force or other relevant parameters to ensure the vehicle maintains stability and comfort during lateral or longitudinal movement. Continuously monitor changes in lateral and longitudinal acceleration and dynamically adjust the compensation current value based on real-time conditions. This can be achieved through a feedback control system to ensure the suspension system can respond promptly and effectively to changes in vehicle state.

[0072] like Figure 5 As shown, step S3 includes:

[0073] S31. The vehicle's dynamic operating conditions are identified based on the lateral and longitudinal accelerations, including acceleration, deceleration, and steering. During acceleration, a positive longitudinal acceleration is typically observed, indicating the vehicle is accelerating. During deceleration, a negative longitudinal acceleration is typically observed, indicating the vehicle is decelerating or braking. During steering, a large lateral acceleration is typically observed, indicating the vehicle is turning. By real-time monitoring and analysis of lateral and longitudinal accelerations, the vehicle system can identify the current dynamic operating conditions and make corresponding adjustments and controls to improve driving safety, comfort, and performance. This dynamic operating condition identification can function in various driving scenarios, including straight-line driving, turning, acceleration, and deceleration.

[0074] like Figure 2 As shown, the preset first acceleration threshold, second acceleration threshold, first deceleration threshold, second deceleration threshold, first steering threshold, and second steering threshold are obtained.

[0075] When the longitudinal acceleration is greater than the first acceleration threshold, the vehicle is determined to have entered the acceleration condition. When the longitudinal acceleration is continuously less than the second acceleration threshold for a first time period, the vehicle is determined to have left the acceleration condition.

[0076] Whether the vehicle has entered acceleration mode is determined by whether the longitudinal acceleration is greater than the first acceleration threshold (i.e., the C value), where C is in m / s², and can be calibrated on a real vehicle. Once in acceleration mode, the compensation current for acceleration mode is obtained from the calibration map based on the current longitudinal acceleration and vehicle speed. The values ​​in the calibration map are obtained through actual vehicle calibration. To exit acceleration mode, the longitudinal acceleration must be continuously less than the second acceleration threshold (i.e., the D value) for a first time period (0.5s), where D is in m / s², and can be calibrated on a real vehicle. If acceleration mode has not been entered, the compensation current for acceleration mode is set to 0mA.

[0077] When the longitudinal acceleration is less than the first deceleration threshold, the vehicle is determined to have entered the deceleration condition. When the longitudinal acceleration is continuously greater than the second deceleration threshold for a second consecutive time period, the vehicle is determined to have left the deceleration condition.

[0078] The system determines whether deceleration has begun based on whether the longitudinal acceleration value is less than the first deceleration threshold (E value). E is in m / s², and the E value should be negative; this can be calibrated on a real vehicle. Once deceleration has begun, the compensation current for the deceleration condition is obtained from the calibration map based on the current longitudinal acceleration value and vehicle speed. The values ​​in the calibration map are obtained through actual vehicle calibration. To exit deceleration, the longitudinal acceleration must be continuously greater than the second deceleration threshold (F value) for a second time period (0.5s). F is in m / s², and the F value should be negative; this can be calibrated on a real vehicle. If deceleration has not begun, the compensation current for the deceleration condition is set to 0mA.

[0079] When the absolute value of the lateral acceleration is greater than the first steering threshold, the vehicle is determined to have entered the steering condition. When the lateral acceleration is continuously less than the second steering threshold for a third consecutive time period, the vehicle is determined to have left the steering condition.

[0080] The entry into a steering condition is determined by whether the absolute value of the lateral acceleration is greater than the first steering threshold (i.e., value A). Value A is in m / s² and can be calibrated on a real vehicle. Once a steering condition is entered, the compensation current for the steering condition is obtained from the calibration map based on the current lateral acceleration value and vehicle speed. The values ​​in the calibration map are obtained through actual vehicle calibration. To exit a steering condition, the absolute value of the lateral acceleration must be continuously less than the second steering threshold (i.e., value B) for a third time period (0.5s). Value B is in m / s² and can be calibrated on a real vehicle. When a steering condition is not entered, the compensation current for the steering condition is set to 0mA.

[0081] S32. Obtain the compensation current value according to the preset calibration of the dynamic working condition. The preset calibration refers to obtaining the compensation current value by looking up the working condition calibration chart according to the dynamic working condition. The value of the working condition calibration chart is obtained by actual vehicle debugging and calibration.

[0082] Based on the preset calibration of the dynamic operating conditions, the corresponding acceleration, deceleration, and steering current values ​​are obtained respectively. The preset calibration refers to obtaining the corresponding acceleration, deceleration, and steering current values ​​by referring to the operating condition calibration chart based on the dynamic operating conditions. When the vehicle is not in the acceleration, deceleration, or steering condition, the corresponding acceleration, deceleration, or steering current value is set to 0. The obtained current values ​​are applied to the suspension system to adjust the suspension state. This can be achieved by adjusting the damper damping force or other relevant parameters to ensure that the vehicle has an appropriate suspension response under different dynamic operating conditions.

[0083] The maximum value among the acceleration current, deceleration current, and steering current is selected as the compensation current value. Under various operating conditions, it is generally necessary to improve vehicle handling, which requires a larger damping force; therefore, the maximum current is selected as the compensation current value. Selecting the maximum value ensures sufficient damping force is provided under various dynamic conditions to maintain vehicle stability and handling.

[0084] S4. Determine the output current value based on the base current value and the compensation current value.

[0085] like Figure 6 As shown, step S4 includes:

[0086] S41. Obtain the upper limit value of the current. When adjusting the current, the vehicle's shock absorbers must not exceed this upper limit value to ensure the vehicle's suspension is within the appropriate range. The upper limit value of the current is determined based on the vehicle mode or condition. The upper limit value of the current needs to be adjusted according to different driving conditions. For example, different upper limit values ​​may be needed on highways and on rough mountain roads to adapt to different road conditions and driving styles.

[0087] like Figure 7 As shown, step S41 includes:

[0088] S411. Obtain the vehicle mode, which includes Comfort mode, Standard mode, and Sport mode. The vehicle mode can be added or removed according to the actual situation of the vehicle. The vehicle mode is obtained from the driver's mode selection.

[0089] S412. Obtain the upper limit value of the mode current according to the preset calibration of the vehicle mode. The preset calibration refers to obtaining the upper limit value of the mode current by referring to the mode calibration chart of the vehicle mode. Comfort mode aims to provide maximum ride comfort, typically achieved by reducing the damping force of the suspension system. In Comfort mode, the suspension system is softer, better absorbing road vibrations and reducing the feeling of bumps during the ride. This mode is suitable for driving on smooth roads or long-distance travel. Standard mode is a mode that balances performance and comfort, and is usually the default mode when starting the vehicle. In Standard mode, the suspension system maintains moderate damping force, providing both good handling and sufficient ride comfort. This mode is suitable for daily city driving and general road conditions. Sport mode aims to provide higher driving performance and handling, typically achieved by increasing the damping force of the suspension system and improving steering response. In Sport mode, the vehicle's suspension is stiffer, better suppressing body roll and providing a more direct driving feel. This mode is suitable for use on curved roads or when high-speed driving is required.

[0090] S413. Obtaining Road Condition Levels. Road condition levels can be obtained through map information, onboard cameras, and other methods. Many modern vehicles are equipped with map data integrated into their navigation systems. This map data may contain information about road conditions, such as road type, road surface quality, gradient, and curvature. By analyzing the map data, the vehicle can obtain a general road condition level and adjust the suspension system or driving mode accordingly. Some vehicles are equipped with a front-facing camera or multiple camera systems to monitor the vehicle's surroundings in real time. Through image processing and computer vision technology, these cameras can identify road conditions, such as slippery surfaces, damaged surfaces, or rough surfaces, and assess the road condition level accordingly.

[0091] The preferred method in this application is to obtain road condition levels through vehicle speed changes. Based on the magnitude and frequency of vehicle speed changes, road conditions are classified into different levels. Generally, small fluctuations in vehicle speed may indicate a relatively smooth road surface, while large fluctuations may indicate an uneven or bumpy road surface. Based on the analysis results of vehicle speed changes, the current road condition level is determined.

[0092] like Figure 8 As shown, step S413 includes:

[0093] S4131. Continuously collect the vehicle speed according to the sampling frequency, and store the latest vehicle speed value in the fourth time period. The sampling frequency is 100Hz, that is, it is collected once every 10ms, and the collected data in the latest 1000ms is stored, that is, the latest n points are stored, and the value of n can be calibrated and preferably is 100.

[0094] S4132. Obtain the number of peaks and troughs in the vehicle speed values ​​stored within the fourth time period. The fourth time period is 1 second.

[0095] When a set of stored vehicle speed values ​​shows a first sequence of consecutively increasing speed values ​​followed by a second sequence of consecutively decreasing speed values, the largest of these consecutive values ​​is identified as the peak. For example, if the speeds are 30, 31, 32, 31, 30, then 32 is identified as the peak.

[0096] When a sequence of stored vehicle speed values ​​shows a first set of continuously decreasing speed values ​​followed by a second set of continuously increasing speed values, the smallest of these consecutive values ​​is identified as the trough. Similarly, for example, if speeds of 32, 31, 30, 31, and 32 are identified, speed 30 is identified as the trough.

[0097] S4133. Determine the road condition level based on the peaks and troughs.

[0098] like Figure 2 As shown, when the number of peaks and troughs is less than or equal to a first threshold, the road condition level is determined to be optimal. When the number of peaks and troughs is greater than the first threshold, the difference between all adjacent peaks and troughs within the latest fourth time period (1000ms) is calculated. The system monitors the number of peaks and troughs in the vehicle speed numerical sequence within a certain time period. If the number of peaks and troughs is less than or equal to the first threshold, the system determines the road condition level to be optimal. This indicates that the road surface is relatively smooth and the vehicle movement is relatively stable.

[0099] Calculate the average of all the differences. The system calculates the difference between all adjacent peaks and troughs, sums them up, and then divides by the total number of differences to obtain the average of all differences. These differences reflect the degree of bumpiness or unevenness of the road surface; larger differences generally indicate poor road conditions.

[0100] The road condition level (bad road condition) is determined based on the average value. The road condition level is determined according to predefined rules or thresholds. The road surface level is divided into four levels, from 1 to 4, representing smooth road surface, rough road surface, potholed road surface, and extremely bad road surface, respectively.

[0101] S414. Obtain the upper limit value of road condition current according to the preset calibration of the road condition level. The preset calibration refers to obtaining the upper limit value of road condition current by looking up the road condition calibration chart according to the road condition level. The values ​​in the road condition calibration chart are obtained through actual vehicle debugging and calibration. After the system determines the current road condition level, it can look up the corresponding upper limit value of road condition current according to this road condition calibration chart. For example, if the current road condition level is determined to be rough road surface, the system will look up the compensation current value of the corresponding general road condition in the road condition calibration chart and apply it to the system to adjust for changes in road conditions when the vehicle is driving.

[0102] S415. Select the smaller of the upper limit value of the mode current and the upper limit value of the road condition current as the upper limit value of the current. The smaller the current, the smaller the damping force of the shock absorber, thus ensuring the overall comfort of the vehicle. When the vehicle is in both mode compensation and road condition compensation modes, the smaller current should be selected as the basis for adjusting the damping force of the shock absorber. This is because a smaller current means a lower damping force, which can better ensure the comfort of the vehicle, especially in good road conditions or in the vehicle's sport mode.

[0103] S42. The base current value and the compensation current value are added together to obtain an intermediate current value. The base current value is usually the set value of the suspension system under normal conditions, used to provide appropriate damping and support. The compensation current value is calculated based on the current dynamic conditions of the vehicle and is used to adjust the response of the suspension system under different driving conditions.

[0104] S43. Select the minimum of the intermediate current value and the upper limit current value as the output current value. The smaller the current, the smaller the damping force at the same shock absorber speed, thereby ensuring vehicle comfort.

[0105] Right now:

[0106] I damper =Min(I) base +I delta ,I max )

[0107] Among them, Idamper I is the output current value. base Based on the base current value, I delta To compensate for the current value, I max This is the upper limit of the current.

[0108] By adding the base current value and the compensation current value and then arbitrating it with the upper limit current value, the resulting output current value takes into account the current dynamic condition of the vehicle and adjusts the parameters of the suspension system accordingly to provide better driving stability and comfort.

[0109] The output current values ​​include the front wheel shock absorber current values ​​and the rear wheel shock absorber current values, which are acquired separately. Controlling the shock absorber currents of the front and rear wheels separately allows for more precise vehicle dynamic control. For example, during deceleration, increasing the damping force of the front wheel shock absorbers can help reduce frontal pressure on the vehicle body, improving overall vehicle stability and controllability while maintaining ride comfort. The rear wheel shock absorbers, on the other hand, may need adjustment to adapt to the dynamic characteristics of the rear wheels, thereby maintaining the vehicle's balance. By independently controlling the front and rear wheel shock absorbers, the system can more precisely adjust the vehicle's suspension system to adapt to different driving conditions and road surface changes, improving vehicle performance and ride comfort.

[0110] S5. Control the vehicle shock absorber based on the output current value (final output current). The calculated current value is sent to the vehicle's electronic control unit (ECU), which controls the current of the shock absorber's solenoid valve. The solenoid valve can adjust the shock absorber's operating state based on the received current signal to regulate the damping force of the shock absorber, thereby adapting to the current driving conditions.

[0111] The present invention also proposes a suspension controller, comprising:

[0112] The memory is used to store the control program;

[0113] The processor, when processing the control program, executes the steps of the vibration damper control method as described above.

[0114] In summary, this invention proposes a shock absorber control method. The above scheme only requires three types of vehicle body state information to control the shock absorber. Furthermore, these vehicle body state information can be acquired without the need for additional sensors, thereby reducing sensor requirements and the number of vehicle body sensors needed, thus reducing the overall sensor and wiring harness costs. The sensorless shock absorber control method can control the shock absorber current based on vehicle state signals from the CAN bus. If the driver performs aggressive maneuvers such as acceleration, deceleration, or steering that causes vehicle pitch and roll, the damping force output is increased to suppress rapid changes in vehicle attitude. If the vehicle travels over bumpy roads, the damping force output is reduced, thereby weakening the road excitation transmitted to the vehicle body through the shock absorber and improving ride comfort.

[0115] The above embodiments are merely illustrative of the principles and effects of the present invention and are not intended to limit the invention. Any person skilled in the art can modify or alter the above embodiments without departing from the spirit and scope of the invention. Therefore, all equivalent modifications or alterations made by those skilled in the art without departing from the spirit and technical concept disclosed in the present invention should still be covered by the claims of the present invention. In this description, numerous specific details, such as examples of components and / or methods, are provided to provide a complete understanding of the embodiments of the invention. However, those skilled in the art will recognize that embodiments of the invention can be practiced without one or more specific details or by other devices, systems, components, methods, parts, materials, components, etc. In other instances, well-known structures, materials, or operations have not been specifically shown or described in detail to avoid obscuring aspects of the embodiments of the invention.

[0116] Throughout this specification, the terms "an embodiment," "embodiment," or "specific embodiment" refer to a particular feature, structure, or characteristic described in connection with an embodiment that is included in at least one embodiment of the invention, but not necessarily in all embodiments. Therefore, the various representations of the phrases "in one embodiment," "in an embodiment," or "in a specific embodiment" in different places throughout the specification do not necessarily refer to the same embodiment. Furthermore, a particular feature, structure, or characteristic of any specific embodiment of the invention can be combined with one or more other embodiments in any suitable manner. It should be understood that other variations and modifications of the embodiments of the invention described and illustrated herein may be based on the teachings herein and will be considered part of the spirit and scope of the invention.

[0117] It should also be understood that one or more of the elements shown in the figures may be implemented in a more separate or more integrated manner, or may even be removed because they are inoperable in certain circumstances or provided because they may be useful for a particular application.

[0118] Furthermore, unless otherwise expressly stated, any arrows in the accompanying drawings should be considered illustrative only and not limiting. Additionally, unless otherwise stated, the term "or" as used herein is generally intended to mean "and / or". Where a term is anticipated to provide a separation or combination capability that is unclear, a combination of components or steps will also be considered as indicated.

[0119] As used herein and throughout the claims below, unless otherwise specified, “a” and “the” include the plural references. Similarly, as used herein and throughout the claims below, unless otherwise specified, “in” means “in” and “on”.

[0120] The above description of the embodiments shown in this invention (including the content set forth in the abstract of the specification) is not intended to be an exhaustive enumeration or to limit the invention to the precise forms disclosed herein. Although specific embodiments and examples of the invention have been described herein for illustrative purposes only, various equivalent modifications are possible within the spirit and scope of the invention, as will be recognized and understood by those skilled in the art. As indicated, these modifications can be made to the invention in accordance with the above description of the embodiments described herein, and such modifications will be within the spirit and scope of the invention.

[0121] This document has generally described the systems and methods in detail to aid in understanding the invention. Furthermore, various specific details have been set forth to provide a general understanding of embodiments of the invention. However, those skilled in the art will recognize that embodiments of the invention can be practiced without one or more specific details, or using other means, systems, accessories, methods, components, materials, parts, etc. In other instances, well-known structures, materials, and / or operations have not been specifically shown or described in detail to avoid obscuring aspects of embodiments of the invention.

[0122] Therefore, although the invention has been described herein with reference to specific embodiments thereof, freedom of modification, various changes and substitutions are also within the scope of the foregoing disclosure, and it should be understood that in some cases, certain features of the invention may be adopted without departing from the scope and spirit of the invention and without corresponding use of other features. Thus, many modifications can be made to adapt a particular environment or material to the essential scope and spirit of the invention. The invention is not intended to be limited to the specific terminology used in the following claims and / or the specific embodiments disclosed as the best mode for carrying out the invention, but the invention will include any and all embodiments and equivalents falling within the scope of the appended claims. Therefore, the scope of the invention will be defined only by the appended claims.

Claims

1. A shock absorber control method, applied to vehicles, characterized in that, Includes the following steps: Obtain the vehicle status information of the vehicle, which includes at least vehicle speed, lateral acceleration, and longitudinal acceleration; The base current value is determined based on the vehicle speed. The compensation current value is determined based on the vehicle speed, the lateral acceleration, and the longitudinal acceleration. The output current value is determined based on the base current value and the compensation current value; The vehicle shock absorber is controlled according to the output current value; Determining the output current value based on the base current value and the compensation current value includes: Get the upper limit value of the current; The intermediate current value is obtained by adding the base current value and the compensation current value. The minimum of the intermediate current value and the upper limit current value is selected as the output current value; The process of obtaining the upper limit value of the current includes: Obtain the vehicle mode, which includes Comfort mode, Standard mode, and Sport mode; The upper limit value of the mode current is obtained according to the preset calibration of the vehicle mode; Get road condition rating; The upper limit value of the road condition current is obtained according to the preset calibration of the road condition level; The minimum of the mode current upper limit value and the road condition current upper limit value is selected as the current upper limit value; The acquisition of road condition levels includes: The vehicle speed is continuously collected according to the sampling frequency, and the latest vehicle speed value in the fourth time period is stored. Obtain the number of peaks and troughs in the vehicle speed values ​​stored within the fourth time period; The road condition level is determined based on the peaks and troughs. Determining the road condition level based on the peaks and troughs includes: When the number of peaks and troughs is less than or equal to a first threshold, the road condition level is determined to be optimal; when the number of peaks and troughs is greater than the first threshold, the difference between all adjacent peaks and troughs in the latest fourth time period is calculated. Calculate the average of all the differences; The road condition level is determined based on the average value.

2. The vibration damper control method according to claim 1, characterized in that, The step of determining the compensation current value based on the vehicle speed, the lateral acceleration, and the longitudinal acceleration includes: The vehicle status information is obtained from the vehicle electronic stability system via the vehicle bus.

3. The vibration damper control method according to claim 1, characterized in that, Determining the base current value based on the vehicle speed includes: The base current value is obtained based on the preset calibration of the vehicle speed.

4. The vibration damper control method according to claim 1, characterized in that, The step of determining the compensation current value based on the vehicle speed, the lateral acceleration, and the longitudinal acceleration includes: The vehicle's dynamic operating conditions are identified based on the lateral and longitudinal accelerations, including acceleration, deceleration, and steering conditions. The compensation current value is obtained based on the preset calibration of the dynamic operating conditions.

5. The vibration damper control method according to claim 4, characterized in that, The process of identifying the vehicle's dynamic operating conditions based on the lateral and longitudinal accelerations includes: Obtain preset first acceleration threshold, second acceleration threshold, first deceleration threshold, second deceleration threshold, first steering threshold, and second steering threshold; When the longitudinal acceleration is greater than the first acceleration threshold, it is determined that the vehicle has entered the acceleration condition. When the longitudinal acceleration is continuously less than the second acceleration threshold for a first time period, it is determined that the vehicle has left the acceleration condition. When the longitudinal acceleration is less than the first deceleration threshold, the vehicle is determined to have entered the deceleration condition. When the longitudinal acceleration is continuously greater than the second deceleration threshold for a second consecutive time period, the vehicle is determined to have left the deceleration condition. When the absolute value of the lateral acceleration is greater than the first steering threshold, the vehicle is determined to have entered the steering condition. When the lateral acceleration is continuously less than the second steering threshold for a third consecutive time period, the vehicle is determined to have left the steering condition.

6. The vibration damper control method according to claim 4, characterized in that, The compensation current value is obtained based on the preset calibration of the dynamic operating condition, including: According to the preset calibration of the dynamic operating conditions, the corresponding acceleration operating condition current value, deceleration operating condition current value and steering operating condition current value are obtained respectively. When the vehicle is not in the acceleration operating condition, deceleration operating condition or steering operating condition, the corresponding acceleration operating condition current value, deceleration operating condition current value or steering operating condition current value is assigned to 0. The largest of the acceleration current value, the deceleration current value, and the steering current value is selected as the compensation current value.

7. The vibration damper control method according to claim 1, characterized in that, Obtain the number of peaks and troughs in the vehicle speed values ​​stored within the fourth time period, including: When there are a first number of consecutively increasing vehicle speed values ​​and a second number of consecutively decreasing vehicle speed values ​​in the stored data, the largest of these consecutive values ​​is identified as the peak. When there are a first number of consecutively decreasing vehicle speed values ​​in the stored data, followed by a second number of consecutively increasing vehicle speed values, the smallest of these consecutive values ​​is identified as the trough.

8. The vibration damper control method according to claim 1, characterized in that, The output current value includes the front wheel shock absorber current value and the rear wheel shock absorber current value, which are obtained separately.

9. A suspension controller, characterized in that, include: The memory is used to store the control program; A processor, which, when processing the control program, performs the steps of the damper control method as described in any one of claims 1-8.

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