Control method, system and equipment of vehicle suspension shock absorber and medium

Abstract

The invention discloses a control method, system and equipment for a vehicle suspension shock absorber and a medium, and relates to the field of vehicle shock absorbers. The method comprises the steps of obtaining a sensor signal of a vehicle; calculating vehicle state parameters according to the sensor signals; according to the vehicle state parameters, carrying out aerial working condition identification; a vehicle suspension shock absorber is regulated and controlled according to the result of the aerial working condition recognition, the pulling feeling of wheels to a vehicle body in the aerial process is reduced, the energy feeling and impact conducted to the vehicle body by the wheels during landing are reduced, the effect of improving the supporting performance and comfort of the vehicle is achieved, and the problem that the vehicle cannot be supported when the vehicle lands after being aerial is solved. The problems that a continuous damping adjustable shock absorber system does not respond in time, a spring and a vehicle suspension shock absorber are rapidly compressed to the limit, a limiting block is collided, the vehicle suspension shock absorber is easily damaged, meanwhile, a vehicle body swings, and the stability and comfort of the vehicle body are reduced are solved.

Description

Technical Field

[0001] The present invention belongs to the field of vehicle shock absorbers, and in particular relates to a control method, system, equipment and medium for a vehicle suspension shock absorber. Background Art

[0002] When driving off-road, off-road vehicles often encounter rugged mountain roads or slopes, which may cause the wheels or the body of the vehicle to be in the air during driving. When the wheels or the vehicle are in the air, the wheels will be stretched to the limit quickly due to gravity, which will violently pull the body and reduce ride comfort. At the same time, when landing after being in the air, if the continuously damping adjustable shock absorber system does not respond in time, the spring and shock absorber will be quickly compressed to the limit, causing the impact limit block to easily cause damage to the shock absorber, and at the same time cause the body to swing, reducing the stability and comfort of the body. Summary of the invention

[0003] The purpose of the present invention is to provide a control method, system, device and medium for a vehicle suspension shock absorber, which controls the vehicle suspension shock absorber to increase the damping force output of the shock absorber when the vehicle is operating in a vacant condition, thereby preventing the shock absorber from being stretched or compressed to the limit, thereby solving the problem of the shock absorber being easily damaged when the shock absorber hits a limit block when the vehicle passes through an uneven road section.

[0004] To solve the above technical problems, the present invention is achieved through the following technical solutions:

[0005] The present invention provides a control method for a vehicle suspension shock absorber, comprising:

[0006] Acquire the vehicle's sensor signals;

[0007] Calculating vehicle state parameters based on the sensor signal;

[0008] Performing vacant working condition identification according to the vehicle state parameters;

[0009] The vehicle suspension shock absorber is regulated according to the result of the vacant working condition identification and the vehicle state parameter.

[0010] In one embodiment of the present invention, it further includes, before acquiring the sensor signal of the vehicle, determining whether the sensor and the actuator of the continuously damping adjustable shock absorber system are in a fault state;

[0011] If the system is in a faulty state, the vehicle suspension shock absorber is controlled using a limp control strategy;

[0012] If the system is not in a fault state, it starts to acquire the sensor signals of the vehicle.

[0013] In one embodiment of the present invention, the sensor signal comprises a combination of one or more of a wheel acceleration sensor signal, a shock absorber displacement sensor signal and a vehicle body acceleration sensor signal;

[0014] The vehicle state parameter includes a combination of one or more of wheel acceleration, wheel acceleration average, shock absorber stroke, vehicle body acceleration, vehicle body acceleration average, shock absorber stroke change rate and vehicle body vertical velocity.

[0015] In one embodiment of the present invention, it is characterized in that the step of identifying the vacant condition according to the vehicle state parameter comprises:

[0016] When the shock absorber stroke of some wheels is greater than the shock absorber stroke threshold, it is determined that the corresponding part of the wheels is in the air state;

[0017] When the shock absorber strokes of all wheels are greater than the shock absorber stroke threshold, and the wheel acceleration average is greater than the wheel acceleration average threshold, and the body acceleration average is greater than the body acceleration average threshold, the entire vehicle is in a levitated state.

[0018] In one embodiment of the present invention, the shock absorber stroke threshold is calculated based on the shock absorber stroke change rate, and the wheel acceleration mean threshold and the vehicle body acceleration mean threshold are calculated based on the vehicle speed.

[0019] In one embodiment of the present invention, regulating the vehicle suspension shock absorber according to the vacant working condition identification result and the vehicle state parameter includes:

[0020] When some wheels are in the air, a first control current is calculated according to a shock absorber stroke amount and a shock absorber stroke change rate of a corresponding vehicle suspension shock absorber;

[0021] The vehicle suspension shock absorber is controlled according to the first control current, wherein the first control current increases as the shock absorber stroke amount increases and increases as the shock absorber stroke change rate increases.

[0022] In one embodiment of the present invention, when the vehicle is in the air, the second control current is calculated according to the vertical velocity of the vehicle body and the shock absorber stroke of each shock absorber;

[0023] The vehicle suspension shock absorber is controlled according to the second control current, wherein the second control current increases as the shock absorber stroke increases and increases as the vehicle body vertical speed increases.

[0024] In order to achieve the purpose of this application and other related purposes, this application also provides a control system, including:

[0025] An acquisition module, used for acquiring sensor signals of the vehicle;

[0026] a processing module, configured to calculate a vehicle state parameter according to the sensor signal, and identify a vacant condition according to the vehicle state parameter;

[0027] The control module is used to regulate the vehicle suspension shock absorber according to the result of the identification of the vacant working condition.

[0028] In order to achieve the purpose of this application and other related purposes, this application also provides an electronic device, including: at least one processor; and,

[0029] a memory communicatively connected to at least one of the processors; wherein,

[0030] The memory stores instructions executable by at least one of the processors, and the instructions are executed by at least one of the processors to enable the at least one processor to perform the steps of the vehicle suspension shock absorber control method as described in any one of the above.

[0031] In order to achieve the purpose of the present application and other related purposes, the present application also provides a storage medium, which is a computer-readable storage medium. A computer program is stored on the computer-readable storage medium. The computer program is executed by a processor to implement the steps of the vehicle suspension shock absorber control method as described in any one of the above items.

[0032] The present invention controls the vehicle suspension shock absorber according to the wheel change law under the vacant working condition and the current state of the vehicle body to achieve the corresponding damping force output, solving the problem that when the vehicle lands after vacating, the continuous damping adjustable shock absorber system does not respond in time, causing the spring and the vehicle suspension shock absorber to be quickly compressed to the limit, causing the impact limit block to easily cause damage to the vehicle suspension shock absorber, and at the same time causing the vehicle body to swing, reducing the stability and comfort of the vehicle body. The pulling feeling of the wheel on the vehicle body during the vacant process is reduced, and the energy and impact transmitted from the wheel to the vehicle body when landing are reduced, achieving the effect of improving the support and comfort of the vehicle. BRIEF DESCRIPTION OF THE DRAWINGS

[0033] In order to more clearly illustrate the technical solutions of the embodiments of the present invention, the accompanying drawings required for describing the embodiments will be briefly introduced below. Obviously, the accompanying drawings described below are only some embodiments of the present invention. For ordinary technicians in this field, other accompanying drawings can be obtained based on these accompanying drawings without paying creative work.

[0034] Figure 1 A flow chart of a method for controlling a vehicle suspension shock absorber provided by an exemplary embodiment of the present application.

[0035] Figure 2 A block diagram of a control system provided for an exemplary embodiment of the present application.

[0036] Figure 3 A schematic diagram of an electronic device provided for an exemplary embodiment of the present application. DETAILED DESCRIPTION

[0037] The following will be combined with the drawings in the embodiments of the present invention to clearly and completely describe the technical solutions in the embodiments of the present invention. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the present invention.

[0038] In order to solve the problem that when a vehicle lands after being airborne, the continuously damping adjustable shock absorber system does not respond in time, causing the spring and the shock absorber to be quickly compressed to the limit, resulting in the impact of the limit block, which easily causes damage to the shock absorber, and at the same time causes the vehicle body to swing, thereby reducing the stability and comfort of the vehicle body, the present invention provides a control method for a vehicle suspension shock absorber, and these embodiments will be discussed in detail below.

[0039] See also Figure 1 As shown, in an exemplary embodiment of the present application, the control method of the vehicle suspension shock absorber includes:

[0040] Step S100, obtaining a sensor signal of the vehicle;

[0041] Step S200, calculating vehicle state parameters according to the sensor signal;

[0042] Step S300, identifying the empty working condition according to the vehicle state parameters;

[0043] Step S400: regulating the vehicle suspension shock absorber according to the result of the vacant condition identification and the vehicle state parameter.

[0044] In order to avoid the inability to execute the solution or abnormal execution due to sensor failure or actuator failure of the continuously damping adjustable shock absorber system, the present application also includes, before executing step S100, determining whether the sensor and actuator of the continuously damping adjustable shock absorber system are in a faulty state. If the system is in a faulty state, a limp home control strategy is used to control the vehicle suspension shock absorber. If there is no fault, execution starts from step S100.

[0045] First, step S100 is executed to obtain a sensor signal of the vehicle.

[0046] In an exemplary embodiment of the present application, one or more of a wheel acceleration sensor signal, a shock absorber displacement sensor signal, and a vehicle body acceleration sensor signal may be obtained as a sensor signal for subsequent calculation of a vehicle state parameter.

[0047] Next, step S200 is executed to calculate the vehicle state parameter according to the sensor signal.

[0048] In an exemplary embodiment of the present application, the vehicle state parameter includes a combination of one or more of wheel acceleration, wheel acceleration mean, shock absorber stroke, vehicle body acceleration, vehicle body acceleration mean, shock absorber stroke change rate, and vehicle body vertical velocity. That is, when calculating the vehicle state parameter according to the sensor signal, the combination of one or more of wheel acceleration, wheel acceleration mean, shock absorber stroke, vehicle body acceleration, vehicle body acceleration mean, shock absorber stroke change rate, and vehicle body vertical velocity can be calculated according to one or more of wheel acceleration sensor signal, shock absorber displacement sensor signal, and vehicle body acceleration sensor signal.

[0049] Specifically, the wheel acceleration of each wheel is calculated according to the wheel acceleration sensor signal corresponding to each wheel, including the left front wheel acceleration A FLwhl , right front wheel acceleration A FRwhl , left rear wheel acceleration A RLwhl and the right rear wheel acceleration A RRwhl .

[0050] To simplify the description, in this application, xx includes FL / FR / RL / RR, which are used to represent directions, wherein FL represents left front, FR represents right front, RL represents left rear, and RR represents right rear. Unless otherwise specified, the same characters appearing in the following text have the same meaning.

[0051] According to the wheel acceleration sensor signal corresponding to each wheel, the average value of the wheel acceleration of each wheel in a certain time domain is calculated to obtain the average value of the left front wheel acceleration AvgA FLwhl , the average acceleration of the right front wheel AvgA FRwhl , left rear wheel acceleration average AvgA RLwhl And the average acceleration of the right rear wheel AvgA RRwhl , where the duration t of the time domain can be obtained according to experimental calibration. And the mean value of the vehicle's wheel acceleration is obtained according to the mean value of the acceleration of each wheel, that is,

[0052] The travel of each vehicle suspension shock absorber is calculated according to the shock absorber displacement sensor signal corresponding to each vehicle suspension shock absorber, including the travel of the left front shock absorber and the travel of the left front shock absorber. FL, right front shock absorber travel FR , Left rear shock absorber travel RL And the right rear shock absorber travel RR .

[0053] Similarly, the travel change rate of each vehicle suspension shock absorber is calculated according to the shock absorber displacement sensor signal corresponding to each vehicle suspension shock absorber, including the left front shock absorber travel change rate dTravel FL , right front shock absorber travel change rate dTravel FR , Left rear shock absorber travel change rate dTravel RL And the right rear shock absorber travel change rate dTravel RR .

[0054] The vehicle body acceleration is calculated based on the vehicle body acceleration sensor signal, including the left front vehicle body acceleration A FL , right front vehicle acceleration A FR , left rear vehicle acceleration A RL and the right rear body acceleration A RR .

[0055] It should be noted that in common automobile systems, the body acceleration sensors usually include three, corresponding to the left front body, the right front body and the rear body respectively. The left front body acceleration A can be obtained through the body acceleration sensor signal. FL , right front vehicle acceleration A FR and the rear body acceleration A Rear , using the left front vehicle acceleration A FL , right front vehicle acceleration A FR Rear vehicle acceleration A Rear Further calculation can give the left rear body acceleration A RL and the right rear body acceleration A RR .

[0056] The average value of the vehicle acceleration AvgA in a certain time domain is calculated based on the vehicle acceleration sensor signal body .in,

[0057] And calculate the vehicle body vertical velocity V according to the vehicle body acceleration signal Z .

[0058] Next, the shock absorber stroke threshold Threshold 1, the acceleration mean threshold Threshold 2, and the vehicle body acceleration mean threshold Threshold 3 are calculated according to the shock absorber stroke change rate and the vehicle speed. Specifically, the shock absorber stroke threshold Threshold 1 is calculated according to the shock absorber stroke change rate, the acceleration mean threshold Threshold 2 is calculated according to the vehicle speed, and the vehicle body acceleration mean threshold Threshold 3 is calculated according to the vehicle speed.

[0059] It should be noted that the method for calculating the shock absorber stroke threshold Threshold1, the acceleration mean threshold Threshold2 and the vehicle body acceleration mean threshold Threshold3 according to the shock absorber stroke change rate and the vehicle speed can be to obtain the expected functional relationship in advance through experimental simulation optimization iteration and the like, and the corresponding threshold can be obtained by inputting the variables into the above functions, or a reference table can be set for table lookup and selection. Of course, in other embodiments, the method for calculating the threshold is not limited to the above two methods.

[0060] It should be understood that since the stress conditions of the vehicle suspension shock absorbers of the front and rear wheels of most vehicles are different, different shock absorber travel thresholds need to be set for different wheels. The shock absorber travel threshold Threshold 1 includes the left front shock absorber travel threshold Threshold 1. FL , Right front shock absorber travel threshold Threshold1 FR , Left rear shock absorber travel threshold Threshold1 RL and right rear shock absorber travel threshold Threshold1 RR .

[0061] Then, step S300 is executed to identify the vacant condition according to the vehicle state parameters.

[0062] In an exemplary implementation of the present application, the identification of the vacant condition is performed according to the vehicle state parameter, including:

[0063] When the shock absorber stroke of some wheels is greater than the shock absorber stroke threshold, it is determined that the corresponding part of the wheels is in the air state;

[0064] When the shock absorber strokes of all wheels are greater than the shock absorber stroke threshold, and the wheel acceleration average is greater than the wheel acceleration average threshold, and the body acceleration average is greater than the body acceleration average threshold, the entire vehicle is in a levitated state.

[0065] Specifically, in an exemplary embodiment of the present application, the state of the shock absorber is obtained according to the shock absorber stroke and the corresponding stroke threshold of each vehicle suspension shock absorber. Taking the left front vehicle suspension shock absorber as an example, when the left front wheel passes over a raised road surface, the left front wheel is vacated, the left front vehicle suspension shock absorber is rapidly stretched, and its stroke is correspondingly increased. When the stroke of the left front vehicle suspension shock absorber is greater than the left front shock absorber stroke threshold, the left front wheel enters the vacant state phase1, and a wheel state flag Flag1 is generated at the same time. FL The state of each shock absorber is obtained in the same way to determine whether the corresponding wheel has entered the airborne state, and the corresponding wheel state flag Flag1 is generated according to the wheel that has entered the airborne state. XX .

[0066] The wheel acceleration average flag Flag2 is obtained according to the wheel acceleration average of the vehicle and the wheel acceleration average threshold. Specifically, when the wheel acceleration average is greater than the wheel acceleration average threshold, that is, AvgA Whl >Threshold2, the wheel acceleration mean flag Flag2 is generated.

[0067] The vehicle body acceleration average flag Flag3 is obtained according to the vehicle body acceleration average and the vehicle body acceleration average threshold. Specifically, when the vehicle body acceleration average is greater than the vehicle body acceleration average threshold, that is, AvgA body >Threshold3, the vehicle body acceleration mean flag Flag3 is generated.

[0068] It is determined whether all wheels are in the air state according to the wheel state flags of all wheels. If all wheels are in the air state, that is, the shock absorber strokes of all wheels are greater than their corresponding shock absorber stroke thresholds, the vehicle state flag Flag4 is generated, and the corresponding logical expression can be expressed as: Flag4 = Flag1 FL &&Flag1 FR &&Flag1 RL &&Flag1 RR .

[0069] The vehicle working condition is determined according to the wheel acceleration average flag, the body acceleration average flag and the vehicle state flag. When the wheel acceleration average flag, the body acceleration average flag and the vehicle state flag exist at the same time, it is determined that the vehicle enters the empty state phase 2, and generates the empty state flag Flag midair , the corresponding logical expression can be expressed as Flag midair =Flag2&&Flag3&&Flag4.

[0070] Finally, step S400 is executed to adjust the vehicle suspension shock absorber according to the vacant working condition identification result and the vehicle state parameter.

[0071] When a wheel is in the air, the corresponding shock absorber stroke will be stretched to the maximum. The stroke of a single shock absorber can be used to characterize whether the wheel is in a stretched state. In step S300, the shock absorber stroke is compared with the stroke change rate to obtain Threshold1, which can be used to determine whether the wheel is about to be in the air. When it is recognized that some wheels are in the air, the control goal should be to prevent the vehicle suspension shock absorber from being stretched to the limit, thereby pulling the vehicle body, so it is necessary to increase the damping force output of the vehicle suspension shock absorber.

[0072] Specifically, when any one of the wheels is in the air, a first control current I of the vehicle suspension shock absorber is generated according to the shock absorber stroke amount and the shock absorber stroke change rate. ph1 , that is I ph1 =f(Travel xx ,dTravel xx ), the first control current I ph1 It increases with the increase of shock absorber stroke and with the increase of shock absorber stroke change rate.

[0073] When the vehicle is completely airborne, that is, when the whole vehicle is in the air, in order to avoid the vehicle suspension shock absorber being compressed to the limit when landing, thereby causing damage to the vehicle suspension shock absorber, and to enhance the support of the vehicle suspension shock absorber to the vehicle body, it is necessary to increase the damping force output of the vehicle suspension shock absorber and increase the current output at this time. The vertical velocity of the vehicle body represents the amount of energy, and the shock absorber stroke can be used to determine whether it is compressed to the limit when landing. Therefore, the second control current of the vehicle suspension shock absorber can be calculated based on the vertical velocity of the vehicle body and the shock absorber stroke, that is, I ph2 =f(V z ,Travel FL ), the second control current I ph2 The value increases with the increase of the shock absorber stroke and the increase of the vertical speed of the vehicle body.

[0074] It should be noted that, in the exemplary embodiment of the present application, the vacant condition includes the state where some wheels are vacant and the state where the whole vehicle is vacant. When the vehicle ends the vacant motion, that is, when the strokes of all the shock absorbers are less than the preset stroke threshold, the vehicle exits the vacant condition, wherein the preset stroke threshold can be calibrated or calculated according to specific experiments.

[0075] It should be understood that in the exemplary embodiment of the present application, the sensor combination used is a wheel acceleration sensor and a body acceleration sensor. In other embodiments, the sensor combination can be a combination of four height sensors with three sprung acceleration sensors, or a combination of four height sensors with an IMU (Inertial Measurement Unit) system, or a combination of four height sensors with an IMU system and two unsprung acceleration sensors or other sensor combinations. Through similar design ideas, the wheel acceleration, the mean wheel acceleration, the body acceleration, the mean body acceleration, the shock absorber stroke and the shock absorber stroke change rate are calculated, and the same effect can also be achieved. The present application can also be combined with the ADAS (Advanced Driver Assistance Systems) system to predict the vacant working condition, which can achieve a better control effect.

[0076] The embodiment of the present application also provides a control system, see Figure 2 As shown, the control system includes: an acquisition module 100, a processing module 200 and a control module 300, wherein the acquisition module 100 is used to acquire the sensor signal of the vehicle, the processing module 200 is used to calculate the vehicle state parameters according to the sensor signal, and to identify the vacant condition according to the vehicle state parameters, and the control module 300 is used to regulate the vehicle suspension shock absorber according to the result of the vacant condition identification.

[0077] It should be noted that the control system described in the present application is a virtual system corresponding to the control method of the above-mentioned vehicle suspension shock absorber, and the functional modules in the control system correspond to the corresponding steps in the control method of the vehicle suspension shock absorber. The control system of the present application can be implemented in conjunction with the control method of the vehicle suspension shock absorber. The relevant technical details mentioned in the control method of the vehicle suspension shock absorber of the present application are still valid in the control system, and in order to reduce repetition, they will not be repeated here. Accordingly, the relevant technical details mentioned in the control system of the present application can also be applied in the control method of the above-mentioned vehicle suspension shock absorber.

[0078] It should be noted that the above-mentioned functional modules can be fully or partially integrated into one physical entity during actual implementation, or they can be physically separated. And these modules can all be implemented in the form of software called by processing elements; they can also be all implemented in the form of hardware; some modules can also be implemented in the form of software called by processing elements, and some modules can be implemented in the form of hardware. In addition, these modules can be fully or partially integrated together, or they can be implemented independently. The processing element described here can be an integrated circuit with signal processing capabilities. In the implementation process, some or all of the steps of the above method, or the above functional modules can be completed by hardware integrated logic circuits in the processor element or instructions in software form.

[0079] See also Figure 3 As shown, an embodiment of the present application further provides an electronic device. The electronic device comprises: at least one processor 1; and a memory 2 that is communicatively connected to the at least one processor; the memory 2 stores instructions that can be executed by the at least one processor 1, and when the at least one instruction is executed by the at least one processor 1, the electronic device implements the control method of the vehicle suspension shock absorber provided in the above-mentioned various embodiments.

[0080] The embodiment of the present application also provides a storage medium on which a computer program is stored. When the computer program is executed by a processor of a computer, the computer executes the control method of the vehicle suspension shock absorber as described above. The computer readable storage medium may be included in the electronic device described in the above embodiment, or may exist independently without being assembled into the electronic device.

[0081] To summarize, the present application determines the driving state of the vehicle in real time through the vehicle's sensor signals. When a levitation condition is identified, the vehicle's suspension shock absorber is controlled according to the wheel change pattern under the levitation condition and the current state of the vehicle body to achieve corresponding damping force output, thereby reducing the pulling feeling of the wheels on the vehicle body during the levitation process, and reducing the energy and impact transmitted from the wheels to the vehicle body when landing, thereby achieving the effect of improving the vehicle's support and comfort.

[0082] The above description is only a preferred embodiment of the present application and an explanation of the technical principles used. Those skilled in the art should understand that the scope involved in the present application is not limited to the technical solution formed by a specific combination of the above-mentioned technical features, but should also cover other technical solutions formed by any combination of the above-mentioned technical features or their equivalent features without departing from the inventive concept, such as a technical solution formed by replacing the above-mentioned features with (but not limited to) technical features with similar functions disclosed in this application.

[0083] Except for the technical features described in the specification, the remaining technical features are known technologies to those skilled in the art. In order to highlight the innovative features of the present invention, the remaining technical features will not be described here in detail.

Claims

1. A control method for a vehicle suspension shock absorber, It is characterized in that include: Acquire the vehicle's sensor signals; Calculating vehicle state parameters based on the sensor signal; Performing vacant working condition identification according to the vehicle state parameters; The vehicle suspension shock absorber is regulated according to the result of the vacant working condition identification and the vehicle state parameter.

2. The control method of the vehicle suspension shock absorber according to claim 1, It is characterized in that It also includes, before acquiring the sensor signal of the vehicle, determining whether the sensor and the actuator of the continuously damping adjustable shock absorber system are in a fault state; If the system is in a faulty state, the vehicle suspension shock absorber is controlled using a limp control strategy; If the system is not in a fault state, it starts to acquire the sensor signals of the vehicle.

3. The control method of the vehicle suspension shock absorber according to claim 1, It is characterized in that The sensor signal includes a combination of one or more of a wheel acceleration sensor signal, a shock absorber displacement sensor signal and a vehicle body acceleration sensor signal; The vehicle state parameter includes a combination of one or more of wheel acceleration, wheel acceleration average, shock absorber stroke, vehicle body acceleration, vehicle body acceleration average, shock absorber stroke change rate and vehicle body vertical velocity.

4. The control method of the vehicle suspension shock absorber according to claim 3, It is characterized in that Identifying the vacant working condition according to the vehicle state parameter includes: When the shock absorber stroke of some wheels is greater than the shock absorber stroke threshold, it is determined that the corresponding part of the wheels is in the air state; When the shock absorber strokes of all wheels are greater than the shock absorber stroke threshold, and the wheel acceleration average is greater than the wheel acceleration average threshold, and the body acceleration average is greater than the body acceleration average threshold, the entire vehicle is in a levitated state.

5. The control method of the vehicle suspension shock absorber according to claim 4, It is characterized in that The shock absorber stroke threshold is calculated according to the shock absorber stroke change rate, and the wheel acceleration mean threshold and the vehicle body acceleration mean threshold are calculated according to the vehicle speed.

6. The control method of the vehicle suspension shock absorber according to claim 4, It is characterized in that The regulating of the vehicle suspension shock absorber according to the result of the vacant working condition identification and the vehicle state parameter includes: When some wheels are in the air, a first control current is calculated according to a shock absorber stroke amount and a shock absorber stroke change rate of a corresponding vehicle suspension shock absorber; The vehicle suspension shock absorber is controlled according to the first control current, wherein the first control current increases as the shock absorber stroke amount increases and increases as the shock absorber stroke change rate increases.

7. The control method of the vehicle suspension shock absorber according to claim 4, It is characterized in that The regulating of the vehicle suspension shock absorber according to the result of the vacant working condition identification and the vehicle state parameter includes: When the vehicle is in the air, the second control current is calculated according to the vertical speed of the vehicle body and the shock absorber stroke of each shock absorber; The vehicle suspension shock absorber is controlled according to the second control current, wherein the second control current increases as the shock absorber stroke increases and increases as the vehicle body vertical speed increases.

8. A control system, It is characterized in that include: An acquisition module, used for acquiring sensor signals of the vehicle; a processing module, configured to calculate a vehicle state parameter according to the sensor signal, and identify a vacant condition according to the vehicle state parameter; The control module is used to regulate the vehicle suspension shock absorber according to the result of the identification of the vacant working condition.

9. An electronic device, It is characterized in that include: at least one processor; as well as, a memory communicatively connected to at least one of the processors; wherein, The memory stores instructions executable by at least one of the processors, and the instructions are executed by at least one of the processors to enable at least one of the processors to perform the steps of the method for controlling a vehicle suspension damper according to any one of claims 1 to 7.

10. A storage medium, It is characterized in that The storage medium is a computer-readable storage medium having a computer program stored thereon. The computer program is executed by a processor to implement the steps of the method for controlling a vehicle suspension shock absorber according to any one of claims 1 to 7.

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