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

Abstract

The invention discloses a control method and device of a vehicle suspension shock absorber, a vehicle controller and a storage medium, and relates to the field of vehicle control. The method comprises the steps of obtaining a wheel acceleration signal, a vehicle body posture signal, a vehicle speed signal and a shock absorber stroke signal; according to the wheel acceleration signal and the vehicle speed signal, road surface protrusion working condition identification is carried out; when the vehicle is in the road surface protruding working condition, the actual control current of a shock absorber electromagnetic valve is determined according to the wheel acceleration signal, the vehicle body posture signal, the vehicle speed signal and the shock absorber stroke signal; and the vehicle suspension shock absorber is controlled based on the actual control current, so that discomfort caused by the fact that wheel impact is transmitted to a vehicle body during road surface protrusion impact can be effectively reduced, impact aftershock can be rapidly reduced after road surface protrusion impact, and the riding comfort is improved.

Description

Technical Field

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

[0002] Vehicles often encounter bumps such as speed bumps during driving. At this time, the wheel end has a strong impact transmitted to the vehicle body, accompanied by residual vibration, which ultimately makes the vehicle feel less comfortable. In order to improve the comfort under impact conditions, it is necessary to identify bumps such as speed bumps.

[0003] Currently, the most common methods include using cameras or lidar vision solutions and using neural network technology for recognition. The algorithm implementation is complex, requires high chip computing power, and has high hardware costs. Summary of the invention

[0004] The purpose of the present application is to provide a control method, system, device and medium for a vehicle suspension shock absorber, which can accurately identify a road bump condition based on a vehicle vertical signal, and when the vehicle is in a road bump condition, control the vehicle suspension shock absorber according to the wheel acceleration signal, vehicle body posture signal, shock absorber stroke signal and vehicle body state under the road bump condition to achieve corresponding damping force output, thereby reducing the impact on the wheel, reducing the energy transmitted from the wheel to the vehicle body, and achieving the effect of improving comfort.

[0005] In order to solve the above technical problems, the present application provides a control method for a vehicle suspension shock absorber, comprising:

[0006] Obtain wheel acceleration signals, vehicle body posture signals, vehicle speed signals and shock absorber travel signals;

[0007] Performing road bump working condition identification according to the wheel acceleration signal and the vehicle speed signal;

[0008] When the vehicle is in a bumpy road condition, determining a target control current of a shock absorber solenoid valve according to the wheel acceleration signal, the vehicle body posture signal, the vehicle speed signal and the shock absorber stroke signal;

[0009] The vehicle suspension damper is controlled based on the target control current.

[0010] In an optional embodiment of the present application, the road bump condition is identified according to the wheel acceleration signal and the vehicle speed signal, including:

[0011] Calculating the wheel acceleration change rate and the equivalent wheel motion state quantity according to the wheel acceleration signal;

[0012] The road bump condition is identified according to the wheel acceleration signal, the wheel acceleration change rate, the equivalent wheel motion state quantity and the vehicle speed signal.

[0013] In an optional embodiment of the present application, calculating the equivalent wheel motion state quantity according to the wheel acceleration signal includes:

[0014] Calculating the maximum acceleration value and the root mean square value of the wheel acceleration in the time domain according to the vehicle acceleration signal;

[0015] The equivalent wheel motion state quantity is calculated according to the maximum acceleration value and the root mean square value of the wheel acceleration in the time domain.

[0016] In an optional embodiment of the present application, the road bump condition is identified according to the wheel acceleration signal, the wheel acceleration change rate, the equivalent wheel motion state quantity and the vehicle speed signal, including:

[0017] determining a first threshold, a second threshold and a third threshold according to the vehicle speed signal;

[0018] Respectively comparing the wheel acceleration signal, the wheel acceleration change rate and the equivalent wheel motion state quantity with the first threshold, the second threshold and the third threshold;

[0019] When the wheel acceleration signal is greater than the first threshold, the wheel acceleration change rate is greater than the second threshold, and the equivalent wheel motion state quantity is greater than a third threshold, the vehicle is in a bumpy road condition.

[0020] In an optional embodiment of the present application, a target control current of a shock absorber solenoid valve is determined based on the wheel acceleration signal, the vehicle body posture signal, the vehicle speed signal and the shock absorber stroke signal;

[0021] Determining a control target corresponding to a road bump condition according to the wheel acceleration change rate and the vehicle speed signal;

[0022] When the control target is the impact reduction stage, determining the target control current of the shock absorber solenoid valve according to the wheel acceleration signal and the vehicle body posture signal;

[0023] When the control target is to weaken the impact residual vibration stage, the target control current of the shock absorber solenoid valve is determined according to the shock absorber stroke signal.

[0024] In an optional embodiment of the present application, when the control target is the impact reduction stage, determining the target control current of the shock absorber solenoid valve according to the wheel acceleration signal and the vehicle body posture signal includes:

[0025] Acquiring a basic control current value of the shock absorber solenoid valve according to the wheel acceleration signal;

[0026] Acquiring a current compensation value of the shock absorber solenoid valve according to a vehicle body posture signal;

[0027] A target control current of the shock absorber solenoid valve is obtained according to the basic control current value and the current compensation value.

[0028] In an optional embodiment of the present application, the vehicle body posture signal includes a vehicle body pitch angular velocity signal and a vehicle body pitch angular acceleration signal;

[0029] Acquiring a current compensation value of the shock absorber solenoid valve according to a vehicle body posture signal, including:

[0030] A current compensation value of the shock absorber solenoid valve is determined according to the vehicle body pitch angular velocity signal and the vehicle body pitch angular acceleration signal.

[0031] In an optional embodiment of the present application, when the control target is to weaken the impact residual vibration stage, determining the target control current of the shock absorber solenoid valve according to the shock absorber stroke signal includes:

[0032] Acquiring a shock absorber stroke peak-to-valley difference according to the shock absorber stroke signal;

[0033] The target control current of the shock absorber solenoid valve is calculated according to the peak-to-valley difference of the shock absorber stroke.

[0034] In an optional embodiment of the present application, a control target corresponding to a road bump condition is determined according to the wheel acceleration change rate and the vehicle speed signal;

[0035] When it is identified that the vehicle is in a road bump condition, the control target corresponding to the road bump condition is a stage of reducing the impact feeling;

[0036] When the control target is to reduce the impact,

[0037] acquiring a fourth threshold value according to the vehicle speed signal;

[0038] Acquire a first wheel acceleration change rate peak value in the time domain according to the wheel acceleration change rate;

[0039] Determine whether the peak value of the first wheel acceleration change rate is greater than or equal to the fourth threshold:

[0040] If yes, the control target remains in the stage of reducing the impact feeling;

[0041] If not, the control target is changed to the stage of weakening the impact aftershock.

[0042] In an optional embodiment of the present application, when the control target is changed to the stage of weakening the impact aftershock, the method further includes:

[0043] acquiring a fifth threshold and a sixth threshold according to the vehicle speed signal;

[0044] Acquire a second wheel acceleration change rate peak value in the time domain according to the wheel acceleration change rate;

[0045] Determine whether the peak value of the second wheel acceleration change rate is greater than or equal to the fifth threshold, and whether the duration of the bump condition is less than or equal to the sixth threshold:

[0046] If yes, the control target remains in the stage of weakening the shock aftershock;

[0047] If not, then exit the bumpy road condition.

[0048] In order to solve the above technical problems, the present application also provides a control system, comprising

[0049] An acquisition module, used for acquiring wheel acceleration signals, vehicle body posture signals, vehicle speed signals and shock absorber travel signals;

[0050] A working condition recognition module, used for identifying a road bump working condition according to the wheel acceleration signal and the vehicle speed signal;

[0051] a current acquisition module, used for determining a target control current of a shock absorber solenoid valve according to the wheel acceleration signal, the vehicle body posture signal, the vehicle speed signal and the shock absorber stroke signal when the vehicle is in a bumpy road condition;

[0052] A control module is used to control the vehicle suspension shock absorber based on the target control current.

[0053] To solve the above technical problems, the present application also provides an electronic device, comprising a processor, a memory and a communication bus; the communication bus is used to connect the processor and the memory; the processor is used to execute a computer program stored in the memory to implement the above-mentioned vehicle suspension shock absorber control method.

[0054] In order to solve the above technical problems, the present application also provides a storage medium on which a computer program is stored, and the computer program is used to enable a computer to execute the above-mentioned vehicle suspension shock absorber control method.

[0055] The present application obtains wheel acceleration signals, body posture signals, vehicle speed signals and shock absorber stroke signals; identifies road bump conditions based on the wheel acceleration signals and the vehicle speed signals; when the vehicle is in a road bump condition, determines a target control current of a shock absorber solenoid valve based on the wheel acceleration signals, the body posture signals, the vehicle speed signals and the shock absorber stroke signals; controls the vehicle suspension shock absorber based on the target control current, thereby effectively reducing the discomfort caused by the wheel impact being transmitted to the vehicle body when impacting a bump, and quickly reducing the residual vibration of the impact after impacting the bump, thereby improving ride comfort. BRIEF DESCRIPTION OF THE DRAWINGS

[0056] In order to more clearly illustrate the technical solutions of the embodiments of the present application, the drawings required for describing the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without creative work.

[0057] Figure 1 A flow chart of a method for controlling a vehicle suspension shock absorber provided by an exemplary embodiment of the present application.

[0058] Figure 2 This is a sub-flow chart of step S300 when the control target is to reduce the impact.

[0059] Figure 3 It is a sub-flow chart of step S300 when the control target is to weaken the impact aftershock stage.

[0060] Figure 4 A functional module diagram of a control system provided for an exemplary embodiment of the present application.

[0061] Figure 5 A functional module diagram of an electronic device provided for an exemplary embodiment of the present application. DETAILED DESCRIPTION

[0062] The following describes the implementation of the present application through specific examples, and those skilled in the art can easily understand other advantages and effects of the present application from the contents disclosed in this specification. The present application can also be implemented or applied through other different specific implementations, and the details in this specification can also be modified or changed in various ways based on different viewpoints and applications without departing from the spirit of the present application.

[0063] It should be noted that the illustrations provided in the following embodiments are only schematic illustrations of the basic concept of the present invention, and thus the drawings only show components related to the present invention rather than being drawn according to the number, shape and size of components in actual implementation. In actual implementation, the type, quantity and proportion of each component may be changed arbitrarily, and the component layout may also be more complicated.

[0064] In the following description, numerous details are discussed to provide a more thorough explanation of the embodiments of the present invention. However, it is obvious to those skilled in the art that the embodiments of the present invention can be implemented without these specific details. In other embodiments, well-known structures and devices are shown in the form of block diagrams rather than in detail to avoid making the embodiments of the present invention difficult to understand.

[0065] In order to solve the problems of existing camera or lidar visual solutions and neural network technology for bump (such as speed bump) condition identification, complex algorithm implementation, high chip computing power requirements and high hardware costs, the embodiments of the present application provide a vehicle suspension shock absorber control method, which can accurately identify bumps and other road bumps based on non-visual sensor signals and combined with the real-time vibration characteristics of the vehicle, and can continuously damp the adjustable shock absorber solenoid valve in combination with the wheel change law under acceleration conditions and the current state of the vehicle body to achieve corresponding damping force output, thereby reducing the impact received by the wheel and reducing the energy transmitted from the wheel to the vehicle body, thereby achieving the effect of improving comfort.

[0066] Figure 1 A flow chart of a method for controlling a vehicle suspension shock absorber in an exemplary embodiment of the present application is shown, including steps S100 to S400, which can be executed by a body domain controller (BDC) as an actuator.

[0067] First, step S100 is executed to obtain a wheel acceleration signal, a vehicle body posture signal, a vehicle speed signal and a shock absorber stroke signal.

[0068] In order to avoid the inability to execute or abnormal execution of the plan due to sensor failure or body controller failure of the continuously damping adjustable shock absorber system, it is necessary to first determine whether the sensor and body controller of the continuously damping adjustable shock absorber system are in a faulty state; if so, the continuously damping adjustable shock absorber system is in a faulty state, and the shock absorber executes a limp control strategy, that is, measures are taken to adjust or reduce the vibration or abnormal movement of the equipment in the limp state to ensure the normal operation or safety of the system; if not, it is necessary to further determine whether the entire vehicle is in a bad road driving condition through the wheel acceleration and / or the root mean square value of the wheel acceleration.

[0069] If the vehicle is traveling on a bad road, the road bump condition recognition function will not be enabled. This is because when the vehicle is traveling on a bad road, there will be continuous and irregular impacts. The control target of the continuously damping adjustable shock absorber system is only to reduce the impact, which is different from the control target of the road bump condition. Therefore, when traveling on a bad road, the road bump condition recognition function should not be enabled.

[0070] When the continuously damping adjustable shock absorber system is in a non-fault state and the vehicle is not in a bad road driving condition, the road bump condition recognition and control function is enabled, which requires obtaining wheel acceleration signals, body posture signals, vehicle speed signals and shock absorber travel signals.

[0071] It should be noted that the acquisition of the wheel acceleration signal, the vehicle body posture signal, the vehicle speed signal and the shock absorber travel signal and the calculation of other parameters based on the above parameters are throughout the entire road bump condition identification and control process. The wheel acceleration signal can be directly obtained through the wheel acceleration sensor, or indirectly calculated through the height sensor signal and the vehicle body acceleration sensor (also called the sprung acceleration sensor) signal, or indirectly calculated through the height sensor signal and the inertial measurement unit IMU signal; the vehicle body posture signal can be calculated based on the vehicle body acceleration sensor signal and the inertial measurement unit IMU signal; the shock absorber travel signal can be directly obtained through the height sensor signal; the vehicle speed signal can be obtained through the vehicle speed sensor, ABS (anti-lock braking system) sensor, vehicle network, GPS system, etc.

[0072] Due to the diversity of methods for acquiring wheel acceleration signals, vehicle body posture signals, vehicle speed signals and shock absorber travel signals, the vehicle control scheme of the present application can be applicable to various types of sensor combination systems, such as a system of at least 4 height sensors and 3 vehicle body acceleration sensors, a system of at least 4 height sensors and 1 inertial measurement unit IMU, a system of at least 4 height sensors, 1 inertial measurement unit IMU and 2 (front) wheel acceleration sensors, and other combination systems.

[0073] Next, step S200 is executed to identify the road bump condition according to the wheel acceleration signal and the vehicle speed signal. Specifically, the wheel acceleration change rate and the equivalent wheel motion state quantity can be calculated according to the wheel acceleration signal; and then the road bump condition is identified according to the wheel acceleration signal, the wheel acceleration change rate, the equivalent wheel motion state quantity and the vehicle speed signal.

[0074] Furthermore, when calculating the equivalent wheel motion state quantity according to the wheel acceleration signal, the maximum acceleration value and the root mean square value of the wheel acceleration in the time domain can be calculated according to the vehicle acceleration signal; then, the equivalent wheel motion state quantity is calculated according to the maximum acceleration value and the root mean square value of the wheel acceleration in the time domain, and the calculation formula is as follows:

[0075] R whl =A max / RMS

[0076] Among them, R whl is the equivalent wheel motion state quantity, A max is the maximum acceleration of the wheel in the time domain, and RMS is the root mean square value of the wheel acceleration in the time domain.

[0077] It should be noted that the time domain refers to a time period. The length of this time period (time domain length) can be comprehensively determined based on the time delay of road bump condition recognition and the performance of vehicle comfort (through vehicle body acceleration reaction). The longer the time domain length, the longer the delay and the worse the vehicle comfort performance, but the amount of calculation will be reduced. The shorter the time domain length, the shorter the delay and the better the vehicle comfort performance. As an example, the time domain length is between 1s-3s, such as 1s, 1.5s, 2s, 2.5s, 3s, etc.

[0078] Furthermore, when the road bump condition is identified according to the wheel acceleration signal, the wheel acceleration change rate, the equivalent wheel motion state quantity and the vehicle speed signal, the following steps may be included:

[0079] Determine the first threshold, the second threshold and the third threshold according to the vehicle speed signal; compare the wheel acceleration signal, the wheel acceleration change rate and the equivalent wheel motion state quantity with the first threshold, the second threshold and the third threshold respectively: when the wheel acceleration signal is greater than the first threshold, the wheel acceleration change rate is greater than the second threshold, and the equivalent wheel motion state quantity is greater than the third threshold, the vehicle is in a road bump condition; in other cases, return to step S100. By adjusting the first threshold, the second threshold, the third threshold and the subsequent fourth threshold, the fifth threshold and the sixth threshold through the vehicle speed signal, the parameters can be adjusted and matched according to different vehicle speeds, and the vehicle suspension shock absorber can be better controlled to achieve the corresponding damping force output, thereby reducing the impact on the wheel and reducing the energy transmitted from the wheel to the vehicle body, so as to achieve the effect of improving comfort.

[0080] Specifically, the expected functional relationship between each reaction threshold and the vehicle speed signal can be obtained in advance through experimental simulation optimization iteration and other methods:

[0081] Threshold1=f1 (v);

[0082] Threshold2=f 2 (v);

[0083] Threshold3=f 3 (v);

[0084] Among them, Threshold1 is the first threshold, Threshold2 is the second threshold, Threshold3 is the third threshold, and v is the vehicle speed; the vehicle speed is input into the above function to obtain the corresponding first threshold, second threshold and third threshold. Of course, a vehicle speed and threshold comparison table can be set, and the appropriate first threshold, second threshold and third threshold can be selected by looking up the table according to the vehicle speed v. Of course, in other embodiments, the method of calculating the threshold is not limited to the above two methods.

[0085] Next, execute steps S300 and S400. When the vehicle is in a bumpy road condition, determine the target control current of the shock absorber solenoid valve according to the wheel acceleration signal, the vehicle body posture signal, the vehicle speed signal and the shock absorber stroke signal; and control the vehicle suspension shock absorber based on the target control current.

[0086] In a specific embodiment of the present application, when determining the target control current of the shock absorber solenoid valve according to the wheel acceleration signal, the vehicle body posture signal, the vehicle speed signal and the shock absorber stroke signal, the control target corresponding to the road bump condition can be determined according to the wheel acceleration change rate and the vehicle speed signal:

[0087] When the control target is the impact reduction stage, the target control current of the shock absorber solenoid valve is determined according to the wheel acceleration signal and the vehicle body posture signal, so that the vehicle suspension shock absorber can be controlled based on the target control current to achieve corresponding damping force output, thereby reducing the impact on the wheel and reducing the energy transmitted from the wheel to the vehicle body, thereby achieving the effect of improving comfort;

[0088] When the control target is to weaken the impact residual vibration stage, the target control current of the shock absorber solenoid valve is determined according to the shock absorber stroke signal, so that the vehicle suspension shock absorber can be controlled based on the target control current to achieve corresponding damping force output, thereby reducing the impact on the wheel and reducing the energy transmitted from the wheel to the vehicle body, thereby achieving the effect of improving comfort.

[0089] In the condition of bumpy road surface, the control target can be divided into the weakened impact feeling at the moment of impacting the bump and the residual impact vibration of the wheel after impacting the bump, that is, the control target can have two stages, namely, the stage of weakened impact feeling when impacting the bump and the stage of weakened residual impact vibration after impacting the bump. Since the wheel acceleration change rate can characterize the trend of the impact force change on the wheel when impacting the bump, it can be used to characterize and distinguish the two control targets. Based on this, when determining the control target corresponding to the bumpy road surface condition according to the wheel acceleration change rate and the vehicle speed signal, when it is identified that the vehicle is in the bumpy road surface condition, the control target corresponding to the bumpy road surface condition should be the stage of weakened impact feeling; when the control target is the stage of weakened impact feeling, the fourth threshold value can be obtained according to the vehicle speed signal; then the first wheel acceleration change rate peak value dA in the time domain is obtained in real time according to the wheel acceleration change rate. whlmax ; Determine the peak value dA of the acceleration change rate of the first wheel whlmax Is it greater than or equal to the fourth threshold:

[0090] If yes, the control target remains in the stage of reducing the impact feeling;

[0091] If not, the control target is changed to the stage of weakening the impact aftershock.

[0092] Specifically, the expected functional relationship between the fourth reaction threshold and the vehicle speed signal can be obtained in advance through experimental simulation optimization iteration and other methods:

[0093] Threshold4=f 4 (v);

[0094] Wherein, Threshold4 is the fourth threshold value, and v is the vehicle speed; the corresponding fourth threshold value can be obtained by inputting the vehicle speed into the above function, and of course, a comparison table of vehicle speed and fourth threshold value can be set, and the appropriate fourth threshold value can be selected by looking up the table according to the vehicle speed v. Of course, in other embodiments, the methods for calculating the fourth threshold value are not limited to the above two methods.

[0095] like Figure 2 As shown, in a specific embodiment of the present application, when the control target is the impact reduction stage, determining the target control current of the shock absorber solenoid valve according to the wheel acceleration signal and the vehicle body posture signal may further include:

[0096] Step S311, obtaining the basic control current value of the shock absorber solenoid valve according to the wheel acceleration signal; since the wheel acceleration can characterize the magnitude of the impact force when impacting the bump, the basic control current value I that meets the expected reaction can be obtained in advance through experimental simulation optimization iteration and other methods. base With wheel acceleration A whl Functional relationship: Ibase =f(A whl ), the wheel acceleration A whl Input the above function to get the basic current value I of the solenoid valve control base Of course, the basic control current value I can also be obtained by table lookup method base .

[0097] Step S312, obtaining the current compensation value of the shock absorber solenoid valve according to the vehicle body posture signal; the vehicle body posture signal includes the vehicle body pitch angular velocity signal and the vehicle body pitch angular acceleration signal, that is, the current compensation value of the shock absorber solenoid valve can be determined according to the vehicle body pitch angular velocity signal and the vehicle body pitch angular acceleration signal. This is because the vehicle body pitch angular velocity γ can characterize the degree of change in the vehicle body posture caused by the impact of the wheel when impacting the bump, and the vehicle body pitch angular acceleration dγ can characterize the drastic degree of change in the vehicle body posture after impacting the bump, so the expected reaction current compensation value I can be obtained in advance through experimental simulation optimization iteration and other methods. delta Functional relationship with the vehicle body pitch angular velocity γ and the vehicle body pitch angular acceleration dγ: I delta =f(γ, dγ), the current compensation value I can be obtained by inputting the vehicle body pitch angular velocity γ and the vehicle body pitch angular acceleration dγ into the above function. delta , of course, it can also be achieved through table lookup.

[0098] Step S313, controlling the current value I according to the basic base and the current compensation value I delta Obtain the target control current I of the shock absorber solenoid valve, I=I base +I delta , so as to control the vehicle suspension shock absorber based on the target control current I.

[0099] like Figure 3 As shown, in a specific embodiment of the present application, when the control target is to weaken the impact residual vibration stage, determining the target control current of the shock absorber solenoid valve according to the shock absorber stroke signal may further include:

[0100] Step S321, obtaining the peak-to-valley difference of the shock absorber stroke according to the shock absorber stroke signal. Specifically, since the magnitude of the residual vibration can be expressed by the peak-to-valley difference of the shock absorber stroke change Travel pv To characterize, the shock absorber travel peak value Travel is calculated by real-time shock absorber travel signal peak and shock absorber travel valley value Travel valley , thus obtaining the peak-to-valley difference of the shock absorber travel pv for:

[0101] Travelpv =|Travel peak -Travel valley |

[0102] Step S322, calculate the target control current of the shock absorber solenoid valve according to the peak-to-valley difference of the shock absorber stroke. Specifically, the target control current value I of the shock absorber solenoid valve in the expected reaction weakening shock residual vibration stage and the peak-to-valley difference of the shock absorber stroke Travel can be obtained in advance by experimental simulation optimization iteration and other methods. pv Functional relationship: I = f(Travel pv ), the peak-to-valley difference of the shock absorber travel pv By inputting the above function, the target control current value I of the shock absorber solenoid valve in the impact residual vibration weakening stage can be obtained, so as to control the vehicle suspension shock absorber based on the target control current I. Of course, the target control current value I can also be obtained by table lookup method.

[0103] It should be noted that when the control target is changed to the stage of weakening the impact residual vibration, the control method of the vehicle suspension shock absorber of this embodiment further includes the following steps:

[0104] Acquire a fifth threshold and a sixth threshold according to the vehicle speed signal; acquire a second wheel acceleration change rate peak value in the time domain in real time according to the wheel acceleration change rate; determine whether the second wheel acceleration change rate peak value is greater than or equal to the fifth threshold, and whether the duration of the road bump condition is less than or equal to the sixth threshold:

[0105] If yes, the control target is maintained at the stage of weakening the shock aftershock, and is performed based on the control strategy of the stage of weakening the shock aftershock;

[0106] If not, then exit the bumpy road condition.

[0107] Specifically, the expected functional relationship between the fifth threshold value and the vehicle speed signal and the functional relationship between the sixth threshold value and the vehicle speed signal can be obtained in advance through experimental simulation optimization iteration and other methods:

[0108] Threshold5=f 5 (v);

[0109] Threshold6=f 6 (v);

[0110] Wherein, Threshold5 is the fifth threshold value, and v is the vehicle speed; the corresponding fifth threshold value and sixth threshold value can be obtained by inputting the vehicle speed into the above function, and of course, a comparison table of the vehicle speed, the fifth threshold value and the sixth threshold value can be set, and the appropriate fifth threshold value and sixth threshold value can be selected by looking up the table according to the vehicle speed v. Of course, in other embodiments, the methods for calculating the fifth threshold value and the sixth threshold value are not limited to the above two methods.

[0111] Based on the same concept, Figure 4 As shown, the present application further provides a control system 11 , which includes a signal acquisition module 111 , a working condition identification module 112 , a current acquisition module 113 and a control module 114 .

[0112] The signal acquisition module 111 is used to acquire wheel acceleration signals, vehicle body posture signals, vehicle speed signals and shock absorber travel signals;

[0113] The working condition recognition module 112 is used to recognize the working condition of the road surface bump according to the wheel acceleration signal and the vehicle speed signal;

[0114] The current acquisition module 113 is used to determine the target control current of the shock absorber solenoid valve according to the wheel acceleration signal, the vehicle body posture signal, the vehicle speed signal and the shock absorber stroke signal when the vehicle is in a bumpy road condition;

[0115] The control module 114 is configured to control the vehicle suspension shock absorber based on the target control current.

[0116] It should be noted that the control system 11 provided in the above embodiment and the control method of the vehicle suspension shock absorber provided in the above embodiment belong to the same concept, wherein the specific manner in which each module and unit performs the operation has been described in detail in the method embodiment, and will not be repeated here. In practical applications, the control system 11 provided in the above embodiment can distribute the above functions to different functional modules as needed, that is, divide the internal structure of the device into different functional modules to complete all or part of the functions described above, and this is not limited here.

[0117] like Figure 5 The figure is a schematic diagram of the structure of an electronic device for implementing the control method of the vehicle suspension shock absorber of the present application.

[0118] The electronic device 1 may include a memory 12 , a processor 13 , and a bus, and may also include a computer program stored in the memory 12 and executable on the processor 13 , such as a vehicle control program.

[0119] Among them, the memory 12 includes at least one type of readable storage medium, and the readable storage medium includes flash memory, mobile hard disk, multimedia card, card-type memory (for example: SD or DX memory, etc.), magnetic memory, disk, optical disk, etc. The memory 12 can be an internal storage unit of the electronic device 1 in some embodiments, such as a mobile hard disk of the electronic device 1. The memory 12 can also be an external storage device of the electronic device 1 in other embodiments, such as a plug-in mobile hard disk, a smart memory card (Smart Media Card, SMC), a secure digital (Secure Digital, SD) card, a flash card (Flash Card), etc. equipped on the electronic device 1. Further, the memory 12 can also include both an internal storage unit of the electronic device 1 and an external storage device. The memory 12 can not only be used to store application software and various types of data installed in the electronic device 1, such as vehicle control codes, etc., but also can be used to temporarily store data that has been output or is to be output.

[0120] In some embodiments, the processor 13 may be composed of an integrated circuit, for example, a single packaged integrated circuit, or a plurality of packaged integrated circuits with the same or different functions, including one or more central processing units (CPUs), microprocessors, digital processing chips, graphics processors, and combinations of various control chips. The processor 13 is the control core (Control Unit) of the electronic device 1, and uses various interfaces and lines to connect various components of the entire electronic device 1, and executes or executes programs or modules (such as vehicle control programs, etc.) stored in the memory 12, and calls data stored in the memory 12 to execute various functions of the electronic device 1 and process data.

[0121] The processor 13 executes the operating system of the electronic device 1 and various installed applications. The processor 13 executes the applications to implement the steps in the above-mentioned vehicle suspension shock absorber control method, for example Figure 1 Steps shown.

[0122] In summary, the control method of the vehicle suspension shock absorber of the present application obtains wheel acceleration signals, body posture signals, vehicle speed signals and shock absorber stroke signals; identifies road bump conditions according to the wheel acceleration signals and the vehicle speed signals; when the vehicle is in a road bump condition, determines a target control current of a shock absorber solenoid valve according to the wheel acceleration signals, the body posture signals, the vehicle speed signals and the shock absorber stroke signals; controls the vehicle suspension shock absorber based on the target control current, thereby effectively reducing the discomfort caused by the wheel impact transmitted to the vehicle body when impacting a bump, and quickly reducing the residual vibration of the impact after impacting the bump, thereby improving ride comfort.

[0123] The control method of the vehicle suspension shock absorber of the present application can adjust and match parameters in a targeted manner according to different vehicle speeds, and is applicable to all vehicle models with height sensors and acceleration sensors.

[0124] The control method of the vehicle suspension shock absorber of the present application can control the recognition delay within 20ms, has high real-time performance, and can be implemented with the help of the non-visual sensors built into the vehicle, and the solution cost is low.

[0125] 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 concept of the application, such as a technical solution formed by replacing the above-mentioned features with technical features with similar functions disclosed in this application (but not limited to).

[0126] 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 this application, the remaining technical features will not be described here in detail.

Claims

1. A method for controlling a vehicle suspension shock absorber, characterized in that: include: Obtain wheel acceleration signals, vehicle body posture signals, vehicle speed signals and shock absorber travel signals; Performing road bump working condition identification according to the wheel acceleration signal and the vehicle speed signal; When the vehicle is in a bumpy road condition, determining a target control current of a shock absorber solenoid valve according to the wheel acceleration signal, the vehicle body posture signal, the vehicle speed signal and the shock absorber stroke signal; The vehicle suspension damper is controlled based on the target control current.

2. The control method of the vehicle suspension shock absorber according to claim 1, characterized in that: The method of identifying a road bump condition according to the wheel acceleration signal and the vehicle speed signal includes: Calculating the wheel acceleration change rate and the equivalent wheel motion state quantity according to the wheel acceleration signal; The road bump condition is identified according to the wheel acceleration signal, the wheel acceleration change rate, the equivalent wheel motion state quantity and the vehicle speed signal.

3. The control method of the vehicle suspension shock absorber according to claim 2, characterized in that: Calculating the equivalent wheel motion state quantity according to the wheel acceleration signal includes: Calculating the maximum acceleration value and the root mean square value of the wheel acceleration in the time domain according to the vehicle acceleration signal; The equivalent wheel motion state quantity is calculated according to the maximum acceleration value and the root mean square value of the wheel acceleration in the time domain.

4. The control method of the vehicle suspension shock absorber according to claim 2, characterized in that: The method further comprises: performing road bump working condition identification according to the wheel acceleration signal, the wheel acceleration change rate, the equivalent wheel motion state quantity and the vehicle speed signal, including: determining a first threshold, a second threshold and a third threshold according to the vehicle speed signal; Respectively comparing the wheel acceleration signal, the wheel acceleration change rate and the equivalent wheel motion state quantity with the first threshold, the second threshold and the third threshold; When the wheel acceleration signal is greater than the first threshold, the wheel acceleration change rate is greater than the second threshold, and the equivalent wheel motion state quantity is greater than a third threshold, the vehicle is in a bumpy road condition.

5. The control method of the vehicle suspension shock absorber according to claim 2, characterized in that: determining a target control current of a shock absorber solenoid valve according to the wheel acceleration signal, the vehicle body posture signal, the vehicle speed signal and the shock absorber stroke signal; Determining a control target corresponding to a road bump condition according to the wheel acceleration change rate and the vehicle speed signal; When the control target is the impact reduction stage, determining the target control current of the shock absorber solenoid valve according to the wheel acceleration signal and the vehicle body posture signal; When the control target is to weaken the impact residual vibration stage, the target control current of the shock absorber solenoid valve is determined according to the shock absorber stroke signal.

6. The control method of the vehicle suspension shock absorber according to claim 5, characterized in that: When the control target is the impact reduction stage, determining the target control current of the shock absorber solenoid valve according to the wheel acceleration signal and the vehicle body posture signal includes: acquiring a basic control current value of the shock absorber solenoid valve according to the wheel acceleration signal; Acquiring a current compensation value of the shock absorber solenoid valve according to a vehicle body posture signal; A target control current of the shock absorber solenoid valve is obtained according to the basic control current value and the current compensation value.

7. The control method of the vehicle suspension shock absorber according to claim 6, characterized in that: The vehicle body posture signal includes a vehicle body pitch angular velocity signal and a vehicle body pitch angular acceleration signal; Acquiring a current compensation value of the shock absorber solenoid valve according to a vehicle body posture signal, including: A current compensation value of the shock absorber solenoid valve is determined according to the vehicle body pitch angular velocity signal and the vehicle body pitch angular acceleration signal.

8. The control method of the vehicle suspension shock absorber according to claim 5, characterized in that: When the control target is to weaken the impact residual vibration stage, determining the target control current of the shock absorber solenoid valve according to the shock absorber stroke signal includes: Acquiring a shock absorber stroke peak-to-valley difference according to the shock absorber stroke signal; The target control current of the shock absorber solenoid valve is calculated according to the peak-to-valley difference of the shock absorber stroke.

9. The control method of the vehicle suspension shock absorber according to claim 5, characterized in that: Determining a control target corresponding to a road bump condition according to the wheel acceleration change rate and the vehicle speed signal; When it is identified that the vehicle is in a road bump condition, the control target corresponding to the road bump condition is a stage of reducing the impact feeling; When the control target is the stage of reducing the impact feeling, obtaining a fourth threshold value according to the vehicle speed signal; Acquire a first wheel acceleration change rate peak value in the time domain according to the wheel acceleration change rate; Determine whether the peak value of the first wheel acceleration change rate is greater than or equal to the fourth threshold: If yes, the control target remains in the stage of reducing the impact feeling; If not, the control target is changed to the stage of weakening the impact aftershock.

10. The control method of the vehicle suspension shock absorber according to claim 9, characterized in that: When the control target is changed to the stage of weakening the impact aftershock, the method further includes: acquiring a fifth threshold and a sixth threshold according to the vehicle speed signal; Acquire a second wheel acceleration change rate peak value in the time domain according to the wheel acceleration change rate; Determine whether the peak value of the second wheel acceleration change rate is greater than or equal to the fifth threshold, and whether the duration of the road bump condition is less than or equal to the sixth threshold: If yes, the control target remains in the stage of weakening the shock aftershock; If not, then exit the bumpy road condition.

11. A control system, characterized in that: include A signal acquisition module, used to acquire wheel acceleration signals, vehicle body posture signals, vehicle speed signals and shock absorber travel signals; A working condition recognition module, used for identifying a road bump working condition according to the wheel acceleration signal and the vehicle speed signal; a current acquisition module, used for determining a target control current of a shock absorber solenoid valve according to the wheel acceleration signal, the vehicle body posture signal, the vehicle speed signal and the shock absorber stroke signal when the vehicle is in a bumpy road condition; A control module is used to control the vehicle suspension shock absorber based on the target control current.

12. An electronic device, characterized in that: It comprises a processor, a memory and a communication bus; the communication bus is used to connect the processor and the memory; the processor is used to execute a computer program stored in the memory to implement the control method of the vehicle suspension shock absorber as described in any one of claims 1 to 10.

13. A storage medium, characterized in that: A computer program is stored thereon, the computer program being used to cause a computer to execute the control method of the vehicle suspension shock absorber according to any one of claims 1 to 10.

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