Control method, system, device and medium for vehicle suspension shock absorber

Abstract

The application 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. A wheel acceleration signal, a vehicle body posture signal, a vehicle speed signal and a shock absorber stroke signal are acquired. Road surface bump working condition identification is performed according to the wheel acceleration signal and the vehicle speed signal. When the vehicle is in a road surface bump 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. The vehicle suspension shock absorber is controlled based on the actual control current, so that the discomfort caused by the transmission of wheel impact to the vehicle body during road surface bump impact can be effectively reduced, and the rapid reduction of impact residual vibration after road surface bump impact can improve the riding comfort.

Description

Technical Field

[0001] This 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 Technology

[0002] Vehicles frequently encounter bumps and other uneven road surfaces while driving. These bumps transmit a strong impact to the vehicle body through the wheels, accompanied by residual vibrations, ultimately resulting in poor overall vehicle comfort. To improve comfort under impact conditions, it is necessary to identify and address road surface irregularities such as speed bumps.

[0003] Currently, common solutions include using cameras or LiDAR for vision and neural network technology for recognition. These solutions are complex to implement, require high chip computing power, and have high hardware costs. Summary of the Invention

[0004] The purpose of this application is to provide a control method, system, device, and medium for a vehicle suspension damper, which can accurately identify road bump conditions based on vehicle vertical signals, and control the vehicle suspension damper according to wheel acceleration signals, vehicle body attitude signals, damper travel signals, and vehicle body state when the vehicle is in a road bump condition, so as to achieve corresponding damping force output, thereby reducing the impact on the wheels, reducing the energy transmitted from the wheels to the vehicle body, and achieving the effect of improving comfort.

[0005] To solve the above-mentioned technical problems, this application provides a control method for a vehicle suspension shock absorber, comprising:

[0006] Acquire wheel acceleration signals, vehicle body attitude signals, vehicle speed signals, and shock absorber travel signals;

[0007] Road surface protrusion conditions are identified based on the wheel acceleration signal and the vehicle speed signal.

[0008] When the vehicle is in a road bump condition, the target control current of the 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.

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

[0010] In an optional embodiment of this application, road surface protrusion identification is performed based on the wheel acceleration signal and the vehicle speed signal, including:

[0011] Calculate the wheel acceleration change rate and the equivalent wheel motion state quantity based on the wheel acceleration signal;

[0012] Road surface protrusion conditions are identified based on 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 this application, calculating the equivalent wheel motion state quantity based on the wheel acceleration signal includes:

[0014] Calculate the maximum value and root mean square value of wheel acceleration in the time domain based on the vehicle acceleration signal;

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

[0016] In an optional embodiment of this application, road surface bump identification is performed based on the wheel acceleration signal, the wheel acceleration change rate, the equivalent wheel motion state quantity, and the vehicle speed signal, including:

[0017] The first threshold, the second threshold, and the third threshold are determined based on the vehicle speed signal;

[0018] The wheel acceleration signal, the wheel acceleration rate of change, and the equivalent wheel motion state quantity are compared with the first threshold, the second threshold, and the third threshold, respectively.

[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 the third threshold, the vehicle is in a road surface protrusion condition.

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

[0021] The control target corresponding to the road surface bump condition is determined based on the wheel acceleration change rate and the vehicle speed signal.

[0022] When the control objective is to reduce the impact sensation, the target control current of the shock absorber solenoid valve is determined based on the wheel acceleration signal and the vehicle body attitude signal.

[0023] When the control objective is to reduce the residual shock vibration stage, the target control current of the damper solenoid valve is determined based on the damper stroke signal.

[0024] In an optional embodiment of this application, when the control objective is to reduce the impact sensation, the target control current of the shock absorber solenoid valve is determined based on the wheel acceleration signal and the vehicle body attitude signal, including:

[0025] The basic control current value of the shock absorber solenoid valve is obtained based on the wheel acceleration signal.

[0026] The current compensation value of the shock absorber solenoid valve is obtained based on the vehicle body attitude signal;

[0027] The target control current of the damper solenoid valve is obtained based on the basic control current value and the current compensation value.

[0028] In one optional embodiment of this application, the vehicle attitude signal includes a vehicle pitch velocity signal and a vehicle pitch acceleration signal;

[0029] The current compensation value of the shock absorber solenoid valve is obtained based on the vehicle body attitude signal, including:

[0030] The current compensation value of the shock absorber solenoid valve is determined based on the vehicle pitch velocity signal and the vehicle pitch acceleration signal.

[0031] In an optional embodiment of this application, when the control objective is to reduce the residual shock vibration stage, determining the target control current of the damper solenoid valve based on the damper stroke signal includes:

[0032] The peak-valley difference of the shock absorber stroke is obtained based on the shock absorber stroke signal;

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

[0034] In an optional embodiment of this application, the control target corresponding to the road surface protrusion condition is determined based on the wheel acceleration change rate and the vehicle speed signal;

[0035] When the vehicle is detected to be in a road bump condition, the control objective corresponding to the road bump condition is to reduce the impact.

[0036] When the control objective is to reduce the impact sensation...

[0037] The fourth threshold is obtained based on the vehicle speed signal;

[0038] The first peak value of the wheel acceleration change rate in the time domain is obtained based on the wheel acceleration change rate.

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

[0040] If so, the control objective remains in the phase of reducing the impact.

[0041] If not, the control objective changes to the phase of weakening the aftershocks of the impact.

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

[0043] The fifth and sixth thresholds are obtained based on the vehicle speed signal;

[0044] The peak value of the second wheel acceleration change rate in the time domain is obtained based on the wheel acceleration change rate.

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

[0046] If so, the control objective remains in the phase of weakening the aftershocks of the impact;

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

[0048] To address the aforementioned technical problems, this application also provides a control system, including...

[0049] The acquisition module is used to acquire wheel acceleration signals, vehicle body attitude signals, vehicle speed signals, and shock absorber stroke signals.

[0050] The working condition identification module is used to identify road surface protrusion working conditions based on the wheel acceleration signal and the vehicle speed signal;

[0051] The current acquisition module is used to determine the target control current of the shock absorber solenoid valve based on the wheel acceleration signal, the vehicle body attitude signal, the vehicle speed signal, and the shock absorber stroke signal when the vehicle is in a road bump condition.

[0052] The control module is used to control the vehicle suspension damper based on the target control current.

[0053] To address the aforementioned technical problems, this application also provides an electronic device, including 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 aforementioned control method for a vehicle suspension shock absorber.

[0054] To address the aforementioned technical problems, this application also provides a storage medium storing a computer program thereon, the computer program being used to cause a computer to execute the aforementioned control method for a vehicle suspension shock absorber.

[0055] This application acquires wheel acceleration signals, vehicle body posture signals, vehicle speed signals, and shock absorber travel signals; identifies road bump conditions based on the wheel acceleration signals and vehicle speed signals; when the vehicle is in a road bump condition, it determines the target control current of the shock absorber solenoid valve based on the wheel acceleration signals, vehicle body posture signals, vehicle speed signals, and shock absorber travel signals; and controls the vehicle suspension shock absorbers based on the target control current, thereby effectively reducing the discomfort caused by wheel impact transmitted to the vehicle body when impacting a bump, and quickly reducing residual impact vibration after impacting a bump, thus improving ride comfort. Attached Figure Description

[0056] To more clearly illustrate the technical solutions of the embodiments of this application, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the accompanying drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0057] Figure 1 A flowchart illustrating a control method for a vehicle suspension damper provided as an exemplary embodiment of this application.

[0058] Figure 2 This is a sub-flowchart for step S300 when the control objective is to reduce the impact.

[0059] Figure 3 This is a sub-flowchart for step S300 when the control objective is to weaken the aftershock of the impact.

[0060] Figure 4 A functional block diagram of a control system provided for an exemplary embodiment of this application.

[0061] Figure 5 A functional block diagram of an electronic device provided for an exemplary embodiment of this application. Detailed Implementation

[0062] The following specific examples illustrate the implementation of this application. Those skilled in the art can easily understand other advantages and effects of this application from the content disclosed in this specification. This application 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 this application.

[0063] 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 drawings only show the components related to the present invention and are not drawn according to the actual number, shape and size of the components in the actual implementation. In the actual implementation, the form, quantity and proportion of each component can be arbitrarily changed, and the layout of the components may also be more complex.

[0064] In the following description, numerous details are explored to provide a more thorough explanation of embodiments of the invention. However, it will be apparent to those skilled in the art that embodiments of the invention may be practiced without these specific details. In other embodiments, well-known structures and devices are shown in block diagram form rather than in detail to avoid obscuring embodiments of the invention.

[0065] To address the challenges of existing vision-based solutions using cameras or LiDAR and neural network technology for identifying bumps (such as speed bumps), which suffer from complex algorithms, high computational demands, and high hardware costs, this application provides a control method for vehicle suspension dampers. This method accurately identifies road bumps based on non-visual sensor signals and real-time vehicle vibration characteristics. Furthermore, it utilizes the wheel's acceleration characteristics and the vehicle's current state to continuously adjust the damping of the adjustable damper solenoid valve, thereby outputting corresponding damping force. This reduces the impact on the wheels and the energy transmitted from the wheels to the vehicle body, ultimately improving comfort.

[0066] Figure 1 A flowchart of a control method for a vehicle suspension damper in an exemplary embodiment of this application is shown, including steps S100-S400, which can be executed by a Body Domain Controller (BDC) as an actuator.

[0067] First, execute step S100 to acquire wheel acceleration signal, vehicle attitude signal, vehicle speed signal and shock absorber stroke signal.

[0068] To avoid the solution failing or malfunctioning due to sensor failure or body controller failure in the continuously damped adjustable shock absorber system, it is necessary to first determine whether the sensors and body controller of the continuously damped adjustable shock absorber system are in a faulty state. If so, the continuously damped adjustable shock absorber system is in a faulty state, and the shock absorber will implement a limp control strategy, that is, take measures to adjust or reduce the vibration or abnormal movement of the equipment in a limp state to ensure the normal operation or safety of the system. If not, it is necessary to further determine whether the vehicle is in a bad road driving condition by checking the wheel acceleration and / or the root mean square value of wheel acceleration.

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

[0070] When the continuously damped adjustable shock absorber system is in a non-faulty state and the vehicle is not driving on a bad road surface, the road bump condition recognition and control function is enabled, which requires the acquisition of wheel acceleration signals, vehicle attitude signals, vehicle speed signals and shock absorber stroke signals.

[0071] It should be noted that the acquisition of wheel acceleration signals, vehicle attitude signals, vehicle speed signals, and shock absorber travel signals, as well as the calculation of other parameters based on these parameters, are integral to the entire process of identifying and controlling road surface bumps. The wheel acceleration signals can be obtained directly from wheel acceleration sensors, indirectly calculated from height sensor signals and vehicle acceleration sensor (also known as sprung acceleration sensor) signals, or indirectly calculated from height sensor signals and inertial measurement unit (IMU) signals. The vehicle attitude signal can be calculated based on vehicle acceleration sensor signals and IMU signals. The shock absorber travel signal can be directly acquired from the height sensor signal. The vehicle speed signal can be acquired through vehicle speed sensors, ABS (anti-lock braking system) sensors, vehicle networks, GPS systems, etc.

[0072] Due to the diversity of acquisition methods for wheel acceleration signals, vehicle attitude signals, vehicle speed signals, and shock absorber stroke signals, the vehicle control scheme of this application can be applied to various types of sensor combination systems, such as systems with at least 4 height sensors and 3 vehicle acceleration sensors, systems with at least 4 height sensors and 1 inertial measurement unit (IMU), systems with 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 road surface bump conditions based on the wheel acceleration signal and the vehicle speed signal. Specifically, the wheel acceleration change rate and equivalent wheel motion state quantity can be calculated first based on the wheel acceleration signal; then, the road surface bump condition can be identified based on 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 based on the wheel acceleration signal, the maximum acceleration value and root mean square value of the wheel acceleration in the time domain can be calculated first based on the vehicle acceleration signal; then, the equivalent wheel motion state quantity can be calculated based on the maximum acceleration value and root mean square value of the wheel acceleration in the time domain, using the following formula:

[0075] R whl =A max / RMS

[0076] Among them, R whl A is the equivalent motion state quantity of the wheel. max RMS 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 determined comprehensively based on the time delay of road bump identification and the overall vehicle comfort performance (through vehicle acceleration response). The longer the time domain length, the longer the delay and the worse the overall vehicle comfort performance, but the computational load will be reduced. Conversely, the shorter the time domain length, the shorter the delay and the better the overall vehicle comfort performance. As an example, the time domain length is between 1s and 3s, such as 1s, 1.5s, 2s, 2.5s, 3s, etc.

[0078] Furthermore, when identifying road surface bump conditions based on 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] Based on the vehicle speed signal, a first threshold, a second threshold, and a third threshold are determined. The wheel acceleration signal, the wheel acceleration change rate, and the equivalent wheel motion state quantity are compared with the first threshold, the second threshold, and the third threshold, respectively. If 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, then the vehicle is in a road surface bump condition. Otherwise, the process returns to step S100. Adjusting the first, second, and third thresholds, and subsequently the fourth, fifth, and sixth thresholds, based on the vehicle speed signal allows for targeted tuning and matching of parameters according to different vehicle speeds. This enables better control of the vehicle suspension dampers, achieving corresponding damping force output, thereby reducing the impact on the wheels, reducing the energy transmitted from the wheels to the vehicle body, and improving comfort.

[0080] Specifically, the expected functional relationship between the threshold values ​​and the vehicle speed signal can be obtained in advance through experimental simulation, optimization, and iteration.

[0081] Threshold1 = f1(v);

[0082] Threshold2 = f2(v);

[0083] Threshold3 = f3(v);

[0084] Where Threshold1 is the first threshold, Threshold2 is the second threshold, Threshold3 is the third threshold, and v is the vehicle speed. Inputting the vehicle speed into the function yields the corresponding first, second, and third thresholds. Alternatively, a vehicle speed-threshold lookup table can be set up, and appropriate first, second, and third thresholds can be selected based on the vehicle speed v. Of course, in other embodiments, the method for calculating the thresholds is not limited to the two methods described above.

[0085] Next, steps S300 and S400 are executed. When the vehicle is in a road bump condition, the target control current of the shock absorber solenoid valve is determined based on the wheel acceleration signal, the vehicle body attitude signal, the vehicle speed signal, and the shock absorber stroke signal. The vehicle suspension shock absorber is controlled based on the target control current.

[0086] In one specific embodiment of this application, when determining the target control current of the shock absorber solenoid valve based on the wheel acceleration signal, the vehicle body attitude signal, the vehicle speed signal, and the shock absorber stroke signal, the control target corresponding to the road surface bump condition can be determined based on the wheel acceleration change rate and the vehicle speed signal.

[0087] When the control objective is to reduce the impact, the target control current of the shock absorber solenoid valve is determined based on the wheel acceleration signal and the vehicle body posture signal. The vehicle suspension shock absorber can then be controlled based on the target control current 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, thus improving comfort.

[0088] When the control objective is to reduce the residual shock vibration, the target control current of the shock absorber solenoid valve is determined based on the shock absorber stroke signal. The vehicle suspension shock absorber can then be controlled based on the target control current to achieve the corresponding damping force output, thereby reducing the impact on the wheels and reducing the energy transmitted from the wheels to the vehicle body, thus improving comfort.

[0089] When encountering a road bump, the control objective can be divided into two stages: reducing the impact sensation at the moment of impact and reducing the residual impact vibration of the wheel after impact. That is, the control objective can have two phases: the phase of reducing the impact sensation at the moment of impact and the phase of reducing the residual impact vibration after impact. Since the wheel acceleration rate of change can characterize the trend of the impact force on the wheel during the impact of a bump, it can be used to characterize and distinguish the two control objectives. Based on this, when determining the control objective corresponding to the road bump condition according to the wheel acceleration rate of change and the vehicle speed signal, when the vehicle is identified as being in a road bump condition, the control objective corresponding to the road bump condition should be the phase of reducing the impact sensation. When the control objective is the phase of reducing the impact sensation, a fourth threshold can be obtained based on the vehicle speed signal. Then, the peak value dA of the first wheel acceleration rate of change in the time domain is obtained in real time based on the wheel acceleration rate of change. whlmax Determine the peak value of the first wheel's acceleration change rate dA whlmax Is it greater than or equal to the fourth threshold?

[0090] If so, the control objective remains in the phase of reducing the impact.

[0091] If not, the control objective changes to the phase of weakening the aftershocks of the impact.

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

[0093] Threshold4 = f4(v);

[0094] Here, Threshold4 is the fourth threshold, and v is the vehicle speed. The fourth threshold is obtained by inputting the vehicle speed into the function. Alternatively, a lookup table of vehicle speed and fourth threshold can be set up, and a suitable fourth threshold can be selected based on the vehicle speed v. Of course, in other embodiments, the method for calculating the fourth threshold is not limited to the two methods described above.

[0095] like Figure 2 As shown, in a specific embodiment of this application, when the control objective is to reduce the impact sensation, determining the target control current of the shock absorber solenoid valve based on the wheel acceleration signal and the vehicle body attitude signal may further include:

[0096] Step S311: Obtain the basic control current value of the shock absorber solenoid valve based on the wheel acceleration signal; since wheel acceleration can characterize the magnitude of the impact force when impacting a bulge, the expected basic control current value I can be obtained in advance through experimental simulation optimization iteration and other methods. base With wheel acceleration A whl Functional relationship: I base =f(Awhl ), the wheel acceleration A whl By inputting the above function, the basic current value I for solenoid valve control can be obtained. base Alternatively, the basic control current value I can be obtained by looking up a table. base .

[0097] Step S312: Obtain the current compensation value of the shock absorber solenoid valve based on the vehicle body attitude signal. The vehicle body attitude signal includes the vehicle pitch velocity signal and the vehicle pitch acceleration signal. Therefore, the current compensation value of the shock absorber solenoid valve can be determined based on these signals. This is because the vehicle pitch velocity γ can characterize the degree of vehicle body attitude change caused by wheel impact during an impact bulge, and the vehicle pitch acceleration dγ can characterize the severity of the vehicle body attitude change after an impact bulge. Therefore, the expected response current compensation value I can be obtained in advance through experimental simulation optimization iterations. delta Functional relationship between vehicle pitch velocity γ and vehicle pitch acceleration dγ: I delta =f(γ, dγ), the current compensation value I can be obtained by inputting the vehicle pitch velocity γ and the vehicle pitch acceleration dγ into the above function. delta Of course, it can also be achieved by looking up a table.

[0098] Step S313, based on the basic control current value I 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 The vehicle suspension damper is controlled based on the target control current I.

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

[0100] Step S321: Obtain the peak-to-valley difference of the damper stroke based on the damper stroke signal. Specifically, since the magnitude of residual vibration can be measured using the peak-to-valley difference of the damper stroke change... pv To characterize, the peak travel value of the shock absorber is calculated in real time using the shock absorber travel signal. peak and shock absorber stroke valley Travel valley Thus, the peak-to-valley difference value of the shock absorber stroke variation is obtained. pv for:

[0101] Travel pv =|Travelpeak -Travel valley |

[0102] Step S322: Calculate the target control current of the shock absorber solenoid valve based on the peak-to-valley difference in the shock absorber stroke. Specifically, the target control current value I of the shock absorber solenoid valve and the peak-to-valley difference in the shock absorber stroke can be obtained in advance through experimental simulation, optimization, and iteration to meet the expected response during the aftershock phase. pv The functional relationship is: I = f(Travel) pv ), the peak-to-valley difference of the shock absorber stroke. pv By inputting the above function, the target control current value I of the shock absorber solenoid valve for weakening the aftershock phase of the impact 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 looking up a table.

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

[0104] The fifth and sixth thresholds are obtained based on the vehicle speed signal; the peak value of the second wheel acceleration change rate in the time domain is obtained in real time based on the wheel acceleration change rate; it is determined 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 surface bump condition is less than or equal to the sixth threshold.

[0105] If so, the control objective remains in the phase of weakening the aftershock of the impact, based on the control strategy for the phase of weakening the aftershock of the impact.

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

[0107] Specifically, the functional relationships between the fifth threshold and the vehicle speed signal and the sixth threshold can be obtained in advance through experimental simulation, optimization, and iteration to achieve the expected response.

[0108] Threshold5 = f5(v);

[0109] Threshold6 = f6(v);

[0110] Where Threshold5 is the fifth threshold and v is the vehicle speed; inputting the vehicle speed into the above function will yield the corresponding fifth and sixth thresholds. Alternatively, a lookup table can be set up to determine the appropriate fifth and sixth thresholds based on the vehicle speed v. Of course, in other embodiments, the methods for calculating the fifth and sixth thresholds are not limited to the two methods described above.

[0111] Based on the same concept, such as Figure 4 As shown, this application also 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 attitude signals, vehicle speed signals, and shock absorber stroke signals.

[0113] The working condition identification module 112 is used to identify road surface protrusion working conditions based on 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 based on 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 road bump condition.

[0115] The control module 114 is used to control the vehicle suspension damper based on the target control current.

[0116] It should be noted that the control system 11 provided in the above embodiments and the control method for the vehicle suspension shock absorber provided in the above embodiments belong to the same concept. The specific operation methods of each module and unit have been described in detail in the method embodiments and will not be repeated here. In practical applications, the control system 11 provided in the above embodiments can be assigned to different functional modules as needed, that is, the internal structure of the device can be divided into different functional modules to complete all or part of the functions described above. This is not a limitation here.

[0117] like Figure 5 The diagram shown is a structural schematic of an electronic device that implements the control method for a vehicle suspension damper according to this application.

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

[0119] The memory 12 includes at least one type of readable storage medium, such as flash memory, portable hard drive, multimedia card, card-type memory (e.g., SD or DX memory), magnetic memory, magnetic disk, optical disk, etc. In some embodiments, the memory 12 can be an internal storage unit of the electronic device 1, such as a portable hard drive. In other embodiments, the memory 12 can be an external storage device of the electronic device 1, such as a plug-in portable hard drive, smart media card (SMC), secure digital (SD) card, flash card, etc., equipped on the electronic device 1. Furthermore, the memory 12 can include both internal and external storage units of the electronic device 1. The memory 12 can be used not only to store application software and various types of data installed on the electronic device 1, such as vehicle control code, but also to temporarily store data that has been output or will be output.

[0120] In some embodiments, the processor 13 may be composed of integrated circuits, such as a single packaged integrated circuit or multiple integrated circuits packaged with the same or different functions, including combinations of one or more central processing units (CPUs), microprocessors, digital processing chips, graphics processors, and various control chips. The processor 13 is the control unit of the electronic device 1, connecting various components of the electronic device 1 via various interfaces and lines. It executes programs or modules (e.g., vehicle control programs) stored in the memory 12 and calls data stored in the memory 12 to perform various functions and process data in the electronic device 1.

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

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

[0123] The control method for the vehicle suspension damper in this application allows for targeted adjustment and matching of parameters according to different vehicle speeds, and is applicable to all vehicle models equipped with height and acceleration sensors.

[0124] The control method for the vehicle suspension damper proposed in this application can control the recognition delay to within 20ms, which has high real-time performance. Furthermore, it can be achieved by using the non-visual sensors built into the vehicle, resulting in a low cost.

[0125] The above description is only a preferred embodiment of this application and an explanation of the technical principles used. Those skilled in the art should understand that the scope involved in this application is not limited to the technical solutions formed by a specific combination of the above technical features, but should also cover other technical solutions formed by any combination of the above technical features or their equivalent features without departing from the concept of the application. For example, technical solutions formed by replacing the above features with technical features with similar functions disclosed in this application (but not limited to) each other.

[0126] Apart from the technical features described in the specification, the other technical features are known to those skilled in the art. To highlight the innovative features of this application, the other technical features will not be described in detail here.

Claims

1. A control method for a vehicle suspension shock absorber, characterized in that, include: Acquire wheel acceleration signals, vehicle body attitude signals, vehicle speed signals, and shock absorber travel signals; Road surface protrusion conditions are identified based on the wheel acceleration signal and the vehicle speed signal. When the vehicle is in a road bump condition, the target control current of the 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. The vehicle suspension damper is controlled based on the target control current; The process of identifying road surface protrusions based on the wheel acceleration signal and the vehicle speed signal includes: Calculate the wheel acceleration change rate and the equivalent wheel motion state quantity based on the wheel acceleration signal; The first threshold, the second threshold, and the third threshold are determined based on the vehicle speed signal; The wheel acceleration signal, the wheel acceleration rate of change, and the equivalent wheel motion state quantity are compared 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 surface protrusion condition.

2. The control method for a vehicle suspension shock absorber according to claim 1, characterized in that, The equivalent wheel motion state quantities are calculated based on the wheel acceleration signal, including: Calculate the maximum acceleration value and root mean square value of the wheel acceleration in the time domain based on the wheel acceleration signal; The equivalent wheel motion state quantity is calculated based on the maximum acceleration value and the root mean square value of the wheel acceleration in the time domain.

3. The control method for a vehicle suspension shock absorber according to claim 1, characterized in that, The target control current of the shock absorber solenoid valve is determined based on the wheel acceleration signal, the vehicle body attitude signal, the vehicle speed signal, and the shock absorber stroke signal. The control target corresponding to the road surface bump condition is determined based on the wheel acceleration change rate and the vehicle speed signal. When the control objective is to reduce the impact sensation, the target control current of the shock absorber solenoid valve is determined based on the wheel acceleration signal and the vehicle body attitude signal. When the control objective is to reduce the residual shock vibration stage, the target control current of the damper solenoid valve is determined based on the damper stroke signal.

4. The control method for a vehicle suspension shock absorber according to claim 3, characterized in that, When the control objective is to reduce the impact sensation, the target control current of the shock absorber solenoid valve is determined based on the wheel acceleration signal and the vehicle body attitude signal, including: The basic control current value of the shock absorber solenoid valve is obtained based on the wheel acceleration signal. The current compensation value of the shock absorber solenoid valve is obtained based on the vehicle body attitude signal; The target control current of the damper solenoid valve is obtained based on the basic control current value and the current compensation value.

5. The control method for a vehicle suspension shock absorber according to claim 4, characterized in that, The vehicle attitude signal includes the vehicle pitch velocity signal and the vehicle pitch acceleration signal; The current compensation value of the shock absorber solenoid valve is obtained based on the vehicle body attitude signal, including: The current compensation value of the shock absorber solenoid valve is determined based on the vehicle pitch velocity signal and the vehicle pitch acceleration signal.

6. The control method for a vehicle suspension shock absorber according to claim 3, characterized in that, When the control objective is to reduce the residual shock vibration, the target control current of the damper solenoid valve is determined based on the damper stroke signal, including: The peak-valley difference of the shock absorber stroke is obtained based on the shock absorber stroke signal; The target control current of the shock absorber solenoid valve is calculated based on the peak-to-valley difference in the shock absorber stroke.

7. The control method for a vehicle suspension shock absorber according to claim 3, characterized in that, The control target corresponding to the road surface bump condition is determined based on the wheel acceleration change rate and the vehicle speed signal. When the vehicle is detected to be in a road bump condition, the control objective corresponding to the road bump condition is to reduce the impact. When the control objective is to reduce the impact sensation, a fourth threshold is obtained based on the vehicle speed signal; The first peak value of the wheel acceleration change rate in the time domain is obtained based on the wheel acceleration change rate. Determine whether the peak value of the first wheel's acceleration change rate is greater than or equal to the fourth threshold: If so, the control objective remains in the phase of reducing the impact. If not, the control objective changes to the phase of weakening the aftershocks of the impact.

8. The control method for a vehicle suspension shock absorber according to claim 7, characterized in that, When the control objective changes to the stage of weakening the aftershock of the impact, the method further includes: The fifth and sixth thresholds are obtained based on the vehicle speed signal; The peak value of the second wheel acceleration change rate in the time domain is obtained based on the wheel acceleration change rate. Determine whether the peak value of the second wheel's acceleration change rate is greater than or equal to the fifth threshold, and whether the duration of the road surface bump condition is less than or equal to the sixth threshold: If so, the control objective remains in the phase of weakening the aftershocks of the impact; If not, then exit the road surface protrusion condition.

9. A control system, characterized in that, include The signal acquisition module is used to acquire wheel acceleration signals, vehicle body attitude signals, vehicle speed signals, and shock absorber stroke signals. The working condition identification module is used to identify road surface protrusion working conditions based on the wheel acceleration signal and the vehicle speed signal; The current acquisition module is used to determine the target control current of the shock absorber solenoid valve based on the wheel acceleration signal, the vehicle body attitude signal, the vehicle speed signal, and the shock absorber stroke signal when the vehicle is in a road bump condition. A control module is used to control the vehicle suspension damper based on the target control current; The process of identifying road surface protrusions based on the wheel acceleration signal and the vehicle speed signal includes: Calculate the wheel acceleration change rate and the equivalent wheel motion state quantity based on the wheel acceleration signal; The first threshold, the second threshold, and the third threshold are determined based on the vehicle speed signal; The wheel acceleration signal, the wheel acceleration rate of change, and the equivalent wheel motion state quantity are compared 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 surface protrusion condition.

10. An electronic device, characterized in that, It includes 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 for a vehicle suspension damper as described in any one of claims 1 to 8.

11. A storage medium, characterized in that, It stores a computer program that enables the computer to execute the control method for a vehicle suspension damper as described in any one of claims 1 to 8.

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