Vehicle semi-active suspension canopy control methods, systems, electronic equipment and media

Abstract

This invention discloses a method, system, electronic device, and medium for controlling the roof and ground of a vehicle's semi-active suspension. The method includes: determining the roof control damping force based on the sprung vertical velocity, the unsprung vertical velocity, and the roof damping coefficient; determining the ground control damping force based on the sprung vertical velocity, the unsprung vertical velocity, and the ground damping coefficient; determining the road roughness based on the vehicle's pitch angular velocity, vehicle roll angular velocity, unsprung vertical acceleration, and unsprung vertical velocity; determining the shock absorber operating mode based on the driving mode; determining the roof and ground distribution coefficient based on the road roughness and the shock absorber operating mode; determining the target damping force based on the roof control damping force, the ground control damping force, and the roof and ground distribution coefficient; and then controlling the vehicle's vibration based on the target damping force. This invention improves the accuracy of semi-active suspension control, thereby improving vehicle ride comfort, handling stability, and driving safety, and can be applied to the field of vehicle control technology.

Description

Technical Field

[0001] This invention relates to the field of vehicle control technology, and in particular to a method, system, electronic device, and medium for controlling the roof and canopy of a semi-active vehicle suspension. Background Technology

[0002] During vehicle operation, the suspension attenuates all forces between the wheels and the vehicle body, directly impacting ride comfort, handling stability, and driving safety. Traditional passive suspension systems, due to their inability to automatically adjust suspension stiffness and damping coefficient in real time, severely limit the potential for improvement in ride comfort and handling stability. In contrast, semi-active suspensions, equipped with continuously adjustable damping control shock absorbers, can effectively enhance ride comfort and handling stability.

[0003] There are many semi-active suspension control algorithms, among which the most commonly used are ceiling control and floor control. From an engineering application perspective, ceiling control and floor control are widely used due to their simple structure and good control effect. Since ceiling control is mainly used to suppress the vibration of sprung mass (vehicle body), while floor control is mainly used to suppress the vibration of unsprung mass (wheels), the control effects of the two methods on the vehicle influence each other and are not a simple linear superposition effect. Therefore, the distribution ratio of damping forces in ceiling and floor control is particularly important.

[0004] The current allocation of ceiling and floor control is generally based on preset parameters, which are greatly affected by factors such as road conditions and vehicle driving status. It cannot provide optimal control under all operating conditions, thus affecting the accuracy of the vehicle's semi-active suspension control, as well as the vehicle's ride comfort, handling stability, and driving safety. Summary of the Invention

[0005] The purpose of this invention is to at least partially solve one of the technical problems existing in the prior art.

[0006] Therefore, one objective of this invention is to provide a semi-active suspension roof control method for vehicles, which improves the accuracy of semi-active suspension control, thereby improving vehicle ride comfort, handling stability, and driving safety.

[0007] Another objective of this invention is to provide a semi-active suspension roof control system for vehicles.

[0008] To achieve the above-mentioned technical objectives, the technical solutions adopted in the embodiments of the present invention include:

[0009] On one hand, embodiments of the present invention provide a method for controlling the roof and canopy of a vehicle's semi-active suspension, comprising the following steps:

[0010] The ceiling control damping force is determined based on the current vehicle's sprung vertical velocity, unsprung vertical velocity, and preset ceiling damping coefficient, and the floor control damping force is determined based on the sprung vertical velocity, unsprung vertical velocity, and preset floor damping coefficient.

[0011] The road roughness is determined based on the current vehicle's pitch rate, roll rate, unsprung vertical acceleration, and unsprung vertical velocity.

[0012] The shock absorber operating mode is determined based on the current vehicle driving mode, and the top and bottom cover distribution coefficient is determined based on the road roughness and the shock absorber operating mode.

[0013] The target damping force is determined based on the ceiling control damping force, the ground control damping force, and the ceiling-ground distribution coefficient, and then the current vehicle is subjected to vibration reduction control based on the target damping force.

[0014] Furthermore, in one embodiment of the present invention, the method for controlling the semi-active suspension roof of a vehicle, in addition to acquiring the first image information behind the target vehicle, further includes the step of determining the sprung vertical velocity, the unsprung vertical velocity, the vehicle pitch angular velocity, the vehicle roll angular velocity, and the unsprung vertical acceleration, which specifically includes:

[0015] The semi-active suspension control unit obtains the current vehicle's sprung vertical acceleration, vehicle pitch rate, and vehicle roll rate, and performs an integral calculation on the sprung vertical acceleration to obtain the sprung vertical velocity.

[0016] The vehicle height of the unsprung mass portion is obtained by a height sensor. The unsprung vertical velocity is obtained by differentiating the vehicle height. The unsprung vertical acceleration is obtained by differentiating the unsprung vertical velocity.

[0017] Furthermore, in one embodiment of the present invention, determining the ceiling control damping force based on the current vehicle's sprung vertical velocity, unsprung vertical velocity, and a preset ceiling damping coefficient specifically includes:

[0018] The damper speed is determined based on the vector difference between the vertical velocity on the spring and the vertical velocity under the spring;

[0019] When the vibration damper speed is in the same direction as the vertical speed of the spring, the ceiling control damping force is determined based on the product of the vertical speed of the spring and the ceiling damping coefficient.

[0020] When the speed of the damper is not in the same direction as the vertical speed of the spring, the control damping force of the ceiling is determined to be 0.

[0021] Furthermore, in one embodiment of the present invention, determining the ground control damping force based on the spring vertical velocity, the unsprung vertical velocity, and a preset ground damping coefficient specifically includes:

[0022] The damper speed is determined based on the vector difference between the vertical velocity on the spring and the vertical velocity under the spring;

[0023] When the vibration damper speed is in the same direction as the unsprung vertical speed, the ground control damping force is determined based on the product of the unsprung vertical speed and the ground damping coefficient.

[0024] When the speed of the shock absorber is not in the same direction as the vertical speed of the spring, the control damping force of the floor is determined to be 0.

[0025] Furthermore, in one embodiment of the present invention, determining the road roughness based on the current vehicle's pitch rate, roll rate, unsprung vertical acceleration, and unsprung vertical velocity specifically includes:

[0026] The sprung roughness level is determined based on the vehicle pitch rate, the vehicle roll rate, and a preset range of sprung parameter thresholds.

[0027] The unsprung roughness level is determined based on the unsprung vertical acceleration, the unsprung vertical velocity, and a preset unsprung parameter threshold range;

[0028] The road roughness is determined based on the sprung roughness grade and the unsprung roughness grade.

[0029] Furthermore, in one embodiment of the present invention, the sprung parameter threshold range includes multiple pitch velocity threshold ranges and multiple roll velocity threshold ranges, and the step of determining the sprung roughness level based on the vehicle pitch velocity, the vehicle roll velocity, and the preset sprung parameter threshold range specifically includes:

[0030] The first sprung roughness level is determined based on the vehicle body pitch rate and the pitch rate threshold range;

[0031] The second sprung roughness level is determined based on the vehicle body roll rate and the roll rate threshold range;

[0032] The highest of the first and second spring roughness grades is determined as the spring roughness grade.

[0033] Furthermore, in one embodiment of the present invention, the unsprung parameter threshold range includes multiple vertical acceleration threshold ranges and multiple vertical velocity threshold ranges, and the step of determining the unsprung roughness level based on the unsprung vertical acceleration, the unsprung vertical velocity, and the preset unsprung parameter threshold range specifically includes:

[0034] The first unsprung roughness level is determined based on the unsprung vertical acceleration and the vertical acceleration threshold range;

[0035] The second unsprung roughness level is determined based on the unsprung vertical velocity and the vertical velocity threshold range;

[0036] The higher of the first and second unsprung roughness grades is determined as the unsprung roughness grade.

[0037] Furthermore, in one embodiment of the present invention, the step of determining the shock absorber operating mode based on the current vehicle's driving mode, and determining the roof and ceiling distribution coefficient based on the road roughness and the shock absorber operating mode, specifically includes:

[0038] The driving mode is obtained through the body controller, and the corresponding shock absorber operating mode is determined based on the driving mode;

[0039] The roof and canopy allocation coefficients are obtained by matching the road roughness and the vibration damper operating mode in a preset allocation coefficient library.

[0040] Furthermore, in one embodiment of the present invention, the vehicle semi-active suspension roof control method further includes the step of pre-constructing the allocation coefficient library, which specifically includes:

[0041] Acquire test data of the test vehicle under different road roughness, different shock absorber operating modes, and different top and bottom canopy distribution coefficients;

[0042] Based on the test data, determine the optimal roof and ceiling distribution coefficients for the target road roughness and the target damper operating mode, and use the target road roughness and the target damper operating mode as the key and the optimal roof and ceiling distribution coefficients as the value to generate distribution coefficient key-value pairs.

[0043] The allocation coefficient library is constructed based on the allocation coefficient key-value pairs.

[0044] Furthermore, in one embodiment of the present invention, determining the target damping force based on the ceiling control damping force, the ground control damping force, and the ceiling-ground distribution coefficient specifically includes:

[0045] The control weights for the ceiling and the ground shed are determined based on the ceiling-ground shed allocation coefficients.

[0046] The target damping force is obtained by weighted summation of the ceiling control damping force and the ground control damping force based on the ceiling control weight and the ground control weight.

[0047] Furthermore, in one embodiment of the present invention, the step of controlling the vibration reduction of the current vehicle based on the target damping force specifically includes:

[0048] Obtain the preset damping force MAP table;

[0049] The target damper current is obtained by looking up the damper speed and the target damping force in the damping force MAP table.

[0050] The target damper current is input into the damping control damper of the current vehicle, so that the damping control damper performs damping control on the current vehicle.

[0051] On the other hand, embodiments of the present invention provide a vehicle semi-active suspension roof control system, comprising:

[0052] The ceiling and floor control damping force determination module is used to determine the ceiling control damping force based on the current vehicle's sprung vertical velocity, unsprung vertical velocity, and preset ceiling damping coefficient, and to determine the floor control damping force based on the sprung vertical velocity, unsprung vertical velocity, and preset floor damping coefficient.

[0053] The road roughness determination module is used to determine the road roughness based on the current vehicle's body pitch rate, body roll rate, unsprung vertical acceleration, and unsprung vertical velocity.

[0054] The top and bottom pad distribution coefficient determination module is used to determine the shock absorber operating mode based on the current vehicle driving mode, and to determine the top and bottom pad distribution coefficient based on the road roughness and the shock absorber operating mode.

[0055] The vibration reduction control module is used to determine the target damping force based on the ceiling control damping force, the ground control damping force, and the ceiling-ground distribution coefficient, and then to perform vibration reduction control on the current vehicle based on the target damping force.

[0056] On the other hand, embodiments of the present invention provide an electronic device, which includes a memory, a processor, a program stored in the memory and executable on the processor, and a data bus for enabling communication between the processor and the memory. When the program is executed by the processor, it implements the vehicle semi-active suspension roof control method described above.

[0057] On the other hand, embodiments of the present invention also provide a storage medium, which is a computer-readable storage medium for computer-readable storage. The storage medium stores one or more programs, which can be executed by one or more processors to implement the vehicle semi-active suspension roof control method as described above.

[0058] On the other hand, embodiments of the present invention also provide a vehicle, the vehicle including a vehicle semi-active suspension roof control system or electronic equipment as described above.

[0059] The advantages and beneficial effects of the present invention will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of the invention:

[0060] In this embodiment of the invention, the ceiling control damping force is determined based on the current vehicle's sprung vertical velocity, unsprung vertical velocity, and a preset ceiling damping coefficient. The floor control damping force is also determined based on the sprung vertical velocity, unsprung vertical velocity, and a preset floor damping coefficient. Road roughness is determined based on the current vehicle's pitch angular velocity, roll angular velocity, unsprung vertical acceleration, and unsprung vertical velocity. The shock absorber operating mode is determined based on the current vehicle's driving mode. The ceiling and floor distribution coefficients are determined based on the road roughness and the shock absorber operating mode. A target damping force is determined based on the ceiling control damping force, floor control damping force, and ceiling and floor distribution coefficients. Finally, the current vehicle is subjected to vibration control based on the target damping force. This invention determines the road roughness based on the vehicle's current pitch rate, roll rate, unsprung vertical acceleration, and unsprung vertical velocity. It then determines the ceiling and ground cover distribution coefficients based on the current road roughness and damper operating mode. Finally, it determines the target damping force by combining the real-time calculated ceiling and ground cover control damping forces. This allows for more precise ceiling and ground cover distribution schemes for various complex road conditions, achieving optimal control of the semi-active suspension ceiling and ground cover during vehicle operation. This improves the accuracy of the semi-active suspension control, thereby enhancing the vehicle's ride comfort, handling stability, and driving safety. Attached Figure Description

[0061] To more clearly illustrate the technical solutions in the embodiments of the present invention, the drawings used in the embodiments of the present invention are described below. It should be understood that the drawings described below are only for the convenience of clearly describing some embodiments of the technical solutions of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0062] Figure 1 A flowchart illustrating the steps of a vehicle semi-active suspension canopy control method provided in an embodiment of the present invention;

[0063] Figure 2 A flowchart illustrating the steps for determining the sprung vertical velocity, unsprung vertical velocity, vehicle pitch rate, vehicle roll rate, and unsprung vertical acceleration, as provided in an embodiment of the present invention.

[0064] Figure 3 A flowchart of step S101 provided in an embodiment of the present invention;

[0065] Figure 4 Another flowchart of step S101 provided in an embodiment of the present invention;

[0066] Figure 5 A flowchart of step S102 provided in an embodiment of the present invention;

[0067] Figure 6 A flowchart of step S1021 provided in an embodiment of the present invention;

[0068] Figure 7 A flowchart of step S1022 provided in an embodiment of the present invention;

[0069] Figure 8 A flowchart of step S103 provided in an embodiment of the present invention;

[0070] Figure 9 A flowchart illustrating the steps of pre-constructing an allocation coefficient library as provided in an embodiment of the present invention;

[0071] Figure 10 A flowchart of step S104 provided in an embodiment of the present invention;

[0072] Figure 11 Another flowchart of step S104 provided in an embodiment of the present invention;

[0073] Figure 12 This is a schematic diagram of the structure of the vehicle semi-active suspension roof control system provided in an embodiment of the present invention;

[0074] Figure 13 A schematic diagram of the hardware structure of an electronic device provided in an embodiment of the present invention;

[0075] Figure 14 This is a schematic diagram of the structure of the storage medium provided in an embodiment of the present invention. Detailed Implementation

[0076] The embodiments of the present invention are described in detail below. Examples of these embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and are only used to explain this application, and should not be construed as limiting this application. It should be noted that although functional modules are divided in the system schematic diagram and a logical order is shown in the flowchart, in some cases, the steps shown or described may be performed in a different order than the module division in the system schematic diagram or the order in the flowchart. The step numbers in the following embodiments are only set for ease of explanation and do not limit the order between steps. The execution order of each step in the embodiments can be adaptively adjusted according to the understanding of those skilled in the art.

[0077] In the description of this invention, "multiple" means two or more. The use of "first" and "second" is for distinguishing technical features only and should not be construed as indicating or implying relative importance, the number of indicated technical features, or the order of the indicated technical features. Furthermore, unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this application belongs. The terminology used herein is for the purpose of describing embodiments of this application only and is not intended to limit this application.

[0078] In related technologies, road roughness recognition devices that can sense road surface conditions and adjust suspension conditions accordingly are used in semi-active suspension control. Road roughness recognition devices include traditional wheel or body acceleration sensors, height sensors, and monocular and binocular cameras, etc. However, the visual recognition method based on monocular and binocular cameras is currently mainly used for controlling the vertical movement of the vehicle body under specific road conditions (such as speed bumps, potholes, etc.). This method is not good at recognizing continuous random road surfaces and is more suitable for semi-active suspension control under a single specific road condition.

[0079] This invention determines the road roughness based on the vehicle's current pitch rate, roll rate, unsprung vertical acceleration, and unsprung vertical velocity. It then determines the ceiling and ground cover distribution coefficients based on the current road roughness and damper operating mode. Finally, it determines the target damping force by combining the real-time calculated ceiling and ground cover control damping forces. This allows for more precise ceiling and ground cover distribution schemes for various complex road conditions, achieving optimal control of the semi-active suspension ceiling and ground cover during vehicle operation. This improves the accuracy of the semi-active suspension control, thereby enhancing the vehicle's ride comfort, handling stability, and driving safety.

[0080] The vehicle semi-active suspension canopy control method provided in this application can be applied to a terminal, a server, or software running on either a terminal or a server. In some embodiments, the terminal can be a smartphone, tablet, laptop, desktop computer, set-top box, etc.; the server can be configured as an independent physical server, a server cluster or distributed system composed of multiple physical servers, or a cloud server providing basic cloud computing services such as cloud services, cloud databases, cloud computing, cloud functions, cloud storage, network services, cloud communication, middleware services, domain name services, security services, CDN, and big data and artificial intelligence platforms; the software can be an application that implements the vehicle semi-active suspension canopy control method, but is not limited to the above forms.

[0081] This application can be used in a wide variety of general-purpose or special-purpose computer system environments or configurations. Examples include: personal computers, server computers, handheld or portable devices, tablet devices, multiprocessor systems, microprocessor-based systems, set-top boxes, programmable consumer electronics devices, network PCs, minicomputers, mainframe computers, and distributed computing environments including any of the above systems or devices. This application can be described in the general context of computer-executable instructions executed by a computer, such as program modules. Generally, program modules include routines, programs, objects, components, data structures, etc., that perform specific tasks or implement specific abstract data types. This application can also be practiced in distributed computing environments where tasks are performed by remote processing devices connected via a communication network. In distributed computing environments, program modules can reside in local and remote computer storage media, including storage devices.

[0082] It should be noted that in all specific embodiments of this application, when processing data related to user identity or characteristics, such as user information, user behavior data, user historical data, and user location information, user permission or consent is obtained first. Furthermore, the collection, use, and processing of this data comply with relevant laws, regulations, and standards of the relevant countries and regions. In addition, when embodiments of this application require access to sensitive personal information of users, separate permission or consent from the user is obtained through pop-ups or redirects to confirmation pages. Only after obtaining the user's separate permission or consent is the necessary user-related data for the proper functioning of the embodiments of this application obtained.

[0083] like Figure 1 The diagram shown is a flowchart of one step of the semi-active suspension canopy control method for vehicles provided in an embodiment of the present invention. (Refer to...) Figure 1 This invention provides a method for controlling the roof and canopy of a vehicle's semi-active suspension, specifically including the following steps:

[0084] S101. Determine the ceiling control damping force based on the current vehicle's sprung vertical velocity, unsprung vertical velocity, and preset ceiling damping coefficient, and determine the floor control damping force based on the sprung vertical velocity, unsprung vertical velocity, and preset floor damping coefficient.

[0085] S102. Determine the road roughness based on the current vehicle's pitch rate, roll rate, unsprung acceleration, and unsprung velocity.

[0086] S103. Determine the shock absorber operating mode based on the current vehicle driving mode, and determine the top and bottom cover distribution coefficient based on the road roughness and the shock absorber operating mode.

[0087] S104. Determine the target damping force based on the ceiling control damping force, the ground control damping force, and the ceiling-ground distribution coefficient, and then perform vibration reduction control on the current vehicle based on the target damping force.

[0088] Specifically, the system architecture of this embodiment includes a semi-active suspension control unit, a height sensor, and a damping control shock absorber. The semi-active suspension control unit includes an IMU chip with a built-in controller, which is connected to other controllers (such as the body controller) via a CAN or Ethernet network. The two connection points of the height sensor are located at the control arm and the subframe, respectively, and are used to measure the height displacement of the unsprung mass of the vehicle. The unsprung vertical velocity is obtained through differentiation, and the unsprung vertical acceleration is obtained through further differentiation. The IMU chip can provide acceleration and angular velocity signals for six degrees of freedom of the vehicle body. The IMU chip has special requirements for the placement of the controller, as follows: the IMU needs to be horizontally placed and preferably at the center of gravity of the vehicle, with an acceptable distance difference of 50mm, to measure the vehicle attitude, i.e., roll angular velocity and lateral acceleration; if the IMU is placed far from the center of gravity, the three vehicle accelerations and three angular velocities at the center of gravity need to be calculated by software algorithms. The CAN network signal input includes vehicle speed signal, brake master cylinder pressure signal, and accelerator pedal opening signal, etc., which are mainly used to transmit driving mode signals in this embodiment.

[0089] like Figure 2 The diagram shown is a flowchart illustrating the steps for determining the sprung vertical velocity, unsprung vertical velocity, vehicle pitch rate, vehicle roll rate, and unsprung vertical acceleration according to an embodiment of the present invention. (Refer to...) Figure 2 As an optional implementation, the vehicle semi-active suspension roof control method further includes the steps of determining the sprung vertical velocity, the unsprung vertical velocity, the vehicle pitch angular velocity, the vehicle roll angular velocity, and the unsprung vertical acceleration, specifically including:

[0090] S201. The current vehicle's sprung vertical acceleration, vehicle pitch rate, and vehicle roll rate are obtained through the semi-active suspension control unit. The sprung vertical acceleration is then integrated to obtain the sprung vertical velocity.

[0091] S202. Obtain the current vehicle height of the unsprung mass portion using a height sensor, perform differential calculation on the vehicle height to obtain the unsprung vertical velocity, and perform differential calculation on the unsprung vertical velocity to obtain the unsprung vertical acceleration.

[0092] Specifically, the input signals mainly include the vehicle height signal of the unsprung mass provided by the height sensor, and the sprung vertical acceleration, vehicle pitch rate, and vehicle roll rate provided by the IMU chip. The sprung vertical velocity is calculated based on the integral of the sprung vertical acceleration, and the unsprung vertical velocity and unsprung vertical acceleration are calculated based on the derivative of the vehicle height.

[0093] like Figure 3 The diagram shown is a flowchart of step S101 provided in an embodiment of the present invention. (Refer to...) Figure 3 As an optional implementation, the ceiling control damping force is determined based on the current vehicle's sprung vertical velocity, unsprung vertical velocity, and a preset ceiling damping coefficient, specifically including:

[0094] S1011. Determine the damper speed based on the vector difference between the vertical velocity of the spring and the vertical velocity of the unspring;

[0095] S1012. When the vibration damper speed is in the same direction as the spring vertical speed, the ceiling control damping force is determined by the product of the spring vertical speed and the ceiling damping coefficient.

[0096] S1013. When the vibration damper speed is not in the same direction as the vertical speed of the spring, the ceiling control damping force is determined to be 0.

[0097] Specifically, the calculation of the ceiling control damping force is based on the following formula:

[0098]

[0099] Among them, F sky To control the damping force of the ceiling, C sky This is the ceiling damping coefficient. The vertical velocity of the spring. The vertical velocity is the velocity under the spring.

[0100] From the above formula, it can be seen that the calculation of the roof control damping force is based on the sprung vertical velocity of the vehicle body and the roof damping coefficient, and only when the sprung vertical velocity and the damper velocity are... When the directions are consistent, the ceiling control damping force can actively control the movement of the sprung mass. However, when the vertical velocity of the sprung mass is opposite to the velocity of the damper, the ceiling control damping force will instead produce a negative control effect that exacerbates the movement of the sprung mass. Therefore, ceiling damping control is generally not performed in this case (the ceiling control damping force is 0).

[0101] like Figure 4 The diagram shown is another flowchart of step S101 provided in an embodiment of the present invention. (Refer to...) Figure 4 As a further optional implementation, the ground control damping force is determined based on the spring vertical velocity, the unsprung vertical velocity, and a preset ground damping coefficient, specifically including:

[0102] S1011. Determine the damper speed based on the vector difference between the vertical velocity of the spring and the vertical velocity of the unspring;

[0103] S1014. When the vibration damper speed is in the same direction as the unsprung vertical speed, the ground control damping force is determined by the product of the unsprung vertical speed and the ground damping coefficient.

[0104] S1015. When the vibration damper speed is not in the same direction as the unsprung speed, the ground control damping force is determined to be 0.

[0105] Specifically, the calculation of the ground canopy control damping force is based on the following formula:

[0106]

[0107] Among them, F ground To control the damping force of the ground canopy, C ground is the damping coefficient of the floor shed.

[0108] From the above formula, it can be seen that the calculation of the ground control damping force is based on the unsprung vertical velocity of the wheel and the ground damping coefficient, and only when the unsprung vertical velocity and the damper speed are... When the directions are consistent, the ground control damping force can effectively control the movement of the unsprung mass. However, when the vertical velocity of the unsprung mass is opposite to the velocity of the damper, the ground control damping force will instead produce ineffective control that exacerbates the vibration of the unsprung mass. Therefore, ground control damping is generally not performed in this case (the ground control damping force is 0).

[0109] like Figure 5 The diagram shown is a flowchart of step S102 provided in an embodiment of the present invention. (Refer to...) Figure 5 As a further optional implementation, road roughness is determined based on the current vehicle's pitch rate, roll rate, unsprung vertical acceleration, and unsprung vertical velocity, specifically including:

[0110] S1021. Determine the sprung roughness level based on the vehicle pitch rate, vehicle roll rate, and the preset sprung parameter threshold range.

[0111] S1022. Determine the unsprung roughness level based on the unsprung vertical acceleration, unsprung vertical velocity, and the preset unsprung parameter threshold range;

[0112] S1023. Determine the road roughness based on the unsprung roughness grade and the spring roughness grade.

[0113] like Figure 6 The diagram shown is a flowchart of step S1021 provided in an embodiment of the present invention. (Refer to...) Figure 6 As a further optional implementation, the sprung parameter threshold range includes multiple pitch velocity threshold ranges and multiple roll velocity threshold ranges. The sprung roughness level is determined based on the vehicle pitch velocity, vehicle roll velocity, and the preset sprung parameter threshold range, specifically including:

[0114] S10211. Determine the first sprung roughness level based on the vehicle body pitch angular velocity and the pitch angular velocity threshold range;

[0115] S10212. Determine the second sprung roughness level based on the vehicle body roll rate and the roll rate threshold range;

[0116] S10213. Determine the highest grade among the first and second spring roughness grades as the spring roughness grade.

[0117] like Figure 7 The diagram shown is a flowchart of step S1022 provided in an embodiment of the present invention. (Refer to...) Figure 7 As a further optional implementation, the unsprung parameter threshold range includes multiple vertical acceleration threshold ranges and multiple vertical velocity threshold ranges. The unsprung roughness level is determined based on the unsprung vertical acceleration, unsprung vertical velocity, and the preset unsprung parameter threshold range, specifically including:

[0118] S10221. Determine the first unsprung roughness level based on the unsprung vertical acceleration and the vertical acceleration threshold range;

[0119] S10222. Determine the second unsprung roughness level based on the unsprung vertical velocity and the vertical velocity threshold range;

[0120] S10223. Determine the highest of the first and second unsprung roughness grades as the unsprung roughness grade.

[0121] Specifically, many factors influence road roughness. This invention calculates road roughness based on unsprung vertical acceleration, unsprung vertical velocity, pitch angular velocity, and roll angular velocity, and classifies road roughness levels. Based on vehicle motion data collected under various road conditions, the threshold values ​​of the four parameters are divided into six levels L1 to L6, from low to high. When unsprung acceleration and unsprung velocity are at different levels, the higher level is selected as unsprung roughness level A (A1 to A6). When pitch angular velocity and roll angular velocity are at different levels, the higher level is selected as sprung roughness level B (B2 to B6). Thus, road roughness is divided into 36 levels, a combination of unsprung and sprung roughness levels, as shown in Table 1 below.

[0122] Table 1

[0123] B6 A1B6 A2B6 A3B6 A4B6 A5B6 A6B6 B5 A1B5 A2B5 A3B5 A4B5 A5B5 A6B5 B4 A1B4 A2B4 A3B4 A4B4 A5B4 A6B4 B3 A1B3 A2B3 A3B3 A4B3 A5B3 A6B3 B2 A1B2 A2B2 A3B2 A4B2 A5B2 A6B2 B1 A1B1 A2B1 A3B1 A4B1 A5B1 A6B1 Road roughness A1 A2 A3 A4 A5 A6

[0124] like Figure 8 The diagram shown is a flowchart of step S103 provided in an embodiment of the present invention. (Refer to...) Figure 8 As an optional implementation, the shock absorber operating mode is determined based on the current vehicle driving mode, and the top and bottom cover distribution coefficient is determined based on the road roughness and the shock absorber operating mode, specifically including:

[0125] S1031. Obtain the driving mode through the body controller and determine the corresponding shock absorber operating mode according to the driving mode;

[0126] S1032. Match the road roughness and shock absorber operating mode in the preset distribution coefficient library to obtain the roof and ceiling distribution coefficients.

[0127] like Figure 9 The diagram shown is a flowchart illustrating the steps involved in pre-building an allocation coefficient library according to an embodiment of the present invention. (Refer to...) Figure 9 As an optional implementation, the vehicle semi-active suspension canopy control method further includes a step of pre-constructing an allocation coefficient library, which specifically includes:

[0128] S301. Obtain test data of the test vehicle under different road roughness, different shock absorber operating modes, and different top and bottom canopy distribution coefficients.

[0129] S302. Determine the optimal top and bottom canopy distribution coefficients under the target road roughness and target damper operating mode based on the test data, and generate distribution coefficient key-value pairs by using the target road roughness and target damper operating mode as keys and the optimal top and bottom canopy distribution coefficients as values.

[0130] S303. Construct an allocation coefficient library based on allocation coefficient key-value pairs.

[0131] Specifically, the roof and damper distribution coefficients are related to the road roughness level and the shock absorber operating mode. Generally, shock absorber operating modes are divided into three levels: Comfort, Standard, and Sport. First, the shock absorber operating mode is fixed, and the roof and damper distribution coefficients in Comfort mode are set based on simulation or real vehicle test data. Comprehensive testing and verification are conducted under different road conditions to lock in the final optimal roof and damper distribution coefficients. Then, the optimal roof and damper distribution coefficients are applied to Economy and Sport modes, and comprehensive testing is conducted in both modes. If the effect is not good, the optimal roof and damper distribution coefficients for some operating conditions can be scaled or fine-tuned proportionally to determine the final optimal roof and damper distribution coefficients for different road roughness levels and different shock absorber operating modes. This forms distribution coefficient key-value pairs, and a distribution coefficient library is constructed.

[0132] After obtaining the current road roughness level and shock absorber operating mode through the aforementioned steps, the current road roughness level and shock absorber operating mode are used as keys to perform a matching search in the allocation coefficient library to obtain the corresponding roof and ceiling allocation coefficients.

[0133] like Figure 10 The diagram shown is a flowchart of step S104 provided in an embodiment of the present invention. (Refer to...) Figure 10 As an optional implementation, the target damping force is determined based on the ceiling control damping force, the ground control damping force, and the ceiling-ground distribution coefficient, specifically including:

[0134] S1041. Determine the control weight of the ceiling and the control weight of the ground shed based on the ceiling-ground shed allocation coefficient;

[0135] S1042. The target damping force is obtained by weighted summation of the ceiling control damping force and the ground control damping force according to the ceiling control weight and the ground control weight.

[0136] Specifically, the formula for calculating the target damping force is as follows:

[0137] F = α × F sky +(1-α)F ground

[0138] Where F is the target damping force, α is the ceiling control weight, and 1-α is the ground control weight.

[0139] like Figure 11 The diagram shown is another flowchart of step S104 provided in an embodiment of the present invention. (Refer to...) Figure 11 As an optional implementation, vibration control of the current vehicle is performed based on the target damping force, specifically including:

[0140] S1043. Obtain the preset damping force MAP table;

[0141] S1044. Based on the damper speed and the target damping force, look up the damping force MAP table to obtain the target damper current.

[0142] S1045. Input the target damper current into the damping control damper of the current vehicle, so that the damping control damper can control the damping of the current vehicle.

[0143] Specifically, obtain the damping force MAP table based on the measurement of damper hardware changes with damper speed and current, combine it with the target damping force calculated in the previous steps and the damper speed, and then look up the target damper current. An example of the damping force MAP table is shown in Table 2 below.

[0144] Table 2

[0145]

[0146] The target damper current at the current moment is input into the damping control damper of the current vehicle, so that the damping control damper can continuously control the damping of the current vehicle.

[0147] The method steps of the embodiments of the present invention have been described above. It is understood that the embodiments of the present invention determine the road roughness based on the current vehicle's pitch rate, roll rate, unsprung vertical acceleration, and unsprung vertical velocity; determine the top and bottom pad distribution coefficients based on the current road roughness and damper operating mode; and determine the target damping force by combining the real-time calculated top and bottom pad control damping forces. This allows for more precise top and bottom pad distribution schemes for various complex road conditions, achieving optimal control of the semi-active suspension top and bottom pads during vehicle operation, improving the accuracy of the semi-active suspension control, and thus enhancing the vehicle's ride comfort, handling stability, and driving safety.

[0148] like Figure 12 The diagram shown is a structural schematic of the vehicle semi-active suspension roof control system provided in an embodiment of the present invention. (Refer to...) Figure 12 This invention provides a vehicle semi-active suspension roof control system, comprising:

[0149] The top and bottom control damping force determination module is used to determine the top control damping force based on the current vehicle's sprung vertical velocity, unsprung vertical velocity, and preset top damping coefficient, and to determine the bottom control damping force based on the sprung vertical velocity, unsprung vertical velocity, and preset bottom damping coefficient.

[0150] The road roughness determination module is used to determine the road roughness based on the current vehicle's body pitch rate, body roll rate, unsprung vertical acceleration, and unsprung vertical velocity.

[0151] The top and bottom pad distribution coefficient determination module is used to determine the shock absorber operating mode based on the current vehicle driving mode, and to determine the top and bottom pad distribution coefficient based on road roughness and shock absorber operating mode.

[0152] The vibration reduction control module is used to determine the target damping force based on the ceiling control damping force, the ground control damping force, and the ceiling-ground distribution coefficient, and then to perform vibration reduction control on the current vehicle based on the target damping force.

[0153] The content of the above method embodiments is applicable to this system embodiment. The specific functions implemented in this system embodiment are the same as those in the above method embodiments, and the beneficial effects achieved are also the same as those achieved in the above method embodiments.

[0154] This invention also provides an electronic device, comprising: a memory, a processor, a program stored in the memory and executable on the processor, and a data bus for communication between the processor and the memory. When the program is executed by the processor, it implements the aforementioned vehicle semi-active suspension roof control method. This electronic device can be any smart terminal, including a tablet computer or an in-vehicle computer.

[0155] like Figure 13 The diagram shown is a hardware structure schematic of an electronic device provided in an embodiment of the present invention. (Refer to...) Figure 13 This invention provides an electronic device, comprising:

[0156] The processor 1301 can be implemented using a general-purpose CPU (Central Processing Unit), microprocessor, application-specific integrated circuit (ASIC), or one or more integrated circuits, and is used to execute relevant programs to implement the technical solutions provided in the embodiments of the present invention.

[0157] The memory 1302 can be implemented as a read-only memory (ROM), static storage device, dynamic storage device, or random access memory (RAM). The memory 1302 can store the operating system and other application programs. When the technical solutions provided in the embodiments of this specification are implemented through software or firmware, the relevant program code is stored in the memory 1302 and is called and executed by the processor 1301 to execute the vehicle semi-active suspension canopy control method of the embodiments of the present invention.

[0158] The input / output interface 1303 is used to implement information input and output;

[0159] The communication interface 1304 is used to enable communication and interaction between this device and other devices. Communication can be achieved through wired means (such as USB, Ethernet cable, etc.) or wireless means (such as mobile network, WIFI, Bluetooth, etc.).

[0160] Bus 1305 transmits information between various components of the device (e.g., processor 1301, memory 1302, input / output interface 1303, and communication interface 1304);

[0161] The processor 1301, memory 1302, input / output interface 1303 and communication interface 1304 are connected to each other within the device via bus 1305.

[0162] like Figure 14 The diagram shown is a structural schematic of the storage medium provided in an embodiment of the present invention. (Refer to...) Figure 14 The present invention also provides a storage medium, which is a computer-readable storage medium for computer-readable storage. The storage medium stores one or more programs 1401, which can be executed by one or more processors to implement the above-described vehicle semi-active suspension canopy control method.

[0163] Memory, as a non-transitory computer-readable storage medium, can be used to store non-transitory software programs and non-transitory computer-executable programs. Furthermore, memory may include high-speed random access memory, and may also include non-transitory memory, such as at least one disk storage device, flash memory device, or other non-transitory solid-state storage device. In some embodiments, memory may optionally include memory remotely located relative to the processor, and these remote memories can be connected to the processor via a network. Examples of such networks include, but are not limited to, the Internet, intranets, local area networks, mobile communication networks, and combinations thereof.

[0164] This invention also provides a vehicle, which includes an electric drive assembly of the aforementioned vehicle semi-active suspension roof control system or electronic equipment.

[0165] Specifically, the vehicle can be a private car, such as a sedan, SUV, MPV, or pickup truck. The vehicle can also be a commercial vehicle, such as a van, bus, small truck, or large semi-trailer. The vehicle can be a gasoline-powered vehicle or a new energy vehicle. When the vehicle is a new energy vehicle, it can be a hybrid vehicle or a pure electric vehicle.

[0166] This invention also provides a computer program product or computer program, which includes computer instructions stored in a computer-readable storage medium. A processor of a computer device can read the computer instructions from the computer-readable storage medium, and the processor executes the computer instructions, causing the computer device to perform... Figure 1 The method shown.

[0167] In some alternative embodiments, the functions / operations mentioned in the block diagrams may not occur in the order shown in the operation diagrams. For example, depending on the functions / operations involved, two consecutively shown blocks may actually be executed substantially simultaneously, or the aforementioned blocks may sometimes be executed in reverse order. Furthermore, the embodiments presented and described in the flowcharts of this invention are provided by way of example to provide a more comprehensive understanding of the technology. The disclosed methods are not limited to the operations and logic flows presented herein. Alternative embodiments are contemplated in which the order of various operations is changed and sub-operations described as part of a larger operation are executed independently.

[0168] Furthermore, although the invention has been described in the context of functional modules, it should be understood that, unless otherwise stated, one or more of the aforementioned functions and / or features may be integrated into a single physical device and / or software module, or one or more functions and / or features may be implemented in a separate physical device or software module. It is also understood that a detailed discussion of the actual implementation of each module is unnecessary for understanding the invention. Rather, given the properties, functions, and internal relationships of the various functional modules in the apparatus disclosed herein, the actual implementation of the module will be understood within the scope of conventional skill of an engineer. Therefore, those skilled in the art can implement the invention as set forth in the claims using ordinary techniques without excessive experimentation. It is also understood that the specific concepts disclosed are merely illustrative and not intended to limit the scope of the invention, which is determined by the full scope of the appended claims and their equivalents.

[0169] If the aforementioned functions are implemented as software functional units and sold or used as independent products, they can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of this invention, or the part that contributes to the prior art, or a part of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods described in the various embodiments of this invention. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, portable hard drives, read-only memory (ROM), random access memory (RAM), magnetic disks, or optical disks.

[0170] The logic and / or steps represented in the flowchart or otherwise described herein, for example, can be considered as a sequenced list of executable instructions for implementing logical functions, and can be embodied in any computer-readable medium for use by, or in conjunction with, an instruction execution system, apparatus, or device (such as a computer-based system, a processor-included system, or other system that can fetch and execute instructions from, an instruction execution system, apparatus, or device). For the purposes of this specification, "computer-readable medium" can be any means that can contain, store, communicate, propagate, or transmit programs for use by, or in conjunction with, an instruction execution system, apparatus, or device.

[0171] More specific examples of computer-readable media (a non-exhaustive list) include: electrical connections (electronic devices) having one or more wires, portable computer disk drives (magnetic devices), random access memory (RAM), read-only memory (ROM), erasable and editable read-only memory (EPROM or flash memory), fiber optic devices, and portable optical disc read-only memory (CDROM). Furthermore, computer-readable media can even be paper or other suitable media on which the aforementioned program can be printed, because the aforementioned program can be obtained electronically, for example, by optically scanning the paper or other medium, followed by editing, interpreting, or, if necessary, processing in other suitable ways, and then stored in computer memory.

[0172] It should be understood that various parts of the present invention can be implemented in hardware, software, firmware, or a combination thereof. In the above embodiments, multiple steps or methods can be implemented in software or firmware stored in memory and executed by a suitable instruction execution system. For example, if implemented in hardware, as in another embodiment, it can be implemented using any one or a combination of the following techniques known in the art: discrete logic circuits having logic gates for implementing logical functions on data signals, application-specific integrated circuits (ASICs) having suitable combinational logic gates, programmable gate arrays (PGAs), field-programmable gate arrays (FPGAs), etc.

[0173] In the foregoing description of this specification, references to terms such as "one embodiment," "another embodiment," or "some embodiments" indicate that a specific feature, structure, material, or characteristic described in connection with an embodiment or example is included in at least one embodiment or example of the present invention. In this specification, illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples.

[0174] Although embodiments of the invention have been shown and described, those skilled in the art will understand that various changes, modifications, substitutions and alterations can be made to these embodiments without departing from the principles and spirit of the invention, the scope of which is defined by the claims and their equivalents.

[0175] The above is a detailed description of the preferred embodiments of the present invention. However, the present invention is not limited to the above embodiments. Those skilled in the art can make various equivalent modifications or substitutions without departing from the spirit of the present invention. All such equivalent modifications or substitutions are included within the scope defined by the claims of this application.

Claims

1. A method for controlling the roof and canopy of a vehicle's semi-active suspension, characterized in that, Includes the following steps: The ceiling control damping force is determined based on the current vehicle's sprung vertical velocity, unsprung vertical velocity, and preset ceiling damping coefficient, and the floor control damping force is determined based on the sprung vertical velocity, unsprung vertical velocity, and preset floor damping coefficient. The road roughness is determined based on the current vehicle's pitch rate, roll rate, unsprung vertical acceleration, and unsprung vertical velocity. The shock absorber operating mode is determined based on the current vehicle driving mode, and the top and bottom cover distribution coefficient is determined based on the road roughness and the shock absorber operating mode. The target damping force is determined based on the ceiling control damping force, the ground control damping force, and the ceiling-ground distribution coefficient, and then the current vehicle is subjected to vibration reduction control based on the target damping force. The step of determining the shock absorber operating mode based on the current vehicle driving mode, and determining the top and bottom cover distribution coefficient based on the road roughness and the shock absorber operating mode, specifically includes: The driving mode is obtained through the body controller, and the corresponding shock absorber operating mode is determined based on the driving mode; The roof and canopy allocation coefficients are obtained by matching the road roughness and the shock absorber operating mode in a preset allocation coefficient library. The vehicle semi-active suspension roof control method also includes the step of pre-constructing the allocation coefficient library, which specifically includes: Acquire test data of the test vehicle under different road roughness, different shock absorber operating modes, and different top and bottom canopy distribution coefficients; Based on the test data, determine the optimal roof and ceiling distribution coefficients for the target road roughness and the target damper operating mode, and use the target road roughness and the target damper operating mode as the key and the optimal roof and ceiling distribution coefficients as the value to generate distribution coefficient key-value pairs. The allocation coefficient library is constructed based on the allocation coefficient key-value pairs.

2. The method for controlling the semi-active suspension roof of a vehicle according to claim 1, characterized in that, The vehicle semi-active suspension roof control method further includes the steps of determining the sprung vertical velocity, the unsprung vertical velocity, the vehicle pitch rate, the vehicle roll rate, and the unsprung vertical acceleration, which specifically includes: The semi-active suspension control unit obtains the current vehicle's sprung vertical acceleration, vehicle pitch rate, and vehicle roll rate, and performs an integral calculation on the sprung vertical acceleration to obtain the sprung vertical velocity. The vehicle height of the unsprung mass portion is obtained by a height sensor. The unsprung vertical velocity is obtained by differentiating the vehicle height. The unsprung vertical acceleration is obtained by differentiating the unsprung vertical velocity.

3. The method for controlling the roof and canopy of a vehicle semi-active suspension according to claim 1, characterized in that, The determination of the roof control damping force based on the current vehicle's sprung vertical velocity, unsprung vertical velocity, and a preset roof damping coefficient specifically includes: The damper speed is determined based on the vector difference between the vertical velocity on the spring and the vertical velocity under the spring; When the vibration damper speed is in the same direction as the vertical speed of the spring, the ceiling control damping force is determined based on the product of the vertical speed of the spring and the ceiling damping coefficient. When the speed of the damper is not in the same direction as the vertical speed of the spring, the control damping force of the ceiling is determined to be 0.

4. The method for controlling the semi-active suspension roof of a vehicle according to claim 1, characterized in that, The determination of the ground control damping force based on the spring vertical velocity, the unsprung vertical velocity, and the preset ground damping coefficient specifically includes: The damper speed is determined based on the vector difference between the vertical velocity on the spring and the vertical velocity under the spring; When the vibration damper speed is in the same direction as the unsprung vertical speed, the ground control damping force is determined based on the product of the unsprung vertical speed and the ground damping coefficient. When the speed of the shock absorber is not in the same direction as the vertical speed of the spring, the control damping force of the floor is determined to be 0.

5. The method for controlling the roof and canopy of a vehicle semi-active suspension according to claim 1, characterized in that, The determination of road roughness based on the current vehicle's pitch rate, roll rate, unsprung vertical acceleration, and unsprung vertical velocity specifically includes: The sprung roughness level is determined based on the vehicle pitch rate, the vehicle roll rate, and a preset range of sprung parameter thresholds. The unsprung roughness level is determined based on the unsprung vertical acceleration, the unsprung vertical velocity, and a preset unsprung parameter threshold range; The road roughness is determined based on the sprung roughness grade and the unsprung roughness grade.

6. The method for controlling the roof and canopy of a vehicle semi-active suspension according to claim 5, characterized in that, The sprung parameter threshold range includes multiple pitch velocity threshold ranges and multiple roll velocity threshold ranges. The determination of the sprung roughness level based on the vehicle pitch velocity, the vehicle roll velocity, and the preset sprung parameter threshold range specifically includes: The first sprung roughness level is determined based on the vehicle body pitch rate and the pitch rate threshold range; The second sprung roughness level is determined based on the vehicle body roll rate and the roll rate threshold range; The highest of the first and second spring roughness grades is determined as the spring roughness grade.

7. The method for controlling the semi-active suspension roof of a vehicle according to claim 5, characterized in that, The unsprung parameter threshold range includes multiple vertical acceleration threshold ranges and multiple vertical velocity threshold ranges. The step of determining the unsprung roughness level based on the unsprung vertical acceleration, the unsprung vertical velocity, and the preset unsprung parameter threshold range specifically includes: The first unsprung roughness level is determined based on the unsprung vertical acceleration and the vertical acceleration threshold range; The second unsprung roughness level is determined based on the unsprung vertical velocity and the vertical velocity threshold range; The higher of the first and second unsprung roughness grades is determined as the unsprung roughness grade.

8. The method for controlling the semi-active suspension roof of a vehicle according to claim 1, characterized in that, The determination of the target damping force based on the ceiling control damping force, the ground control damping force, and the ceiling-ground distribution coefficient specifically includes: The control weights for the ceiling and the ground shed are determined based on the ceiling-ground shed allocation coefficients. The target damping force is obtained by weighted summation of the ceiling control damping force and the ground control damping force based on the ceiling control weight and the ground control weight.

9. A method for controlling the roof and canopy of a vehicle semi-active suspension according to claim 3 or 4, characterized in that, The method of controlling the vibration reduction of the current vehicle based on the target damping force specifically includes: Obtain the preset damping force MAP table; The target damper current is obtained by looking up the damper speed and the target damping force in the damping force MAP table. The target damper current is input into the damping control damper of the current vehicle, so that the damping control damper performs damping control on the current vehicle.

10. A semi-active suspension roof control system for vehicles, characterized in that, The method for implementing the semi-active suspension canopy control method for vehicles as described in any one of claims 1 to 9 includes: The ceiling and floor control damping force determination module is used to determine the ceiling control damping force based on the current vehicle's sprung vertical velocity, unsprung vertical velocity, and preset ceiling damping coefficient, and to determine the floor control damping force based on the sprung vertical velocity, unsprung vertical velocity, and preset floor damping coefficient. The road roughness determination module is used to determine the road roughness based on the current vehicle's body pitch rate, body roll rate, unsprung vertical acceleration, and unsprung vertical velocity. The top and bottom pad distribution coefficient determination module is used to determine the shock absorber operating mode based on the current vehicle driving mode, and to determine the top and bottom pad distribution coefficient based on the road roughness and the shock absorber operating mode. The vibration reduction control module is used to determine the target damping force based on the ceiling control damping force, the ground control damping force, and the ceiling-ground distribution coefficient, and then to perform vibration reduction control on the current vehicle based on the target damping force.

11. An electronic device, characterized in that, The electronic device includes a memory, a processor, a program stored in the memory and executable on the processor, and a data bus for enabling communication between the processor and the memory. When the program is executed by the processor, it implements the steps of the vehicle semi-active suspension roof control method as described in any one of claims 1 to 9.

12. A storage medium, said storage medium being a computer-readable storage medium for computer-readable storage, characterized in that, The storage medium stores one or more programs, which can be executed by one or more processors to implement the steps of the vehicle semi-active suspension roof control method as described in any one of claims 1 to 9.

13. A vehicle, characterized in that, The vehicle includes the semi-active suspension roof control system as described in claim 10 or the electronic equipment as described in claim 11.

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