Shock absorber control method and device based on single sensor

Abstract

The invention discloses a shock absorber control method and device based on a single sensor, and the method comprises the steps: detecting the vertical acceleration of a vehicle body at the mass center of a whole vehicle, and obtaining the vertical jerk and vertical speed of the vehicle body according to the vertical acceleration; obtaining a vehicle driving speed and a driving mode of vehicle driving, and obtaining an influence factor influencing the vertical speed amplitude according to the vehicle driving speed and the driving mode; according to fusion calculation of the vertical jerk, the influence factor and the vertical speed, whether the damping force needed by the shock absorber is the maximum damping force or the minimum damping force is determined; upper point speeds and lower point speeds of the four shock absorbers are obtained through calculation according to rigid body dynamics, and the speeds of the shock absorbers are obtained by calculating the difference between the upper point speeds and the lower point speeds; according to the shock absorber speed of each shock absorber and the damping force needed by the shock absorber, the control current needed by each shock absorber is obtained so as to control the semi-active shock absorber; only acceleration sensor signals at the mass center of the whole vehicle are used for controlling the semi-active suspension, the suspension control effect is guaranteed, meanwhile, the system installation and arrangement difficulty is lowered, and the system cost is reduced.

Description

Technical Field

[0001] The present invention relates to the technical field of vehicle control, and in particular to a shock absorber control method and device based on a single sensor. Background Art

[0002] As consumption upgrades, consumers have higher and higher requirements for vehicle performance. In this context, semi-active shock absorbers are becoming increasingly popular as equipment to improve comfort. For the control algorithm of semi-active shock absorbers, the industry usually uses sky hook or ground hook algorithms, which can effectively improve the comfort and handling of the entire vehicle.

[0003] Both the ceiling and floor algorithms need to know the motion status of the vehicle's sprung and unsprung parts at the same time. Usually, in order to obtain the motion information of the vehicle's sprung parts, three acceleration sensors or an IMU (inertial measurement unit) are generally used to monitor the acceleration of the vehicle body. In order to obtain the motion information under the sprung parts, four height sensors are generally used to measure the motion travel of the four suspensions respectively, and the motion under the sprung parts is calculated in combination with the motion information of the vehicle body.

[0004] The system needs to install seven sensors at the same time, including three acceleration sensors and four height sensors, which involves a series of issues such as sample installation, wiring harness layout, signal processing, etc., and the cost is relatively high. At the same time, the system needs to process the input of seven sensors at the same time, which involves a large amount of development work and complex software, which is not conducive to the promotion of the semi-active shock absorber system. Summary of the invention

[0005] The object of the present invention is to provide a shock absorber control method and device based on a single sensor to solve the problems raised in the above background technology.

[0006] To achieve the above object, the present invention provides the following technical solution: a shock absorber control method based on a single sensor, comprising:

[0007] The vertical acceleration of the vehicle body is detected at the center of mass of the vehicle, and the vertical jerk and vertical velocity of the vehicle body are obtained according to the vertical acceleration;

[0008] Acquire a vehicle speed and a driving mode of the vehicle, and acquire an influencing factor affecting a vertical velocity amplitude according to the vehicle speed and the driving mode;

[0009] According to the fusion calculation of vertical jerk, influencing factor and vertical velocity, determine whether the damping force required by the shock absorber is the maximum damping force or the minimum damping force;

[0010] The vehicle body speeds at the four shock absorbers are calculated based on rigid body dynamics;

[0011] According to the vehicle body speed at each shock absorber point and the required damping force of the shock absorber, the control current required for each shock absorber is obtained to control the semi-active shock absorber.

[0012] Furthermore, the vertical acceleration of the vehicle body is detected at the center of mass of the vehicle, and the vertical jerk and vertical velocity of the vehicle body are obtained according to the vertical acceleration, which also includes:

[0013] The vertical jerk of the vehicle body is obtained by differentiating the vertical acceleration of the vehicle body, and the vertical velocity of the vehicle body is obtained by integrating the vertical acceleration of the vehicle body.

[0014] Furthermore, the vertical acceleration signal of the vehicle body is filtered by a filter integrator and then integrated to obtain the vertical velocity of the vehicle body, wherein the filter integrator is:

[0015] In the formula, f stop is the cut-off frequency.

[0016] Furthermore, the vehicle speed and driving mode of the vehicle are obtained, and the influencing factors affecting the vertical velocity amplitude are obtained according to the vehicle speed and the driving mode, including:

[0017] According to the design parameters of the vehicle, the driving mode and the vehicle speed, f body , where f body is the body resonance cutoff frequency;

[0018] Let the impact factor be α 2 , α is 2πf body .

[0019] Furthermore, f is obtained according to the design parameters of the vehicle, the driving mode and the vehicle speed. body , also includes:

[0020] The system excitation is at f input <f body When the damping increases, the acceleration transmission amplitude of the vehicle body decreases, where f input is the input excitation frequency;

[0021] The system excitation is at f input >f body When , the acceleration transmission amplitude of the vehicle body increases with the increase of damping;

[0022] Based on the vehicle design parameters, the vehicle body resonance cutoff frequency f is obtained through testing. body .

[0023] Furthermore, when the vehicle driving mode is the sports mode, by reducing f body , improve the response speed of the whole vehicle;

[0024] When the vehicle driving mode is in comfort mode, by increasing f body , reducing the damping force output of the shock absorber.

[0025] Furthermore, according to the fusion calculation of the vertical jerk, the influencing factor and the vertical velocity, it is determined whether the damping force required by the shock absorber is the maximum damping force or the minimum damping force, and also includes the calculation formula of the damping force required by the shock absorber:

[0026]

[0027] Where C s is the damping force required by the shock absorber, C min is the minimum damping force, C max is the maximum damping force, is the vertical acceleration of the vehicle body, is the vertical velocity of the vehicle body, α 2 is the impact factor.

[0028] Furthermore, according to the fusion calculation of the vertical jerk, the influencing factor and the vertical velocity, it is determined whether the damping force required by the shock absorber is the maximum damping force or the minimum damping force, and it also includes:

[0029] Set the reference coefficient and linearize the required damping force of the shock absorber through the reference coefficient. The linearization formula is:

[0030]

[0031] Among them, k s is the reference coefficient, with a value range of 0 to 1. When it is 0, the system output is C min , when its value is 1, the system output is C max , when its value is between 0 and 1, the system outputs the corresponding damping force according to the linear interpolation method; c nom is the system basic damping force, c nom Associated with the vehicle's driving mode and the vehicle's driving speed.

[0032] Furthermore, when its value is between 0 and 1, the system outputs the corresponding damping force according to the linear interpolation method, including:

[0033] Set the high-speed threshold of the vehicle's driving speed. When the vehicle's driving speed is greater than the high-speed threshold, as the speed increases, k increases accordingly. s Take value to increase the damping force output of the shock absorber;

[0034] Set the low speed threshold of the vehicle speed. When the vehicle speed is lower than the low speed threshold, k is reduced accordingly as the speed decreases. s Take a value to reduce the damping force output of the shock absorber.

[0035] On the other hand, a single-sensor based shock absorber control device is provided, and a single-sensor based shock absorber control method described in any one of the above items is applied, comprising:

[0036] The first acquisition module is used to detect the vertical acceleration of the vehicle body at the center of mass of the vehicle, and acquire the vertical jerk and vertical velocity of the vehicle body according to the vertical acceleration;

[0037] A second acquisition module is used to acquire a vehicle speed and a driving mode of the vehicle, and acquire an influencing factor affecting the vertical velocity amplitude according to the vehicle speed and the driving mode;

[0038] The first calculation module is used to determine whether the damping force required by the shock absorber is the maximum damping force or the minimum damping force according to the fusion calculation of the vertical jerk, the influencing factor and the vertical velocity;

[0039] The second calculation module is used to calculate the vehicle body speeds of points on four shock absorbers respectively according to rigid body dynamics;

[0040] The control module is used to obtain the control current required by each shock absorber according to the vehicle body speed at a point on each shock absorber and the damping force required by the shock absorber, so as to control the semi-active shock absorber.

[0041] Compared with the prior art, the beneficial effects of the present invention are as follows: the present invention proposes a semi-active shock absorber control algorithm based on a single sensor, which can control the semi-active suspension using only the acceleration sensor signal on the spring, while ensuring the suspension control effect, reducing the difficulty of system installation and layout and reducing system costs. BRIEF DESCRIPTION OF THE DRAWINGS

[0042] Figure 1 This is a flow chart of a shock absorber control method based on a single sensor in an embodiment of the present invention;

[0043] Figure 2 A single-sensor based shock absorber control connection block diagram according to an embodiment of the present invention;

[0044] Figure 3 It is a schematic diagram of a 1 / 4 suspension model equipped with a semi-active suspension in an embodiment of the present invention;

[0045] Figure 4 A schematic diagram of the change of input excitation frequency and vehicle body acceleration transmission amplitude in an embodiment of the present invention;

[0046] In the figure: 10, first acquisition module; 20, second acquisition module; 30, first calculation module; 40, second calculation module; 50, control module. DETAILED DESCRIPTION

[0047] The following will be combined with the drawings in the embodiments of the present invention to clearly and completely describe the technical solutions in the embodiments of the present invention. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the present invention.

[0048] In the description of the present invention, unless otherwise specified, "plurality" means two or more than two; the orientations or positional relationships indicated by the terms "upper", "lower", "left", "right", "inner", "outer", "front end", "rear end", "head", "tail", etc. are based on the orientations or positional relationships shown in the drawings, and are only for the convenience of describing the present invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, be constructed and operate in a specific orientation, and therefore cannot be understood as limiting the present invention. In addition, the terms "first", "second", "third", etc. are only used for descriptive purposes and cannot be understood as indicating or implying relative importance.

[0049] In the description of the present invention, it should be noted that, unless otherwise clearly specified and limited, the terms "connected" and "connection" should be understood in a broad sense, for example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection or an indirect connection through an intermediate medium. For ordinary technicians in this field, the specific meanings of the above terms in the present invention can be understood according to specific circumstances.

[0050] Please refer to the attached drawings of the specification, the present invention provides a technical solution: Figure 1 As shown, a shock absorber control method based on a single sensor comprises the following steps:

[0051] S102, detecting the vertical acceleration of the vehicle body at the center of mass of the vehicle, and obtaining the vertical jerk and vertical velocity of the vehicle body according to the vertical acceleration;

[0052] Specifically, the vertical jerk of the vehicle body is obtained by differentiating the vertical acceleration of the vehicle body, and the vertical velocity of the vehicle body is obtained by integrating the vertical acceleration of the vehicle body.

[0053] Among them, the acceleration in the XYZ directions and the pitch, roll, and yaw angular acceleration of the vehicle are measured by the IMU (inertial measurement unit) installed at the center of mass of the vehicle.

[0054] Specifically, the vertical acceleration signal of the vehicle body is filtered by a filter integrator and then integrated to obtain the vertical velocity of the vehicle body, wherein the filter integrator is:

[0055] In the formula, f stopis the cut-off frequency.

[0056] In order to avoid the DC or trend term components in the signal from causing system saturation through integration, the acceleration signal needs to be passed through the filter integrator generated by formula 1 to obtain the acceleration value involved in the calculation, where the cutoff frequency f stop Generally, it is 0.1~0.2Hz. The smaller this value is, the smaller the system delay is, but the sensor accuracy, anti-interference and installation accuracy are required to be higher. On the contrary, a system with a larger cutoff frequency can achieve stronger robustness, but the corresponding delay is also larger. This value can be calibrated and adjusted according to the actual installation situation during the prototype trial production stage.

[0057] S104, obtaining a vehicle speed and a driving mode of the vehicle, and obtaining an influencing factor affecting a vertical velocity amplitude according to the vehicle speed and the driving mode;

[0058] Specifically, f is obtained according to the design parameters of the vehicle, the driving mode and the vehicle speed. body , where f body is the body resonance cutoff frequency;

[0059] Let the impact factor be α 2 , α is 2πf body .

[0060] Among them, the body resonance cutoff frequency f body Generally, it is 5 to 8 Hz; this value depends on the vehicle design, vehicle driving mode selection, and actual vehicle speed.

[0061] Specifically, f is obtained according to the design parameters of the vehicle, the driving mode and the vehicle speed. body , also includes:

[0062] The system excitation is at f input <f body When the damping increases, the acceleration transmission amplitude of the vehicle body decreases, where f input is the input excitation frequency;

[0063] The system excitation is at f input >f body When , the acceleration transmission amplitude of the vehicle body increases with the increase of damping;

[0064] Based on the vehicle design parameters, the vehicle body resonance cutoff frequency f is obtained through testing. body .

[0065] Among them, Figure 4 As shown, when the system excitation is at f input <f body As the damping increases, the amplitude of the body acceleration transmission decreases. When the system excitation is at finput >f body As the damping increases, the amplitude of the acceleration transmitted by the vehicle body increases. When the vehicle design is completed, the vehicle body resonance cutoff frequency can be obtained through testing.

[0066] Specifically, when the vehicle driving mode is the sports mode, by reducing f body , improve the response speed of the whole vehicle;

[0067] When the vehicle driving mode is in comfort mode, by increasing f body , reducing the damping force output of the shock absorber.

[0068] However, if the vehicle is in different posture modes, we usually want the vehicle to present different suspension characteristics. In this case, we can fine-tune f body To achieve different suspension performances: When the vehicle is in sports mode, the f body , improve the vehicle response speed, thereby improving the vehicle's handling; when the vehicle is in comfort mode, you can appropriately increase f body , reduce the output of the shock absorber damping force, thereby improving the comfort of the entire vehicle, Figure 4 Medium 1 f body , that is, the first-order resonance frequency of the vehicle body, f 2 and f 3 are the second and third order resonant frequencies respectively.

[0069] S106, determining whether the damping force required by the shock absorber is the maximum damping force or the minimum damping force according to the fusion calculation of the vertical jerk, the influencing factor and the vertical velocity;

[0070] Specifically, it also includes the calculation formula for the damping force required by the shock absorber:

[0071]

[0072] Where C s is the damping force required by the shock absorber, C min is the minimum damping force, C max is the maximum damping force, is the vertical acceleration of the vehicle body, is the vertical velocity of the vehicle body, α 2 is the impact factor.

[0073] in, is the vertical jerk of the vehicle body, which can be obtained by differentiating the vertical acceleration of the vehicle body; is the vertical velocity of the vehicle body, which can be obtained by integrating the vertical acceleration of the vehicle body.

[0074] Specifically, a reference coefficient is set, and the required damping force of the shock absorber is linearized by the reference coefficient, wherein the linearization formula is:

[0075]

[0076] Among them, k s is the reference coefficient, with a value range of 0 to 1. When it is 0, the system output is C min , when its value is 1, the system output is C max , when its value is between 0 and 1, the system outputs the corresponding damping force according to the linear interpolation method; c nom is the system basic damping force, c nom Associated with the vehicle's driving mode and the vehicle's driving speed.

[0077] Among them, k s is the vertical velocity z of the vehicle body body The relevant reference coefficient has a value range of 0 to 1. When the value is 0, the system output is C min , when its value is 1, the system output is C max , when its value is between 0 and 1, the system outputs the corresponding damping force according to the linear interpolation method, so that the linearization of the output damping force can be achieved; and k s With z body The specific correspondence depends on factors such as the current vehicle speed and vehicle driving mode; c nom It is the basic damping force of the system, that is, the minimum damping force output by the shock absorber. This setting can ensure that the system is always under control. Its value is related to factors such as the vehicle driving mode and speed.

[0078] Specifically, when its value is between 0 and 1, the system outputs the corresponding damping force according to the linear interpolation method, including:

[0079] Set the high-speed threshold of the vehicle's driving speed. When the vehicle's driving speed is greater than the high-speed threshold, as the speed increases, k increases accordingly. s Take value to increase the damping force output of the shock absorber;

[0080] Set the low speed threshold of the vehicle speed. When the vehicle speed is lower than the low speed threshold, k is reduced accordingly as the speed decreases. s Take a value to reduce the damping force output of the shock absorber.

[0081] Among them, when the vehicle speed is high, k can be appropriately increased. s value, increase the damping force output of the shock absorber, improve the vehicle's handling, and provide the driver with more driving confidence; when the vehicle speed is low, k can be appropriately reduced s value, reduce the damping force output of the shock absorber and improve the comfort of the whole vehicle.

[0082] S108, calculating the vehicle body speeds of points on four shock absorbers according to rigid body dynamics;

[0083] Among them, Figure 3 As shown, the core of the present invention is to calculate the damping force of the semi-active shock absorber by obtaining only the information on the sprung or unsprung. The present invention calculates the damping force through the information on the sprung. If the vehicle body acceleration sensor (or IMU) is not used, but the height sensor or the wheel acceleration sensor is used to obtain only the motion information under the sprung, the required damping force can also be calculated by a similar method. In the figure, z body is the vertical displacement of the vehicle body) and z wheel is the vertical displacement of the wheel.

[0084] S110. Obtain the control current required for each shock absorber according to the vehicle body speed at a point on each shock absorber and the damping force required by the shock absorber, so as to control the semi-active shock absorber.

[0085] Among them, according to the current vehicle body speed and required damping force of each corner shock absorber, the required current can be found through the shock absorber FV diagram, so as to realize the control of the semi-active shock absorber, wherein the shock absorber FV diagram is a curve diagram of the damping force changing with the shock absorber speed.

[0086] On the other hand, Figure 2 As shown, a single-sensor based shock absorber control device is provided, and a single-sensor based shock absorber control method described in any one of the above is applied, characterized in that it includes:

[0087] A first acquisition module 10 is used to detect the vertical acceleration of the vehicle body at the center of mass of the vehicle, and acquire the vertical jerk and vertical velocity of the vehicle body according to the vertical acceleration;

[0088] The vertical jerk of the vehicle body is obtained by differentiating the vertical acceleration of the vehicle body, and the vertical velocity of the vehicle body is obtained by integrating the vertical acceleration of the vehicle body; the vertical acceleration signal of the vehicle body is filtered through a filter integrator and then integrated to obtain the vertical velocity of the vehicle body.

[0089] A second acquisition module 20 is used to acquire a vehicle speed and a driving mode of the vehicle, and acquire an influencing factor affecting the vertical velocity amplitude according to the vehicle speed and the driving mode;

[0090] Among them, f is obtained according to the vehicle design parameters, driving mode and vehicle speed. body , where f body is the body resonance cutoff frequency, and the influence factor is α 2 , α The value is 2πf body ; The system excitation is at f input <fbody When the damping increases, the acceleration transmission amplitude of the vehicle body decreases, where f input is the input excitation frequency; the system excitation is at f input >f body When the damping increases, the acceleration transmission amplitude of the vehicle body increases; based on the vehicle design parameters, the vehicle body resonance cutoff frequency f is obtained through testing. body ; When the vehicle driving mode is sports mode, by reducing f body , improve the vehicle response speed; when the vehicle driving mode is comfort mode, by increasing f body , reducing the damping force output of the shock absorber.

[0091] A first calculation module 30 is used to determine whether the damping force required by the shock absorber is the maximum damping force or the minimum damping force according to the fusion calculation of the vertical jerk, the influencing factor and the vertical velocity;

[0092] It also includes the calculation formula for the damping force required by the shock absorber:

[0093]

[0094] Where C s is the damping force required by the shock absorber, C min is the minimum damping force, C max is the maximum damping force, is the vertical acceleration of the vehicle body, is the vertical velocity of the vehicle body, α 2 is the impact factor;

[0095] Set the reference coefficient and linearize the required damping force of the shock absorber through the reference coefficient. The linearization formula is:

[0096]

[0097] In the formula, k s is the reference coefficient, with a value range of 0 to 1. When it is 0, the system output is C min , when its value is 1, the system output is C max , when its value is between 0 and 1, the system outputs the corresponding damping force according to the linear interpolation method; c nom is the system basic damping force, c nom Associated with the vehicle's driving mode and the vehicle's driving speed.

[0098] The second calculation module 40 is used to calculate the vehicle body speeds of the points on the four shock absorbers according to rigid body dynamics;

[0099] Among them, the core of the present invention is to calculate the damping force of the semi-active shock absorber by obtaining only the information on the sprung or unsprung. The present invention calculates the damping force through the information on the sprung. If a body acceleration sensor (or IMU) is not used, but a height sensor or a wheel acceleration sensor is used to obtain only the motion information under the sprung, a similar method can also be used to calculate the required damping force.

[0100] The control module 50 is used to obtain the control current required by each shock absorber according to the vehicle body speed at a point on each shock absorber and the damping force required by the shock absorber, so as to control the semi-active shock absorber.

[0101] Among them, according to the current vehicle body speed and required damping force of each corner shock absorber, the required current can be found through the shock absorber FV diagram, so as to realize the control of the semi-active shock absorber, wherein the shock absorber FV diagram is a curve diagram of the damping force changing with the shock absorber speed.

[0102] Although embodiments of the present invention have been shown and described, it will be appreciated by those skilled in the art that various changes, modifications, substitutions and variations may be made to the embodiments without departing from the principles and spirit of the present invention, and that the scope of the present invention is defined by the appended claims and their equivalents.

Claims

1. A shock absorber control method based on a single sensor, characterized in that: include: The vertical acceleration of the vehicle body is detected at the center of mass of the vehicle, and the vertical jerk and vertical velocity of the vehicle body are obtained according to the vertical acceleration; Acquire a vehicle speed and a driving mode of the vehicle, and acquire an influencing factor affecting a vertical velocity amplitude according to the vehicle speed and the driving mode; According to the fusion calculation of vertical jerk, influencing factor and vertical velocity, determine whether the damping force required by the shock absorber is the maximum damping force or the minimum damping force; The vehicle body speeds at the four shock absorbers are calculated based on rigid body dynamics; According to the vehicle body speed at each shock absorber point and the required damping force of the shock absorber, the control current required for each shock absorber is obtained to control the semi-active shock absorber.

2. The single-sensor based shock absorber control method according to claim 1, characterized in that: The vertical acceleration of the vehicle body is detected at the center of mass of the vehicle, and the vertical jerk and vertical velocity of the vehicle body are obtained according to the vertical acceleration, and also includes: The vertical jerk of the vehicle body is obtained by differentiating the vertical acceleration of the vehicle body, and the vertical velocity of the vehicle body is obtained by integrating the vertical acceleration of the vehicle body.

3. The single-sensor based shock absorber control method according to claim 2, characterized in that: include: The vertical acceleration signal of the vehicle body is filtered by the filter integrator and then integrated to obtain the vertical velocity of the vehicle body, where the filter integrator is: ——Formula (1); In the formula, f stop is the cut-off frequency.

4. The single-sensor shock absorber control method according to claim 1, characterized in that: The vehicle speed and driving mode of the vehicle are obtained, and the influencing factors affecting the vertical velocity amplitude are obtained according to the vehicle speed and driving mode, including: According to the design parameters of the vehicle, the driving mode and the vehicle speed, f body , where f body is the body resonance cutoff frequency; Let the impact factor be α 2 , α is 2πf body .

5. The single-sensor based shock absorber control method according to claim 4, characterized in that: According to the design parameters of the vehicle, the driving mode and the vehicle speed, f body , also includes: The system excitation is at f input <f body When the damping increases, the acceleration transmission amplitude of the vehicle body decreases, where f input is the input excitation frequency; The system excitation is at f input >f body When , the acceleration transmission amplitude of the vehicle body increases with the increase of damping; Based on the vehicle design parameters, the vehicle body resonance cutoff frequency f is obtained through testing. body .

6. The single-sensor based shock absorber control method according to claim 5, characterized in that: include: When the vehicle is in sport mode, by reducing f body , improve the response speed of the whole vehicle; When the vehicle driving mode is in comfort mode, by increasing f body , reducing the damping force output of the shock absorber.

7. The single-sensor based shock absorber control method according to claim 1, characterized in that: According to the fusion calculation of vertical acceleration, influencing factor and vertical velocity, it is determined whether the damping force required by the shock absorber is the maximum damping force or the minimum damping force, and the calculation formula of the damping force required by the shock absorber is also included: Where C s is the damping force required by the shock absorber, C min is the minimum damping force, C max is the maximum damping force, is the vertical acceleration of the vehicle body, is the vertical velocity of the vehicle body, α 2 is the impact factor.

8. The single-sensor based shock absorber control method according to claim 7, characterized in that: According to the vertical jerk, influencing factor and vertical velocity fusion calculation, determine whether the damping force required by the shock absorber is the maximum damping force or the minimum damping force, and also include: Set the reference coefficient and linearize the required damping force of the shock absorber through the reference coefficient. The linearization formula is: Among them, k s is the reference coefficient, with a value range of 0 to 1. When it is 0, the system output is C min , when its value is 1, the system output is C max , when its value is between 0 and 1, the system outputs the corresponding damping force according to the linear interpolation method; c nom is the system basic damping force, c nom Associated with the vehicle's driving mode and the vehicle's driving speed.

9. The single-sensor based shock absorber control method according to claim 8, characterized in that: When its value is between 0 and 1, the system outputs the corresponding damping force according to the linear interpolation method, including: Set the high-speed threshold of the vehicle's driving speed. When the vehicle's driving speed is greater than the high-speed threshold, as the speed increases, k increases accordingly. s Take value to increase the damping force output of the shock absorber; Set the low speed threshold of the vehicle speed. When the vehicle speed is lower than the low speed threshold, k is reduced accordingly as the speed decreases. s Take a value to reduce the damping force output of the shock absorber.

10. A single-sensor based shock absorber control device, using a single-sensor based shock absorber control method according to any one of claims 1 to 9, characterized in that: include: The first acquisition module is used to detect the vertical acceleration of the vehicle body at the center of mass of the vehicle, and acquire the vertical jerk and vertical velocity of the vehicle body according to the vertical acceleration; A second acquisition module is used to acquire a vehicle speed and a driving mode of the vehicle, and acquire an influencing factor affecting the vertical velocity amplitude according to the vehicle speed and the driving mode; The first calculation module is used to determine whether the damping force required by the shock absorber is the maximum damping force or the minimum damping force according to the fusion calculation of the vertical jerk, the influencing factor and the vertical velocity; The second calculation module is used to calculate the vehicle body speed at the four shock absorber upper points according to rigid body dynamics; The control module is used to obtain the control current required by each shock absorber according to the vehicle body speed at a point on each shock absorber and the damping force required by the shock absorber, so as to control the semi-active shock absorber.

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