Shock absorber control method, controller, device and system, automobile and storage medium

Abstract

The invention discloses a shock absorber control method, a controller, a device, a system, an automobile and a storage medium. The method comprises the following steps: determining basic control current according to wheel acceleration and vehicle speed; determining a vehicle body control current according to the vehicle body pitch angle speed and the vehicle body roll angle speed; linear ceiling damping calculation is carried out on the vehicle body vertical acceleration, the vehicle body pitch angle speed, the vehicle body roll angle speed and the wheel acceleration, and linear ceiling control current is determined; performing modal ceiling damping calculation on the vehicle body vertical acceleration, the vehicle body pitch angle speed, the vehicle body roll angle speed and the wheel acceleration, and determining a modal ceiling control current; according to the basic control current, the vehicle body control current, the linear ceiling control current and the modal ceiling control current corresponding to each shock absorber, target control current is determined; and based on the target control current corresponding to each shock absorber, controlling the shock absorber to work. According to the damper control method, the real vehicle control effect can be guaranteed, and the real vehicle control accuracy is improved.

Description

Technical Field

[0001] The present invention relates to the technical field of automobile suspension control, and in particular to a shock absorber control method, controller, device, system, automobile and storage medium. Background Art

[0002] Semi-active suspension refers to a controllable suspension system that uses sensors to sense road conditions and vehicle body posture, and adjusts damping parameters to improve the ride smoothness and stability of the vehicle. At present, the research on control methods of semi-active suspension mainly focuses on various control methods based on linear models, without considering or considering nonlinear characteristics in small amounts, such as neural networks, LOR and robust control. These control methods require the construction of a mathematical model of the entire vehicle. Although the theoretical control effect is good, it is often difficult to engineer, resulting in average control effect on actual vehicles.

[0003] The existing semi-active suspension generally includes an on-board controller, a wheel acceleration sensor and a body acceleration sensor connected to the on-board controller. The on-board controller performs model calculation based on the wheel acceleration collected by the wheel acceleration sensor and the body acceleration collected by the body acceleration sensor to determine the damping force required for the shock absorbers at different positions, and determines the control current required for the shock absorbers at different positions based on the damping force, so as to control the operation of the shock absorbers based on the control current to achieve the effect of adjusting the damping force. Damping here refers to the physical phenomenon that the shaking system or the vibration system is blocked and the energy dissipates over time, that is, when working in a dynamic environment, the vibration amplitude gradually decreases due to external effects and / or inherent reasons of the system itself, and the quantitative characterization of this characteristic. The existing shock absorber control process needs to calculate and determine the control current corresponding to different shock absorbers based on the whole vehicle mathematical model constructed based on linear characteristics, but the actual vehicle system will contain a large number of nonlinear characteristics, which will result in the low accuracy of the calculated control current, making the actual vehicle control effect general. Summary of the invention

[0004] The embodiments of the present invention provide a shock absorber control method, a controller, a device, a system, a vehicle and a storage medium to solve the problem that the existing shock absorber control process has low accuracy.

[0005] A shock absorber control method, comprising:

[0006] Determine the basic control current corresponding to each shock absorber according to the wheel acceleration and vehicle speed;

[0007] Determining a vehicle body control current corresponding to each shock absorber according to the vehicle body pitch angular velocity and the vehicle body roll angular velocity;

[0008] Perform linear ceiling damping calculation on the vehicle body vertical acceleration, vehicle body pitch angular velocity, vehicle body roll angular velocity and wheel acceleration, and determine the linear ceiling control current corresponding to each shock absorber;

[0009] Perform modal skyhook damping calculation on the vehicle body vertical acceleration, vehicle body pitch angular velocity, vehicle body roll angular velocity and wheel acceleration, and determine the modal skyhook control current corresponding to each shock absorber;

[0010] Determining a target control current corresponding to each shock absorber according to a basic control current, a vehicle body control current, a linear skyhook control current and a modal skyhook control current corresponding to each shock absorber;

[0011] Based on the target control current corresponding to each of the shock absorbers, the operation of the shock absorbers is controlled.

[0012] Preferably, determining the basic control current corresponding to each shock absorber according to the wheel acceleration and the vehicle speed includes:

[0013] Performing statistical analysis on the wheel acceleration within a preset time period to determine a target acceleration analysis value;

[0014] Determining a target road surface grade according to the target acceleration analysis value and the vehicle speed;

[0015] According to the target road surface grade, a basic control current corresponding to each shock absorber is determined.

[0016] Preferably, performing statistical analysis on the wheel acceleration within a preset time period to determine a target acceleration analysis value includes:

[0017] Performing statistical analysis on the left wheel acceleration and the right wheel acceleration respectively to determine a first acceleration analysis value corresponding to the left wheel acceleration and a second acceleration analysis value corresponding to the right wheel acceleration;

[0018] A target acceleration analysis value is determined according to a first acceleration analysis value corresponding to the left wheel acceleration and a second acceleration analysis value corresponding to the right wheel acceleration.

[0019] Preferably, performing statistical analysis on the left wheel acceleration and the right wheel acceleration respectively to determine a first acceleration analysis value corresponding to the left wheel acceleration and a second acceleration analysis value corresponding to the right wheel acceleration comprises:

[0020] When the vehicle is traveling in a forward direction, statistically analyzing the left front wheel acceleration and the right front wheel acceleration respectively to determine a first acceleration analysis value corresponding to the left front wheel acceleration and a second acceleration analysis value corresponding to the right front wheel acceleration;

[0021] When the vehicle is traveling in the backward direction, statistical analysis is performed on the left rear wheel acceleration and the right rear wheel acceleration respectively to determine a first acceleration analysis value corresponding to the left rear wheel acceleration and a second acceleration analysis value corresponding to the right rear wheel acceleration.

[0022] Preferably, determining the vehicle body control current corresponding to each shock absorber according to the vehicle body pitch angular velocity and the vehicle body roll angular velocity includes:

[0023] Performing absolute value processing on the vehicle body pitch angular velocity and the vehicle body roll angular velocity to obtain an absolute value of a pitch angular velocity corresponding to the vehicle body pitch angular velocity and an absolute value of a roll angular velocity corresponding to the vehicle body roll angular velocity;

[0024] A vehicle body control current corresponding to each shock absorber is determined according to the pitch angular velocity absolute value and the roll angular velocity absolute value.

[0025] Preferably, the performing of linear skyhook damping calculation on the vehicle body vertical acceleration, the vehicle body pitch angular velocity, the vehicle body roll angular velocity and the wheel acceleration to determine the linear skyhook control current corresponding to each shock absorber comprises:

[0026] Performing a vehicle body motion analysis on the vehicle body vertical acceleration, the vehicle body pitch angular velocity and the vehicle body roll angular velocity to determine a vehicle body velocity corresponding to each suspension;

[0027] Processing the wheel acceleration to determine the wheel speed corresponding to each of the suspensions;

[0028] Performing linear ceiling damping calculation on the wheel speed and vehicle body speed corresponding to the same suspension to determine the linear damping coefficient corresponding to each suspension;

[0029] According to the linear damping coefficient corresponding to each of the suspensions, a linear ceiling control current corresponding to the shock absorber on each of the suspensions is determined.

[0030] Preferably, the modal skyhook damping calculation is performed on the vehicle body vertical acceleration, the vehicle body pitch angular velocity, the vehicle body roll angular velocity and the wheel acceleration to determine the modal skyhook control current corresponding to each shock absorber, including:

[0031] Performing a vehicle body motion analysis on the vehicle body vertical acceleration, the vehicle body pitch angular velocity and the vehicle body roll angular velocity to determine a vehicle body velocity corresponding to each suspension;

[0032] Processing the wheel acceleration to determine the wheel speed corresponding to each of the suspensions;

[0033] Performing modal ceiling damping calculation on the wheel speed and vehicle body speed corresponding to the same suspension to determine the modal damping coefficient corresponding to each of the suspensions;

[0034] According to the modal damping coefficient corresponding to each of the suspensions and the minimum damping coefficient threshold, the modal skyhook control current corresponding to the shock absorber on each of the suspensions is determined.

[0035] Preferably, determining the modal skyhook control current corresponding to each of the suspensions according to the modal damping coefficient corresponding to each of the suspensions and the minimum damping coefficient threshold comprises:

[0036] If the modal damping coefficient corresponding to the suspension is a positive number, then determining the modal ceiling control current corresponding to the shock absorber on the suspension according to the modal damping coefficient;

[0037] If the modal damping coefficient corresponding to the suspension is a negative number, the modal skyhook control current corresponding to the shock absorber on the suspension is determined according to the minimum damping coefficient threshold.

[0038] Preferably, determining the target control current corresponding to each shock absorber according to the basic control current, the vehicle body control current, the linear skyhook control current and the modal skyhook control current corresponding to each shock absorber comprises:

[0039] Obtaining a target weight combination corresponding to each shock absorber;

[0040] Based on the target weight combination corresponding to each shock absorber, the basic control current, the body control current, the linear skyhook control current and the modal skyhook control current corresponding to the shock absorber are weighted to determine the target control current corresponding to each shock absorber.

[0041] Preferably, obtaining the target weight combination corresponding to each shock absorber includes:

[0042] Get the current driving mode;

[0043] If the current driving mode is a comfort mode, determining the comfort weight combination corresponding to the comfort mode as the target weight combination corresponding to each shock absorber;

[0044] If the current driving mode is the sport mode, the sport weight combination corresponding to the sport mode is determined as the target weight combination corresponding to each shock absorber.

[0045] Preferably, the target weight combination includes a basic current weight, a body current weight, a linear current weight, a modal current weight and a fusion current weight;

[0046] The step of performing weighted processing on the basic control current, the body control current, the linear skyhook control current and the modal skyhook control current based on the target weight combination to determine the target control current corresponding to each shock absorber includes:

[0047] Performing weighted processing on the linear ceiling control current, the linear current weight, the modal ceiling control current and the modal current weight to obtain a fusion control current;

[0048] The basic control current, the basic current weight, the vehicle body control current, the linear current weight, the fusion control current and the fusion current weight are weighted to determine a target control current corresponding to each shock absorber.

[0049] A shock absorber control device, comprising:

[0050] A basic current determination module, used to determine a basic control current corresponding to each shock absorber according to wheel acceleration and vehicle speed;

[0051] A vehicle body current determination module, used for determining a vehicle body control current corresponding to each shock absorber according to a vehicle body pitch angular velocity and a vehicle body roll angular velocity;

[0052] A linear current determination module is used to perform linear ceiling damping calculation on the vehicle body vertical acceleration, the vehicle body pitch angular velocity, the vehicle body roll angular velocity and the wheel acceleration, and determine the linear ceiling control current corresponding to each shock absorber;

[0053] A modal current determination module is used to perform modal ceiling damping calculation on the vehicle body vertical acceleration, vehicle body pitch angular velocity, vehicle body roll angular velocity and wheel acceleration, and determine the modal ceiling control current corresponding to each shock absorber;

[0054] a target current determination module, configured to determine a target control current corresponding to each shock absorber according to a basic control current, a vehicle body control current, a linear skyhook control current and a modal skyhook control current corresponding to each shock absorber;

[0055] The shock absorber control module is used to control the operation of the shock absorber based on the target control current corresponding to each of the shock absorbers.

[0056] A vehicle-mounted controller comprises a memory, a processor and a computer program stored in the memory and executable on the processor, wherein the processor implements the above-mentioned shock absorber control method when executing the computer program.

[0057] A shock absorber control system includes the above-mentioned vehicle-mounted controller, and also includes a wheel acceleration sensor connected to the vehicle-mounted controller for collecting wheel acceleration, a vehicle speed sensor for collecting vehicle speed, a vertical acceleration sensor for collecting vehicle body vertical acceleration, a pitch angle measuring instrument for collecting vehicle body pitch angular velocity, and a roll angle measuring instrument for collecting vehicle body roll angular velocity.

[0058] A car comprises the above-mentioned shock absorber control system.

[0059] A computer-readable storage medium stores a computer program, and when the computer program is executed by a processor, the shock absorber control method is implemented.

[0060] The above-mentioned shock absorber control method, controller, device, system, automobile and storage medium calculate and determine the basic control current, body control current, linear ceiling control current and modal ceiling control current corresponding to each shock absorber according to linear characteristics such as wheel acceleration, vehicle speed and body vertical acceleration, and nonlinear characteristics such as body pitch angular velocity and body roll angular velocity. The process does not require the construction of a mathematical model of the whole vehicle, and the calculation process is simple and fast. The determined basic control current can ensure the minimum dynamic safety margin of the vehicle. The body control current can optimize the body pitch angle and body roll angle without basically affecting the vertical movement of the body. The linear ceiling control current can optimize the medium and high frequency linear movement of the body, and the modal ceiling control current can optimize the low frequency modal movement of the body. Then, based on the basic control current, the body control current, the linear ceiling control current and the modal ceiling control current, the target control current corresponding to each shock absorber is determined, and the shock absorber is controlled based on the target control current, which helps to ensure the actual vehicle control effect and improve the actual vehicle control accuracy. BRIEF DESCRIPTION OF THE DRAWINGS

[0061] In order to more clearly illustrate the technical solutions of the embodiments of the present invention, the accompanying drawings required for use in the description of the embodiments of the present invention will be briefly introduced below. Obviously, the accompanying drawings in the following description are only some embodiments of the present invention. For ordinary technicians in this field, other accompanying drawings can be obtained based on these accompanying drawings without paying creative labor.

[0062] Figure 1 is a schematic diagram of an application environment of a shock absorber control method according to an embodiment of the present invention;

[0063] Figure 2 is a flow chart of a shock absorber control method in one embodiment of the present invention;

[0064] Figure 3 is another flow chart of a shock absorber control method according to an embodiment of the present invention;

[0065] Figure 4 is another flow chart of a shock absorber control method according to an embodiment of the present invention;

[0066] Figure 5 is another flow chart of a shock absorber control method according to an embodiment of the present invention;

[0067] Figure 6 is another flow chart of a shock absorber control method according to an embodiment of the present invention;

[0068] Figure 7 is another flow chart of a shock absorber control method according to an embodiment of the present invention;

[0069] Figure 8 is another flow chart of a shock absorber control method according to an embodiment of the present invention;

[0070] Fig. 9 is another flow chart of a shock absorber control method according to an embodiment of the present invention;

[0071] Fig.10 is another flow chart of a shock absorber control method according to an embodiment of the present invention;

[0072] Fig.11 is another flow chart of a shock absorber control method according to an embodiment of the present invention;

[0073] Fig.12 Schematic diagram of a shock absorber control device according to an embodiment of the present invention. DETAILED DESCRIPTION

[0074] 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 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.

[0075] The shock absorber control method provided by the embodiment of the present invention can be applied to a vehicle-mounted controller, and can calculate and distribute the damping force of shock absorbers at different positions based on sensor data collected by sensors connected to the vehicle-mounted controller, thereby determining the control current corresponding to the damping force, and controlling the operation of the shock absorbers at the corresponding positions based on the control current. The vehicle-mounted controller here refers to a controller set on the car, which can be a controller dedicated to controlling the operation of the shock absorber, or a controller integrating other functions.

[0076] In one embodiment, if Figure 1 As shown, a shock absorber control method is provided, which is described by taking the application of the method in a vehicle-mounted controller as an example, and includes the following steps:

[0077] S101: determining a basic control current corresponding to each shock absorber according to wheel acceleration and vehicle speed;

[0078] S102: determining a vehicle body control current corresponding to each shock absorber according to the vehicle body pitch angular velocity and the vehicle body roll angular velocity;

[0079] S103: performing linear ceiling damping calculation on the vehicle body vertical acceleration, the vehicle body pitch angular velocity, the vehicle body roll angular velocity and the wheel acceleration to determine the linear ceiling control current corresponding to each shock absorber;

[0080] S104: performing modal skylight damping calculation on the vehicle body vertical acceleration, the vehicle body pitch angular velocity, the vehicle body roll angular velocity and the wheel acceleration to determine the modal skylight control current corresponding to each shock absorber;

[0081] S105: determining a target control current corresponding to each shock absorber according to a basic control current, a vehicle body control current, a linear skyhook control current, and a modal skyhook control current corresponding to each shock absorber;

[0082] S106: Based on the target control current corresponding to each shock absorber, control the shock absorber to operate.

[0083] Among them, wheel acceleration refers to the acceleration collected in real time by the wheel acceleration sensor installed on the wheel of the car. Since the change of wheel acceleration is related to the road surface on which the vehicle is located, the road surface condition can be analyzed through the wheel acceleration collected by the wheel acceleration sensor to determine the basic control current for controlling the operation of the shock absorber. Vehicle speed refers to the vehicle speed collected in real time, specifically the vehicle body speed collected in real time by the vehicle speed sensor installed on the vehicle body. Basic control current refers to the current required to meet safety requirements. This basic control current is based on the principle of safety first. Regardless of how the road surface condition and vehicle speed change, the vehicle maintains a certain safety margin. The current flowing through the solenoid valve inside the shock absorber cannot be lower than a certain safety threshold current.

[0084] As an example, in step S101, the on-board controller can obtain the wheel acceleration collected by the wheel acceleration sensor and the vehicle speed collected by the vehicle body acceleration sensor, first analyze the road surface state that the wheel passes through according to the wheel acceleration; then determine the corresponding basic control current according to the analyzed road surface state and the vehicle speed collected in real time. In this example, the corresponding basic control current can be determined by looking up the table according to the road surface state and the vehicle speed, so that the determined basic control current matches its road surface state and the vehicle speed, so that the vehicle guarantees the minimum safety margin. It can be understood that the wheel acceleration here can be the left wheel acceleration, which is used to reflect the speed change of the left wheel passing through the road surface, or it can be the right wheel acceleration, which is used to reflect the speed change of the right wheel passing through the road surface, and it can also be the left wheel acceleration and the right wheel acceleration, which are used to reflect the speed change of the right wheel and the speed change of the right wheel when the vehicle passes through the road surface.

[0085] In this example, the vehicle controller determines the basic control current including the left front shock absorber basic current, the right front shock absorber basic current, the left rear shock absorber basic current and the right rear shock absorber basic current according to the wheel acceleration and the vehicle speed. The four shock absorber basic currents are the same and can be determined based on the same method to ensure their processing efficiency.

[0086] The vehicle body pitch angular velocity refers to the pitch angular velocity of the vehicle body measured in real time, specifically the pitch angular velocity measured in real time by a pitch angle measuring instrument installed on the vehicle body, especially the pitch angular velocity measured in real time by a pitch angle measuring instrument installed at the center of mass of the vehicle body. The pitch angle measuring instrument here may be, but is not limited to, a gyroscope. The vehicle body roll angular velocity refers to the roll angular velocity of the vehicle body measured in real time, specifically the roll angular velocity measured in real time by a roll angle measuring instrument installed on the vehicle body, especially the roll angular velocity measured in real time by a roll angle measuring instrument installed at the center of mass of the vehicle body. The roll angle measuring instrument here may be, but is not limited to, a gyroscope.

[0087] As an example, in step S102, the vehicle controller may obtain the vehicle body pitch angular velocity measured in real time by the pitch angle measuring instrument and the vehicle body roll angular velocity measured in real time by the roll angle measuring instrument, and then, based on the vehicle body pitch angular velocity and the vehicle body roll angular velocity, analyze and determine whether the collected vehicle body pitch angular velocity and the vehicle body roll angular velocity exceed the allowed dynamic threshold without affecting the vertical movement of the vehicle body. If exceeded, the vehicle body control current at the current moment needs to be adjusted to reduce the vehicle body pitch angle and / or the vehicle body roll angle; if not exceeded, the vehicle body control current at the current moment does not need to be adjusted. In this example, the vehicle body control current is determined based on the collected vehicle body pitch angular velocity and vehicle body roll angular velocity, so that the vehicle body pitch and the vehicle body roll angle can be optimized without substantially affecting the vertical movement of the vehicle body.

[0088] In this example, the body control current determined by the on-board controller according to the body pitch angular velocity and the body roll angular velocity includes the left front shock absorber body current, the right front shock absorber body current, the left rear shock absorber body current and the right rear shock absorber body current. The four shock absorber body currents are the same and can be determined based on the same method to ensure their processing efficiency.

[0089] The vehicle body vertical acceleration refers to the vertical acceleration of the vehicle body measured in real time, specifically the vertical acceleration measured in real time by a vertical acceleration sensor arranged on the vehicle body.

[0090] As an example, in step S103, after obtaining the vehicle body vertical acceleration, the vehicle body pitch angular velocity, the vehicle body roll angular velocity and the wheel acceleration, the vehicle body vertical acceleration, the vehicle body pitch angular velocity and the vehicle body roll angular velocity may be analyzed according to the rigid body motion theory to determine the vehicle body speed corresponding to each suspension, for example, the left front vehicle body speed corresponding to the left front suspension, the right front vehicle body speed corresponding to the right front suspension, the left rear vehicle body speed corresponding to the left rear suspension and the right rear vehicle body speed corresponding to the right rear suspension. Then, according to the wheel acceleration corresponding to each wheel, the wheel speed corresponding to each suspension is determined, for example, the left front wheel speed corresponding to the left front wheel on the left front suspension, the right front wheel speed corresponding to the right front wheel on the right front suspension, the left rear wheel speed corresponding to the left rear wheel on the left rear suspension and the right rear wheel speed corresponding to the right rear wheel on the right rear suspension. Then, the wheel speed and vehicle body speed corresponding to each suspension are analyzed using the pre-set linear ceiling current calculation logic to determine the corresponding linear ceiling control current, so as to optimize the medium and high frequency linear motion of the vehicle body based on the linear ceiling control current. The linear ceiling current calculation logic herein is a pre-set calculation logic for analyzing and determining the control current when the vehicle body performs linear motion (including but not limited to medium and high frequency linear motion) according to the wheel speed and the vehicle body speed.

[0091] As an example, in step S104, after obtaining the vehicle body vertical acceleration, the vehicle body pitch angular velocity, the vehicle body roll angular velocity and the wheel acceleration, the onboard controller may analyze the vehicle body vertical acceleration, the vehicle body pitch angular velocity and the vehicle body roll angular velocity according to the rigid body motion theory to determine the vehicle body speed corresponding to each suspension, for example, determine the left front vehicle body speed corresponding to the left front suspension, the right front vehicle body speed corresponding to the right front suspension, the left rear vehicle body speed corresponding to the left rear suspension and the right rear vehicle body speed corresponding to the right rear suspension. Then, according to the wheel acceleration corresponding to each wheel, determine the wheel speed corresponding to each suspension, for example, determine the left front wheel speed corresponding to the left front wheel on the left front suspension, the right front wheel speed corresponding to the right front wheel on the right front suspension, the left rear wheel speed corresponding to the left rear wheel on the left rear suspension and the right rear wheel speed corresponding to the right rear wheel on the right rear suspension. Then, the pre-set modal ceiling current calculation logic is used to analyze the wheel speed and vehicle body speed corresponding to each suspension to determine the corresponding modal ceiling control current, so as to optimize the low-frequency modal motion of the vehicle body based on the modal ceiling control current, including but not limited to vertical motion, roll motion and pitch motion. The modal ceiling current calculation logic here is a pre-set calculation logic for analyzing and determining the control current when the vehicle body performs modal motion (including but not limited to vertical motion, roll motion and pitch motion) according to the wheel speed and vehicle body speed.

[0092] As an example, in step S105, the vehicle-mounted controller obtains the basic control current, body control current, linear skylight control current and modal skylight control current corresponding to each shock absorber, and can fuse the basic control current, body control current, linear skylight control current and modal skylight control current corresponding to each shock absorber based on a preset control current fusion logic to determine the target control current corresponding to the shock absorber, so that the target control current can achieve the requirements of taking into account the minimum safety margin, optimizing the pitch angle and roll angle of the body, optimizing the medium and high frequency linear motion of the body and optimizing the low frequency modal motion of the body.

[0093] As an example, in step S106, after determining the target control current corresponding to each shock absorber, the on-board controller can control the shock absorber to operate based on its corresponding target control current to meet the requirements of taking into account the minimum safety margin, optimizing the vehicle body pitch angle and body roll angle, optimizing the vehicle body medium and high frequency linear motion and optimizing the vehicle body low frequency modal motion.

[0094] In this embodiment, according to the linear characteristics such as wheel acceleration, vehicle speed and body vertical acceleration, and the nonlinear characteristics such as body pitch angular velocity and body roll angular velocity, the basic control current, body control current, linear ceiling control current and modal ceiling control current corresponding to each shock absorber are calculated and determined separately. The process does not need to build a mathematical model of the whole vehicle, and the calculation process is simple and fast. The determined basic control current can ensure the minimum dynamic safety margin of the vehicle. The body control current can optimize the body pitch angle and body roll angle without basically affecting the vertical movement of the body. The linear ceiling control current can optimize the medium and high frequency linear movement of the body, and the modal ceiling control current can optimize the low frequency modal movement of the body. Then, based on the basic control current, body control current, linear ceiling control current and modal ceiling control current, the target control current corresponding to each shock absorber is determined, and the shock absorber is controlled based on the target control current, which helps to ensure the actual vehicle control effect and improve the actual vehicle control accuracy.

[0095] In one embodiment, if Figure 2 As shown, step S101, i.e. determining the basic control current corresponding to each shock absorber according to the wheel acceleration and the vehicle speed, includes:

[0096] S201: performing statistical analysis on the wheel acceleration within a preset time period to determine a target acceleration analysis value;

[0097] S202: Determine a target road surface grade according to the target acceleration analysis value and the vehicle speed;

[0098] S203: Determine a basic control current corresponding to each shock absorber according to the target road surface grade.

[0099] The statistical analysis refers to the process of statistically analyzing the data in a preset time period before the current moment, and the statistical analysis here includes but is not limited to mean value processing or mean square value processing. The target acceleration analysis value refers to the value determined after statistical analysis of the wheel acceleration.

[0100] As an example, in step S201, the vehicle controller may obtain all wheel accelerations within a preset time period before the current moment, perform statistical analysis on all wheel accelerations obtained during this period, perform statistical analysis on the absolute values ​​of all wheel accelerations, including but not limited to mean value processing or mean square value processing, determine the target acceleration analysis value, so that the calculated target acceleration analysis value matches the road surface state. In this example, statistical analysis of all wheel accelerations collected within a preset time period before the current moment can avoid the situation where the amount of data collected at the two moments before and after is small, resulting in a relatively discrete result, and the statistical analysis results of all wheel accelerations within the preset time period can better reflect the road surface state and ensure the accuracy of the road surface state analysis. It can be understood that the wheel acceleration here can be the left wheel acceleration, which is used to reflect the speed change of the left wheel passing through the road surface, or the right wheel acceleration, which is used to reflect the speed change of the right wheel passing through the road surface, or the left wheel acceleration and the right wheel acceleration, which are used to reflect the speed change of the right wheel and the speed change of the right wheel when the vehicle passes through the road surface.

[0101] Furthermore, after obtaining all wheel accelerations within a preset time period before the current moment, the on-board controller may first perform absolute value processing on the wheel accelerations; then perform statistical analysis on the absolute values ​​of all wheel accelerations within a preset time period before the current moment, including but not limited to mean value processing or mean square value processing, to determine the target acceleration analysis value, so that the calculated target acceleration analysis value matches the road surface condition. Since the basic control current is related to the road surface condition that the wheel passes through, the measured wheel acceleration is related to the vertical vibration intensity of the wheel, and the measured wheel acceleration is positive or negative, in order to avoid using moving average or other statistical analysis methods, the target acceleration analysis value after statistical analysis is 0, which cannot reflect the difference in the road surface. Therefore, it is necessary to perform absolute value calculation before statistical analysis.

[0102] As an example, in step S202, after determining the target acceleration analysis value, the onboard controller can query the pre-set road surface grade mapping table based on the target acceleration analysis value and the vehicle speed collected in real time to determine the corresponding target road surface grade. The road surface grade mapping table here is a pre-set three-dimensional data table used to reflect the mapping relationship between different acceleration analysis values-vehicle speeds-road surface grades. In this example, based on the target acceleration analysis value and the vehicle speed, the corresponding target road surface grade is quickly determined, so that the target road surface grade is related to the target acceleration analysis value and the vehicle speed, and the road surface state is more accurately reflected.

[0103] As an example, in step S203, after determining the target road surface grade, the on-board controller can query the pre-set road surface grade-basic current mapping table based on the target road surface grade, and can quickly determine the basic control current corresponding to the target road surface grade. In this example, the target road surface grade queries the road surface grade-basic current mapping table, and the basic control current determined by the query can be determined as the basic control current of the four shock absorbers, namely the left front shock absorber basic current, the right front shock absorber basic current, the left rear shock absorber basic current and the right rear shock absorber basic current. The road surface grade-basic current mapping table here is a pre-set mapping table for reflecting different road surface grades and basic control currents. In this example, based on the target road surface grade query table, the corresponding basic control current can be quickly determined, so that the determined basic control current matches its road surface state and vehicle speed, so that the vehicle guarantees the minimum safety margin.

[0104] In this embodiment, statistical analysis is performed on all wheel accelerations within a preset time period to ensure that the determined target acceleration analysis value can effectively reflect the vertical vibration intensity of the wheel, thereby ensuring the accuracy of its road surface condition analysis; based on the target acceleration analysis value and the vehicle speed, the target road surface grade is correlated with the target acceleration analysis value and the vehicle speed to more accurately reflect the road surface condition; and based on the target road surface grade, the corresponding basic control current is determined so that the basic control current is correlated with the target road surface grade, that is, the target acceleration analysis value and the vehicle speed. The operation of the shock absorber is controlled based on the basic control current, so that the vehicle can maintain a certain safety margin.

[0105] In one embodiment, if Figure 3 As shown, S201, that is, performing statistical analysis on the wheel acceleration within a preset time period to determine a target acceleration analysis value, includes:

[0106] S301: performing statistical analysis on the left wheel acceleration and the right wheel acceleration respectively to determine a first acceleration analysis value corresponding to the left wheel acceleration and a second acceleration analysis value corresponding to the right wheel acceleration;

[0107] S302: Determine a target acceleration analysis value according to a first acceleration analysis value corresponding to the left wheel acceleration and a second acceleration analysis value corresponding to the right wheel acceleration.

[0108] As an example, in step S301, after obtaining all left wheel accelerations and all right wheel accelerations within a preset time period before the current moment, the onboard controller may perform statistical analysis on all left wheel accelerations, including but not limited to mean value processing or mean square value processing, to determine a first acceleration analysis value corresponding to the left wheel acceleration; and perform statistical analysis on all right wheel accelerations, including but not limited to mean value processing or mean square value processing, to determine a second acceleration analysis value corresponding to the right wheel acceleration. In this example, before performing statistical analysis on all left wheel accelerations and all right wheel accelerations respectively, the left wheel accelerations and the right wheel accelerations may also be processed by taking absolute values, and then the absolute values ​​of the left wheel accelerations and the absolute values ​​of the right wheel accelerations may be statistically analyzed to obtain the first acceleration analysis value and the second acceleration analysis value. The first acceleration analysis value here refers to the value determined after performing statistical analysis on all left wheel accelerations within a preset time period, which can effectively reflect the road surface state passed by the left wheel; the second acceleration analysis value refers to the value determined after performing statistical analysis on all right wheel accelerations within a preset time period, which can effectively reflect the road surface state passed by the right wheel. It is understandable that the left wheel acceleration here can be the left front wheel acceleration, which is used to reflect the change in speed of the left front wheel passing through the road surface, or it can be the right front wheel acceleration, which is used to reflect the change in speed of the right front wheel passing through the road surface.

[0109] As an example, in step S302, after obtaining the first acceleration analysis value corresponding to the left wheel acceleration and the second acceleration analysis value corresponding to the right wheel acceleration, the onboard controller may call the built-in algorithm to process the first acceleration analysis value and the second acceleration analysis value to determine the target acceleration analysis value ultimately used to evaluate the road surface grade, so that the determined target acceleration analysis value comprehensively considers the road surface conditions passed by the left wheel and the right wheel. In this example, the onboard controller may calculate the mean of the first acceleration analysis value and the second acceleration analysis value, and determine the mean of the two as the target acceleration analysis value, or may compare the first acceleration analysis value and the second acceleration analysis value, and determine the larger value of the two as the target acceleration analysis value.

[0110] In this embodiment, statistical analysis is performed on the left wheel acceleration and the right wheel acceleration respectively, so that the determined first acceleration analysis value and the second acceleration analysis value can respectively reflect the road surface conditions passed by the left wheel and the road surface conditions passed by the right wheel; then based on the first acceleration analysis value and the second acceleration analysis value, a comprehensive analysis is performed to determine the corresponding target acceleration analysis value, so that the determined target acceleration analysis value comprehensively considers the road surface conditions passed by the left wheel and the right wheel, which helps to ensure the accuracy of the target road surface grade determined based on the target acceleration analysis value, and further ensures that the basic control current determined by its target road surface grade can ensure the minimum safety margin.

[0111] In one embodiment, if Figure 4 As shown, step S301, i.e., statistically analyzing the left wheel acceleration and the right wheel acceleration respectively to determine a first acceleration analysis value corresponding to the left wheel acceleration and a second acceleration analysis value corresponding to the right wheel acceleration, comprises:

[0112] S401: When the vehicle is traveling in a forward direction, statistically analyzing the left front wheel acceleration and the right front wheel acceleration respectively to determine a first acceleration analysis value corresponding to the left front wheel acceleration and a second acceleration analysis value corresponding to the right front wheel acceleration;

[0113] S402: When the vehicle is traveling in the backward direction, statistically analyze the left rear wheel acceleration and the right rear wheel acceleration respectively to determine a first acceleration analysis value corresponding to the left rear wheel acceleration and a second acceleration analysis value corresponding to the right rear wheel acceleration.

[0114] As an example, in step S401, when the vehicle is traveling in the forward direction, the on-board controller can determine that the front wheels (including the left front wheel and the right front wheel) pass through the same road surface before the rear wheels (including the left rear wheel and the right rear wheel). At this time, the left front wheel acceleration corresponding to the left front wheel and the right front wheel acceleration corresponding to the right front wheel reflect the road surface state more in real time. Conversely, the left rear wheel acceleration corresponding to the left rear wheel and the right rear wheel acceleration corresponding to the right rear wheel have lags. Therefore, it is necessary to perform statistical analysis on the left front wheel acceleration and the right front wheel acceleration respectively to determine the first acceleration analysis value corresponding to the left front wheel acceleration and the second acceleration analysis value corresponding to the right front wheel acceleration to ensure that the determined first acceleration analysis value and the second acceleration analysis value reflect the real-time nature of the road surface passed.

[0115] As an example, in step S402, when the vehicle is traveling in the backward direction, the on-board controller can determine that the rear wheels (including the left rear wheel and the right rear wheel) pass through the same road surface before the front wheels (including the left front wheel and the right front wheel). At this time, the left rear wheel acceleration corresponding to the left rear wheel and the right rear wheel acceleration corresponding to the right rear wheel reflect the road surface state more in real time. Conversely, the left front wheel acceleration corresponding to the left front wheel and the right front wheel acceleration corresponding to the right front wheel have lags. Therefore, it is necessary to perform statistical analysis on the left rear wheel acceleration and the right rear wheel acceleration respectively to determine the first acceleration analysis value corresponding to the left rear wheel acceleration and the second acceleration analysis value corresponding to the right rear wheel acceleration to ensure that the determined first acceleration analysis value and the second acceleration analysis value reflect the real-time nature of the road surface passed.

[0116] Due to the short time span during which the vehicle travels, the left front wheel and the left rear wheel will successively pass through the same road surface condition according to the direction of the vehicle's travel, and the right front wheel and the right rear wheel will successively pass through the same road surface condition according to the direction of the vehicle's travel. In order to simplify the analysis process, the absolute value and statistical analysis of the wheel acceleration that passes through the road surface first can be taken according to the direction of the vehicle's travel, which helps to improve the efficiency of the statistical analysis and thereby ensure the timeliness of the control of the shock absorber.

[0117] In one embodiment, if Figure 5 As shown, step S102, i.e. determining the vehicle body control current corresponding to each shock absorber according to the vehicle body pitch angular velocity and the vehicle body roll angular velocity, comprises:

[0118] S501: performing absolute value processing on the vehicle body pitch angular velocity and the vehicle body roll angular velocity to obtain the absolute value of the pitch angular velocity corresponding to the vehicle body pitch angular velocity and the absolute value of the roll angular velocity corresponding to the vehicle body roll angular velocity;

[0119] S502: Determine a vehicle body control current corresponding to each shock absorber according to the absolute value of the pitch angular velocity and the absolute value of the roll angular velocity.

[0120] As an example, in step S501, after obtaining the vehicle body pitch angular velocity and the vehicle body roll angular velocity, the onboard controller may perform absolute value processing on the vehicle body pitch angular velocity and the vehicle body roll angular velocity, and obtain the absolute value of the pitch angular velocity corresponding to the vehicle body pitch angular velocity and the absolute value of the roll angular velocity corresponding to the vehicle body roll angular velocity. In this example, since the collected absolute value of the pitch angular velocity and the vehicle body roll angular velocity are positive or negative, the magnitude of the collected angular velocity will affect the vehicle body control current, while the positive or negative angular velocity will not affect the vehicle body control current, therefore, the absolute value of the pitch angular velocity and the vehicle body roll angular velocity need to be respectively processed to determine the corresponding absolute value of the pitch angular velocity and the absolute value of the roll angular velocity.

[0121] As an example, in step S502, after obtaining the absolute value of the pitch angular velocity and the absolute value of the roll angular velocity, the on-board controller may query the pre-set angular velocity-body current mapping table based on the absolute value of the pitch angular velocity and the absolute value of the roll angular velocity, and determine the body control current corresponding to the absolute value of the pitch angular velocity and the absolute value of the roll angular velocity. In this example, the angular velocity-body current mapping table is queried based on the absolute value of the pitch angular velocity and the absolute value of the roll angular velocity, and the body control current determined by the query table is determined as four shock absorber body currents, namely, the left front shock absorber body current, the right front shock absorber body current, the left rear shock absorber body current, and the right rear shock absorber body current. Among them, the angular velocity-body current mapping table is a pre-set three-dimensional data table for reflecting the mapping relationship between the pitch angular velocity, the roll angular velocity, and the body current.

[0122] In this embodiment, the absolute values ​​of the vehicle body pitch angular velocity and the vehicle body roll angular velocity are first processed, and then a table is looked up based on the absolute values ​​of the pitch angular velocity and the roll angular velocity, so as to quickly determine the vehicle body control current for adjusting the vehicle body pitch angle and the vehicle body roll angle without affecting the vertical movement of the vehicle body.

[0123] In one embodiment, if Figure 6 As shown, step S103, i.e., performing linear ceiling damping calculation on the vehicle body vertical acceleration, the vehicle body pitch angular velocity, the vehicle body roll angular velocity and the wheel acceleration to determine the linear ceiling control current corresponding to each shock absorber, includes:

[0124] S601: Performing a vehicle body motion analysis on a vehicle body vertical acceleration, a vehicle body pitch angular velocity, and a vehicle body roll angular velocity to determine a vehicle body velocity corresponding to each suspension;

[0125] S602: Processing the wheel acceleration to determine the wheel speed corresponding to each suspension;

[0126] S603: performing linear ceiling damping calculation on the wheel speed and vehicle body speed corresponding to the same suspension, and determining a linear damping coefficient corresponding to each suspension;

[0127] S604: Determine the linear ceiling control current corresponding to the shock absorber on each suspension according to the linear damping coefficient corresponding to each suspension.

[0128] As an example, in step S601, after obtaining the vehicle body vertical acceleration, the vehicle body pitch angular velocity and the vehicle body roll angular velocity, the vehicle body controller can perform body motion analysis on the vehicle body vertical acceleration, the vehicle body pitch angular velocity and the vehicle body roll angular velocity based on the rigid body motion theory to determine the vehicle speed corresponding to each suspension.

[0129] Assume the track width of the vehicle body is w, the wheelbase is L, the vertical acceleration of the vehicle body is ddzc, the pitch angular velocity of the vehicle body is ddfai, and the roll angular velocity of the vehicle body is ddtheta. The vehicle body is regarded as a rigid body. According to the rigid body motion theory, the vehicle body accelerations corresponding to the left front suspension / right front suspension / left rear suspension / right rear suspension on the vehicle body can be determined as follows:

[0130] The body acceleration corresponding to the left front suspension is ddzfl = ddzc-L*dfai / 2-w*ddtheta / 2

[0131] The body acceleration corresponding to the right front suspension is ddzfr = ddzc-L*dfai / 2+w*ddtheta / 2

[0132] The body acceleration corresponding to the left rear suspension is ddzrl = ddzc + L*dfai / 2-w*ddtheta / 2

[0133] The body acceleration corresponding to the right rear suspension is ddzrr=ddzc+L*dfai / 2+w*ddtheta / 2;

[0134] Next, the on-board controller can integrate the body acceleration ddzfl corresponding to the left front suspension, the body acceleration ddzfr corresponding to the right front suspension, the body acceleration ddzrl corresponding to the left rear suspension, and the body acceleration ddzrr corresponding to the right rear suspension, respectively, to determine the body speed corresponding to the left front suspension, the body speed corresponding to the right front suspension, the body speed corresponding to the left rear suspension, and the body speed corresponding to the right rear suspension, respectively.

[0135] Furthermore, in order to ensure the accuracy of the calculated vehicle body speed corresponding to each suspension, before performing body motion analysis on the vehicle body vertical acceleration, vehicle body pitch angular velocity and vehicle body roll angular velocity, the collected vehicle body vertical acceleration, vehicle body pitch angular velocity and vehicle body roll angular velocity may be filtered, and body motion analysis may be performed based on the filtered vehicle body vertical acceleration, vehicle body pitch angular velocity and vehicle body roll angular velocity to ensure the accuracy of the calculated vehicle body speed of each suspension.

[0136] As an example, in step S602, after obtaining the wheel acceleration corresponding to the wheel set on each suspension, the onboard controller may integrate the wheel acceleration to determine the wheel speed corresponding to the suspension.

[0137] In this example, when the vehicle is traveling in the forward direction, the left front wheel acceleration and the right front wheel acceleration can be integrated to determine the left front wheel speed corresponding to the left front suspension and the right front wheel speed corresponding to the right front suspension; within a small time range, the vehicle is traveling in a straight line at a near-constant speed. After a delay of t=wheelbase / vehicle speed, the rear wheel of the vehicle will pass through the same road surface as the front wheel of the vehicle at the current moment. Therefore, the left rear wheel speed can be determined as the delay of the left front wheel speed, and the right rear wheel speed can be determined as the delay of the right rear wheel speed. The left rear wheel speed and the right rear wheel speed can be determined accordingly. Conversely, when the vehicle is traveling in the backward direction, the left rear wheel acceleration and the right rear wheel acceleration can be integrated to determine the left rear wheel speed corresponding to the left rear suspension and the right rear wheel speed corresponding to the right rear suspension. After a delay of t=wheelbase / vehicle speed, the left front wheel speed corresponding to the left front suspension and the right front wheel speed corresponding to the right front suspension can be obtained accordingly. Therefore, the wheel accelerations of the two wheels that first touch the road can be collected based on the vehicle's driving direction, and the wheel accelerations of the two wheels that later touch the road can be determined based on a specific delay. This allows the system to only require acceleration sensors to be set on the two wheels that first touch the road to collect the wheel accelerations corresponding to these two wheels, thereby reducing costs.

[0138] Furthermore, in order to ensure the accuracy of the calculated wheel speeds corresponding to each suspension, before integrating the wheel accelerations corresponding to each suspension, the collected wheel accelerations may be filtered to ensure the accuracy of the wheel speeds after the integration.

[0139] As an example, in step S603, after obtaining the wheel speed and body speed corresponding to each suspension, the onboard controller may use the pre-set linear ceiling damping calculation logic to calculate and process the wheel speed and body speed corresponding to each suspension, and determine the linear damping coefficient corresponding to each suspension. The linear ceiling damping calculation logic here is a pre-set control logic for calculating and distributing damping force when the vehicle performs medium and high frequency linear motion.

[0140] In this example, after obtaining the wheel speed and body speed corresponding to each suspension, the on-board controller can perform a difference operation on the wheel speed and body speed to determine the relative speed between the two; then use the linear ceiling damping calculation logic to calculate the calculated relative speed to determine the linear damping coefficient corresponding to each suspension. The linear ceiling damping calculation logic here is a pre-set algorithm that can calculate the corresponding linear damping coefficient based on the relative speed between the wheel speed and the body speed. The algorithm can be an algorithm in the prior art or an algorithm optimized and improved by the user.

[0141] As an example, in step S604, after determining the linear damping coefficient corresponding to each suspension, the onboard controller may query a preset first damping current mapping table based on the linear damping coefficient, determine the linear ceiling control current corresponding to the linear damping coefficient, and determine it as the linear ceiling control current corresponding to the shock absorber on the suspension. The first damping current mapping table here is a preset two-dimensional data table for reflecting the mapping relationship between the damping coefficient and the linear ceiling control current during medium and high frequency linear motion.

[0142] In this embodiment, the vehicle body motion analysis is first performed on the vehicle body vertical acceleration, the vehicle body pitch angular velocity and the vehicle body roll angular velocity to determine the vehicle body speed corresponding to the suspension at different positions; and the wheel accelerations at different positions are processed to determine the wheel speeds corresponding to the suspension at different positions; then the linear ceiling damping calculation is performed on the wheel speed and vehicle body speed corresponding to the same suspension to determine the corresponding linear damping coefficient, and then based on the linear damping coefficient, the table is looked up to quickly determine the linear ceiling control current corresponding to the shock absorber on the different suspension, so as to realize separate control of the shock absorbers on the different suspensions based on their wheel speeds and vehicle body speeds, which can effectively optimize the mid-high frequency linear motion, and then optimize the mid-high frequency vertical vibration.

[0143] In one embodiment, if Figure 7As shown, step S104, i.e., performing modal ceiling damping calculation on the vehicle body vertical acceleration, the vehicle body pitch angular velocity, the vehicle body roll angular velocity and the wheel acceleration to determine the modal ceiling control current corresponding to each shock absorber, includes:

[0144] S701: performing a vehicle body motion analysis on a vehicle body vertical acceleration, a vehicle body pitch angular velocity, and a vehicle body roll angular velocity to determine a vehicle body velocity corresponding to each suspension;

[0145] S702: Processing the wheel acceleration to determine the wheel speed corresponding to each suspension;

[0146] S703: performing modal ceiling damping calculation on the wheel speed and vehicle body speed corresponding to the same suspension, and determining the modal damping coefficient corresponding to each suspension;

[0147] S704: Determine a modal skyhook control current corresponding to the shock absorber on each suspension according to the modal damping coefficient corresponding to each suspension and the minimum damping coefficient threshold.

[0148] As an example, in step S701, after obtaining the vehicle body vertical acceleration, the vehicle body pitch angular velocity and the vehicle body roll angular velocity, the vehicle body controller can perform body motion analysis on the vehicle body vertical acceleration, the vehicle body pitch angular velocity and the vehicle body roll angular velocity based on the rigid body motion theory to determine the vehicle speed corresponding to each suspension. Step S701 is similar to step S601, and to avoid repetition, they are not described one by one here.

[0149] As an example, in step S702, after obtaining the wheel acceleration corresponding to the wheel set on each suspension, the onboard controller may integrate the wheel acceleration to determine the wheel speed corresponding to the suspension. Step S702 is similar to step S602, and will not be described here one by one to avoid repetition.

[0150] As an example, in step S703, after obtaining the wheel speed and body speed corresponding to each suspension, the onboard controller may use the pre-set modal ceiling damping calculation logic to calculate and process the wheel speed and body speed corresponding to each suspension, and determine the modal damping coefficient corresponding to each suspension. The modal ceiling damping calculation logic here is a pre-set control logic for calculating and distributing damping force when the vehicle performs low-frequency modal motion, and the low-frequency modal motion here includes but is not limited to vertical motion, roll motion and pitch motion.

[0151] In this example, after obtaining the wheel speed and body speed corresponding to each suspension, the on-board controller can perform a difference operation on the wheel speed and body speed to determine the relative speed between the two; then the modal ceiling damping calculation logic is used to calculate the calculated relative speed to determine the modal damping coefficient corresponding to each suspension. The modal ceiling damping calculation logic here is a pre-set algorithm that can calculate the corresponding modal damping coefficient based on the relative speed between the wheel speed and the body speed. The algorithm can be an algorithm in the prior art or an algorithm optimized and improved by the user.

[0152] The minimum damping coefficient threshold is the minimum threshold allowed by the preset damping coefficient.

[0153] As an example, in step S704, after determining the modal damping coefficient corresponding to each suspension, the on-board controller needs to analyze the work state of the shock absorber on the suspension according to the modal damping coefficient; when the shock absorber needs to do negative work, that is, when the shock absorber needs to consume energy, the pre-set second damping current mapping table can be queried based on the calculated modal damping coefficient to determine the modal ceiling control current corresponding to the modal damping coefficient, and it is determined as the modal ceiling control current corresponding to the shock absorber on the suspension; when the shock absorber needs to do positive work, that is, when the shock absorber needs to input energy, the pre-set second damping current mapping table can be queried based on the pre-set minimum damping coefficient threshold to determine the modal ceiling control current corresponding to the minimum damping coefficient threshold, and it is determined as the modal ceiling control current corresponding to the shock absorber on the suspension. The second damping current mapping table here is a pre-set two-dimensional mapping table that reflects the mapping relationship between its damping coefficient and the modal ceiling control current when the low-frequency modal motion occurs.

[0154] It is understandable that since the shock absorber is a work device that can both input energy and consume energy, an identification and selection process needs to be added in the modal ceiling control process, that is, the work state of the corresponding shock absorber needs to be determined based on the calculated modal damping coefficient analysis; when it is identified that the shock absorber needs to do negative work, that is, the shock absorber needs to consume energy, the modal ceiling control current is output according to the real-time calculation result; when it is identified that the shock absorber needs to do positive work, that is, the shock absorber needs to input energy, since the shock absorber can only consume energy but not input energy in actual work, in this case, its damping coefficient needs to be adjusted to the minimum damping coefficient threshold so that the modal ceiling control current corresponding to the shock absorber determined by the table lookup is adjusted to the minimum, thereby reducing the energy consumption of the shock absorber.

[0155] In this embodiment, a body motion analysis is first performed on the body vertical acceleration, body pitch angular velocity and body roll angular velocity to determine the body speed corresponding to the suspension at different positions; and the wheel accelerations at different positions are processed to determine the wheel speeds corresponding to the suspension at different positions; then a modal ceiling damping calculation is performed on the wheel speed and body speed corresponding to the same suspension to determine the corresponding modal damping coefficient, and then based on the modal damping coefficient and the minimum damping coefficient threshold, the modal ceiling control current corresponding to the shock absorber on the different suspension is quickly determined to achieve separate control of the shock absorbers on the different suspensions based on their wheel speeds and body speeds, respectively, which can effectively optimize the medium and low frequency modal motions.

[0156] In one embodiment, if Figure 8 As shown, step S704, i.e., determining the modal ceiling control current corresponding to each suspension according to the modal damping coefficient corresponding to each suspension and the minimum damping coefficient threshold, includes:

[0157] S801: If the modal damping coefficient corresponding to the suspension is a positive number, determine the modal ceiling control current corresponding to the shock absorber on the suspension according to the modal damping coefficient;

[0158] S802: If the modal damping coefficient corresponding to the suspension is a negative number, a modal ceiling control current corresponding to the shock absorber on the suspension is determined according to a minimum damping coefficient threshold.

[0159] As an example, in step S801, when the vehicle-mounted controller calculates that the modal damping coefficient corresponding to a certain suspension is a positive number, it can be determined that the shock absorber on the suspension needs to do negative work to consume energy. At this time, the second damping current mapping table can be queried according to the modal damping coefficient calculated in real time to determine the modal ceiling control current corresponding to the modal damping coefficient, and it is determined as the modal ceiling control current corresponding to the shock absorber on the suspension to achieve the purpose of optimizing low-frequency modal motion.

[0160] As an example, in step S802, when the calculated modal damping coefficient corresponding to a certain suspension is negative, the on-board controller can determine that the shock absorber on the suspension needs to do positive work to input energy. Since the shock absorber can only consume energy but cannot input energy during actual work, in this case, its damping coefficient needs to be adjusted to the minimum damping coefficient threshold so that the modal ceiling control current corresponding to the shock absorber determined by the table lookup is adjusted to the minimum, thereby reducing the energy consumption of the shock absorber.

[0161] In one embodiment, if Fig. 9 As shown, step S105, i.e., determining the target control current corresponding to each shock absorber according to the basic control current, the vehicle body control current, the linear skyhook control current and the modal skyhook control current corresponding to each shock absorber, comprises:

[0162] S901: Obtaining a target weight combination corresponding to each shock absorber;

[0163] S902: Based on the target weight combination corresponding to each shock absorber, weighted processing is performed on the basic control current, the body control current, the linear skyhook control current and the modal skyhook control current corresponding to the shock absorber to determine the target control current corresponding to each shock absorber.

[0164] The target weight combination is a preset weight used to perform weighted processing on multiple control currents.

[0165] As an example, in step S901, the on-board controller may obtain a target weight combination corresponding to each shock absorber, and the target weight combination may include but is not limited to a basic current weight, a body current weight, a linear current weight, and a modal current weight. The basic current weight is a pre-set weight for weighting the basic control current. The body current weight is a pre-set weight for weighting the body control current. The linear current weight is a pre-set weight for weighting the linear ceiling control current. The modal current weight is a pre-set weight for weighting the modal ceiling control current.

[0166] As an example, in step S902, after obtaining the target weight combination corresponding to each shock absorber, such as the basic current weight, the body current weight, the linear current weight and the modal current weight, the on-board controller can use the above target weight combination to weightedly process the basic control current, the body control current, the linear ceiling control current and the modal ceiling control current corresponding to the shock absorber to determine the target control current corresponding to the shock absorber.

[0167] In this embodiment, the basic control current, body control current, linear skyhook control current and modal skyhook control current corresponding to each shock absorber are weighted by utilizing the pre-set target weight combination corresponding to each shock absorber to determine the target control current corresponding to the shock absorber, so as to ensure that the determined target control current can achieve the purpose of taking into account the minimum safety margin, optimizing the pitch angle and roll angle of the body, optimizing the medium and high frequency linear motion of the body and optimizing the low frequency modal motion of the body.

[0168] In one embodiment, if Fig.10 As shown, step S901, i.e. obtaining the target weight combination corresponding to each shock absorber, includes:

[0169] S1001: Obtaining the current driving mode;

[0170] S1002: If the current driving mode is the comfort mode, determining the comfort weight combination corresponding to the comfort mode as the target weight combination corresponding to each shock absorber;

[0171] S1003: If the current driving mode is the sport mode, the sport weight combination corresponding to the sport mode is determined as the target weight combination corresponding to each shock absorber.

[0172] The current driving mode refers to the driving mode of the vehicle at the current moment.

[0173] As an example, in step S1001, the vehicle controller may obtain the current driving mode of the vehicle, which may be, but is not limited to, a comfort mode and a sports mode. The comfort mode is a mode that ensures that the power remains unchanged and obtains better fuel economy, and can make the throttle response more balanced and the control feel simple and comfortable. The sports mode is a mode that increases the engine speed or quickly downshifts to make the vehicle burst out with greater power.

[0174] The comfort weight combination refers to a preset weight used for weighted processing of multiple control currents in the comfort mode.

[0175] As an example, in step S1002, when the current driving mode is the comfort mode, the on-board controller may determine the comfort weight combination corresponding to the pre-set comfort mode as the target weight combination corresponding to each shock absorber, so as to subsequently use the target weight combination to perform weighted processing on the basic control current, body control current, linear ceiling control current and modal ceiling control current determined by the shock absorber to obtain the target control current in the comfort mode.

[0176] The motion weight combination refers to a pre-set weight for weighted processing of multiple control currents in the motion mode.

[0177] As an example, in step S1003, when the current driving mode is the sport mode, the on-board controller may determine the sport weight combination corresponding to the pre-set sport mode as the target weight combination corresponding to each shock absorber, so as to subsequently use the target weight combination to perform weighted processing on the basic control current, body control current, linear skyhook control current and modal skyhook control current determined by the shock absorber to obtain the target control current in the sport mode.

[0178] In this embodiment, when the current driving mode is the comfort mode, the comfort weight combination corresponding to the comfort mode is determined as the target weight combination. When the current driving mode is the sports mode, the sports weight combination corresponding to the sports mode is determined as the target weight combination. This allows the corresponding target weight combination to be dynamically adjusted according to the current driving mode to control the operation of shock absorbers in different positions.

[0179] In one embodiment, the target weight combination includes a base current weight, a body current weight, a linear current weight, a modal current weight, and a fused current weight;

[0180] like Fig.11 As shown, step S902, that is, based on the target weight combination, weighted processing is performed on the basic control current, the body control current, the linear skyhook control current and the modal skyhook control current to determine the target control current corresponding to each shock absorber, including:

[0181] S1101: performing weighted processing on the linear ceiling control current, the linear current weight, the modal ceiling control current and the modal current weight to obtain a fusion control current;

[0182] S1102: Perform weighted processing on the basic control current, the basic current weight, the body control current, the linear current weight, the fusion control current and the fusion current weight to determine the target control current corresponding to each shock absorber.

[0183] Among them, the basic current weight is a weight preset for weighting the basic control current. The body current weight is a weight preset for weighting the body control current. The linear current weight is a weight preset for weighting the linear ceiling control current. The modal ceiling control current is a weight preset for weighting the modal ceiling control current. The fused current weight is a weight preset for weighting the current after the linear ceiling control current and the modal ceiling control current are fused.

[0184] As an example, in step S1101, the on-board controller may perform weighted processing on the linear ceiling control current, the linear current weight, the modal ceiling control current and the modal current weight to obtain a fused control current, which may be understood as a current after the linear ceiling control current and the modal ceiling control current are fused. For example, assuming that the linear ceiling control current is I3, the modal ceiling control current is I4, the linear current weight is Q3, and the modal current weight is Q4, then the weighted fused control current Is=Q3*I3+Q4*I4.

[0185] As an example, in step S1102, the onboard controller may perform weighted processing on the basic control current, basic current weight, body control current, linear current weight, fusion control current and fusion current weight to determine the target control current corresponding to each shock absorber. For example, assuming that the basic control current is I1, the body control current is I2, the basic current weight is Q1, the body current weight is Q2, and the fusion current weight is Q5, then the weighted target control current Im = Q1*I1+Q2*I2+Q5*Is.

[0186] Since the active variable damping of the shock absorber is achieved by changing the current flowing through the built-in solenoid valve of the shock absorber, resulting in a change in the internal flow area of ​​the solenoid valve, which in turn causes a change in the damping coefficient, in this scheme, based on the actual measurement data such as the wheel acceleration, body pitch angular velocity, body roll angular velocity and body vertical acceleration collected, the basic control current, body control current, linear ceiling control current and modal ceiling control current corresponding to each shock absorber are dynamically determined, and then the above four control currents collected are weighted using different target weight combinations to achieve the purpose of dynamically adjusting the target control current corresponding to each shock absorber, so that the control of each shock absorber matches its current driving mode.

[0187] In this embodiment, the on-board controller uses a combination of target weights such as basic current weight, body current weight, linear current weight, modal current weight and fusion current weight to weight the basic control current, body control current, linear ceiling control current and modal ceiling control current corresponding to each shock absorber, and determines the target control current corresponding to the shock absorber to ensure that the determined target control current can achieve the purpose of taking into account the minimum safety margin, optimizing the body pitch angle and body roll angle, optimizing the body medium and high frequency linear motion and optimizing the body low frequency modal motion. In this example, the size of the basic current weight, body current weight, linear current weight, modal current weight and fusion current weight can be dynamically switched according to the current driving mode to adapt to different driving modes.

[0188] It should be understood that the order of execution of the steps in the above embodiment does not necessarily mean the order of execution. The execution order of each process should be determined by its function and internal logic, and should not constitute any limitation on the implementation process of the embodiment of the present invention.

[0189] In one embodiment, a shock absorber control device is provided, and the shock absorber control device corresponds one-to-one with the shock absorber control method in the above embodiment. Fig.12 As shown, the shock absorber control device includes a basic current determination module 1201, a body current determination module 1202, a linear current determination module 1203, a modal current determination module 1204, a target current determination module 1205 and a shock absorber control module 1206. The functional modules are described in detail as follows:

[0190] A basic current determination module 1201 is used to determine a basic control current corresponding to each shock absorber according to the wheel acceleration and the vehicle speed;

[0191] A vehicle body current determination module 1202, for determining a vehicle body control current corresponding to each shock absorber according to a vehicle body pitch angular velocity and a vehicle body roll angular velocity;

[0192] A linear current determination module 1203 is used to perform linear ceiling damping calculation on the vehicle body vertical acceleration, the vehicle body pitch angular velocity, the vehicle body roll angular velocity and the wheel acceleration, and determine the linear ceiling control current corresponding to each shock absorber;

[0193] A modal current determination module 1204 is used to perform modal ceiling damping calculation on the vehicle body vertical acceleration, the vehicle body pitch angular velocity, the vehicle body roll angular velocity and the wheel acceleration, and determine the modal ceiling control current corresponding to each shock absorber;

[0194] A target current determination module 1205 is used to determine a target control current corresponding to each shock absorber according to a basic control current, a body control current, a linear skyhook control current and a modal skyhook control current corresponding to each shock absorber;

[0195] The shock absorber control module 1206 is used to control the operation of the shock absorber based on the target control current corresponding to each shock absorber.

[0196] In one embodiment, the basic current determination module 1201 includes:

[0197] An acceleration analysis value determination unit, used to perform statistical analysis on the wheel acceleration within a preset time period to determine a target acceleration analysis value;

[0198] A road surface grade determination unit, used for determining a target road surface grade according to a target acceleration analysis value and a vehicle speed;

[0199] The basic current determination unit is used to determine the basic control current corresponding to each shock absorber according to the target road surface grade.

[0200] In one embodiment, the acceleration analysis value determination unit is used to perform statistical analysis on the left wheel acceleration and the right wheel acceleration respectively, to determine a first acceleration analysis value corresponding to the left wheel acceleration and a second acceleration analysis value corresponding to the right wheel acceleration; and to determine a target acceleration analysis value based on the first acceleration analysis value corresponding to the left wheel acceleration and the second acceleration analysis value corresponding to the right wheel acceleration.

[0201] In one embodiment, the acceleration analysis value determination unit is used to perform statistical analysis on the left front wheel acceleration and the right front wheel acceleration respectively when the vehicle is traveling in a forward direction, and determine a first acceleration analysis value corresponding to the left front wheel acceleration and a second acceleration analysis value corresponding to the right front wheel acceleration; when the vehicle is traveling in a backward direction, perform statistical analysis on the left rear wheel acceleration and the right rear wheel acceleration respectively, and determine a first acceleration analysis value corresponding to the left rear wheel acceleration and a second acceleration analysis value corresponding to the right rear wheel acceleration.

[0202] In one embodiment, the vehicle body current determination module 1202 includes:

[0203] An angular velocity absolute value acquisition unit is used to perform absolute value processing on the vehicle body pitch angular velocity and the vehicle body roll angular velocity, and acquire the absolute value of the pitch angular velocity corresponding to the vehicle body pitch angular velocity and the absolute value of the roll angular velocity corresponding to the vehicle body roll angular velocity;

[0204] The vehicle body current determination unit is used to determine the vehicle body control current corresponding to each shock absorber according to the absolute value of the pitch angular velocity and the absolute value of the roll angular velocity.

[0205] In one embodiment, the linear current determination module 1203 includes:

[0206] A first vehicle body speed determination unit is used to perform vehicle body motion analysis on a vehicle body vertical acceleration, a vehicle body pitch angular velocity, and a vehicle body roll angular velocity to determine a vehicle body speed corresponding to each suspension;

[0207] A first wheel speed determination unit, used for processing the wheel acceleration to determine the wheel speed corresponding to each suspension;

[0208] A linear damping coefficient determination unit, used for performing linear ceiling damping calculation on the wheel speed and vehicle body speed corresponding to the same suspension, and determining the linear damping coefficient corresponding to each suspension;

[0209] The linear current determination unit is used to determine the linear ceiling control current corresponding to the shock absorber on each suspension according to the linear damping coefficient corresponding to each suspension.

[0210] In one embodiment, the modal current determination module 1204 includes:

[0211] A second vehicle body speed determination unit is used to perform vehicle body motion analysis on a vehicle body vertical acceleration, a vehicle body pitch angular velocity and a vehicle body roll angular velocity to determine a vehicle body speed corresponding to each suspension;

[0212] a second wheel speed determination unit, used for processing the wheel acceleration to determine the wheel speed corresponding to each suspension;

[0213] A modal damping coefficient determination unit, used for performing modal ceiling damping calculation on the wheel speed and vehicle body speed corresponding to the same suspension, and determining the modal damping coefficient corresponding to each suspension;

[0214] The modal current determination unit is used to determine the modal ceiling control current corresponding to the shock absorber on each suspension according to the modal damping coefficient corresponding to each suspension and the minimum damping coefficient threshold.

[0215] In one embodiment, the modal current determination unit is used to determine the modal ceiling control current corresponding to the shock absorber on the suspension according to the modal damping coefficient if the modal damping coefficient corresponding to the suspension is a positive number; if the modal damping coefficient corresponding to the suspension is a negative number, determine the modal ceiling control current corresponding to the shock absorber on the suspension according to the minimum damping coefficient threshold.

[0216] In one embodiment, the target current determination module 1205 includes:

[0217] A target weight combination acquisition unit, used to acquire a target weight combination corresponding to each shock absorber;

[0218] The target current determination unit is used to perform weighted processing on the basic control current, body control current, linear skyhook control current and modal skyhook control current corresponding to the shock absorber based on the target weight combination corresponding to each shock absorber, so as to determine the target control current corresponding to each shock absorber.

[0219] In one embodiment, the target weight combination acquisition unit is used to obtain the current driving mode; if the current driving mode is the comfort mode, the comfort weight combination corresponding to the comfort mode is determined as the target weight combination corresponding to each shock absorber; if the current driving mode is the sport mode, the sport weight combination corresponding to the sport mode is determined as the target weight combination corresponding to each shock absorber.

[0220] In one embodiment, the target weight combination includes a base current weight, a body current weight, a linear current weight, a modal current weight, and a fused current weight;

[0221] The target current determination unit is used to perform weighted processing on the linear skylight control current, the linear current weight, the modal skylight control current and the modal current weight to obtain the fused control current; and to perform weighted processing on the basic control current, the basic current weight, the body control current, the linear current weight, the fused control current and the fused current weight to determine the target control current corresponding to each shock absorber.

[0222] The specific definition of the shock absorber control device can be found in the definition of the shock absorber control method above, which will not be repeated here. Each module in the above shock absorber control device can be implemented in whole or in part by software, hardware and a combination thereof. The above modules can be embedded in or independent of the processor in the vehicle controller in the form of hardware, or can be stored in the memory of the vehicle controller in the form of software, so that the processor can call and execute the operations corresponding to the above modules.

[0223] In one embodiment, a vehicle-mounted controller is provided, including a memory, a processor, and a computer program stored in the memory and executable on the processor. When the processor executes the computer program, the shock absorber control method in the above embodiment is implemented, for example Figure 1 S101-S106 as shown, or Figures 2 to 11 As shown in , to avoid repetition, it will not be described here. Alternatively, when the processor executes the computer program, the functions of each module / unit in this embodiment of the shock absorber control device are realized, for example Fig.12 The functions of the basic current determination module 1201 , the body current determination module 1202 , the linear current determination module 1203 , the modal current determination module 1204 , the target current determination module 1205 and the shock absorber control module 1206 are not described again here to avoid repetition.

[0224] In one embodiment, a shock absorber control system is provided, including the vehicle-mounted controller in the above embodiment, and also including a wheel acceleration sensor connected to the vehicle-mounted controller for collecting wheel acceleration, a vehicle speed sensor for collecting vehicle speed, a vertical acceleration sensor for collecting vehicle body vertical acceleration, a pitch angle measuring instrument for collecting vehicle body pitch angular velocity, and a roll angle measuring instrument for collecting vehicle body roll angular velocity. In this example, the wheel acceleration sensor arranged on the wheel sends the wheel acceleration it has collected to the vehicle-mounted controller, the vehicle speed sensor arranged on the vehicle body sends the vehicle speed it has collected to the vehicle-mounted controller, the vertical acceleration arranged at the vehicle body center of mass position sends the vehicle body vertical acceleration it has collected to the vehicle-mounted controller, the pitch angle measuring instrument arranged at the vehicle body center of mass position sends the vehicle body pitch angular velocity it has collected to the vehicle-mounted controller, and the roll angle measuring instrument arranged at the vehicle body center of mass position sends the vehicle body roll angular velocity it has collected to the vehicle-mounted controller, and the vehicle-mounted controller executes the shock absorber control method in the above embodiment based on all the received sensing data, for example Figure 1 S101-S106 as shown, or Figures 2 to 11 To avoid repetition, it will not be described here.

[0225] In one embodiment, a vehicle is provided, comprising the above-mentioned shock absorber control system.

[0226] In one embodiment, a computer-readable storage medium is provided, on which a computer program is stored. When the computer program is executed by a processor, the shock absorber control method in the above embodiment is implemented, for example Figure 1 S101-S106 as shown, or Figures 2 to 11 Alternatively, when the computer program is executed by the processor, the functions of each module / unit in the above-mentioned shock absorber control device embodiment are realized, for example Fig.12The functions of the basic current determination module 1201 , the body current determination module 1202 , the linear current determination module 1203 , the modal current determination module 1204 , the target current determination module 1205 and the shock absorber control module 1206 are not described again here to avoid repetition.

[0227] Those skilled in the art can understand that all or part of the processes in the above-mentioned embodiment methods can be completed by instructing the relevant hardware through a computer program, and the computer program can be stored in a non-volatile computer-readable storage medium. When the computer program is executed, it can include the processes of the embodiments of the above-mentioned methods. Among them, any reference to memory, storage, database or other media used in the embodiments provided in this application can include non-volatile and / or volatile memory. Non-volatile memory can include read-only memory (ROM), programmable ROM (PROM), electrically programmable ROM (EPROM), electrically erasable programmable ROM (EEPROM) or flash memory. Volatile memory can include random access memory (RAM) or external cache memory. As an illustration and not limitation, RAM is available in many forms, such as static RAM (SRAM), dynamic RAM (DRAM), synchronous DRAM (SDRAM), double data rate SDRAM (DDRSDRAM), enhanced SDRAM (ESDRAM), synchronous link (Synchlink) DRAM (SLDRAM), memory bus (Rambus) direct RAM (RDRAM), direct memory bus dynamic RAM (DRDRAM), and memory bus dynamic RAM (RDRAM).

[0228] Those skilled in the art can clearly understand that for the convenience and simplicity of description, only the division of the above-mentioned functional units and modules is used as an example. In actual applications, the above-mentioned functions can be distributed and completed by different functional units and modules as needed, that is, the internal structure of the device can be divided into different functional units or modules to complete all or part of the functions described above.

[0229] The embodiments described above are only used to illustrate the technical solutions of the present invention, rather than to limit the same. Although the present invention has been described in detail with reference to the aforementioned embodiments, those skilled in the art should understand that the technical solutions described in the aforementioned embodiments may still be modified, or some of the technical features may be replaced by equivalents. Such modifications or replacements do not deviate the essence of the corresponding technical solutions from the spirit and scope of the technical solutions of the embodiments of the present invention, and should all be included in the protection scope of the present invention.

Claims

1. A shock absorber control method, characterized in that: include: Determine the basic control current corresponding to each shock absorber according to the wheel acceleration and vehicle speed; Determining a vehicle body control current corresponding to each shock absorber according to the vehicle body pitch angular velocity and the vehicle body roll angular velocity; Perform linear ceiling damping calculation on the vehicle body vertical acceleration, vehicle body pitch angular velocity, vehicle body roll angular velocity and wheel acceleration, and determine the linear ceiling control current corresponding to each shock absorber; Perform modal skyhook damping calculation on the vehicle body vertical acceleration, vehicle body pitch angular velocity, vehicle body roll angular velocity and wheel acceleration, and determine the modal skyhook control current corresponding to each shock absorber; Determining a target control current corresponding to each shock absorber according to a basic control current, a vehicle body control current, a linear skyhook control current and a modal skyhook control current corresponding to each shock absorber; Based on the target control current corresponding to each of the shock absorbers, the shock absorbers are controlled to operate.

2. The shock absorber control method according to claim 1, characterized in that: Determining the basic control current corresponding to each shock absorber according to the wheel acceleration and the vehicle speed includes: Performing statistical analysis on the wheel acceleration within a preset time period to determine a target acceleration analysis value; Determining a target road surface grade according to the target acceleration analysis value and the vehicle speed; According to the target road surface grade, a basic control current corresponding to each shock absorber is determined.

3. The shock absorber control method according to claim 2, characterized in that: The performing statistical analysis on the wheel acceleration within a preset time period to determine a target acceleration analysis value includes: Performing statistical analysis on the left wheel acceleration and the right wheel acceleration respectively to determine a first acceleration analysis value corresponding to the left wheel acceleration and a second acceleration analysis value corresponding to the right wheel acceleration; A target acceleration analysis value is determined according to a first acceleration analysis value corresponding to the left wheel acceleration and a second acceleration analysis value corresponding to the right wheel acceleration.

4. The shock absorber control method according to claim 3, characterized in that: The performing statistical analysis on the left wheel acceleration and the right wheel acceleration respectively to determine a first acceleration analysis value corresponding to the left wheel acceleration and a second acceleration analysis value corresponding to the right wheel acceleration comprises: When the vehicle is traveling in a forward direction, statistically analyzing the left front wheel acceleration and the right front wheel acceleration respectively to determine a first acceleration analysis value corresponding to the left front wheel acceleration and a second acceleration analysis value corresponding to the right front wheel acceleration; When the vehicle is traveling in the backward direction, statistical analysis is performed on the left rear wheel acceleration and the right rear wheel acceleration respectively to determine a first acceleration analysis value corresponding to the left rear wheel acceleration and a second acceleration analysis value corresponding to the right rear wheel acceleration.

5. The shock absorber control method according to claim 1, characterized in that: Determining the vehicle body control current corresponding to each shock absorber according to the vehicle body pitch angular velocity and the vehicle body roll angular velocity includes: Performing absolute value processing on the vehicle body pitch angular velocity and the vehicle body roll angular velocity to obtain an absolute value of a pitch angular velocity corresponding to the vehicle body pitch angular velocity and an absolute value of a roll angular velocity corresponding to the vehicle body roll angular velocity; A vehicle body control current corresponding to each shock absorber is determined according to the pitch angular velocity absolute value and the roll angular velocity absolute value.

6. The shock absorber control method according to claim 1, characterized in that: The linear skyhook damping calculation is performed on the vehicle body vertical acceleration, the vehicle body pitch angular velocity, the vehicle body roll angular velocity and the wheel acceleration to determine the linear skyhook control current corresponding to each shock absorber, including: Performing a vehicle body motion analysis on the vehicle body vertical acceleration, the vehicle body pitch angular velocity and the vehicle body roll angular velocity to determine a vehicle body velocity corresponding to each suspension; Processing the wheel acceleration to determine the wheel speed corresponding to each of the suspensions; Performing linear ceiling damping calculation on the wheel speed and vehicle body speed corresponding to the same suspension to determine the linear damping coefficient corresponding to each suspension; According to the linear damping coefficient corresponding to each of the suspensions, a linear ceiling control current corresponding to the shock absorber on each of the suspensions is determined.

7. The shock absorber control method according to claim 1, characterized in that: Perform modal ceiling damping calculation on the vehicle body vertical acceleration, vehicle body pitch angular velocity, vehicle body roll angular velocity and wheel acceleration to determine the modal ceiling control current corresponding to each shock absorber, including: Performing a vehicle body motion analysis on the vehicle body vertical acceleration, the vehicle body pitch angular velocity and the vehicle body roll angular velocity to determine a vehicle body velocity corresponding to each suspension; Processing the wheel acceleration to determine the wheel speed corresponding to each of the suspensions; Performing modal ceiling damping calculation on the wheel speed and vehicle body speed corresponding to the same suspension to determine the modal damping coefficient corresponding to each of the suspensions; According to the modal damping coefficient corresponding to each of the suspensions and the minimum damping coefficient threshold, the modal skyhook control current corresponding to the shock absorber on each of the suspensions is determined.

8. The shock absorber control method according to claim 7, characterized in that: Determining the modal skyhook control current corresponding to each of the suspensions according to the modal damping coefficient corresponding to each of the suspensions and the minimum damping coefficient threshold comprises: If the modal damping coefficient corresponding to the suspension is a positive number, then determining the modal ceiling control current corresponding to the shock absorber on the suspension according to the modal damping coefficient; If the modal damping coefficient corresponding to the suspension is a negative number, the modal skyhook control current corresponding to the shock absorber on the suspension is determined according to the minimum damping coefficient threshold.

9. The shock absorber control method according to claim 1, characterized in that: Determining the target control current corresponding to each shock absorber according to the basic control current, the vehicle body control current, the linear skyhook control current and the modal skyhook control current corresponding to each shock absorber includes: Obtaining a target weight combination corresponding to each shock absorber; Based on the target weight combination corresponding to each shock absorber, the basic control current, the body control current, the linear skyhook control current and the modal skyhook control current corresponding to the shock absorber are weighted to determine the target control current corresponding to each shock absorber.

10. The shock absorber control method according to claim 9, characterized in that: The obtaining of the target weight combination corresponding to each shock absorber includes: Get the current driving mode; If the current driving mode is a comfort mode, determining the comfort weight combination corresponding to the comfort mode as the target weight combination corresponding to each shock absorber; If the current driving mode is the sport mode, the sport weight combination corresponding to the sport mode is determined as the target weight combination corresponding to each shock absorber.

11. The shock absorber control method according to claim 9, characterized in that: The target weight combination includes a basic current weight, a body current weight, a linear current weight, a modal current weight and a fusion current weight; The step of performing weighted processing on the basic control current, the body control current, the linear skyhook control current and the modal skyhook control current based on the target weight combination to determine the target control current corresponding to each shock absorber includes: Performing weighted processing on the linear ceiling control current, the linear current weight, the modal ceiling control current and the modal current weight to obtain a fusion control current; The basic control current, the basic current weight, the vehicle body control current, the linear current weight, the fusion control current and the fusion current weight are weighted to determine a target control current corresponding to each shock absorber.

12. A shock absorber control device, characterized in that: include: A basic current determination module, used to determine a basic control current corresponding to each shock absorber according to wheel acceleration and vehicle speed; A vehicle body current determination module, used for determining a vehicle body control current corresponding to each shock absorber according to a vehicle body pitch angular velocity and a vehicle body roll angular velocity; A linear current determination module is used to perform linear ceiling damping calculation on the vehicle body vertical acceleration, the vehicle body pitch angular velocity, the vehicle body roll angular velocity and the wheel acceleration, and determine the linear ceiling control current corresponding to each shock absorber; A modal current determination module is used to perform modal ceiling damping calculation on the vehicle body vertical acceleration, vehicle body pitch angular velocity, vehicle body roll angular velocity and wheel acceleration, and determine the modal ceiling control current corresponding to each shock absorber; a target current determination module, configured to determine a target control current corresponding to each shock absorber according to a basic control current, a vehicle body control current, a linear skyhook control current and a modal skyhook control current corresponding to each shock absorber; The shock absorber control module is used to control the operation of the shock absorber based on the target control current corresponding to each of the shock absorbers.

13. A vehicle-mounted controller, comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, characterized in that: When the processor executes the computer program, the shock absorber control method according to any one of claims 1 to 11 is implemented.

14. A shock absorber control system, characterized in that: It includes the vehicle-mounted controller as described in claim 13, and also includes a wheel acceleration sensor connected to the vehicle-mounted controller for collecting wheel acceleration, a vehicle speed sensor for collecting vehicle speed, a vertical acceleration sensor for collecting vehicle body vertical acceleration, a pitch angle measuring instrument for collecting vehicle body pitch angular velocity, and a roll angle measuring instrument for collecting vehicle body roll angular velocity.

15. A car, characterized in that: Includes the shock absorber control system as claimed in claim 14.

16. A computer-readable storage medium storing a computer program, characterized in that: When the computer program is executed by a processor, the shock absorber control method according to any one of claims 1 to 11 is implemented.

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