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

Abstract

The present invention discloses a shock absorber control method, controller, device, system, vehicle, and storage medium. The method includes: determining a base control current based on wheel acceleration and vehicle speed; determining a body control current based on the vehicle pitch angular velocity and vehicle roll angular velocity; performing linear skyhook damping calculations on the vehicle vertical acceleration, vehicle pitch angular velocity, vehicle roll angular velocity, and wheel accelerations to determine a linear skyhook control current; performing modal skyhook damping calculations on the vehicle vertical acceleration, vehicle pitch angular velocity, vehicle roll angular velocity, and wheel accelerations to determine a modal skyhook control current; determining a target control current based on the base control current, vehicle body control current, linear skyhook control current, and modal skyhook control current corresponding to each shock absorber; and controlling the operation of the shock absorber based on the target control current corresponding to each shock absorber. This shock absorber control method can ensure effective control of a real vehicle and improve control accuracy.

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 detect road conditions and vehicle posture, adjusting damping parameters to improve ride smoothness and stability. Current research on semi-active suspension control methods primarily focuses on linear models, with minimal or no consideration of nonlinear characteristics. These methods, such as neural networks, LOR, and robust control, require the construction of a complete vehicle mathematical model. While theoretically effective, these methods are often difficult to implement in engineering, resulting in limited control results in real-world applications.

[0003] Existing semi-active suspensions generally include an onboard controller, wheel acceleration sensors connected to the onboard controller, and body acceleration sensors. The onboard controller performs model calculations based on the wheel accelerations collected by the wheel acceleration sensors and the body accelerations collected by the body acceleration sensors to determine the damping force required for shock absorbers at different locations. Based on this damping force, it also determines the control current required for shock absorbers at different locations. The damping is then controlled based on this control current to achieve the effect of adjusting the damping force. Damping here refers to the physical phenomenon in which a swaying or vibrating system is blocked, causing energy to dissipate over time. This refers to the characteristic of a gradually decreasing vibration amplitude due to external factors and / or inherent reasons within the system when operating in a dynamic environment, as well as the quantitative representation of this characteristic. Existing shock absorber control processes require the calculation of the control currents corresponding to different shock absorbers based on a mathematical model of the entire vehicle constructed using linear characteristics. However, the actual vehicle system contains a large number of nonlinear characteristics, which results in low accuracy in the calculated control currents, resulting in mediocre control effects on the actual vehicle. Summary of the Invention

[0004] Embodiments of the present invention provide a shock absorber control method, controller, device, system, automobile, and storage medium to solve the problem of low accuracy in the existing shock absorber control process.

[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 skyhook damping calculations on the vehicle body's vertical acceleration, pitch angular velocity, roll angular velocity, and wheel acceleration to determine the linear skyhook control current corresponding to each shock absorber.

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

[0010] determining a target control current corresponding to each shock absorber according to the base control current, the body control current, the linear skyhook control current, and the modal skyhook control current corresponding to each shock absorber;

[0011] The operation of the shock absorber is controlled based on the target control current corresponding to each of the shock absorbers.

[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 includes:

[0020] When the vehicle is traveling in a forward direction, performing statistical analysis on 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 a backward direction, statistical analysis is performed on the left rear wheel acceleration and the right rear wheel acceleration 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 the pitch angular velocity corresponding to the vehicle body pitch angular velocity and an absolute value of the 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 absolute value of the pitch angular velocity and the absolute value of the roll angular velocity.

[0025] Preferably, performing 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 includes:

[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 a wheel speed corresponding to each of the suspensions;

[0028] Performing linear skyhook damping calculations on the wheel speed and vehicle body speed corresponding to the same suspension to determine a linear damping coefficient corresponding to each of the suspensions;

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

[0030] Preferably, performing modal 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 modal skyhook control current corresponding to each shock absorber includes:

[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 a wheel speed corresponding to each of the suspensions;

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

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

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

[0036] If the modal damping coefficient corresponding to the suspension is a positive number, determining a modal skyhook 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, a 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 includes:

[0039] Obtain the 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 the 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 a target control current corresponding to each shock absorber includes:

[0047] performing weighted processing on the linear skyhook control current, the linear current weight, the modal skyhook 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 is used to determine the basic control current corresponding to each shock absorber according to the wheel acceleration and vehicle speed;

[0051] A body current determination module, used to determine the body control current corresponding to each shock absorber based on the body pitch angular velocity and the body roll angular velocity;

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

[0053] A modal current determination module is used to perform modal skyhook damping calculations 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;

[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 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 shock absorber.

[0056] A vehicle-mounted controller includes 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 is implemented.

[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] An automobile comprises the above-mentioned shock absorber control system.

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

[0060] The above-mentioned shock absorber control method, controller, device, system, automobile and storage medium respectively calculate and determine the basic control current, body control current, linear skyhook control current and modal skyhook control current corresponding to each shock absorber based on 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. This process does not require the construction of a mathematical model of the entire 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 substantially affecting the vertical motion of the vehicle body. The linear skyhook control current can optimize the medium and high frequency linear motion of the vehicle body, and the modal skyhook control current can optimize the low frequency modal motion of the vehicle body. Based on the basic control current, body control current, linear skyhook control current and modal skyhook control current, the target control current corresponding to each shock absorber is determined. The shock absorber operation 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 following briefly introduces the drawings required for use in the description of the embodiments of the present invention. Obviously, the drawings described below are only some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying any 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 according to an embodiment of the present invention;

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

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

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

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

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

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

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

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

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

[0073] Figure 12 FIG. 1 is a schematic diagram of a shock absorber control device according to an embodiment of the present invention. DETAILED DESCRIPTION

[0074] The following will clearly and completely describe the technical solutions in the embodiments of the present invention in conjunction with the accompanying drawings. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of them. All other embodiments obtained by ordinary technicians in this field based on the embodiments of the present invention without making any creative efforts shall fall within the scope of protection of the present invention.

[0075] The shock absorber control method provided in an embodiment of the present invention can be applied to an on-board controller. Based on sensor data collected by sensors connected to the on-board controller, the method calculates and distributes the damping force of shock absorbers at different locations, further determines the control current corresponding to the damping force, and controls the operation of the shock absorbers at the corresponding locations based on the control current. The on-board controller herein refers to a controller installed in the vehicle. This can be a controller dedicated to shock absorber control or a controller integrated with 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: Determine a basic control current corresponding to each shock absorber based on wheel acceleration and vehicle speed;

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

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

[0080] S104: performing modal 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 modal skyhook control current corresponding to each shock absorber;

[0081] S105: Determining a target control current corresponding to each shock absorber based on the basic control current, the body control current, the linear skyhook control current, and the modal skyhook control current corresponding to each shock absorber;

[0082] S106: Controlling the operation of the shock absorber based on the target control current corresponding to each shock absorber.

[0083] Wheel acceleration refers to the acceleration captured in real time by the wheel acceleration sensors installed on the vehicle's wheels. Since changes in wheel acceleration are related to the road surface on which the vehicle is traveling, the wheel acceleration captured by the wheel acceleration sensors can be used to analyze the road surface conditions in order to determine the basic control current for controlling the operation of the shock absorber. Vehicle speed refers to the real-time vehicle speed, specifically the vehicle body speed captured in real time by the vehicle speed sensors 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, ensuring that the vehicle maintains a certain safety margin regardless of changes in road surface conditions and vehicle speed. The current flowing through the solenoid valve inside the shock absorber cannot fall below a certain safety threshold.

[0084] As an example, in step S101, the onboard controller may obtain wheel accelerations captured by wheel acceleration sensors and vehicle speeds captured by vehicle body acceleration sensors. The controller may first analyze the road surface conditions traversed by the wheels based on the wheel accelerations. Then, based on the analyzed road surface conditions and the real-time collected vehicle speed, the corresponding basic control current may be determined. In this example, the corresponding basic control current may be determined by looking up a table based on the road surface conditions and vehicle speed, such that the determined basic control current matches the road surface conditions and vehicle speed, ensuring a minimum safety margin for the vehicle. It is understood that the wheel accelerations herein may be left wheel accelerations, used to reflect changes in the speed of the left wheel as it traverses the road surface; right wheel accelerations, used to reflect changes in the speed of the right wheel as it traverses the road surface; or both left and right wheel accelerations, used to reflect changes in the speed of the right wheel and right wheel as the vehicle traverses the road surface.

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

[0086] The vehicle body pitch angular velocity refers to the real-time measured pitch angular velocity of the vehicle body, specifically the pitch angular velocity measured in real time by a pitch angle measuring instrument mounted on the vehicle body, and in particular the pitch angular velocity measured in real time by a pitch angle measuring instrument mounted at the vehicle body's center of mass. The pitch angle measuring instrument herein may be, but is not limited to, a gyroscope. The vehicle body roll angular velocity refers to the real-time measured roll angular velocity of the vehicle body, specifically the roll angular velocity measured in real time by a roll angle measuring instrument mounted on the vehicle body, and in particular the roll angular velocity measured in real time by a roll angle measuring instrument mounted at the vehicle body's center of mass. The roll angle measuring instrument herein may be, but is not limited to, a gyroscope.

[0087] As an example, in step S102, the onboard controller may obtain the vehicle body pitch angular velocity and the vehicle body roll angular velocity measured in real time by the pitch angle measuring instrument and the vehicle body roll angle measuring instrument. Based on the vehicle body pitch angular velocity and the vehicle body roll angular velocity, the controller then analyzes and determines whether the acquired vehicle body pitch angular velocity and the vehicle body roll angular velocity exceed the permitted dynamic thresholds without affecting the vertical motion of the vehicle body. If so, 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, no adjustment is required to the vehicle body control current at the current moment. In this example, determining the vehicle body control current based on the acquired vehicle body pitch angular velocity and the vehicle body roll angle can optimize the vehicle body pitch angle and the vehicle body roll angle without substantially affecting the vertical motion of the vehicle body.

[0088] In this example, the vehicle controller determines the body control current based on the vehicle body pitch angular velocity and the body roll angular velocity, including 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 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 provided on the vehicle body.

[0090] As an example, in step S103, after acquiring the vehicle body vertical acceleration, pitch angular velocity, roll angular velocity, and wheel acceleration, the onboard controller may analyze the vehicle body vertical acceleration, pitch angular velocity, and roll angular velocity based on rigid body motion theory to determine the vehicle body velocity corresponding to each suspension. For example, the left front vehicle body velocity corresponding to the left front suspension, the right front vehicle body velocity corresponding to the right front suspension, the left rear vehicle body velocity corresponding to the left rear suspension, and the right rear vehicle body velocity corresponding to the right rear suspension. The onboard controller then determines the wheel velocity corresponding to each suspension based on the wheel acceleration corresponding to each wheel. For example, the left front wheel velocity corresponding to the left front wheel on the left front suspension, the right front wheel velocity corresponding to the right front wheel on the right front suspension, the left rear wheel velocity corresponding to the left rear wheel on the left rear suspension, and the right rear wheel velocity corresponding to the right rear wheel on the right rear suspension. The onboard controller then analyzes the wheel velocity and vehicle body velocity corresponding to each suspension using pre-set linear ceiling current calculation logic to determine the corresponding linear ceiling control current, thereby optimizing the vehicle body's mid- and high-frequency linear motion 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) based on the wheel speed and vehicle body speed.

[0091] As an example, in step S104, after acquiring 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 based on rigid body motion theory to determine the vehicle body velocity corresponding to each suspension, for example, the left front vehicle body velocity corresponding to the left front suspension, the right front vehicle body velocity corresponding to the right front suspension, the left rear vehicle body velocity corresponding to the left rear suspension, and the right rear vehicle body velocity corresponding to the right rear suspension. The onboard controller may then determine the wheel velocity corresponding to each suspension based on the wheel acceleration corresponding to each wheel, for example, the left front wheel velocity corresponding to the left front wheel on the left front suspension, the right front wheel velocity corresponding to the right front wheel on the right front suspension, the left rear wheel velocity corresponding to the left rear wheel on the left rear suspension, and the right rear wheel velocity corresponding to the right rear wheel on the right rear suspension. Then, using pre-set modal skyhook current calculation logic, the wheel speed and vehicle body speed corresponding to each suspension are analyzed to determine the corresponding modal skyhook control current. This modal skyhook control current is then used to optimize the vehicle body's low-frequency modal motions, including but not limited to vertical motion, roll motion, and pitch motion. The modal skyhook current calculation logic herein is pre-set and is used to analyze and determine the control current for modal motions (including but not limited to vertical motion, roll motion, and pitch motion) of the vehicle body based on the wheel speed and vehicle body speed.

[0092] As an example, in step S105, the on-board controller obtains the basic control current, body control current, linear skyhook control current and modal skyhook control current corresponding to each shock absorber, and can fuse the basic control current, body control current, linear skyhook control current and modal skyhook 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 pitch angle and roll angle of the vehicle body, optimizing the medium and high frequency linear motion of the vehicle body, and optimizing the low frequency modal motion of the vehicle body.

[0094] In this embodiment, based on 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, a basic control current, body control current, linear skyhook control current, and modal skyhook control current corresponding to each shock absorber are individually calculated and determined. This process does not require the construction of a mathematical model of the entire vehicle, and the calculation process is simple and quick. 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 substantially affecting the vertical motion of the vehicle body. The linear skyhook control current can optimize the medium- and high-frequency linear motion of the vehicle body, and the modal skyhook control current can optimize the low-frequency modal motion of the vehicle body. Based on the basic control current, body control current, linear skyhook control current, and modal skyhook control current, a target control current corresponding to each shock absorber is determined. The shock absorber operation 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 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 based on 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] Statistical analysis refers to the process of performing statistical analysis on data within a preset time period before the current moment. Statistical analysis herein 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, and perform statistical analysis on the absolute values ​​of all wheel accelerations, including but not limited to averaging or mean square processing, to determine a target acceleration analysis value, so that the calculated target acceleration analysis value matches the road surface condition. In this example, performing statistical analysis on all wheel accelerations collected within the preset time period before the current moment can avoid the discrete results caused by the small amount of data collected at the two moments before and after. The statistical analysis results of all wheel accelerations within the preset time period can better reflect the road surface condition and ensure the accuracy of the road surface condition analysis. It is understood that the wheel acceleration here can be the left wheel acceleration, which is used to reflect the change in speed of the left wheel as it passes through the road surface, the right wheel acceleration, which is used to reflect the change in speed of the right wheel as it passes through the road surface, or the left and right wheel accelerations, which are used to reflect the change in speed of the right wheel and the right wheel as the vehicle passes through the road surface.

[0101] Furthermore, after obtaining all wheel accelerations within a preset time period before the current moment, the onboard controller may first perform absolute value processing on the wheel accelerations. It may then perform statistical analysis on the absolute values ​​of all wheel accelerations within the preset time period before the current moment, including but not limited to averaging or mean squared value processing, to determine a target acceleration analysis value, ensuring that the calculated target acceleration analysis value matches the road surface condition. Because the basic control current is related to the road surface condition traversed by the wheel, the measured wheel acceleration is related to the vertical vibration intensity of the wheel, and the measured wheel acceleration can be positive or negative. To avoid using a moving average or other statistical analysis method that would result in a target acceleration analysis value of zero after statistical analysis, which would fail to reflect road surface differences, an absolute value calculation is required before the statistical analysis.

[0102] As an example, in step S202, after determining the target acceleration analysis value, the onboard controller may query a pre-set road surface grade mapping table based on the target acceleration analysis value and the real-time collected vehicle speed to determine the corresponding target road surface grade. The road surface grade mapping table is a pre-set three-dimensional data table that reflects the mapping relationship between different acceleration analysis values, vehicle speeds, and road surface grades. In this example, the corresponding target road surface grade is quickly determined based on the target acceleration analysis value and vehicle speed. This ensures that the target road surface grade is correlated with the target acceleration analysis value and vehicle speed, more accurately reflecting the road surface condition.

[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 condition and vehicle speed, so that the vehicle guarantees the minimum safety margin.

[0104] In this embodiment, a 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 vehicle speed, the target road surface grade is correlated with the target acceleration analysis value and vehicle speed, more accurately reflecting the road surface condition. Based on the target road surface grade, a 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 vehicle speed. Controlling the operation of the shock absorber based on this basic control current can enable the vehicle to maintain a certain safety margin.

[0105] In one embodiment, if Figure 3 As shown, S201, i.e., 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 averaging or mean squared value processing, to determine a first acceleration analysis value corresponding to the left wheel accelerations; and perform statistical analysis on all right wheel accelerations, including but not limited to averaging or mean squared value processing, to determine a second acceleration analysis value corresponding to the right wheel accelerations. In this example, before performing statistical analysis on all left wheel accelerations and all right wheel accelerations, absolute values ​​of the left and right wheel accelerations may be taken, and then statistical analysis may be performed on the absolute values ​​of the left and right wheel accelerations to obtain the first and second acceleration analysis values. The first acceleration analysis value herein refers to the value determined after statistical analysis of all left wheel accelerations within the preset time period, which effectively reflects the road surface condition traversed by the left wheel; the second acceleration analysis value refers to the value determined after statistical analysis of all right wheel accelerations within the preset time period, which effectively reflects the road surface condition traversed 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 a first acceleration analysis value corresponding to the left wheel acceleration and a second acceleration analysis value corresponding to the right wheel acceleration, the onboard controller may invoke a built-in algorithm to process the first and second acceleration analysis values ​​to determine a target acceleration analysis value for ultimately assessing the road surface grade. This target acceleration analysis value comprehensively considers the road surface conditions traversed by the left and right wheels. In this example, the onboard controller may average the first and second acceleration analysis values ​​and determine this average as the target acceleration analysis value. Alternatively, the onboard controller may compare the first and second acceleration analysis values ​​and determine the larger of the two values ​​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 reflect the road surface conditions passed by the left wheel and the road surface conditions passed by the right wheel, respectively; 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 guarantee a minimum safety margin.

[0111] In one embodiment, if Figure 4 As shown, step S301, i.e., 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, includes:

[0112] S401: When the vehicle is traveling in a forward direction, statistically analyze the left front wheel acceleration and the right front wheel acceleration 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 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 conditions 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 conditions 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] Since the left front wheel and the left rear wheel will pass through the same road condition one after another according to the vehicle's driving direction within a relatively short time frame, and the right front wheel and the right rear wheel will pass through the same road condition one after another according to the vehicle's driving direction, in order to simplify the analysis process, the absolute value of the acceleration of the wheel that passes through the road first can be taken and statistically analyzed according to the vehicle's driving direction, which helps to improve the efficiency of the statistical analysis and thereby ensure the timeliness of the shock absorber control.

[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, includes:

[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 acquiring 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 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. In this example, since the acquired absolute values ​​of the pitch angular velocity and the vehicle body roll angular velocity may be positive or negative, the magnitude of the acquired angular velocity may affect the vehicle body control current, while the positive or negative sign of the angular velocity does not. Therefore, the absolute values ​​of the pitch angular velocity and the vehicle body roll angular velocity must be respectively taken to determine the corresponding absolute values ​​of the pitch angular velocity and the roll angular velocity.

[0121] As an example, in step S502, after obtaining the absolute values ​​of the pitch angular velocity and the roll angular velocity, the onboard controller may query a pre-set angular velocity-body current mapping table based on the absolute values ​​of the pitch angular velocity and the roll angular velocity to determine the body control current corresponding to the absolute values ​​of the pitch angular velocity and the roll angular velocity. In this example, the angular velocity-body current mapping table is queried based on the absolute values ​​of the pitch angular velocity and the roll angular velocity, and the body control current determined from the query is determined as four shock absorber body currents: 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 angular velocity-body current mapping table is a pre-set three-dimensional data table that reflects 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 taken, and then a table lookup is performed based on the absolute values ​​of the pitch angular velocity and the absolute values ​​of the roll angular velocity. This can 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 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, includes:

[0124] S601: Performing body motion analysis on the body vertical acceleration, body pitch angular velocity, and body roll angular velocity to determine the 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 skyhook damping calculation for the wheel speed and vehicle body speed corresponding to the same suspension to determine the linear damping coefficient corresponding to each suspension;

[0127] S604: Determine the linear skyhook 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, vehicle body pitch angular velocity and vehicle body roll angular velocity, the on-board controller can perform a vehicle motion analysis on the vehicle body vertical acceleration, vehicle body pitch angular velocity and vehicle body roll angular velocity based on the rigid body motion theory to determine the vehicle speed corresponding to each suspension.

[0129] Assume the vehicle's track width is w, the wheelbase is L, the vehicle's vertical acceleration is ddzc, the vehicle's pitch angular velocity is ddfai, and the vehicle's roll angular velocity is ddtheta. Considering the vehicle body as a rigid body, based on the rigid body motion theory, the vehicle accelerations corresponding to the left front suspension, right front suspension, left rear suspension, and right rear suspension 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] Then, 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 can also be filtered, and body motion analysis can 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 forward, the left and right front wheel accelerations are integrated separately 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 relatively short timeframe, the vehicle is traveling at a near-constant speed in a straight line. After a delay of t = wheelbase / vehicle speed, the rear wheels will pass over the same road surface as the front wheels at the current moment. Therefore, the left rear wheel speed can be determined as the delayed left front wheel speed, while the right rear wheel speed is the delayed right rear wheel speed. The left and right rear wheel speeds can be determined accordingly. Conversely, when the vehicle is traveling backward, the left and right rear wheel accelerations are integrated separately to determine the left and right rear wheel speeds corresponding to the left and right rear suspensions. After a delay of t = wheelbase / vehicle speed, the left and right front wheel speeds corresponding to the left and right front suspensions are obtained. 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 touch the road later can be determined based on a specific delay. This allows the vehicle to only need to set acceleration sensors 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 speed corresponding to each suspension, the collected wheel acceleration can be filtered before the wheel acceleration corresponding to each suspension is integrated to ensure the accuracy of the wheel speed after the integration.

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

[0140] In this example, after obtaining the wheel speed and vehicle body speed corresponding to each suspension, the onboard controller performs a difference calculation on the wheel and body speeds to determine the relative speed between the two. It then uses linear skyhook damping calculation logic to calculate the relative speeds and determine the linear damping coefficient corresponding to each suspension. The linear skyhook damping calculation logic here is a pre-set algorithm that calculates the corresponding linear damping coefficient based on the relative speed between the wheel and body speeds. This algorithm can be a conventional algorithm or a user-optimized algorithm.

[0141] As an example, in step S604, after determining the linear damping coefficient corresponding to each suspension, the onboard controller may query a pre-set first damping current mapping table based on the linear damping coefficient to determine the linear skyhook control current corresponding to the linear damping coefficient, and determine the linear skyhook control current corresponding to the shock absorber on the suspension. The first damping current mapping table is a pre-set two-dimensional data table that reflects the mapping relationship between damping coefficients and linear skyhook control currents during medium- and high-frequency linear motion.

[0142] 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 speed corresponding to the suspension at different positions; then a linear ceiling damping calculation is performed on the wheel speed and body speed corresponding to the same suspension to determine the corresponding linear damping coefficient, and then based on the linear damping coefficient, a table is looked up to quickly determine the linear ceiling control current corresponding to the shock absorber on different suspensions, so as to realize separate control of the shock absorber on different suspensions based on their wheel speed and body speed, which can effectively optimize the mid- and high-frequency linear motion, and then optimize the mid- and high-frequency vertical vibration.

[0143] In one embodiment, if Figure 7As shown, step S104, i.e., performing modal skyhook 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 skyhook control current corresponding to each shock absorber, includes:

[0144] S701: Performing body motion analysis on the body vertical acceleration, body pitch angular velocity, and body roll angular velocity to determine the 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 skyhook damping calculation on the wheel speed and vehicle body speed corresponding to the same suspension to determine 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 a minimum damping coefficient threshold.

[0148] As an example, in step S701, after obtaining the vehicle's vertical acceleration, pitch angular velocity, and roll angular velocity, the onboard controller may perform a vehicle motion analysis based on rigid body motion theory to determine the vehicle speed corresponding to each suspension. Step S701 is similar to step S601 and is not detailed here to avoid repetition.

[0149] As an example, in step S702, after obtaining the wheel acceleration corresponding to each wheel mounted on the 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 is not described in detail here to avoid repetition.

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

[0151] In this example, after obtaining the wheel speed and vehicle body speed corresponding to each suspension, the onboard controller performs a difference calculation on the wheel and vehicle body speeds to determine the relative speed between the two. The modal skyhook damping calculation logic then calculates the calculated relative speed to determine the modal damping coefficient corresponding to each suspension. The modal skyhook damping calculation logic here is a pre-set algorithm that calculates the corresponding modal damping coefficient based on the relative speed between the wheel and vehicle body speeds. This algorithm can be either existing or user-optimized.

[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 onboard controller needs to analyze the work state of the shock absorber on the suspension based on the modal damping coefficient. When the shock absorber needs to perform 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 the modal ceiling control current corresponding to the shock absorber on the suspension can be determined. When the shock absorber needs to perform 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 a pre-set minimum damping coefficient threshold to determine the modal ceiling control current corresponding to the minimum damping coefficient threshold, and the modal ceiling control current corresponding to the shock absorber on the suspension can be determined. The second damping current mapping table here is a pre-set two-dimensional mapping table that reflects the mapping relationship between the damping coefficient and the modal ceiling control current during low-frequency modal motion.

[0154] Understandably, since the shock absorber is a work device that can both input and consume energy, an identification and selection process needs to be added in the modal skyhook 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 skyhook 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 skyhook 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 vertical acceleration, pitch angular velocity and roll angular velocity of the vehicle body 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 speed corresponding to the suspension at different positions; then a modal skyhook 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 skyhook control current corresponding to the shock absorber on the different suspension is quickly determined, so that the shock absorber on the different suspension can be individually controlled based on its wheel speed and body speed, thereby effectively optimizing the medium and low frequency modal motion.

[0156] In one embodiment, if Figure 8 As shown, step S704, i.e., determining the modal skyhook 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 skyhook 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, determine the modal skyhook control current corresponding to the shock absorber on the suspension according to the 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 based on 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 may 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 operation, 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 Figure 9 As shown, step S105, i.e., determining the target control current corresponding to each shock absorber according to the basic control current, the body control current, the linear skyhook control current, and the modal skyhook control current corresponding to each shock absorber, includes:

[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, body control current, linear skyhook control current, and 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 onboard controller may obtain a target weight combination corresponding to each shock absorber. The target weight combination may include, but is not limited to, a base current weight, a body current weight, a linear current weight, and a modal current weight. The base current weight is a pre-set weight for weighting the base 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 skyhook control current. The modal current weight is a pre-set weight for weighting the modal skyhook 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 skyhook control current and the modal skyhook control current corresponding to the shock absorber to determine the target control current corresponding to the shock absorber.

[0167] In this embodiment, a pre-set target weight combination corresponding to each shock absorber 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 each shock absorber to determine the target control current corresponding to the shock absorber. This ensures that the determined target control current can achieve the goals of taking into account the minimum safety margin, optimizing the body pitch angle and body roll angle, optimizing the body's medium and high-frequency linear motion, and optimizing the body's low-frequency modal motion.

[0168] In one embodiment, if Figure 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 vehicle's current driving mode, which may be, but is not limited to, comfort mode and sport mode. Comfort mode is designed to maintain power while achieving better fuel economy, resulting in a more balanced throttle response and a simpler and more comfortable handling feel. Sport mode is designed to maximize vehicle power by increasing engine speed or rapidly downshifting.

[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 skyhook control current and modal skyhook 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 preset weight used to perform weighted processing on 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 pre-set sport weight combination corresponding to the 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 for 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 sport mode, the motion weight combination corresponding to the sport 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 fusion current weight;

[0180] like Figure 11 As shown, step S902, i.e., based on the target weight combination, weighting 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 skyhook control current, the linear current weight, the modal skyhook control current, and the modal current weight to obtain a fused control current;

[0182] S1102: 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 a target control current corresponding to each shock absorber.

[0183] The base current weight is a preset weight used to weight the base control current. The body current weight is a preset weight used to weight the body control current. The linear current weight is a preset weight used to weight the linear skyhook control current. The modal skyhook control current is a preset weight used to weight the modal skyhook control current. The fused current weight is a preset weight used to weight the current resulting from the fusion of the linear skyhook control current and the modal skyhook control current.

[0184] As an example, in step S1101, the onboard controller may weight the linear skyhook control current, the linear current weight, the modal skyhook control current, and the modal current weight to obtain a fused control current. This fused control current can be understood as the current resulting from the fusion of the linear skyhook control current and the modal skyhook control current. For example, assuming the linear skyhook control current is I3, the modal skyhook 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 weight the base control current, base current weight, body control current, linear current weight, fused control current, and fused current weight to determine the target control current for each shock absorber. For example, assuming the base control current is I1, the body control current is I2, the base current weight is Q1, the body current weight is Q2, and the fused current weight is Q5, the weighted target control current Im = Q1*I1+Q2*I2+Q5*Is.

[0186] Since the shock absorber actively changes damping by changing the current flowing through the shock absorber's built-in solenoid valve, 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 solution, based on the actual measurement data such as the wheel acceleration, body pitch angular velocity, body roll angular velocity and body vertical acceleration, the basic control current, body control current, linear skylight control current and modal skylight control current corresponding to each shock absorber are dynamically determined. The above four control currents collected are then 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 vehicle controller uses a combination of target weights, including base current weight, body current weight, linear current weight, modal current weight, and fused current weight, to weight the base control current, body control current, linear skyhook control current, and modal skyhook control current corresponding to each shock absorber to determine the target control current for that shock absorber. This ensures that the determined target control current achieves the goals of maintaining a minimum safety margin, optimizing the vehicle pitch and roll angles, optimizing the vehicle's mid- and high-frequency linear motion, and optimizing the vehicle's low-frequency modal motion. In this example, the base current weight, body current weight, linear current weight, modal current weight, and fused current weight can be dynamically switched based on the current driving mode to adapt to different driving modes.

[0188] It should be understood that the size of the serial numbers of the steps in the above embodiments does not 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 embodiments of the present invention.

[0189] In one embodiment, a shock absorber control device is provided, which corresponds one-to-one to the shock absorber control method in the above embodiment. Figure 12 As shown, the shock absorber control device includes a base 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 wheel acceleration and vehicle speed;

[0191] A body current determination module 1202 is configured to determine a body control current corresponding to each shock absorber based on the body pitch angular velocity and the body roll angular velocity;

[0192] a linear current determination module 1203 for performing 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, and determining the linear skyhook control current corresponding to each shock absorber;

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

[0194] a target current determination module 1205 for determining a target control current corresponding to each shock absorber based on a base 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 configured 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, configured 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, configured to determine a target road surface grade based on 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 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, 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 a forward direction; and to perform statistical analysis 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 when the vehicle is traveling in a backward direction.

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

[0203] an angular velocity absolute value acquisition unit, configured to perform absolute value processing on the vehicle body pitch angular velocity and the vehicle body roll angular velocity, and acquire an absolute value of the pitch angular velocity corresponding to the vehicle body pitch angular velocity and an 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, configured to perform 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 the vehicle body speed corresponding to each suspension;

[0207] a first wheel speed determination unit, configured to process the wheel acceleration and determine the wheel speed corresponding to each suspension;

[0208] a linear damping coefficient determination unit, configured to perform linear skyhook damping calculations on the wheel speed and vehicle body speed corresponding to the same suspension, and determine the linear damping coefficient corresponding to each suspension;

[0209] The linear current determination unit is used to determine the linear skyhook 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, configured to perform 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 the vehicle body speed corresponding to each suspension;

[0212] a second wheel speed determination unit, configured to process the wheel acceleration and determine the wheel speed corresponding to each suspension;

[0213] a modal damping coefficient determination unit, configured to perform modal skyhook damping calculations on the wheel speed and vehicle body speed corresponding to the same suspension, and determine the modal damping coefficient corresponding to each suspension;

[0214] The modal current determination unit is used to determine the 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.

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

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

[0217] a target weight combination acquisition unit, configured 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, and 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 fusion current weight;

[0221] The target current determination unit is used to perform weighted processing on the linear skyhook control current, the linear current weight, the modal skyhook 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 definitions of the shock absorber control device can be found in the definitions of the shock absorber control method above and will not be repeated here. Each module in the shock absorber control device described above may be implemented in whole or in part via software, hardware, or a combination thereof. Each of the modules described above may be embedded in or independent of a processor in an onboard controller in hardware form, or stored in memory in the onboard controller in software form, allowing the processor to call and execute the corresponding operations of each module.

[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 shown, or Figures 2 to 11 Alternatively, when the processor executes the computer program, the functions of each module / unit in the embodiment of the shock absorber control device are realized, for example, Figure 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 here in detail to avoid repetition.

[0224] In one embodiment, a shock absorber control system is provided, comprising the vehicle-mounted controller of the above embodiment, and further comprising 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 meter for collecting vehicle body pitch angular velocity, and a roll angle meter for collecting vehicle body roll angular velocity. In this example, the wheel acceleration sensor installed on the wheel sends the collected wheel acceleration to the vehicle-mounted controller, the vehicle speed sensor installed on the vehicle body sends the collected vehicle speed to the vehicle-mounted controller, the vertical acceleration sensor installed at the vehicle body center of mass sends the collected vehicle body vertical acceleration to the vehicle-mounted controller, the pitch angle meter installed at the vehicle body center of mass sends the collected vehicle body pitch angular velocity to the vehicle-mounted controller, and the roll angle meter installed at the vehicle body center of mass sends the collected vehicle body roll angular velocity to the vehicle-mounted controller. The vehicle-mounted controller executes the shock absorber control method of the above embodiment based on all received sensing data, for example Figure 1 S101-S106 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 shown, or Figures 2 to 11 Alternatively, when the computer program is executed by a processor, the functions of each module / unit in the embodiment of the shock absorber control device are realized, for example, Figure 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 here in detail to avoid repetition.

[0227] Those skilled in the art will appreciate that all or part of the processes in the above-mentioned embodiments can be implemented by instructing the relevant hardware through a computer program. 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. By way of illustration and not limitation, RAM is available in various 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 will clearly understand that for the sake of convenience and brevity 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 they can still modify the technical solutions described in the aforementioned embodiments, or make equivalent replacements for some of the technical features therein. These modifications or replacements do not deviate the essence of the corresponding technical solutions from the spirit and scope of the technical solutions of the various embodiments of the present invention, and should all be included in the scope of protection 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 skyhook damping calculations on the vehicle body's vertical acceleration, pitch angular velocity, roll angular velocity, and wheel acceleration to determine the linear skyhook control current corresponding to each shock absorber. Perform modal skyhook damping calculations on the vehicle body's vertical acceleration, pitch angular velocity, roll angular velocity, and wheel acceleration to determine the modal skyhook control current corresponding to each shock absorber. determining a target control current corresponding to each shock absorber according to the base control current, the body control current, the linear skyhook control current, and the modal skyhook control current corresponding to each shock absorber; The operation of the shock absorber is controlled based on the target control current corresponding to each of the shock absorbers.

2. The shock absorber control method according to claim 1, wherein: Determining the basic control current corresponding to each shock absorber according to the wheel acceleration and 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, wherein: 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, wherein: 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 includes: When the vehicle is traveling in a forward direction, performing statistical analysis on 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 a backward direction, statistical analysis is performed on the left rear wheel acceleration and the right rear wheel acceleration 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, wherein: 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 the pitch angular velocity corresponding to the vehicle body pitch angular velocity and an absolute value of the 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 absolute value of the pitch angular velocity and the absolute value of the roll angular velocity.

6. The shock absorber control method according to claim 1, wherein: 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 a wheel speed corresponding to each of the suspensions; Performing linear skyhook damping calculations on the wheel speed and vehicle body speed corresponding to the same suspension to determine a linear damping coefficient corresponding to each of the suspensions; According to the linear damping coefficient corresponding to each of the suspensions, a linear skyhook control current corresponding to the shock absorber on each of the suspensions is determined.

7. The shock absorber control method according to claim 1, wherein: Perform modal skyhook damping calculations on the vehicle body vertical acceleration, vehicle body pitch angular velocity, vehicle body roll angular velocity, and wheel acceleration to determine the modal 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 a wheel speed corresponding to each of the suspensions; Performing modal skyhook damping calculations on the wheel speed and vehicle body speed corresponding to the same suspension to determine a modal damping coefficient corresponding to each of the suspensions; A modal skyhook control current corresponding to the shock absorber on each of the suspensions is determined according to the modal damping coefficient corresponding to each of the suspensions and a minimum damping coefficient threshold.

8. The shock absorber control method according to claim 7, wherein: The determining of 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, determining a modal skyhook 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, a 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, wherein: The determining of 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: Obtain the 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, wherein: The obtaining of the target weight combination corresponding to each shock absorber includes: Get the current driving mode; 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; 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, wherein: 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; 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 a target control current corresponding to each shock absorber, including: performing weighted processing on the linear skyhook control current, the linear current weight, the modal skyhook 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 is used to determine the basic control current corresponding to each shock absorber according to the wheel acceleration and vehicle speed; A body current determination module, used to determine the body control current corresponding to each shock absorber based on the body pitch angular velocity and the body roll angular velocity; A linear current determination module is used to perform linear skyhook damping calculations based on the vehicle body vertical acceleration, vehicle body pitch angular velocity, vehicle body roll angular velocity, and wheel acceleration, and determine the linear skyhook control current corresponding to each shock absorber; A modal current determination module is used to perform modal skyhook damping calculations 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; a target current determination module, configured 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; The shock absorber control module is used to control the operation of the shock absorber based on the target control current corresponding to each shock absorber.

13. A vehicle-mounted controller comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein: 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: The vehicle-mounted controller according to claim 13 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. An automobile, characterized in that: Includes the shock absorber control system according to 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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