Shock absorber control method and device, vehicle suspension system and storage medium

Abstract

The invention discloses a shock absorber control method and device, a vehicle suspension system and a storage medium, and the method comprises the steps: evaluating the driving smoothness and road adhesion of a vehicle according to the driving data of the vehicle in the driving process, and obtaining the comprehensive performance index value of a suspension; based on driving data of the vehicle in the driving process and an improved target ceiling control model, a target damping coefficient is obtained through calculation, and then output damping of a shock absorber on the vehicle is controlled according to the comprehensive performance index value of the suspension and the target damping coefficient; according to the embodiment, the motion states of the vehicle body and the wheels are estimated through the driving data of the vehicle, the target damping coefficient of the shock absorber is calculated by adopting the improved ceiling control model, and then the output damping of the shock absorber on the vehicle is controlled according to the comprehensive performance index value of the suspension and the target damping coefficient. The damping control precision of the shock absorber is improved, the vehicle driving smoothness and the road adhesiveness are both considered, and therefore the vehicle shock absorption effect is improved.

Description

Technical Field

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

[0002] The vehicle's suspension system is a key factor in determining the vehicle's ride smoothness and handling stability. Among them, the relatively simple semi-active suspension is close to the active suspension in terms of control quality, and can better balance ride smoothness and handling stability under any working conditions. Therefore, the suspension design of many models will adopt a semi-active suspension system. In the semi-active suspension system, the suspension performance control is achieved through a damping-adjustable shock absorber, which is used to dissipate the impact energy of the road and alleviate the oscillation after the spring absorbs the vibration, attenuating the vibration and restoring the vehicle to a normal driving state.

[0003] Existing shock absorber control strategies are usually based on linear models. For example, the skyhook control algorithm targets vehicle body acceleration or wheel dynamic deformation without considering other nonlinear variables, resulting in insufficient shock absorber damping control accuracy and insufficient vehicle vibration reduction effect. Summary of the invention

[0004] The present invention provides a shock absorber control method, a device, a vehicle suspension system and a storage medium to solve the problem that the existing shock absorber control strategy has insufficient control precision for the shock absorber damping, resulting in insufficient vehicle vibration reduction effect.

[0005] A shock absorber control method is provided, comprising:

[0006] According to the driving data of the vehicle during driving, the driving smoothness and road adhesion of the vehicle are evaluated to obtain the comprehensive performance index value of the suspension;

[0007] Based on the driving data of the vehicle during driving and the improved target skyhook control model, the target damping coefficient is calculated;

[0008] The output damping of the shock absorber on the vehicle is controlled according to the comprehensive performance index value of the suspension and the target damping coefficient.

[0009] Optionally, the comprehensive performance index value of the suspension is calculated as follows:

[0010] The vehicle body state is estimated based on the vehicle body acceleration to obtain the vehicle ride comfort index value;

[0011] The wheel state is estimated based on the wheel acceleration of the vehicle to obtain the road adhesion index value of the vehicle;

[0012] The comprehensive performance index value of the suspension is calculated based on the ride smoothness index value and the road adhesion index value.

[0013] Optionally, the vehicle body state is estimated based on the vehicle body acceleration to obtain a driving comfort index value of the vehicle, including:

[0014] Determine the root mean square value of the vehicle body acceleration at each historical moment, record it as the root mean square value of the vehicle body acceleration at the current moment, and obtain the root mean square value of the vehicle body acceleration at different moments;

[0015] The minimum root mean square value of the vehicle body acceleration is recorded as the driving smoothness index value.

[0016] Optionally, estimating the wheel state based on the wheel acceleration of the vehicle to obtain a road adhesion index value of the vehicle includes:

[0017] According to the current wheel acceleration, determine the current wheel dynamic deformation;

[0018] Determine the root mean square value of the wheel dynamic deformation at each historical moment, record it as the current wheel dynamic deformation root mean square value, and obtain the wheel dynamic deformation root mean square value at different moments;

[0019] The minimum root mean square value of the wheel dynamic deformation is recorded as the road adhesion index value.

[0020] Optionally, determining the current wheel dynamic deformation according to the current wheel acceleration includes:

[0021] Perform secondary integration on the wheel acceleration to obtain the current vertical displacement of the wheel;

[0022] The difference between the current wheel vertical displacement and the current road surface vertical displacement of the vehicle is taken as the current wheel dynamic deformation.

[0023] Optionally, the comprehensive performance index value of the suspension is calculated according to the driving smoothness index value and the road adhesion index value, including:

[0024] Determine the driving smoothness adjustment coefficient and the road adhesion adjustment coefficient according to the current driving mode of the vehicle;

[0025] The ride smoothness index value, the road adhesion index value, the ride smoothness adjustment coefficient and the road adhesion adjustment coefficient are input into the suspension comprehensive performance evaluation model to calculate the suspension comprehensive performance index value.

[0026] Optionally, the suspension comprehensive performance evaluation model is as follows:

[0027]

[0028] Wherein, J represents the comprehensive performance index of suspension; ε represents the ride smoothness adjustment coefficient; ζ represents the road adhesion adjustment coefficient; J RP Indicates the driving comfort index value; JRA Indicates the road adhesion index value; J RP_P Indicates the driving smoothness index of the passive suspension system; J RA_P Indicates the road adhesion index value of the passive suspension system.

[0029] Optionally, the output damping of the shock absorber on the vehicle is controlled according to the comprehensive performance index value of the suspension and the target damping coefficient, including:

[0030] Obtaining the comprehensive performance index value of the suspension of the vehicle at different times, and recording the minimum comprehensive performance index value of the suspension as the comprehensive performance target value of the suspension;

[0031] The target value of the comprehensive performance of the suspension is taken as the control target, the target damping of the shock absorber is determined based on the target damping coefficient, and the output damping of the shock absorber is controlled to be the target damping.

[0032] Optionally, based on the driving data of the vehicle during driving and the improved target skyhook control model, the target damping coefficient is calculated, including:

[0033] Determine the vertical movement speed of the vehicle body and the vertical movement speed of the wheels according to the driving data of the vehicle during driving;

[0034] Determine a vehicle state adjustment coefficient according to a current driving mode of the vehicle;

[0035] The vehicle state adjustment coefficient, the body vertical motion speed and the wheel vertical motion speed are used as the input of the improved target skyhook control model to calculate the target damping coefficient.

[0036] Optionally, determining the vehicle body vertical movement speed and the wheel vertical movement speed according to the driving data of the vehicle during driving includes:

[0037] Integrate the vehicle body acceleration during the vehicle's driving process to obtain the vertical motion speed of the vehicle body;

[0038] The wheel acceleration during vehicle driving is integrated to obtain the vertical movement speed of the wheel.

[0039] Optionally, the improved target ceiling control model is as follows:

[0040]

[0041] Among them, c in represents the target damping coefficient; c max Indicates the minimum damping coefficient of the shock absorber; c min It represents the maximum damping coefficient of the shock absorber; a represents the vehicle state adjustment coefficient; Indicates the vertical movement speed of the vehicle body; Indicates the vertical movement speed of the wheel.

[0042] A shock absorber control device is provided, comprising:

[0043] An evaluation module is used to evaluate the vehicle's driving smoothness and road adhesion according to the vehicle's driving data during driving, and obtain a comprehensive suspension performance index value;

[0044] A calculation module, used for calculating a target damping coefficient based on driving data of the vehicle during driving and an improved target skyhook control model;

[0045] The control module is used to control the output damping of the shock absorber on the vehicle according to the comprehensive performance index value of the suspension and the target damping coefficient.

[0046] A shock absorber control device is provided, comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the steps of the shock absorber control method are implemented when the processor executes the computer program.

[0047] A vehicle suspension system is provided, comprising a shock absorber and the shock absorber control device.

[0048] A readable storage medium is provided, which stores a computer program. When the computer program is executed by a processor, the steps of the shock absorber control method are implemented.

[0049] In one solution provided by the above-mentioned shock absorber control method, device, vehicle suspension system and storage medium, the vehicle's driving smoothness and road adhesion are evaluated according to the driving data of the vehicle during driving, and the suspension comprehensive performance index value is obtained. Based on the driving data of the vehicle during driving and the improved target skyhook control model, the target damping coefficient is calculated, and then the output damping of the shock absorber on the vehicle is controlled according to the suspension comprehensive performance index value and the target damping coefficient; in this embodiment, the motion state of the vehicle body and the wheel is estimated by the vehicle's driving data, and the target damping coefficient of the shock absorber is calculated using the improved skyhook control model, and then the output damping of the shock absorber on the vehicle is controlled according to the suspension comprehensive performance index value and the target damping coefficient, thereby improving the damping control accuracy of the shock absorber, taking into account the vehicle's driving smoothness and road adhesion, thereby improving the vehicle's vibration reduction effect. BRIEF DESCRIPTION OF THE DRAWINGS

[0050] In order to more clearly illustrate the technical solutions of the embodiments of the present invention, the accompanying drawings required for use in the description of the embodiments of the present invention will be briefly introduced below. Obviously, the accompanying drawings in the following description are only some embodiments of the present invention. For ordinary technicians in this field, other accompanying drawings can be obtained based on these accompanying drawings without paying creative labor.

[0051] Figure 1 is a structural schematic diagram of a vehicle to which a shock absorber control device is applied in one embodiment of the present invention;

[0052] Figure 2 is a flow chart of a shock absorber control method according to an embodiment of the present invention;

[0053] Figure 3 yes Figure 2 A schematic diagram of an implementation process of step S10;

[0054] Figure 4 yes Figure 2 A schematic diagram of an implementation process of step S20;

[0055] Figure 5 yes Figure 2 A schematic diagram of an implementation process of step S30;

[0056] Figure 6 is a schematic diagram of a working principle of a vehicle suspension system in one embodiment of the present invention;

[0057] Figure 7 is a schematic diagram of the control principle of a shock absorber in one embodiment of the present invention;

[0058] Figure 8 is a schematic structural diagram of a shock absorber control device in one embodiment of the present invention;

[0059] Fig. 9 1 is another structural schematic diagram of a shock absorber control device in one embodiment of the present invention. DETAILED DESCRIPTION

[0060] The following will be combined with the drawings in the embodiments of the present invention to clearly and completely describe the technical solutions in the embodiments of the present invention. Obviously, the described embodiments are part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the present invention.

[0061] It should be understood that when used in the present specification and the appended claims, the term "comprising" indicates the presence of the described features, integrals, steps, operations, elements and / or components, but does not exclude the presence or addition of one or more other features, integrals, steps, operations, elements, components and / or their collections. It should also be understood that the term "and / or" used in the present specification and the appended claims refers to any combination of one or more of the associated listed items and all possible combinations, and includes these combinations.

[0062] In addition, in the description of the present specification and the appended claims, the terms "first", "second", "third", etc. are only used to distinguish the descriptions and cannot be understood as indicating or implying relative importance.

[0063] References to "one embodiment" or "some embodiments" etc. described in the present specification mean that one or more embodiments of the present invention include specific features, structures or characteristics described in conjunction with the embodiment. Therefore, the statements "in one embodiment", "in some embodiments", "in some other embodiments", "in some other embodiments", etc. that appear in different places in this specification do not necessarily refer to the same embodiment, but mean "one or more but not all embodiments", unless otherwise specifically emphasized in other ways. The terms "including", "comprising", "having" and their variations all mean "including but not limited to", unless otherwise specifically emphasized in other ways.

[0064] It should be understood that the order of execution of the steps in the following embodiments does not imply a precedence 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.

[0065] In order to illustrate the technical solution of the present invention, specific embodiments are provided below for illustration.

[0066] The shock absorber control method provided by the embodiment of the present invention can be applied in Figure 1 In the vehicle shown, the vehicle includes a vehicle suspension system, a vehicle body and wheels. The vehicle suspension system includes a shock absorber, a suspension spring and a shock absorber control device (i.e., a controller). The suspension spring is connected between the vehicle body and the wheel to bear and transmit the vertical load during the vehicle's driving process as an elastic element, and to mitigate and suppress the impact caused by the driving road surface. The shock absorber is installed between the vehicle body and the wheel, and is used to adjust the impact energy of the road surface and alleviate the oscillation after the spring absorbs the vibration, thereby attenuating the vibration. The vehicle suspension system in this embodiment can be a semi-active suspension system with adjustable damping, that is, the attenuation of the vehicle vibration is adjusted by adjusting the output damping of the shock absorber; in this embodiment, the shock absorber can be an electronically controlled shock absorber, and the damping of the electronically controlled shock absorber can be adjusted by controlling the size of the output current, thereby attenuating the vibration.

[0067] The shock absorber control device is connected to the shock absorber through a bus. The shock absorber control device is used to: evaluate the driving smoothness and road adhesion of the vehicle according to the driving data of the vehicle during driving, obtain the comprehensive performance index value of the suspension, and calculate the target damping coefficient based on the driving data of the vehicle during driving and the improved target skyhook control model, and then control the output damping of the shock absorber on the vehicle according to the comprehensive performance index value of the suspension and the target damping coefficient. In this embodiment, the motion state of the vehicle body and the wheel is estimated by the driving data of the vehicle, the target damping coefficient of the shock absorber is calculated by the improved skyhook control model, and then the output damping of the shock absorber on the vehicle is controlled according to the comprehensive performance index value of the suspension and the target damping coefficient, so as to improve the damping control accuracy of the shock absorber, and the damping control takes into account the driving smoothness and road adhesion of the vehicle, thereby improving the vibration reduction effect of the vehicle.

[0068] In this embodiment, the vehicle suspension system includes a shock absorber, a suspension spring, and a shock absorber control device, which is only for exemplary description. In other embodiments, the vehicle suspension system may also include other devices, such as various sensors. Various sensors are used to collect vehicle parameters during vehicle driving to obtain driving data. For example, various sensors may include body acceleration sensors, wheel acceleration sensors, and other sensors, which are used to collect body acceleration and wheel acceleration during vehicle driving.

[0069] In one embodiment, if Figure 2 As shown, a shock absorber control method is provided, which is applied in Figure 1 The shock absorber control device in the embodiment is taken as an example to illustrate, and the steps are as follows:

[0070] S10: Evaluate the driving smoothness and road adhesion of the vehicle according to the driving data of the vehicle during driving, and obtain a comprehensive suspension performance index value.

[0071] During the driving process of the vehicle, the shock absorber control device collects the driving data of the vehicle through various sensors, and evaluates the driving smoothness and road adhesion of the vehicle based on the driving data of the vehicle, so as to obtain the comprehensive performance index value of the suspension.

[0072] S20: Calculate a target damping coefficient based on driving data of the vehicle during driving and an improved target skyhook control model.

[0073] At the same time, the shock absorber control device calculates the damping information of the shock absorber based on the driving data of the vehicle during driving and the improved target skyhook control model, so as to calculate the target damping coefficient.

[0074] In this embodiment, the improved target skylight control model takes the vehicle body vertical motion speed and the wheel vertical motion speed as inputs. For example, the improved target skylight control model may be as follows:

[0075]

[0076] Among them, c in represents the target damping coefficient; c max Indicates the minimum damping coefficient of the shock absorber; c min It represents the maximum damping coefficient of the shock absorber; a represents the vehicle state adjustment coefficient; Indicates the vertical movement speed of the vehicle body; Indicates the vertical movement speed of the wheel.

[0077] When the absolute value of the vertical movement speed of the vehicle body is greater than the absolute value of the vertical movement speed of the wheels, and the vehicle body movement is dominant, the target damping coefficient output by the target skylight control model is the maximum damping coefficient that the shock absorber can achieve, and the shock absorber outputs a large damping force based on the target damping coefficient to suppress the vehicle body movement; conversely, when the absolute value of the vertical movement speed of the vehicle body is less than the absolute value of the vertical movement speed of the wheels, and the vehicle body movement is dominant, the target damping coefficient output by the target skylight control model is the minimum damping coefficient that the shock absorber can achieve, and the shock absorber outputs a small damping to isolate the road impact.

[0078] S30: Controlling the output damping of the shock absorber on the vehicle according to the comprehensive performance index value of the suspension and the target damping coefficient.

[0079] After obtaining the comprehensive performance index value of the suspension and the target damping coefficient, the shock absorber control device controls the output damping of the shock absorber on the vehicle according to the comprehensive performance index value of the suspension and the target damping coefficient.

[0080] In this embodiment, the suspension comprehensive performance index value is an index value that characterizes the comprehensive performance of the vehicle suspension system. The larger the suspension comprehensive performance index value is, the worse the comprehensive performance of the vehicle suspension system is, and the smaller the suspension comprehensive performance index value is, the better the comprehensive performance of the vehicle suspension system is.

[0081] For example, determine whether the currently calculated comprehensive suspension performance index value is less than a preset performance index value, which is a pre-calibrated index value that characterizes good comprehensive suspension performance; if it is less than or equal to the preset performance index value, it means that the current comprehensive suspension performance of the vehicle suspension system is good, then the comprehensive suspension performance index value can be used as the control target, the target damping of the shock absorber can be calculated based on the target damping coefficient, and then the output damping of the shock absorber on the vehicle can be controlled to be the target damping, so as to keep the comprehensive suspension performance of the vehicle suspension system within a good range. If it is greater than the preset performance index value, it means that the current comprehensive suspension performance of the vehicle suspension system is poor, then the preset performance index value can be used as the control target, the target damping of the shock absorber can be calculated based on the target damping coefficient, and then the output damping of the shock absorber on the vehicle can be controlled to be the target damping, thereby improving the comprehensive suspension performance of the vehicle suspension system.

[0082] As can be seen from the previous text, the comprehensive performance index value of the suspension is calculated based on the driving data of the vehicle during driving, which can improve the objectivity and accuracy of the comprehensive performance index value of the suspension. The comprehensive performance index value of the suspension is a comprehensive performance evaluation value that takes into account the vehicle's driving smoothness and road adhesion, and is more accurate. Using this as the control target to control the output damping of the shock absorber, the vehicle's driving smoothness and road adhesion can be improved, and the damping control accuracy of the shock absorber can be improved.

[0083] In this embodiment, the driving smoothness and road adhesion of the vehicle are evaluated according to the driving data of the vehicle during driving, and the comprehensive performance index value of the suspension is obtained. Based on the driving data of the vehicle during driving and the improved target skyhook control model, the target damping coefficient is calculated, and then the output damping of the shock absorber on the vehicle is controlled according to the comprehensive performance index value of the suspension and the target damping coefficient. In this embodiment, the motion state of the vehicle body and the wheel is estimated by the driving data of the vehicle, and the target damping coefficient of the shock absorber is calculated by using the improved skyhook control model, and then the output damping of the shock absorber on the vehicle is controlled according to the comprehensive performance index value of the suspension and the target damping coefficient, thereby improving the damping control accuracy of the shock absorber, and the damping control takes into account the driving smoothness and road adhesion of the vehicle, thereby improving the vibration reduction effect of the vehicle. In addition, in this embodiment, there is no need to establish a specific vehicle vibration model. The vibration reduction effect during the driving process of the vehicle can be effectively optimized through the output damping adjustment method of the shock absorber, and the engineering application is simple and fast.

[0084] In one embodiment, if Figure 3 As shown, in step S10, the driving smoothness and road adhesion of the vehicle are evaluated according to the driving data of the vehicle during driving to obtain the comprehensive performance index value of the suspension, which specifically includes the following steps:

[0085] S11: Estimate the vehicle body state based on the vehicle body acceleration to obtain the vehicle's driving smoothness index value.

[0086] In this embodiment, the driving data includes the vehicle body acceleration and wheel acceleration during the driving process. It should be understood that both driving smoothness and road adhesion can be reflected by the acceleration in the vertical direction, so the vehicle body acceleration in this embodiment is the vertical acceleration of the vehicle body, and the wheel acceleration in this embodiment is the vertical acceleration of the wheel.

[0087] During the driving process of the vehicle, the vehicle body state is estimated based on the vehicle body acceleration to obtain the vehicle's driving smoothness index value. For example, multiple vehicle body accelerations within a certain period of time can be directly obtained, and the vehicle body state is estimated according to the change of the vehicle body acceleration, that is, the change rate of multiple vehicle body accelerations within a certain period of time is used as the driving smoothness index value, which is simple and direct.

[0088] S12: Estimate the wheel state based on the wheel acceleration of the vehicle to obtain the road adhesion index value of the vehicle.

[0089] During the driving process of the vehicle, the wheel state is estimated based on the wheel acceleration of the vehicle to obtain the road adhesion index value of the vehicle. For example, the current wheel deformation value can be determined based on the wheel acceleration, and then multiple wheel deformation values ​​within a certain period of time are obtained, and the wheel state is estimated according to the change of the wheel deformation value, that is, the change rate of the multiple wheel deformation values ​​within a certain period of time is used as the road adhesion index value.

[0090] S13: Calculate the comprehensive performance index value of the suspension according to the driving smoothness index value and the road adhesion index value.

[0091] After obtaining the driving smoothness index value and the road adhesion index value, the suspension comprehensive performance index value is calculated according to the driving smoothness index value and the road adhesion index value. For example, the driving smoothness index value and the road adhesion index value can be directly input into the suspension comprehensive performance evaluation model, and then the suspension comprehensive performance index value is calculated.

[0092] The comprehensive performance evaluation model of the suspension in this embodiment is as follows:

[0093]

[0094] Wherein, J represents the comprehensive performance index value of the suspension; J RP Indicates the driving comfort index value; J RA Indicates the road adhesion index value; J RP_P Indicates the driving smoothness index of the passive suspension system; J RA_P represents the road adhesion index value of the passive suspension system. Then, Indicates the ride smoothness performance ratio of the semi-active suspension system to the passive suspension system; Represents the road adhesion performance ratio of the semi-active suspension system to the passive suspension system.

[0095] Through the above suspension comprehensive performance evaluation model, it can be seen that the suspension comprehensive performance index value J takes into account both the vehicle's driving smoothness and road adhesion. The smaller the suspension comprehensive performance index value J is, the better the comprehensive performance of the vehicle suspension system is.

[0096] In this embodiment, the vehicle body state is estimated based on the vehicle body acceleration to obtain the vehicle's driving smoothness index value, and the wheel state is estimated based on the vehicle's wheel acceleration to obtain the vehicle's road adhesion index value, and then the suspension comprehensive performance index value is calculated based on the driving smoothness index value and the road adhesion index value, and the specific calculation process of the suspension comprehensive performance index value is refined. The vehicle body and wheel states are estimated by the vehicle body acceleration and wheel acceleration respectively, and then the accurate suspension comprehensive performance index value is calculated, which provides an accurate data basis for the subsequent shock absorber damping control, so that the damping force of the shock absorber can be adjusted in real time according to the suspension comprehensive performance index value to improve the vehicle's vibration reduction effect.

[0097] In one embodiment, step S13, namely, calculating the suspension comprehensive performance index value according to the ride smoothness index value and the road adhesion index value, specifically includes the following steps:

[0098] S131: Determine a driving smoothness adjustment coefficient and a road adhesion adjustment coefficient according to the current driving mode of the vehicle.

[0099] While calculating the driving smoothness index value and the road adhesion index value, it is also necessary to determine the driving smoothness adjustment coefficient and the road adhesion adjustment coefficient according to the current driving mode of the vehicle.

[0100] In this embodiment, the driving smoothness adjustment coefficient and the road adhesion adjustment coefficient are constant values ​​calibrated according to the driving mode of the vehicle. Different driving modes under each vehicle model correspond to different driving smoothness adjustment coefficients and different road adhesion adjustment coefficients. Different vehicles have different specific driving modes, which are determined according to the vehicle model style. Among them, the driving mode may include sports mode, comfort mode, standard mode, and track mode. The driving smoothness adjustment coefficient and the road adhesion adjustment coefficient can change with the driving mode, but do not change in real time according to the road input. Different combinations of the driving smoothness adjustment coefficient and the road adhesion adjustment coefficient can determine whether the vehicle focuses on comfort performance or road adhesion performance.

[0101] According to the current driving mode of the vehicle, a driving smoothness adjustment coefficient and a road adhesion adjustment coefficient are determined, including: obtaining pre-calibrated driving performance coefficient data, the driving performance coefficient data including driving smoothness adjustment coefficient values ​​and road adhesion adjustment coefficient values ​​under different driving models; determining the current driving mode of the vehicle, and then determining the driving smoothness adjustment coefficient value and the corresponding road adhesion adjustment coefficient value corresponding to the current driving mode in the driving performance coefficient data, using the corresponding driving smoothness adjustment coefficient value as the driving smoothness adjustment coefficient, and using the corresponding road adhesion adjustment coefficient value as the road adhesion adjustment coefficient.

[0102] S132: Inputting the ride smoothness index value, the road adhesion index value, the ride smoothness adjustment coefficient and the road adhesion adjustment coefficient into a suspension comprehensive performance evaluation model to calculate the suspension comprehensive performance index value.

[0103] After obtaining the ride smoothness index value, the road adhesion index value, the ride smoothness adjustment coefficient and the road adhesion adjustment coefficient, the ride smoothness index value, the road adhesion index value, the ride smoothness adjustment coefficient and the road adhesion adjustment coefficient are directly input into the suspension comprehensive performance evaluation model to calculate the suspension comprehensive performance index value.

[0104] Among them, the comprehensive performance evaluation model of the suspension can be as follows:

[0105]

[0106] Wherein, J represents the comprehensive performance index of suspension; ε represents the ride smoothness adjustment coefficient; ζ represents the road adhesion adjustment coefficient; J RP Indicates the driving comfort index value; J RA Indicates the road adhesion index value; J RP_P Indicates the driving smoothness index of the passive suspension system; J RA_P Indicates the road adhesion index value of the passive suspension system.

[0107] The corresponding ride smoothness adjustment coefficient and road adhesion adjustment coefficient are determined according to the vehicle's driving mode, and then the target setting of the vehicle suspension system is adjusted by the ride smoothness adjustment coefficient and the road adhesion adjustment coefficient, so as to adjust the tendency of the suspension comprehensive performance index value, so that the subsequent shock absorber damping control based on the suspension comprehensive performance index value is more inclined to the vehicle driver's preference, and the driver's driving experience is further improved on the basis of taking into account the vehicle's ride smoothness and road adhesion and ensuring the vibration reduction effect.

[0108] In this embodiment, the ride smoothness adjustment coefficient and the road adhesion adjustment coefficient are determined according to the current driving mode of the vehicle, and then the ride smoothness index value, the road adhesion index value, the ride smoothness adjustment coefficient and the road adhesion adjustment coefficient are input into the suspension comprehensive performance evaluation model to calculate the suspension comprehensive performance index value. The specific process of calculating the suspension comprehensive performance index value according to the ride smoothness index value and the road adhesion index value is clarified, and the tendency of adjusting the suspension comprehensive performance index value by the ride smoothness adjustment coefficient and the road adhesion adjustment coefficient can further improve the driver's driving experience.

[0109] In one embodiment, step S11, that is, estimating the vehicle body state based on the vehicle body acceleration to obtain the vehicle ride comfort index value, specifically includes the following steps:

[0110] S111: determining the root mean square value of the vehicle body acceleration at each historical moment, recording it as the root mean square value of the vehicle body acceleration at the current moment, and obtaining the root mean square value of the vehicle body acceleration at different moments;

[0111] S112: Record the minimum root mean square value of the vehicle body acceleration as the driving smoothness index value.

[0112] During the driving process after the vehicle is started, it is necessary to record the vehicle body acceleration (vertical acceleration of the vehicle body) at all times, and perform RMS processing on the vehicle body acceleration at each historical moment before the current moment (i.e., square it first, then average it, and then take the square root), and obtain the RMS value of the vehicle body acceleration at each historical moment, which is recorded as the RMS value of the vehicle body acceleration at the current moment. The RMS value of the vehicle body acceleration needs to be calculated at each moment, so that the RMS values ​​of the vehicle body acceleration at different moments can be obtained; wherein, the smaller the RMS value of the vertical vibration acceleration of the vehicle body (i.e., the RMS value of the vehicle body acceleration in this embodiment), the better the driving smoothness; then, among the RMS values ​​of the vehicle body acceleration at different moments, determine the smallest RMS value of the vehicle body acceleration and record it as the driving smoothness index value, that is, the smallest RMS value of the vehicle body acceleration during the driving process after the vehicle is started is used as the driving smoothness index value.

[0113] Among them, the driving smoothness index value can be expressed as:

[0114]

[0115] Among them, J RP Indicates the driving smoothness index value; Represents the body acceleration, that is, the vertical acceleration of the body; RMS represents the root mean square processing, Indicates the root mean square value of vehicle acceleration; min indicates the minimum value.

[0116] In other embodiments, the root mean square value of the vehicle body acceleration at the current moment can also be directly used as the ride smoothness index value, and the ride smoothness index value can be calculated quickly and easily. The root mean square value can accurately describe the changes in the vertical motion state of the vehicle body, thereby improving the accuracy of the ride smoothness index value.

[0117] In this embodiment, the root mean square value of the vehicle body acceleration at each historical moment is determined and recorded as the root mean square value of the vehicle body acceleration at the current moment, the root mean square values ​​of the vehicle body acceleration at different moments are obtained, and the minimum root mean square value of the vehicle body acceleration is recorded as the driving smoothness index value. This clarifies the specific method of estimating the vehicle body state based on the vehicle body acceleration to obtain the vehicle's driving smoothness index value; by performing root mean square processing on the vehicle body acceleration and then taking the minimum root mean square value of the vehicle body acceleration as the driving smoothness index value, not only can the driving smoothness index value be calculated quickly and easily, but also the accuracy of the driving smoothness index value is further improved.

[0118] In one embodiment, step S12, i.e. estimating the wheel state based on the wheel acceleration of the vehicle to obtain the road adhesion index value of the vehicle, specifically includes the following steps:

[0119] S121: Determine the current wheel dynamic deformation according to the current wheel acceleration.

[0120] After obtaining the current wheel acceleration of the vehicle, the current wheel dynamic deformation can be determined based on the current wheel acceleration. For example, the current wheel deformation coefficient can be determined based on the current tire pressure of the vehicle, and then the current wheel acceleration and the wheel deformation coefficient can be directly multiplied to obtain the current wheel dynamic deformation, which is simple and convenient. The wheel deformation coefficient can be determined based on pre-calibrated deformation coefficient data, and the deformation coefficient data includes the deformation coefficient of the vehicle wheel at different tire pressures calibrated based on the vehicle wheel deformation test data; after determining the current tire pressure of the vehicle, the deformation coefficient corresponding to the current tire pressure is determined in the deformation coefficient data as the wheel deformation coefficient.

[0121] In one embodiment, determining the current wheel dynamic deformation according to the current wheel acceleration may further include: performing a secondary integral process on the current wheel acceleration (i.e., the wheel vertical acceleration) to obtain the current wheel vertical displacement; and using the difference between the current wheel vertical displacement and the current road surface vertical displacement of the vehicle as the current wheel dynamic deformation. In the process of calculating the wheel dynamic deformation, the wheel vertical displacement is obtained by performing a secondary integral process on the wheel acceleration, i.e., the vertical deformation of the wheel is obtained, and then the difference between the vertical displacement and the road surface vertical displacement is used as the current wheel dynamic deformation. The wheel dynamic deformation is determined from the perspective of the wheel vertical displacement, and the influence of different road surface conditions on the wheel dynamic deformation is considered, thereby improving the accuracy of the wheel dynamic deformation.

[0122] S122: Determine the root mean square value of the wheel dynamic deformation at each historical moment, record it as the current wheel dynamic deformation root mean square value, and obtain the wheel dynamic deformation root mean square value at different moments.

[0123] S123: Record the minimum root mean square value of the wheel dynamic deformation as the road adhesion index value.

[0124] During vehicle driving, it is necessary to calculate the wheel dynamic deformation at different moments to obtain the wheel dynamic deformation at different moments, and then perform root mean square processing on the wheel dynamic deformation at each historical moment before the current moment to obtain the root mean square value of the wheel dynamic deformation at each historical moment, which is recorded as the current wheel dynamic deformation root mean square value. The wheel dynamic deformation root mean square value needs to be calculated at each moment, so that the wheel dynamic deformation root mean square value at different moments can be obtained; wherein, the smaller the wheel dynamic deformation root mean square value, the better the driving smoothness; then, among the wheel dynamic deformation root mean square values ​​at different moments, determine the smallest wheel dynamic deformation root mean square value, and record it as the road adhesion index value, that is, the smallest wheel dynamic deformation root mean square value during driving after the vehicle is started is used as the road adhesion index value.

[0125] Among them, the road adhesion index value can be expressed as follows:

[0126] J RA =min{RMS{x t -x r}};

[0127] Among them, J RA Indicates the road adhesion index value; x t Indicates the vertical displacement of the wheel; x r Indicates the vertical displacement of the road surface; x t -x r It means the wheel dynamic deformation; RMS means root mean square processing, RMS{x t -x r} represents the root mean square value of the wheel dynamic deformation; min represents the minimum value.

[0128] In other embodiments, the root mean square value of the wheel dynamic deformation at the current moment can also be directly used as the road adhesion index value, and the road adhesion index value can be calculated quickly and easily. The root mean square value can accurately describe the dynamic deformation of the wheel during driving, thereby improving the accuracy of the road adhesion index value.

[0129] In this embodiment, the current wheel dynamic deformation is determined according to the current wheel acceleration, and then the root mean square value of the wheel dynamic deformation at each historical moment is determined and recorded as the current wheel dynamic deformation root mean square value, the wheel dynamic deformation root mean square values ​​at different moments are obtained, and the minimum wheel dynamic deformation root mean square value is recorded as the road adhesion index value, and the specific steps of estimating the wheel state based on the wheel acceleration of the vehicle to obtain the road adhesion index value of the vehicle are clarified. By performing root mean square processing on the wheel dynamic deformation and then taking the minimum wheel dynamic deformation as the road adhesion index value, not only can the road adhesion index value be calculated quickly and easily, but also the accuracy of the road adhesion index value is further improved.

[0130] In one embodiment, if Figure 4 As shown, in step S20, the target damping coefficient is calculated based on the driving data of the vehicle during driving and the improved target skyhook control model, which specifically includes the following steps:

[0131] S21: Determine the vertical movement speed of the vehicle body and the vertical movement speed of the wheels according to the driving data of the vehicle during the driving process.

[0132] During the driving process of the vehicle, the vertical movement speed of the vehicle body and the vertical movement speed of the wheels are determined according to the driving data of the vehicle during the driving process. The driving data may include the vertical movement speed of the vehicle body and the vertical movement speed of the wheels, that is, the vertical movement speed of the vehicle body and the vertical movement speed of the wheels may be data directly collected by sensors on the vehicle, the vertical movement speed of the vehicle body is collected by the vehicle speed sensor, and the vertical movement speed of the wheels is collected by the wheel speed sensor.

[0133] S22: Determine a vehicle state adjustment coefficient according to the current driving mode of the vehicle.

[0134] During the driving process of the vehicle, it is also necessary to determine the current driving mode of the vehicle, which is the mode selected by the driver according to his own needs and preferences. Different models have different tuning styles, and thus have different driving modes. Vehicles with different driving modes have different driving styles, that is, different driving modes have different preferences for vehicle driving comfort. In this embodiment, the driving modes include comfort mode, standard mode, sports mode, and track mode. Among them, the road adhesion characteristics of the comfort mode, standard mode, sports mode, and track mode decrease in turn, and the comfort decreases in turn.

[0135] After determining the current driving mode of the vehicle, the vehicle state adjustment coefficient is determined according to the current driving mode of the vehicle. In this embodiment, different vehicle state adjustment coefficients are calibrated for different driving modes to obtain state adjustment coefficient data, which includes state adjustment coefficient values ​​under different driving modes. After determining the current driving mode of the vehicle, the state adjustment coefficient value corresponding to the current driving mode is determined in the state adjustment coefficient data as the vehicle state adjustment coefficient, which is simple and convenient.

[0136] S23: The vehicle state adjustment coefficient, the vehicle body vertical movement speed and the wheel vertical movement speed are used as inputs of the improved target skyhook control model to calculate the target damping coefficient.

[0137] After determining the vehicle state adjustment coefficient, the body vertical movement speed and the wheel vertical movement speed, an improved target skyhook control model is obtained, and then the vehicle state adjustment coefficient, the body vertical movement speed and the wheel vertical movement speed are used as inputs of the improved target skyhook control model to calculate the target damping coefficient.

[0138] Among them, the improved target ceiling control model is as follows:

[0139]

[0140] Among them, c in represents the target damping coefficient; c max Indicates the minimum damping coefficient of the shock absorber; c min Indicates the maximum damping coefficient of the shock absorber; Indicates the vertical movement speed of the vehicle body; Represents the vertical movement speed of the wheel; a represents the vehicle state adjustment coefficient, 0≤a≤1.

[0141] In this embodiment, the vehicle state adjustment coefficient is used to adjust the dominant degree of vehicle body motion under different working conditions. In the above improved target skylight control model, the corresponding absolute value of vertical motion speed is represented by the square of the vertical motion speed of the vehicle body and wheels; when That is, the absolute value of the vertical motion speed of the vehicle body is greater than or equal to the absolute value of the vertical motion speed of the wheel. When the vehicle body motion is dominant, the maximum damping coefficient c of the shock absorber is max As the target damping coefficient, the shock absorber outputs a large damping force to suppress the body movement; on the contrary, when That is, the absolute value of the vertical motion speed of the vehicle body is less than the absolute value of the vertical motion speed of the wheel. When the vehicle body motion is dominant, the minimum damping coefficient c of the shock absorber is min The target damping coefficient is used to make the shock absorber output small damping to isolate the road impact.

[0142] In summary, introducing the vehicle state adjustment coefficient a to calculate the target damping coefficient can obtain a more accurate target damping coefficient, so that the damping force output by the subsequent shock absorber can adjust the dominant degree of the vertical movement speed of the vehicle body and wheels, thereby taking into account the vehicle's driving smoothness and road adhesion, and improving the vibration reduction effect during vehicle driving.

[0143] In this embodiment, the vertical movement speed of the vehicle body and the vertical movement speed of the wheels are determined according to the driving data of the vehicle during driving, and the vehicle state adjustment coefficient is determined according to the current driving mode of the vehicle. Then, the vehicle state adjustment coefficient, the vertical movement speed of the vehicle body and the vertical movement speed of the wheels are used as inputs of the improved target skylight control model to calculate the target damping coefficient. The specific steps for calculating the target damping coefficient based on the driving data of the vehicle during driving and the improved target skylight control model are clarified, and the vehicle state adjustment coefficient is introduced into the traditional skylight control algorithm to obtain the improved target skylight control model. By introducing the vehicle state adjustment coefficient a to calculate the target damping coefficient, the dominant degree of the vertical movement speed of the vehicle body and the wheels can be adjusted by the output damping of the shock absorber, thereby taking into account the vehicle's driving smoothness and road adhesion, and improving the vibration reduction effect during vehicle driving.

[0144] In one embodiment, step S21, i.e., determining the vertical movement speed of the vehicle body and the vertical movement speed of the wheels according to the driving data of the vehicle during driving, specifically includes the following steps:

[0145] S211: Integrate the vehicle body acceleration during the vehicle's travel to obtain the vehicle body vertical movement speed;

[0146] S212: Integrate the wheel acceleration during the vehicle's travel to obtain the wheel vertical movement speed.

[0147] During the driving process of the vehicle, driving data of the vehicle is obtained, and the driving data includes body acceleration and wheel acceleration. Here, acceleration represents vertical acceleration, that is, body acceleration is body vertical acceleration, and wheel acceleration is wheel vertical acceleration. The body acceleration and wheel acceleration are collected by body acceleration sensor and wheel acceleration sensor respectively.

[0148] Then, the vehicle body acceleration during the driving process is integrated once to obtain the vertical motion speed of the vehicle body, and the wheel acceleration during the driving process is integrated to obtain the vertical motion speed of the wheel. By integrating the vehicle body acceleration and the wheel acceleration once, the corresponding vertical motion speed can be obtained respectively, which is simple and convenient, and there is no need to add a speed sensor to collect the corresponding vertical motion speed, which can reduce the cost of vehicle sensor layout.

[0149] In this embodiment, the vehicle body acceleration during the vehicle driving process is integrated to obtain the vehicle body vertical movement speed, and the wheel acceleration during the vehicle driving process is integrated to obtain the wheel vertical movement speed. The specific steps for determining the vehicle body vertical movement speed and the wheel vertical movement speed based on the driving data of the vehicle during the driving process are clarified. On the basis of ensuring data accuracy, the vehicle sensor layout cost can be reduced, which is beneficial to engineering applications.

[0150] In one embodiment, if Figure 5 As shown, in step S30, the output damping of the shock absorber on the vehicle is controlled according to the comprehensive performance index value of the suspension and the target damping coefficient, which specifically includes the following steps:

[0151] S31: Obtaining the comprehensive suspension performance index values ​​of the vehicle at different times, and recording the minimum comprehensive suspension performance index value as the comprehensive suspension performance target value.

[0152] During vehicle driving, it is necessary to evaluate the vehicle's driving smoothness and road adhesion in real time, obtain and record the comprehensive performance index value of the suspension at the current moment, and thus obtain the comprehensive performance index value of the suspension at different moments.

[0153] After determining the target damping coefficient, it is necessary to obtain the pre-calculated and recorded suspension comprehensive performance index values ​​of the vehicle at different times, and then determine the minimum suspension comprehensive performance index value, and record the minimum suspension comprehensive performance index value as the suspension comprehensive performance target value.

[0154] S32: Taking the target value of the comprehensive performance of the suspension as the control target, determining the target damping based on the target damping coefficient, and controlling the output damping of the shock absorber to be the target damping.

[0155] After determining the target value of the comprehensive performance of the suspension, the target value of the comprehensive performance of the suspension is used as the control target, and the damping force required by the shock absorber is determined based on the target damping coefficient, that is, the target damping is determined, and then the output damping of the shock absorber is controlled to be the target damping. The target damping coefficient can be directly input into the actuator of the shock absorber so that the shock absorber outputs the target damping, that is, the output damping of the shock absorber is the target damping. In this process, the target value of the comprehensive performance of the suspension is used as the control target, and the output damping of the shock absorber is feedback controlled in real time.

[0156] In this embodiment, the vehicle suspension system may be a semi-active suspension system, which includes a suspension spring, a shock absorber, a shock absorber control device (i.e., a shock absorber controller), a wheel acceleration sensor, and a vehicle body acceleration sensor. The shock absorber may be an electronically controlled shock absorber. The semi-active suspension system and its working principle are as follows: Figure 6As shown, the suspension spring K and the electronically controlled shock absorber are arranged between the vehicle body and the wheel, the vehicle body acceleration sensor is arranged on the vehicle body, and the wheel acceleration sensor is arranged on the wheel. The controller can adjust the damping coefficient C of the electronically controlled shock absorber, and provide assistance for actively controlling the shock absorber to realize vehicle vibration attenuation. Figure 6 As shown, the wheel has a wheel stiffness k t When the vehicle is driving, the wheels are in contact with the ground and receive impact from the road surface, that is, the road surface input x r (i.e. vertical displacement of the road surface, which refers to the vertical displacement when the road surface is uneven). The impact of the road surface is transmitted to the vehicle body through the wheels and suspension springs to form an impact. In this process, the wheel acceleration Vehicle acceleration Send changes, the wheel is deformed by the impact of the ground, resulting in wheel deformation x t -x r , that is, the vertical displacement of the wheel x t (The wheel acceleration can be Integrate twice to get) and the vertical displacement x of the road surface r The impact force is transmitted to the suspension spring, causing the suspension to deform. The suspension deformation is the vertical displacement x of the vehicle body (which can be used to adjust the vehicle body acceleration Integrate twice to get) and the wheel vertical displacement x t The difference, that is, xx t ; Wheel deformation and suspension deformation will produce a sense of vibration. At this time, the controller needs to calculate the target damping coefficient based on the vehicle body and wheel acceleration, and then adjust the damping coefficient C of the electronically controlled shock absorber based on the target damping coefficient, so that the shock absorber can provide appropriate damping force to attenuate vehicle vibration and reduce vehicle vibration.

[0157] The control principle of the shock absorber of the semi-active suspension system can be described as follows: Figure 7 As shown, during vehicle driving, road input is transmitted to the semi-active suspension system (semi-active suspension for short) through the wheels, and the vehicle state (including the vehicle body state and the wheel state) is measured by the acceleration sensors installed on the vehicle body and wheels. The acceleration sensors feed back the measured vehicle body acceleration and wheel acceleration to the shock absorber control device (i.e., the control strategy). The control strategy takes the comprehensive performance target value of the suspension (i.e., minJ) as the target, and performs feedback control on the output damping of the shock absorber in real time, so as to adjust the performance of the semi-active suspension system through the shock absorber and improve the vehicle vibration reduction effect.

[0158] Since the shock absorber is an electronically controlled shock absorber, controlling the output damping of the shock absorber to be the target damping includes: therefore, after determining the target damping based on the target damping coefficient, it is necessary to obtain pre-calibrated damping current relationship data, and the damping current relationship data includes shock absorber current values ​​corresponding to different shock absorber damping values; then, determining the shock absorber current value corresponding to the target damping in the damping current relationship data, recording it as the target current value, and outputting the target current value to the shock absorber so that the shock absorber outputs the target damping, and by outputting the control current of the shock absorber, the damping force of the shock absorber is controlled with high accuracy and rapid response.

[0159] In this embodiment, by obtaining the suspension comprehensive performance index value of the vehicle at different times, and recording the minimum suspension comprehensive performance index value as the suspension comprehensive performance target value, and then taking the suspension comprehensive performance target value as the control target, determining the target damping of the shock absorber based on the target damping coefficient, and controlling the output damping of the shock absorber as the target damping, the steps of controlling the output damping of the shock absorber on the vehicle according to the suspension comprehensive performance index value and the target damping coefficient are clarified. In addition, the smaller the suspension comprehensive performance index value, the better the suspension comprehensive performance of the vehicle suspension system, and in this embodiment, the minimum suspension comprehensive performance index value in the vehicle driving history is used as the control target to control and adjust the shock absorber damping, which further improves the shock absorber damping control accuracy, makes the vehicle driving smoothness and road adhesion better, further improves the vibration reduction effect, and improves driving comfort.

[0160] It should be understood that the order of execution of the steps in the above embodiment does not necessarily mean the order of execution. The execution order of each process should be determined by its function and internal logic, and should not constitute any limitation on the implementation process of the embodiment of the present invention.

[0161] In one embodiment, a shock absorber control device is provided, and the shock absorber control device corresponds one-to-one with the shock absorber control method in the above embodiment. Figure 8 As shown, the shock absorber control device includes an evaluation module 801, a calculation module 802 and a control module 803. The detailed description of each functional module is as follows:

[0162] An evaluation module 801 is used to evaluate the driving smoothness and road adhesion of the vehicle according to the driving data of the vehicle during driving, and obtain a comprehensive performance index value of the suspension;

[0163] A calculation module 802, configured to calculate a target damping coefficient based on driving data of the vehicle during driving and an improved target skyhook control model;

[0164] The control module 803 is used to control the output damping of the shock absorber on the vehicle according to the comprehensive performance index value of the suspension and the target damping coefficient.

[0165] Optionally, the evaluation module 801 is specifically used for:

[0166] The vehicle body state is estimated based on the vehicle body acceleration to obtain the vehicle ride comfort index value;

[0167] The wheel state is estimated based on the wheel acceleration of the vehicle to obtain the road adhesion index value of the vehicle;

[0168] The comprehensive performance index value of the suspension is calculated based on the ride smoothness index value and the road adhesion index value.

[0169] Optionally, the evaluation module 801 is further configured to:

[0170] Determine the root mean square value of the vehicle body acceleration at each historical moment, record it as the root mean square value of the vehicle body acceleration at the current moment, and obtain the root mean square value of the vehicle body acceleration at different moments;

[0171] The minimum root mean square value of the vehicle body acceleration is recorded as the driving smoothness index value.

[0172] Optionally, the evaluation module 801 is further configured to:

[0173] According to the current wheel acceleration, determine the current wheel dynamic deformation;

[0174] Determine the root mean square value of the wheel dynamic deformation at each historical moment, record it as the current wheel dynamic deformation root mean square value, and obtain the wheel dynamic deformation root mean square value at different moments;

[0175] The minimum root mean square value of the wheel dynamic deformation is recorded as the road adhesion index value.

[0176] Optionally, the evaluation module 801 is further configured to:

[0177] Perform secondary integration on the wheel acceleration to obtain the current vertical displacement of the wheel;

[0178] The difference between the current wheel vertical displacement and the current road surface vertical displacement of the vehicle is taken as the current wheel dynamic deformation.

[0179] Optionally, the evaluation module 801 is further configured to:

[0180] Determine the driving smoothness adjustment coefficient and the road adhesion adjustment coefficient according to the current driving mode of the vehicle;

[0181] The ride smoothness index value, the road adhesion index value, the ride smoothness adjustment coefficient and the road adhesion adjustment coefficient are input into the suspension comprehensive performance evaluation model to calculate the suspension comprehensive performance index value.

[0182] Optionally, the control module 803 is specifically configured to:

[0183] Obtaining the comprehensive performance index value of the suspension of the vehicle at different times, and recording the minimum comprehensive performance index value of the suspension as the comprehensive performance target value of the suspension;

[0184] The target value of the comprehensive performance of the suspension is taken as the control target, the target damping of the shock absorber is determined based on the target damping coefficient, and the output damping of the shock absorber is controlled to be the target damping.

[0185] Optionally, the calculation module 802 is specifically configured to:

[0186] Determine the vertical movement speed of the vehicle body and the vertical movement speed of the wheels according to the driving data of the vehicle during driving;

[0187] Determine a vehicle state adjustment coefficient according to a current driving mode of the vehicle;

[0188] The vehicle state adjustment coefficient, the body vertical motion speed and the wheel vertical motion speed are used as the input of the improved target skyhook control model to calculate the target damping coefficient.

[0189] Optionally, the calculation module 802 is further used to: integrate the vehicle body acceleration during the vehicle driving process to obtain the vertical movement speed of the vehicle body;

[0190] The wheel acceleration during vehicle driving is integrated to obtain the vertical movement speed of the wheel.

[0191] The specific definition of the shock absorber control device can be found in the definition of the shock absorber control method above, which will not be repeated here. Each module in the above shock absorber control device can be implemented in whole or in part by software, hardware and a combination thereof. Each of the above modules can be embedded in or independent of the processor in the computer device in the form of hardware, or can be stored in the memory of the computer device in the form of software, so that the processor can call and execute the operations corresponding to each of the above modules.

[0192] In one embodiment, Fig. 9 As shown, a shock absorber control device is provided, which may be a controller of a vehicle, 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 following steps are implemented:

[0193] According to the driving data of the vehicle during driving, the driving smoothness and road adhesion of the vehicle are evaluated to obtain the comprehensive performance index value of the suspension;

[0194] Based on the driving data of the vehicle during driving and the improved target skyhook control model, the target damping coefficient is calculated;

[0195] The output damping of the shock absorber on the vehicle is controlled according to the comprehensive performance index value of the suspension and the target damping coefficient.

[0196] In one embodiment, a readable storage medium is provided, on which a computer program is stored, and when the computer program is executed by a processor, the following steps are implemented:

[0197] According to the driving data of the vehicle during driving, the driving smoothness and road adhesion of the vehicle are evaluated to obtain the comprehensive performance index value of the suspension;

[0198] Based on the driving data of the vehicle during driving and the improved target skyhook control model, the target damping coefficient is calculated;

[0199] The output damping of the shock absorber on the vehicle is controlled according to the comprehensive performance index value of the suspension and the target damping coefficient.

[0200] A person skilled in the art can understand that all or part of the processes in the above-mentioned embodiments can be implemented by instructing the relevant hardware through a computer program, and the computer program can be stored in a non-volatile computer-readable storage medium. When the computer program is executed, it can include the processes of the embodiments of the above-mentioned methods. Among them, any reference to memory, storage, database or other media used in the embodiments provided in this application can include non-volatile and / or volatile memory.

[0201] Those skilled in the art can clearly understand that for the convenience and simplicity of description, only the division of the above-mentioned functional units and modules is used as an example. In actual applications, the above-mentioned functions can be distributed and completed by different functional units and modules as needed, that is, the internal structure of the device can be divided into different functional units or modules to complete all or part of the functions described above.

[0202] The embodiments described above are only used to illustrate the technical solutions of the present invention, rather than to limit the same. Although the present invention has been described in detail with reference to the aforementioned embodiments, those skilled in the art should understand that the technical solutions described in the aforementioned embodiments may still be modified, or some of the technical features may be replaced by equivalents. Such modifications or replacements do not deviate the essence of the corresponding technical solutions from the spirit and scope of the technical solutions of the embodiments of the present invention, and should all be included in the protection scope of the present invention.

Claims

1. A shock absorber control method, characterized in that: include: According to the driving data of the vehicle during driving, the driving smoothness and road adhesion of the vehicle are evaluated to obtain a comprehensive suspension performance index value; Calculating a target damping coefficient based on driving data of the vehicle during driving and an improved target skyhook control model; The output damping of the shock absorber on the vehicle is controlled according to the comprehensive suspension performance index value and the target damping coefficient.

2. The shock absorber control method according to claim 1, characterized in that: The comprehensive performance index value of the suspension is calculated as follows: estimating a vehicle body state based on the vehicle body acceleration to obtain a driving comfort index value of the vehicle; estimating a wheel state based on the wheel acceleration of the vehicle to obtain a road adhesion index value of the vehicle; The suspension comprehensive performance index value is calculated based on the driving smoothness index value and the road adhesion index value.

3. The shock absorber control method according to claim 2, characterized in that: The estimating the vehicle body state based on the vehicle body acceleration to obtain the vehicle ride comfort index value includes: Determine the root mean square value of the vehicle body acceleration at each historical moment, record it as the root mean square value of the vehicle body acceleration at the current moment, and obtain the root mean square value of the vehicle body acceleration at different moments; The minimum root mean square value of the vehicle body acceleration is recorded as the driving smoothness index value.

4. The shock absorber control method according to claim 2, characterized in that: The estimating the wheel state based on the wheel acceleration of the vehicle to obtain the road adhesion index value of the vehicle includes: Determining a current wheel dynamic deformation according to the current wheel acceleration; Determine the root mean square value of the wheel dynamic deformation at each historical moment, record it as the current wheel dynamic deformation root mean square value, and obtain the wheel dynamic deformation root mean square value at different moments; The minimum root mean square value of the wheel dynamic deformation is recorded as the road adhesion index value.

5. The shock absorber control method according to claim 4, characterized in that: Determining the current wheel dynamic deformation according to the current wheel acceleration includes: Performing a secondary integration process on the wheel acceleration to obtain a current wheel vertical displacement; The difference between the current wheel vertical displacement and the current road surface vertical displacement of the vehicle is taken as the current wheel dynamic deformation.

6. The shock absorber control method according to claim 2, characterized in that: The calculating the suspension comprehensive performance index value according to the driving smoothness index value and the road adhesion index value includes: Determining a driving smoothness adjustment coefficient and a road adhesion adjustment coefficient according to a current driving mode of the vehicle; The driving smoothness index value, the road adhesion index value, the driving smoothness adjustment coefficient and the road adhesion adjustment coefficient are input into a suspension comprehensive performance evaluation model to calculate the suspension comprehensive performance index value.

7. The shock absorber control method according to claim 6, characterized in that: The suspension comprehensive performance evaluation model is as follows: Wherein, J represents the comprehensive performance index value of the suspension; ε represents the ride smoothness adjustment coefficient; ζ represents the road adhesion adjustment coefficient; J RP represents the driving comfort index value; J RA represents the road adhesion index value; J RP_P Indicates the driving smoothness index of the passive suspension system; J RA_P Indicates the road adhesion index value of the passive suspension system.

8. The shock absorber control method according to any one of claims 1 to 7, characterized in that: The controlling the output damping of the shock absorber on the vehicle according to the comprehensive performance index value of the suspension and the target damping coefficient comprises: Obtaining the suspension comprehensive performance index values ​​of the vehicle at different times, and recording the minimum suspension comprehensive performance index value as the suspension comprehensive performance target value; The target value of the suspension comprehensive performance is used as a control target, the target damping of the shock absorber is determined based on the target damping coefficient, and the output damping of the shock absorber is controlled to be the target damping.

9. The shock absorber control method according to any one of claims 1 to 7, characterized in that: The target damping coefficient is calculated based on the driving data of the vehicle during the driving process and the improved target skyhook control model, including: Determining the vertical movement speed of the vehicle body and the vertical movement speed of the wheels according to the driving data of the vehicle during the driving process; determining a vehicle state adjustment coefficient according to a current driving mode of the vehicle; The vehicle state adjustment coefficient, the vehicle body vertical movement speed and the wheel vertical movement speed are used as inputs of an improved target skyhook control model to calculate the target damping coefficient.

10. The shock absorber control method according to claim 9, characterized in that: The determining of the vehicle body vertical movement speed and the wheel vertical movement speed according to the driving data of the vehicle during the driving process includes: Integrating the vehicle body acceleration during the vehicle's travel to obtain the vehicle body vertical movement speed; The wheel acceleration during the vehicle's travel is integrated to obtain the wheel's vertical movement speed.

11. The shock absorber control method according to any one of claims 1 to 7, characterized in that: The improved target ceiling control model is as follows: Among them, c in represents the target damping coefficient; c max represents the minimum damping coefficient of the shock absorber; c min represents the maximum damping coefficient of the shock absorber; a represents the vehicle state adjustment coefficient; Indicates the vertical movement speed of the vehicle body; Indicates the vertical movement speed of the wheel.

12. A shock absorber control device, characterized in that: include: An evaluation module, used to evaluate the driving smoothness and road adhesion of the vehicle according to the driving data of the vehicle during driving, and obtain a comprehensive performance index value of the suspension; A calculation module, configured to calculate a target damping coefficient based on driving data of the vehicle during driving and an improved target skyhook control model; A control module is used to control the output damping of the shock absorber on the vehicle according to the comprehensive performance index value of the suspension and the target damping coefficient.

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

14. A vehicle suspension system, characterized in that: The invention comprises a shock absorber and the shock absorber control device as claimed in claim 13.

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

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