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

Abstract

The application discloses a shock absorber control method and device, a vehicle suspension system and a storage medium. The method comprises the following steps: evaluating the ride comfort and the road adhesion of a vehicle according to driving data of the vehicle in a driving process, obtaining a suspension comprehensive performance index value, and calculating a target damping coefficient based on the driving data of the vehicle in the driving process and an improved target skyhook control model, and then controlling the output damping of the shock absorber on the vehicle according to the suspension comprehensive performance index value and the target damping coefficient. In the embodiment, the motion state of the vehicle body and the vehicle wheel is estimated according to the driving data of the vehicle, 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 suspension comprehensive performance index value and the target damping coefficient, so that the damping control precision of the shock absorber is improved, the ride comfort and the road adhesion of the vehicle are considered, and the vehicle damping effect is improved.

Description

TECHNICAL FIELD

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

[0002] The suspension system of a vehicle is a key factor in determining the ride comfort and handling stability of the vehicle. Among them, the semi-active suspension with relatively simple structure is close to the active suspension in control quality, and can better balance the ride comfort and handling stability under any working condition, so the suspension design of many vehicle models will adopt a semi-active suspension system. In the semi-active suspension system, the performance control of the suspension is realized through a damping-adjustable shock absorber, which is used to dissipate the impact energy of the road and relieve the oscillation after the spring vibration absorption, and to attenuate the vibration to restore the vehicle to normal driving state.

[0003] The existing shock absorber control strategy is usually based on a linear model, such as a skyhook control algorithm, which controls the target of the body acceleration or the wheel dynamic deformation, without considering other nonlinear variables, resulting in insufficient damping control accuracy of the shock absorber, which leads to insufficient damping effect of the vehicle. SUMMARY

[0004] The present application provides a shock absorber control method, device, vehicle suspension system and storage medium to solve the problem of insufficient damping control accuracy of the shock absorber by the existing shock absorber control strategy, which leads to insufficient damping effect of the vehicle.

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

[0006] According to the driving data of the vehicle in the driving process, the ride comfort and road adhesion of the vehicle are evaluated to obtain a suspension comprehensive performance index value;

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

[0008] 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.

[0009] Optionally, the suspension comprehensive performance index value is calculated by the following method:

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

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

[0012] The suspension comprehensive performance index value is calculated according to the ride comfort index value and the road adhesion index value.

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

[0014] The root mean square value of the body acceleration at each historical moment is determined, denoted as the root mean square value of the body acceleration at the current moment, to obtain the root mean square value of the body acceleration at different moments;

[0015] The smallest root mean square value of the body acceleration is denoted as the ride comfort index value.

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

[0017] The current wheel dynamic deformation is determined according to the current wheel acceleration;

[0018] The root mean square value of the wheel dynamic deformation at each historical moment is determined, denoted as the root mean square value of the wheel dynamic deformation at the current moment, to obtain the root mean square value of the wheel dynamic deformation at different moments;

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

[0020] Optionally, the current wheel dynamic deformation is determined according to the current wheel acceleration, including:

[0021] The current wheel vertical displacement is obtained by twice integrating the wheel acceleration;

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

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

[0024] The ride comfort adjustment coefficient and the road adhesion adjustment coefficient are determined according to the current driving mode of the vehicle;

[0025] The ride comfort index value, the road adhesion index value, the ride comfort 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 suspension comprehensive performance index value; ε represents the ride comfort adjustment coefficient; ζ represents the road adhesion adjustment coefficient; J RP represents the ride comfort index value; JRA represents the road adhesion index value; J RP_P represents the passive suspension system ride comfort index; J RA_P represents the passive suspension system road adhesion index value.

[0029] Optionally, 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, including:

[0030] The suspension comprehensive performance index value of the vehicle at different times is obtained, and the minimum suspension comprehensive performance index value is recorded as a suspension comprehensive performance target value;

[0031] 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, with the suspension comprehensive performance target value as the control target.

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

[0033] The body vertical motion speed and the wheel vertical motion speed are determined according to the driving data of the vehicle during driving;

[0034] The vehicle state adjustment coefficient is determined according to the current driving mode of the vehicle;

[0035] The vehicle state adjustment coefficient, the body vertical motion speed and the wheel vertical motion speed are taken as inputs of the improved target skyhook control model, and the target damping coefficient is calculated.

[0036] Optionally, the body vertical motion speed and the wheel vertical motion speed are determined according to the driving data of the vehicle during driving, including:

[0037] The body acceleration during driving of the vehicle is integrated to obtain the body vertical motion speed;

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

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

[0040]

[0041] Wherein, 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; represents the body vertical motion speed; represents the wheel vertical motion speed.

[0042] The shock absorber control device comprises:

[0043] The evaluation module is configured to evaluate the ride comfort and the road adhesion of the vehicle according to the driving data of the vehicle during driving, and obtain a suspension comprehensive performance index value.

[0044] The calculation module is configured to calculate a target damping coefficient based on the driving data of the vehicle during driving and an improved target skyhook control model.

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

[0046] The shock absorber control device comprises a memory, a processor, and a computer program stored in the memory and executable on the processor, and the processor implements the steps of the shock absorber control method when executing the computer program.

[0047] The vehicle suspension system comprises a shock absorber and the shock absorber control device.

[0048] The readable storage medium stores a computer program, and the computer program implements the steps of the shock absorber control method when executed by a processor.

[0049] In one scheme of the shock absorber control method, device, vehicle suspension system, and storage medium, the ride comfort and the road adhesion of the vehicle are evaluated according to the driving data of the vehicle during driving, and a suspension comprehensive performance index value is obtained. A target damping coefficient is calculated based on the 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 suspension comprehensive performance index value and the target damping coefficient. In this embodiment, the motion state of the vehicle body and the wheels is estimated according to the driving data of the vehicle. The target damping coefficient of the shock absorber is calculated using the improved skyhook control model. 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. The damping control precision of the shock absorber is improved. The ride comfort and the road adhesion of the vehicle are considered. The shock absorption effect of the vehicle is improved. BRIEF DESCRIPTION OF DRAWINGS

[0050] In order to more clearly illustrate the technical solutions of the embodiments of the present application, the following will briefly introduce the drawings needed to be used in the description of the embodiments of the present application. Obviously, the drawings in the following description are only some embodiments of the present application, and other drawings can be obtained by those skilled in the art without creative labor.

[0051] Figure 1 is a structural schematic diagram of a vehicle to which a shock absorber control device according to an embodiment of the present application is applied;

[0052] Figure 2 is a flowchart of a shock absorber control method according to an embodiment of the present application;

[0053] Figure 3 is Figure 2 is a flowchart of an implementation of step S10 in

[0054] Figure 4 is Figure 2 is a flowchart of an implementation of step S20 in

[0055] Figure 5 is Figure 2 is a flowchart of an implementation of step S30 in

[0056] Figure 6 is a schematic diagram of an operation principle of a vehicle suspension system according to an embodiment of the present application;

[0057] Figure 7 is a schematic diagram of a shock absorber control principle according to an embodiment of the present application;

[0058] Figure 8 is a structural schematic diagram of a shock absorber control device according to an embodiment of the present application;

[0059] Figure 9 is another structural schematic diagram of a shock absorber control device according to an embodiment of the present application. DETAILED DESCRIPTION

[0060] The technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the drawings in the embodiments of the present application. Obviously, the described embodiments are some but not all of the embodiments of the present application. Based on the embodiments in the present application, all other embodiments obtained by those of ordinary skill in the art without creative work fall within the scope of the present application.

[0061] It should be understood that, when used in the specification and the appended claims of the present application, the term "comprising" indicates the presence of the described features, integers, steps, operations, elements, and / or components, but does not exclude the presence or addition of one or more other features, integers, steps, operations, elements, components, and / or groups thereof. It should also be understood that the term "and / or" used in the specification and the appended claims of the present application means one or more of the associated listed items as well as all possible combinations of the items and includes the 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" in the present specification mean that a particular feature, structure, or characteristic described in conjunction with that embodiment is included in one or more embodiments of the present invention. Thus, phrases such as "in one embodiment," "in some embodiments," "in other embodiments," and "in yet other embodiments" appearing in various places in this specification do not necessarily refer to the same embodiment, but rather mean "one or more, but not all, embodiments," unless otherwise specifically emphasized. The terms "including," "comprising," "having," and variations thereof mean "including but not limited to," unless otherwise specifically emphasized.

[0064] It should be understood that the order of execution of the steps in the following embodiments does not necessarily mean the order in which they are executed. The order in which each process is executed 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.

[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 shock absorbers, suspension springs and a shock absorber control device (i.e., a controller). The suspension springs are connected between the vehicle body and the wheels to act as elastic elements to bear and transmit the vertical load during the vehicle's travel, and to mitigate and suppress the impact caused by the road surface. The shock absorbers are installed between the vehicle body and the wheels to adjust and dissipate the impact energy of the road surface and to 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 damper control device is connected with the damper through a bus, and the damper control device is used for: evaluating the ride comfort and the road adhesion of the vehicle according to the driving data of the vehicle in the driving process, obtaining a suspension comprehensive performance index value, and calculating a target damping coefficient based on the driving data of the vehicle in the driving process and an improved target skyhook control model, and then controlling the output damping of the damper on the vehicle according to the suspension comprehensive performance index value and the target damping coefficient. In the embodiment, the motion state of the vehicle body and the vehicle wheel is estimated according to the driving data of the vehicle, the target damping coefficient of the damper is calculated by using the improved skyhook control model, and then the output damping of the damper on the vehicle is controlled according to the suspension comprehensive performance index value and the target damping coefficient, so that the damping control precision of the damper is improved, the damping control takes into account the ride comfort and the road adhesion of the vehicle, and thus the damping effect of the vehicle is improved.

[0068] In the embodiment, the vehicle suspension system includes the damper, the suspension spring and the damper control device, which are only exemplary, and in other embodiments, the vehicle suspension system can also include other devices, such as various sensors. Various sensors are used to collect vehicle parameters in the driving process of the vehicle to obtain driving data, for example, various sensors can include a vehicle body acceleration sensor, a vehicle wheel acceleration sensor and the like, which are used to collect the vehicle body acceleration and the vehicle wheel acceleration in the driving process of the vehicle.

[0069] In an embodiment, as shown in Figure 2 , a damper control method is provided, and the damper control device in Figure 1 is taken as an example to illustrate the method, which includes the following steps:

[0070] S10: evaluating the ride comfort and the road adhesion of the vehicle according to the driving data of the vehicle in the driving process, to obtain a suspension comprehensive performance index value.

[0071] In the driving process of the vehicle, the damper control device collects the driving data of the vehicle in the driving process through various sensors, and evaluates the ride comfort and the road adhesion of the vehicle according to the driving data of the vehicle in the driving process, so as to obtain a suspension comprehensive performance index value.

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

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

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

[0075]

[0076] wherein 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; represents the body vertical motion speed; represents the wheel vertical motion speed.

[0077] When the absolute value of the body vertical motion speed is greater than the absolute value of the wheel vertical motion speed, the body motion is dominant. At this time, the target damping coefficient output by the target skyhook control model is the maximum damping coefficient that the shock absorber can reach, and the shock absorber outputs a large damping force to suppress the body motion based on the target damping coefficient. Conversely, when the absolute value of the body vertical motion speed is less than the absolute value of the wheel vertical motion speed, the body motion is dominant. At this time, the target damping coefficient output by the target skyhook control model is the minimum damping coefficient that the shock absorber can reach, and the shock absorber outputs a small damping force to isolate the road impact.

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

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

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

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

[0082] As can be seen from the previous article, the comprehensive suspension performance index value is calculated based on the driving data of the vehicle during driving, which can improve the objectivity and accuracy of the comprehensive suspension performance index value. The comprehensive suspension performance index value 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 vehicle's ride smoothness and road adhesion are evaluated based on driving data to obtain a comprehensive suspension performance index. Based on the driving data and an improved target skyhook control model, a target damping coefficient is calculated. The output damping of the vehicle's shock absorbers is then controlled based on the comprehensive suspension performance index and the target damping coefficient. This embodiment estimates the motion state of the vehicle body and wheels based on the vehicle's driving data, calculates the target damping coefficient for the shock absorbers using the improved skyhook control model, and then controls the output damping of the shock absorbers based on the comprehensive suspension performance index and the target damping coefficient. This improves the damping control accuracy of the shock absorbers, balances ride smoothness with road adhesion, and thus enhances the vehicle's vibration damping performance. Furthermore, this embodiment eliminates the need to establish a specific vehicle vibration model; instead, the output damping adjustment method for the shock absorbers effectively optimizes the vehicle's vibration damping performance during driving, making engineering applications simple and rapid.

[0084] In one embodiment, if Figure 3 As shown, step S10, i.e., evaluating the vehicle's driving smoothness and road adhesion based on the vehicle's driving data during driving to obtain a comprehensive suspension performance index value, specifically includes the following steps:

[0085] S11: estimating the body state based on the body acceleration of the vehicle to obtain a ride comfort index value of the vehicle.

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

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

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

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

[0090] S13: calculating a suspension comprehensive performance index value according to the ride comfort index value and the road adhesion index value.

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

[0092] In this embodiment, the suspension comprehensive performance evaluation model is as follows:

[0093]

[0094] In this embodiment, J represents the suspension comprehensive performance index value; J RP represents the ride comfort index value; J RA represents the road adhesion index value; J RP_P represents the passive suspension system ride comfort index; J RA_P represents the passive suspension system road adhesion index value. represents a ride comfort performance ratio of the semi-active suspension system to the passive suspension system; represents a road adhesion performance ratio of the semi-active suspension system to the passive suspension system.

[0095] It can be known from the above suspension comprehensive performance evaluation model that the suspension comprehensive performance index value J takes into account the ride comfort and the road adhesion of the vehicle, and the smaller the suspension comprehensive performance index value J is, the better the comprehensive performance of the suspension system of the vehicle is.

[0096] In this embodiment, the body state is estimated based on the body acceleration of the vehicle, the ride comfort index value of the vehicle is obtained, the wheel state is estimated based on the wheel acceleration of the vehicle, the road adhesion index value of the vehicle is obtained, and then the suspension comprehensive performance index value is calculated according to the ride comfort index value and the road adhesion index value, which refines the specific calculation process of the suspension comprehensive performance index value. The body state and the wheel state are estimated by the body acceleration and the wheel acceleration respectively, and then the accurate suspension comprehensive performance index value is calculated, which provides an accurate data basis for subsequent damper damping control, so as to adjust the damping force of the damper in real time according to the suspension comprehensive performance index value, and improve the damping effect of the vehicle.

[0097] In an embodiment, in step S13, the suspension comprehensive performance index value is calculated according to the ride comfort index value and the road adhesion index value, specifically including the following steps:

[0098] S131: determining the ride comfort adjustment coefficient and the road adhesion adjustment coefficient according to the current driving mode of the vehicle.

[0099] While calculating the ride comfort index value and the road adhesion index value, the ride comfort adjustment coefficient and the road adhesion adjustment coefficient need to be determined according to the current driving mode of the vehicle.

[0100] In this embodiment, the ride comfort adjustment coefficient and the road adhesion adjustment coefficient are constant values calibrated according to the driving mode of the vehicle, and each vehicle type corresponds to different ride comfort adjustment coefficients and different road adhesion adjustment coefficients under different driving modes. Different driving modes of different vehicles are determined according to the vehicle type style. The driving mode can include the sport mode, the comfort mode, the standard mode, and the track mode. The ride comfort 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. The combination of the ride comfort adjustment coefficient and the road adhesion adjustment coefficient can determine whether the vehicle focuses on the comfort performance or the road adhesion performance.

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

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

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

[0104] The suspension comprehensive performance evaluation model can be as follows:

[0105]

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

[0107] According to the driving mode of the vehicle, the corresponding ride comfort adjustment coefficient and road adhesion adjustment coefficient are determined, and then the target setting of the vehicle suspension system is adjusted through the ride comfort 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 biased towards the preference of the vehicle driver, on the basis of considering the vehicle ride comfort and road adhesion and ensuring the damping effect, further improving the driving experience of the driver.

[0108] In this embodiment, according to the current driving mode of the vehicle, the ride comfort adjustment coefficient and the road adhesion adjustment coefficient are determined, and then the ride comfort index value, the road adhesion index value, the ride comfort 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 comfort index value and the road adhesion index value is determined, and the tendency of the suspension comprehensive performance index value is adjusted through the ride comfort adjustment coefficient and the road adhesion adjustment coefficient, which can further improve the driving experience of the driver.

[0109] In an embodiment, in step S11, the body state is estimated based on the body acceleration of the vehicle to obtain the ride comfort index value of the vehicle, which specifically includes the following steps:

[0110] S111: Determine the root mean square value of the body acceleration at each historical time, denoted as the root mean square value of the body acceleration at the current time, to obtain the root mean square values of the body acceleration at different times.

[0111] S112: The smallest root mean square value of the body acceleration is denoted as the ride comfort index value.

[0112] During the driving process after the vehicle starts, the body acceleration (vertical body acceleration) of the vehicle at all times needs to be recorded. The root mean square values of the body acceleration at each historical time are obtained by performing root mean square processing (i.e., squaring first, then averaging, and then taking the square root) on the body acceleration at each historical time before the current time. The root mean square value of the body acceleration at the current time needs to be calculated at each time, so that the root mean square values of the body acceleration at different times can be obtained. The smaller the root mean square value of the vertical vibration acceleration of the body (i.e., the root mean square value of the body acceleration in this embodiment), the better the ride comfort. Then, among the root mean square values of the body acceleration at different times, the smallest root mean square value of the body acceleration is determined as the ride comfort index value, that is, the smallest root mean square value of the body acceleration during the driving process after the vehicle starts is taken as the ride comfort index value.

[0113] The ride comfort index value can be expressed as:

[0114]

[0115] wherein J RP represents the ride comfort index value; represents the body acceleration, i.e., the vertical body acceleration; RMS represents the root mean square processing, represents the root mean square value of the body acceleration; min represents the minimum value.

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

[0117] In this embodiment, the root mean square value of the vehicle body acceleration at each historical time is determined, denoted as the root mean square value of the vehicle body acceleration at the current time, the root mean square values of the vehicle body acceleration at different times are obtained, the smallest root mean square value of the vehicle body acceleration is denoted as the ride comfort index value, the specific manner of estimating the vehicle body state based on the vehicle body acceleration to obtain the ride comfort index value of the vehicle is determined, the root mean square of the vehicle body acceleration is processed, and then the smallest root mean square value of the vehicle body acceleration is used as the ride comfort index value, so that the ride comfort index value can be quickly and simply calculated, and the accuracy of the ride comfort index value is further improved.

[0118] In an embodiment, in step S12, the wheel state is estimated based on the wheel acceleration of the vehicle to obtain the road adhesion index value of the vehicle, which specifically includes the following steps:

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

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

[0121] In an embodiment, determining the current wheel dynamic deformation amount according to the current wheel acceleration can also include: performing a double integration process on the current wheel acceleration (i.e., the wheel vertical acceleration) to obtain the current wheel vertical displacement; and taking the difference between the current wheel vertical displacement and the current road surface vertical displacement of the vehicle as the current wheel dynamic deformation amount. In the process of calculating the wheel dynamic deformation amount, the wheel vertical displacement is obtained by performing a double integration process on the wheel acceleration, i.e., the vertical deformation amount of the wheel is obtained, and then the difference between the wheel vertical displacement and the road surface vertical displacement is taken as the current wheel dynamic deformation amount, which determines the wheel dynamic deformation from the perspective of the wheel vertical displacement, considers the influence of different road surfaces on the wheel dynamic deformation, and improves the accuracy of the wheel dynamic deformation amount.

[0122] S122: Determine the root mean square value of the dynamic deformation of the wheel at each historical moment, denoted 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: The smallest wheel dynamic deformation root mean square value is denoted as the road adhesion index value.

[0124] During vehicle driving, the wheel dynamic deformation at different moments needs to be calculated to obtain the wheel dynamic deformation at different moments, and then the wheel dynamic deformation at each historical moment before the current moment is processed by root mean square to obtain the root mean square value of the wheel dynamic deformation at each historical moment, denoted 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, the smallest wheel dynamic deformation root mean square value is determined, denoted as the road adhesion index value, that is, the smallest wheel dynamic deformation root mean square value during the driving process after the vehicle starts is taken as the road adhesion index value.

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

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

[0127] Wherein, J RA represents the road adhesion index value; x t represents the wheel vertical displacement; x r represents the road vertical displacement; x t -x r , that is, the wheel dynamic deformation; RMS represents the root mean square processing, RMS{x t -x r} represents the wheel dynamic deformation root mean square value; min represents the minimum value.

[0128] In other embodiments, the wheel dynamic deformation root mean square value at the current moment can also be directly used as the road adhesion index value, which can quickly and simply calculate the road adhesion index value, and the root mean square value can accurately describe the dynamic deformation of the wheel during the driving process, 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 values of the wheel dynamic deformation at each historical time are determined, which are denoted as the current wheel dynamic deformation root mean square values, and the wheel dynamic deformation root mean square values at different times are obtained. The smallest wheel dynamic deformation root mean square value is denoted as the road adhesion index value. 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 as follows: the wheel dynamic deformation is subjected to root mean square processing, and then the smallest wheel dynamic deformation is taken as the road adhesion index value. The road adhesion index value can be quickly and simply calculated, and the accuracy of the road adhesion index value is further improved.

[0130] In an embodiment, as shown in FIG. 20, 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, and specifically includes the following steps: Figure 4

[0131] S21: Determine the body vertical motion speed and the wheel vertical motion speed according to the driving data of the vehicle during driving.

[0132] During driving of the vehicle, the body vertical motion speed and the wheel vertical motion speed are determined according to the driving data of the vehicle during driving. The driving data can include the body vertical motion speed and the wheel vertical motion speed, i.e., the body vertical motion speed and the wheel vertical motion speed can be data directly collected by sensors on the vehicle. The body speed sensor collects the body vertical motion speed, and the wheel speed sensor collects the wheel vertical motion speed.

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

[0134] During driving of the vehicle, the current driving mode of the vehicle also needs to be determined. The driving mode is a mode selected by the driver according to his own needs and preferences. Different vehicle models have different tuning styles, and thus have different driving modes. The driving styles of vehicles with different driving modes are different, i.e., different driving modes have different preferences for the comfort of vehicle driving. In this embodiment, the driving modes include a comfort mode, a standard mode, a sport mode, and a track mode. The road adhesion characteristics of the comfort mode, the standard mode, the sport mode, and the track mode decrease in turn, and the comfort decreases in turn.

[0135] ​After determining the current driving mode of the vehicle, a 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, and state adjustment coefficient data including state adjustment coefficient values in different driving modes is obtained. 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 body vertical motion speed and the wheel vertical motion speed are taken as inputs of the improved target skyhook control model to calculate a target damping coefficient.

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

[0138] The improved target skyhook control model is as follows:

[0139]

[0140] wherein 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; represents the body vertical motion speed; represents the wheel vertical motion speed; and 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 body motion in different working conditions. In the improved target skyhook control model, the square of the body and wheel vertical motion speed represents the absolute value of the corresponding vertical motion speed. When that is, when the absolute value of the body vertical motion speed is greater than or equal to the absolute value of the wheel vertical motion speed, the body motion is dominant, the maximum damping coefficient c max of the shock absorber is taken as the target damping coefficient to make the shock absorber output a large damping force to suppress the body motion; conversely, when that is, when the absolute value of the body vertical motion speed is less than the absolute value of the wheel vertical motion speed, the body motion is dominant, the minimum damping coefficient c min of the shock absorber is taken as the target damping coefficient to make the shock absorber output a small damping force to isolate the road impact.

[0142] In summary, the introduction of the vehicle state adjustment coefficient a in the calculation of the target damping coefficient can obtain a more accurate target damping coefficient, so that the subsequent damping force output by the shock absorber can adjust the dominant degree of the body and wheel vertical motion speed, thereby balancing the vehicle ride comfort and road adhesion, and improving the damping effect during vehicle driving.

[0143] In this embodiment, the body vertical motion speed and the wheel vertical motion speed are determined according to the driving data during vehicle driving, the vehicle state adjustment coefficient is determined according to the current driving mode of the vehicle, and then the vehicle state adjustment coefficient, the body vertical motion speed and the wheel vertical motion speed are taken as the input of the improved target skyhook control model to calculate the target damping coefficient. The specific steps of calculating the target damping coefficient based on the driving data during vehicle driving and the improved target skyhook control model are introduced in the traditional skyhook control algorithm by introducing the vehicle state adjustment coefficient to obtain the improved target skyhook control model. By introducing the vehicle state adjustment coefficient a in the calculation of the target damping coefficient, the dominant degree of the body and wheel vertical motion speed can be adjusted by the output damping of the shock absorber, thereby balancing the vehicle ride comfort and road adhesion, and improving the damping effect during vehicle driving.

[0144] In an embodiment, in step S21, the body vertical motion speed and the wheel vertical motion speed are determined according to the driving data during vehicle driving, and specifically include the following steps:

[0145] S211: The body acceleration during vehicle driving is integrated to obtain the body vertical motion speed;

[0146] S212: The wheel acceleration during vehicle driving is integrated to obtain the wheel vertical motion speed.

[0147] During vehicle driving, the driving data during vehicle driving is obtained, which includes the body acceleration and the wheel acceleration. Here, the acceleration represents the vertical acceleration, i.e., the body acceleration is the body vertical acceleration, and the wheel acceleration is the wheel vertical acceleration. The body acceleration and the wheel acceleration are collected by the body acceleration sensor and the wheel acceleration sensor, respectively.

[0148] Then, the body acceleration during vehicle driving is integrated to obtain the body vertical motion speed, and the wheel acceleration during vehicle driving is integrated to obtain the wheel vertical motion speed. By integrating the body acceleration and the wheel acceleration once, the corresponding vertical motion speeds can be obtained, which is simple and convenient, and does not need to increase the speed sensor to collect the corresponding vertical motion speed, thereby reducing the cost of vehicle sensor arrangement.

[0149] In the embodiment, the body acceleration during the vehicle driving is integrated to obtain the body vertical motion speed, and the wheel acceleration during the vehicle driving is integrated to obtain the wheel vertical motion speed, the specific steps of determining the body vertical motion speed and the wheel vertical motion speed according to the driving data during the vehicle driving are determined, the vehicle sensor arrangement cost can be reduced on the basis of ensuring data accuracy, and the engineering application is facilitated.

[0150] In an embodiment, as shown in Figure 5 In step S30, 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, and the specific steps include the following steps.

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

[0152] During the vehicle driving, the driving smoothness and the road adhesion of the vehicle need to be evaluated in real time, the suspension comprehensive performance index value at the current time is obtained and recorded, so as to obtain the suspension comprehensive performance index values of the vehicle at different times.

[0153] After the target damping coefficient is determined, the suspension comprehensive performance index values of the vehicle at different times calculated and recorded in advance are obtained, then the minimum suspension comprehensive performance index value is determined, and the minimum suspension comprehensive performance index value is recorded as the suspension comprehensive performance target value.

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

[0155] After the suspension comprehensive performance target value is determined, the suspension comprehensive performance target value is taken as the control target, 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 to make the shock absorber output the target damping, that is, the output damping of the shock absorber is the target damping. In this process, the suspension comprehensive performance target value is taken as the control target, and the output damping of the shock absorber is feedback controlled in real time.

[0156] In the embodiment, the vehicle suspension system can be a semi-active suspension system, which includes a suspension spring, a shock absorber, a shock absorber control device (that is, a controller of the shock absorber), and a wheel acceleration sensor and a body acceleration sensor. The shock absorber can be an electric control shock absorber, and the semi-active suspension system and its working principle are as shown in Figure 6As shown, suspension spring K, electric control shock absorber is arranged between vehicle body and wheel, vehicle body acceleration sensor is arranged on vehicle body, wheel acceleration sensor is arranged on wheel, controller can adjust damping coefficient C of electric control shock absorber, and active control shock absorber is provided with assist force to realize vehicle vibration attenuation. Figure 6 As shown, wheel has wheel stiffness k t During vehicle driving, wheel is impacted by road surface, that is, road surface input x r (that is, road surface vertical displacement, which represents vertical displacement when road surface is uneven), road surface impact is transmitted to vehicle body via wheel and suspension spring to form impact. During the process, wheel acceleration Vehicle body acceleration is transmitted, wheel is deformed by ground impact force, and wheel deformation x t -x r , that is, wheel vertical displacement x t (two integrations of wheel acceleration are performed to obtain) and road surface vertical displacement x r ; impact force is transmitted to suspension spring to form suspension deformation, and suspension deformation is vehicle body vertical displacement x (two integrations of vehicle body acceleration are performed to obtain) and wheel vertical displacement x t , that is, x-x t ; wheel deformation and suspension deformation cause vibration feeling, at this time, controller needs to calculate target damping coefficient according to vehicle body and wheel acceleration, and then adjust damping coefficient C of electric control shock absorber based on the target damping coefficient, so that the shock absorber provides appropriate damping force to attenuate vehicle vibration and reduce vehicle vibration.

[0157] Figure 7 The shock absorber control principle of the semi-active suspension system can be as shown in the figure.

[0158] Since the shock absorber is an electronically controlled shock absorber, the target damping of the output damping of the shock absorber is determined based on the target damping coefficient, and therefore, after the target damping is determined based on the target damping coefficient, the pre-calibrated damping current relationship data is obtained, the damping current relationship data includes the shock absorber current value corresponding to different shock absorber damping values; then, the shock absorber current value corresponding to the target damping is determined in the damping current relationship data, which is recorded as the target current value, and the target current value is output to the shock absorber to make the shock absorber output the target damping, and the control of the damping force of the shock absorber is realized by outputting the control current of the shock absorber, which is high in accuracy and fast in response.

[0159] In the embodiment, the minimum suspension comprehensive performance index value is obtained by obtaining the suspension comprehensive performance index value of the vehicle at different times, and the minimum suspension comprehensive performance index value is recorded as the suspension comprehensive performance target value, and then the suspension comprehensive performance target value is taken as the control target to determine the target damping of the shock absorber based on the target damping coefficient, and the output damping of the shock absorber is controlled to be the target damping, and the step of controlling the output damping of the shock absorber on the vehicle based on the suspension comprehensive performance index value and the target damping coefficient is determined. In addition, the smaller the suspension comprehensive performance index value, the better the suspension comprehensive performance of the vehicle suspension system, and in the embodiment, the minimum suspension comprehensive performance index value in the vehicle driving history is taken as the control target to control and adjust the shock absorber damping, which further improves the shock absorber damping control precision, makes the vehicle ride comfort and road adhesion better, and further improves the shock absorption effect and improves the driving comfort.

[0160] It should be understood that the size of the serial number of each step in the above embodiment does not mean the order of execution, and the execution order of each process should be determined according to its function and internal logic, and should not constitute any limitation on the implementation process of the embodiment of the application.

[0161] In an embodiment, a shock absorber control device is provided, which corresponds to the shock absorber control method in the above embodiment. As shown in the figure, the shock absorber control device includes an evaluation module 801, a calculation module 802 and a control module 803. The functions of each module are described in detail as follows: Figure 8

[0162] The evaluation module 801 is used to evaluate the ride comfort and road adhesion of the vehicle according to the driving data of the vehicle in the driving process, and obtain the suspension comprehensive performance index value;

[0163] The calculation module 802 is used to calculate the target damping coefficient based on the driving data of the vehicle in the driving process and the 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 suspension comprehensive performance index value and the target damping coefficient.

[0165] ​Optionally, the evaluation module 801 is specifically configured to:

[0166] estimate the body state based on the body acceleration of the vehicle, to obtain a ride comfort index value of the vehicle;

[0167] estimate the wheel state based on the wheel acceleration of the vehicle, to obtain a road adhesion index value of the vehicle;

[0168] calculate the suspension comprehensive performance index value according to the ride comfort index value and the road adhesion index value.

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

[0170] determine the root mean square value of the body acceleration at each historical moment, denoted as the root mean square value of the body acceleration at the current moment, to obtain the root mean square value of the body acceleration at different moments;

[0171] take the smallest root mean square value of the body acceleration as the ride comfort index value.

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

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

[0174] determine the root mean square value of the wheel dynamic deformation at each historical moment, denoted as the root mean square value of the wheel dynamic deformation at the current moment, to obtain the root mean square value of the wheel dynamic deformation at different moments;

[0175] take the smallest root mean square value of the wheel dynamic deformation as the road adhesion index value.

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

[0177] perform a second integral processing on the wheel acceleration to obtain the current wheel vertical displacement;

[0178] take the difference between the current wheel vertical displacement and the current road vertical displacement of the vehicle as the current wheel dynamic deformation.

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

[0180] determine a ride comfort adjustment coefficient and a road adhesion adjustment coefficient according to the current driving mode of the vehicle;

[0181] input the ride comfort index value, the road adhesion index value, the ride comfort adjustment coefficient and the road adhesion adjustment coefficient into a 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 used 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;

[0187] determining 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 configured to: integrate the vehicle body acceleration during the vehicle's travel to obtain the vehicle body vertical motion velocity;

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

[0191] 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 a computer device in hardware form, or may be stored in a computer device memory in software form, allowing the processor to call and execute the corresponding operations of each module.

[0192] In one embodiment, Figure 9 As shown, a shock absorber control device is provided. The shock absorber control device may be a vehicle controller, 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] Based on the driving data of the vehicle during driving, the vehicle's driving smoothness and road adhesion are evaluated to obtain the comprehensive performance index value of the suspension;

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

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

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

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

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

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

[0200] Those skilled in the art can understand that all or part of the processes in the above-mentioned embodiment methods can be completed by a computer program instructing related hardware, 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 above-mentioned embodiments. Any reference to memory, storage, database or other medium used in the embodiments provided by the present application can include non-volatile and / or volatile memory.

[0201] Those skilled in the art can clearly understand that, for the convenience and brevity of description, only the division of the above-mentioned functional units and modules is exemplified, and in actual application, the above-mentioned functions can be completed by different functional units and modules according to needs, that is, the internal structure of the device is divided into different functional units or modules to complete all or part of the functions described above.

[0202] The above-mentioned embodiments are only used to illustrate the technical solutions of the present application, and not to limit them; although the present application has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that the technical solutions recorded in the foregoing embodiments can be modified, or some technical features can be replaced by equivalents; and these modifications or replacements do not make the essence of the corresponding technical solutions deviate from the spirit and scope of the technical solutions of the embodiments of the present application, and should be included in the protection scope of the present application.

Claims

1. A shock absorber control method characterized by, The method comprises the following steps: According to the driving data of the vehicle during driving, the driving comfort and the road adhesion of the vehicle are evaluated, and a suspension comprehensive performance index value is obtained; Based on the driving data of the vehicle during driving and an improved target skyhook control model, a target damping coefficient is calculated; According to the suspension comprehensive performance index value and the target damping coefficient, the output damping of the shock absorber on the vehicle is controlled; The control of the output damping of the shock absorber on the vehicle according to the suspension comprehensive performance index value and the target damping coefficient comprises: Obtain the suspension comprehensive performance index value of the vehicle at different times, and record the minimum suspension comprehensive performance index value as a suspension comprehensive performance target value; Taking the suspension comprehensive performance target value 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.

2. The damper control method according to claim 1, characterized by, The suspension comprehensive performance index value is calculated by the following method: Based on the vehicle body acceleration, the vehicle body state is estimated, and a driving comfort index value of the vehicle is obtained; Based on the wheel acceleration of the vehicle, the wheel state is estimated, and a road adhesion index value of the vehicle is obtained; According to the driving comfort index value and the road adhesion index value, the suspension comprehensive performance index value is calculated.

3. The damper control method according to claim 2, characterized by, The estimation of the vehicle body state based on the vehicle body acceleration to obtain the driving comfort index value of the vehicle comprises: Determine the root mean square value of the vehicle body acceleration at each historical time, record it as the root mean square value of the vehicle body acceleration at the current time, and obtain the root mean square value of the vehicle body acceleration at different times; Record the minimum root mean square value of the vehicle body acceleration as the driving comfort index value.

4. The damper control method according to claim 2, characterized by, The estimation of the wheel state based on the wheel acceleration of the vehicle to obtain the road adhesion index value of the vehicle comprises: Determine the current wheel dynamic deformation amount according to the current wheel acceleration; Determine the root mean square value of the wheel dynamic deformation amount at each historical time, record it as the root mean square value of the current wheel dynamic deformation, and obtain the root mean square value of the wheel dynamic deformation at different times; Record the minimum root mean square value of the wheel dynamic deformation as the road adhesion index value.

5. The damper control method according to claim 4, characterized by, The determination of the current wheel dynamic deformation amount according to the current wheel acceleration comprises: Secondly integrate the wheel acceleration to obtain the current wheel vertical displacement; The difference between the current wheel vertical displacement and the current road vertical displacement of the vehicle is taken as the current wheel dynamic deformation amount.

6. The damper control method according to claim 2, characterized by, The calculation of the suspension comprehensive performance index value according to the driving comfort index value and the road adhesion index value comprises: According to the current driving mode of the vehicle, a driving comfort adjustment coefficient and a road adhesion adjustment coefficient are determined; The driving comfort index value, the road adhesion index value, the driving comfort 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 damper control method according to claim 6, characterized by, The suspension comprehensive performance evaluation model is as follows: ； wherein, represents the suspension comprehensive performance index value; represents the ride comfort adjustment coefficient; represents the road adhesion adjustment coefficient; represents the ride comfort index value; represents the road adhesion index value; represents the passive suspension system ride comfort index; represents the passive suspension system road adhesion index value.

8. The damper control method according to any one of claims 1 to 7, characterized by, The target damping coefficient is calculated based on the driving data of the vehicle during driving and the improved target skyhook control model, including: determining a vehicle body vertical movement speed and a wheel vertical movement speed 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 motion speed, and the wheel vertical motion speed are used as inputs of an improved target skyhook control model to calculate the target damping coefficient.

9. The damper control method according to claim 8, characterized by, The determining of 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 includes: Integrating the vehicle body acceleration during the vehicle's travel to obtain the vehicle body vertical motion velocity; The wheel acceleration during the vehicle's travel is integrated to obtain the wheel's vertical motion velocity.

10. The damper control method according to any one of claims 1 to 7, characterized by, The improved target skyhook control model is as follows: ; wherein, represents the target damping coefficient; represents the maximum damping coefficient of the shock absorber; represents the minimum damping coefficient of the shock absorber; represents a vehicle state adjustment coefficient; represents a vehicle body vertical motion speed; represents a wheel vertical motion speed.

11. A shock absorber control device characterized by comprising: include: An evaluation module, configured to evaluate the ride smoothness and road adhesion of the vehicle based on driving data of the vehicle during driving, and obtain a comprehensive suspension performance index value; 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, configured to control the output damping of the shock absorber on the vehicle according to the comprehensive suspension performance index value and the target damping coefficient; The controlling the output damping of the shock absorber on the vehicle according to the comprehensive suspension performance index value and the target damping coefficient includes: Obtaining the suspension comprehensive performance index values ​​of the vehicle at different times, and recording the minimum suspension comprehensive performance index value as a 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.

12. 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 10 are implemented.

13. A vehicle suspension system characterized by, The invention comprises a shock absorber and the shock absorber control device according to claim 12.

14. A readable storage medium, the 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 10 are implemented.

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