Damping control method, computer program product and vehicle

Abstract

The invention is suitable for the technical field of automobile vibration reduction, and provides a damping control method, a computer program product and a vehicle. The damping control method comprises the steps that in multiple preset driving modes of a vehicle, a current driving mode is obtained, and the multiple preset driving modes correspond to different motion parameters respectively; according to the motion parameters corresponding to the current driving mode, a control instruction of a damping control system of the vehicle is determined, and the damping control system comprises a suspension system; and performing damping adjustment on the damping control system according to the control instruction. According to the embodiment of the invention, the damping condition of the damping control system can adapt to the vehicle working condition.

Description

Technical Field

[0001] The present application belongs to the technical field of automobile vibration reduction, and in particular, relates to a damping control method, a computer program product and a vehicle. Background Art

[0002] The suspension system of a car is an important part of the chassis. It connects the car body and tires, supports the weight of the vehicle, buffers road impact, keeps the tires in contact with the road, and ensures the driving stability of the car. At present, the control logic of most models when controlling the suspension system is relatively simple, which is difficult to adapt to the complex working conditions of the vehicle. Summary of the invention

[0003] Embodiments of the present application provide a damping control method, apparatus, computer program product, and vehicle, which can adapt the damping condition of a damping control system to the vehicle operating condition.

[0004] A first aspect of an embodiment of the present application provides a damping control method, comprising: obtaining a current driving mode among a plurality of preset driving modes of a vehicle, wherein the plurality of preset driving modes respectively correspond to different motion parameters; determining a control instruction of a damping control system of the vehicle according to the motion parameters corresponding to the current driving mode, wherein the damping control system includes a suspension system; and performing damping adjustment on the damping control system according to the control instruction.

[0005] In some embodiments of the first aspect, determining the control instructions of the damping control system of the vehicle based on the motion parameters corresponding to the current driving mode includes: when the current driving mode is an energy-saving mode, determining the control instructions based on the acceleration of the vehicle; when the current driving mode is a comfort mode, determining the control instructions based on the engine speed of the vehicle; when the current driving mode is a sports mode, determining the control instructions based on the motion posture of the vehicle.

[0006] In some embodiments of the first aspect, determining the control instructions of the damping control system of the vehicle based on the motion parameters corresponding to the current driving mode includes: determining the target torque of the vehicle based on the motion parameters corresponding to the current driving mode; and determining the control instructions according to the target torque.

[0007] In some embodiments of the first aspect, when the current driving mode is a comfort mode, determining the target torque of the vehicle based on the motion parameters corresponding to the current driving mode also includes: obtaining a torque correction coefficient of the vehicle based on the engine speed; and correcting the required torque of the vehicle based on the torque correction coefficient to obtain the target torque.

[0008] In some embodiments of the first aspect, the damping control system is adjusted according to the control instruction, including: according to the control instruction, controlling the current of the excitation coil of the magnetorheological hydraulic bushing of the damping control system so that the viscosity characteristics of the magnetorheological oil in the liquid storage chamber of the magnetorheological hydraulic bushing are changed, and then adjusting the damping of the damping control system.

[0009] In some embodiments of the first aspect, the damping control system may also include a subframe elastic element system; before determining the control instructions of the damping control system of the vehicle according to the motion parameters corresponding to the current driving mode, it also includes: obtaining road excitation information of the contact between the tires of the vehicle and the road surface, and powertrain information of the vehicle; and determining the working states of the suspension system and the subframe elastic element system respectively according to the road excitation information and the powertrain information.

[0010] In some embodiments of the first aspect, the operating states of the suspension system and the subframe elastic element system are determined respectively according to the road surface excitation information and the powertrain information, including: determining the vibration conditions of the damping control system according to the road surface excitation information and the powertrain information, the vibration conditions being used to characterize the frequency and amplitude of the damping control system; and determining the operating states of the suspension system and the subframe elastic element system respectively according to the vibration conditions.

[0011] A damping control device provided in the second aspect of an embodiment of the present application includes: an acquisition unit, used to acquire a current driving mode from a plurality of preset driving modes of a vehicle, wherein the plurality of preset driving modes respectively correspond to different motion parameters; a determination unit, used to determine a control instruction of a damping control system of the vehicle according to the motion parameters corresponding to the current driving mode, wherein the damping control system includes a suspension system; and a damping control unit, used to perform damping adjustment on the damping control system according to the control instruction.

[0012] A third aspect of an embodiment of the present application provides a computer-readable storage medium, wherein the computer-readable storage medium stores a computer program, and when the computer program is executed by a processor, the steps of the damping control method are implemented.

[0013] A fourth aspect of an embodiment of the present application provides a vehicle, comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the vehicle comprises a damping control system, the damping control system comprises a suspension system, and the processor implements the steps of the above-mentioned damping control method when executing the computer program.

[0014] In some embodiments of the fourth aspect, the damping control system further includes a subframe elastic element system.

[0015] A fifth aspect of an embodiment of the present application provides a computer program product, which, when executed on a vehicle, enables the vehicle to execute the damping control method described above.

[0016] In an implementation manner of the present application, the current driving mode is obtained from a plurality of preset driving modes of the vehicle, the control instructions of the vehicle's damping control system are determined according to the motion parameters corresponding to the current driving mode, and the damping control system is adjusted. For different preset driving modes, different motion parameters can be selected as the main reference basis for controlling the damping control system, so that the damping condition of the damping control system adapts to the vehicle working condition, thereby improving the accuracy of the vehicle suspension system control. BRIEF DESCRIPTION OF THE DRAWINGS

[0017] In order to more clearly illustrate the technical solutions in the embodiments of the present application, the drawings required for use in the embodiments or the description of the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying creative labor.

[0018] Figure 1 It is a schematic diagram of an implementation flow of a damping control method provided in an embodiment of the present application;

[0019] Figure 2 is a first structural schematic diagram of a damping control system provided in an embodiment of the present application;

[0020] Figure 3 It is a schematic diagram of a specific implementation flow of determining a control instruction of a damping control system provided in an embodiment of the present application;

[0021] Figure 4 is a second structural schematic diagram of a damping control system provided in an embodiment of the present application;

[0022] Figure 5 is a structural schematic diagram of a damping control device provided in an embodiment of the present application;

[0023] Figure 6 It is a schematic diagram of the structure of a vehicle provided in an embodiment of the present application. DETAILED DESCRIPTION

[0024] In order to make the purpose, technical solutions and advantages of the present application more clearly understood, the present application is further described in detail below in conjunction with the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are only used to explain the present application and are not intended to limit the present application. Based on the embodiments of the present application, all other embodiments obtained by those skilled in the art without making creative work are protected by the present application.

[0025] The suspension system of a car is an important part of the chassis. It connects the car body and tires, supports the weight of the car, buffers road impact, keeps the tires in contact with the road, and ensures the driving stability of the car. Currently, the control logic of most car models when controlling the suspension system is relatively simple, which is difficult to adapt to the complex working conditions of the vehicle.

[0026] In view of this, the present application proposes a damping control method. For different preset driving modes, different motion parameters can be selected as the main reference basis for suspension system control, so that the damping condition of the suspension system adapts to the vehicle working conditions, thereby improving the accuracy of vehicle suspension system control.

[0027] In order to illustrate the technical solution of the present application, a specific embodiment is provided below for illustration.

[0028] Figure 1 The present invention provides a schematic diagram of a damping control method for implementing the present invention, which can be applied to a vehicle. The vehicle can be a hybrid vehicle, a pure electric vehicle, a fuel vehicle or other types of vehicles, which is not limited in the present invention.

[0029] In an embodiment of the present application, the above-mentioned vehicle may be equipped with a damping control system.

[0030] Among them, the damping control system may include a magnetorheological hydraulic bushing. The magnetorheological hydraulic bushing may include: an outer tube, a rubber body, a liquid storage chamber, a sealing ring, an inner tube, and an excitation coil. The excitation coil is wound around the inner tube in the liquid storage chamber, and the sealing ring can prevent the storage liquid from leaking. The liquid storage chamber is filled with magnetorheological oil, which is a liquid containing nano-scale strong magnetic particles mixed into a high molecular polymer. Under the action of an electromagnetic field, a clustering effect will occur, and it has the advantages of controllability, reversibility, rapid response, and good stability. The magnetorheological hydraulic bushing is installed in the end sleeve of the subframe. By controlling the formation of a magnetic field, the viscosity characteristics of the magnetorheological oil in the liquid storage chamber are changed, so that the damping of the suspension system is changed.

[0031] Specifically, in some embodiments of this application, please refer to Figure 2The damping control system may also include a damping control unit, a resistance controller, and a vehicle-mounted battery. The positive pole of the vehicle-mounted battery is connected to the resistance controller switch, the negative pole of the vehicle-mounted battery is connected to the negative pole of the excitation coil of the magnetorheological hydraulic bushing, and the positive pole of the excitation coil is connected to the resistance controller switch. By changing the resistance controller switch and opening, the current passing through the excitation coil can be changed, thereby changing the damping characteristics of the magnetorheological hydraulic bushing.

[0032] The damping control unit is connected to the vehicle control unit (VCU) to output control instructions to the resistor controller. The vehicle control unit is connected to the vibration acceleration sensor, the throttle sensor, and the infotainment system respectively to obtain the powertrain signal provided by the vibration acceleration sensor, the throttle pedal opening signal provided by the throttle sensor, and the driving mode provided by the infotainment system. The powertrain signal can be used to determine the engine speed and motion posture of the vehicle. The throttle pedal opening signal can be used to determine the acceleration of the vehicle.

[0033] Specifically, the damping control method may include the following steps S101 to S103.

[0034] Step S101, obtaining a current driving mode from among a plurality of preset driving modes of the vehicle.

[0035] The preset driving mode refers to a driving mode supported by the vehicle, and each preset driving mode represents a vehicle operating condition. The multiple preset driving modes may include: energy saving mode (ECO), comfort mode (COMFORT) and sports mode (SPORT).

[0036] In the implementation of the present application, the current driving mode refers to the driving mode that the vehicle is currently in. It can be selected according to the control command input by the user, or the current running state of the vehicle, or it can be a default driving mode preset by the vehicle, which is not limited by the present application.

[0037] Step S102, determining a control instruction of a damping control system of the vehicle according to the motion parameters corresponding to the current driving mode.

[0038] In the implementation of the present application, different preset driving modes may correspond to different motion parameters to adapt to the corresponding vehicle operating conditions. According to the motion parameters corresponding to the current driving mode, the control instructions of the damping control system of the vehicle may be determined. The control instructions may be used to control the damping of the damping control system.

[0039] The damping control system may include a suspension system. The suspension system is installed at the subframe end, and its structure can refer to Figure 2The damping control unit, resistance controller, on-board battery and magnetorheological hydraulic bushing are shown. The magnetorheological hydraulic bushing of the suspension system is installed in the subframe end sleeve.

[0040] Step S103: adjusting the damping of the damping control system according to the control instruction.

[0041] In an implementation manner of the present application, the current driving mode is obtained from a plurality of preset driving modes of the vehicle, the control instructions of the vehicle's damping control system are determined according to the motion parameters corresponding to the current driving mode, and the damping control system is adjusted. For different preset driving modes, different motion parameters can be selected as the main reference basis for controlling the damping control system, so that the damping condition of the damping control system adapts to the vehicle working condition, thereby improving the accuracy of the vehicle suspension system control.

[0042] Specifically, Figure 3 As shown, determining the control instructions of the vehicle's damping control system according to the motion parameters corresponding to the current driving mode may include steps S301 to S303.

[0043] Step S301, when the current driving mode is the energy-saving mode, a control instruction is determined according to the acceleration of the vehicle.

[0044] In some embodiments of the present application, the energy-saving mode can effectively improve fuel economy by limiting power output and reducing engine speed. At this time, the main influencing factor of damping is the acceleration of the vehicle. Therefore, if the current driving mode is the energy-saving mode, the control command needs to be determined according to the acceleration of the vehicle.

[0045] Specifically, if the absolute value of the acceleration is greater than the first acceleration threshold, it means that the vehicle is in a rapid acceleration condition or a rapid deceleration condition, and the first instruction is used as the control instruction. If the absolute value of the acceleration is less than or equal to the second acceleration threshold, it means that the vehicle is in a uniform speed condition or a condition close to a uniform speed condition, and the second instruction is used as the control instruction.

[0046] Step S302: When the current driving mode is the comfort mode, a control instruction is determined according to the engine speed of the vehicle.

[0047] In some embodiments of the present application, the comfort mode is aimed at the comfort of the whole vehicle. At this time, the main influencing factor of damping is the engine speed of the vehicle. Therefore, if the current driving mode is the comfort mode, the control command needs to be determined according to the engine speed of the vehicle.

[0048] Specifically, if the engine speed is greater than the first speed threshold, it means that the vehicle is in a high speed condition, and the second instruction is used as the control instruction. If the engine speed is less than or equal to the first speed threshold, it means that the vehicle is in a low speed condition or a medium speed condition, and the third instruction is used as the control instruction.

[0049] Step S303: When the current driving mode is the sports mode, a control instruction is determined according to the motion posture of the vehicle.

[0050] In some embodiments of the present application, the sports mode releases the power potential of the engine. The vehicle will perform actions such as climbing and tilting in the sports mode. At this time, the main influencing factor of damping is the vehicle's motion posture. Therefore, if the current driving mode is the sports mode, the control command needs to be determined according to the vehicle's motion posture.

[0051] Specifically, if the motion posture is a pitch motion or a tilt motion, indicating that the vehicle is in an off-road condition, the first instruction is used as the control instruction. If the motion posture is a linear motion, indicating that the vehicle is in a stable driving condition, the second instruction is used as the control instruction.

[0052] Among them, the damping corresponding to the first instruction is greater than the damping corresponding to the second instruction and the damping corresponding to the third instruction, and the damping corresponding to the third instruction is greater than the damping corresponding to the second instruction. That is, the first instruction is used to adjust the damping of the damping control system to high damping; the third instruction is used to adjust the damping of the damping control system to medium damping; the second instruction is used to adjust the damping of the damping control system to low damping. In this way, for different driving modes, the damping sub-conditions can be adjusted with reference to different motion parameters, which helps to adapt the damping of the damping control system to the vehicle working conditions.

[0053] In some embodiments of the present application, determining control instructions for a vehicle's damping control system based on motion parameters corresponding to a current driving mode may include: determining a target torque for the vehicle based on motion parameters corresponding to the current driving mode; and determining control instructions according to the target torque.

[0054] Specifically, the target torque represents the torque requirement of the vehicle at present. In combination with the above-mentioned motion parameters, the target torque currently required by the vehicle can be analyzed and obtained, and the control command is determined according to the target torque so that the damping and torque are adapted.

[0055] In some embodiments of the present application, when the current driving mode is the comfort mode, the target torque of the vehicle is determined based on the motion parameters corresponding to the current driving mode, and also includes: obtaining the torque correction coefficient of the vehicle based on the engine speed; and correcting the required torque of the vehicle based on the torque correction coefficient to obtain the target torque.

[0056] Among them, the engine speed and the torque correction coefficient may be negatively correlated. When the engine speed is greater than the first speed threshold, the torque correction coefficient may be 25%, when the engine speed is less than or equal to the first speed threshold and greater than the second speed threshold, the torque correction coefficient may be 50%, and when the engine speed is less than or equal to the second speed threshold, the torque correction coefficient may be 75% or 100%. The torque correction coefficient may be used to multiply the required torque of the vehicle to obtain the target torque. At this time, the control instruction may be determined according to the target torque.

[0057] In some embodiments of the present application, controlling the damping control system according to control instructions may include: controlling the current of the excitation coil of the magnetorheological hydraulic bushing of the damping control system according to the control instructions, so that the viscosity characteristics of the magnetorheological oil in the liquid storage chamber of the magnetorheological hydraulic bushing are adjusted, and then the damping of the damping control system is adjusted.

[0058] Specifically, when the control instruction is the first instruction, the above current is the first current. When the control instruction is the second instruction, the above current is the second current. When the control instruction is the third instruction, the above current is the third current. The first current is greater than the third current, and the third current is greater than the second current.

[0059] Please refer to Figure 2 When the control unit outputs the first instruction to the resistance controller, the resistance controller is fully opened, and a larger first current passes through the excitation coil of the magnetorheological hydraulic bushing, causing the particles in the magnetorheological oil to undergo an electromagnetic reaction, which increases the viscosity of the oil and the damping of the damping control system.

[0060] When the control unit outputs the third instruction to the resistance controller, the resistance controller opens to 1 / 2 of the total opening, and a moderate third current passes through the excitation coil of the magnetorheological hydraulic bushing, causing the particles in the magnetorheological oil to undergo an electromagnetic reaction, which makes the oil viscosity moderate and the damping control system moderate.

[0061] When the control unit outputs the second instruction to the resistance controller, the resistance controller closes the switch, and a smaller first current passes through the excitation coil of the magnetorheological hydraulic bushing, causing the particles in the magnetorheological oil to undergo an electromagnetic reaction, thereby reducing the viscosity of the oil and the damping control system.

[0062] In the implementation manner of the present application, the VCU can combine the powertrain signal provided by the vibration acceleration sensor and the throttle pedal opening signal provided by the throttle sensor, as well as the driving mode, to perform torque demand analysis, control the switch of the resistance controller through the damping control unit, adjust the current of the excitation coil of the magnetorheological hydraulic bushing through the damping control system, and adjust the different damping peaks corresponding to different working conditions under different vehicle driving modes, thereby improving the vehicle's comfort performance and handling stability performance.

[0063] In some embodiments of the present application, the damping control system may further include a subframe elastic element system. The suspension system and the subframe elastic element system are installed at different locations. The suspension system is installed at the subframe end, and the subframe elastic element system connects the subframe to the vehicle body. Both can be used to adjust the damping, and the structures can refer to Figure 2 The damping control unit, resistance controller, on-board battery and magnetorheological hydraulic bushing are shown. The magnetorheological hydraulic bushing of the suspension system is installed in the subframe end sleeve.

[0064] Before determining the control instructions of the vehicle's damping control system based on the motion parameters corresponding to the current driving mode, it can also include: obtaining road excitation information of the vehicle's tires contacting the road surface, and the vehicle's powertrain information; and determining the working states of the suspension system and the subframe elastic element system respectively based on the road excitation information and the powertrain information.

[0065] The road excitation information represents the vibration of the vehicle due to the uneven road surface during driving, and may include vibration frequency, amplitude, etc. The powertrain information represents the vibration of the vehicle drive axle, and may include engine speed, etc.

[0066] Specifically, determining the working states of the suspension system and the subframe elastic element system respectively according to the road surface excitation information and the powertrain information may include: determining the vibration conditions of the damping control system according to the road surface excitation information and the powertrain information, the vibration conditions being used to characterize the frequency and amplitude of the damping control system; and determining the working states of the suspension system and the subframe elastic element system respectively according to the vibration conditions.

[0067] Specifically, according to the road excitation information and the powertrain information, the vibration condition of the damping control system as a whole can be determined. If the vibration condition is a low-frequency and large-amplitude condition, that is, the vibration frequency is lower than the first frequency threshold, and the amplitude is greater than the first amplitude threshold, it can be determined that the working states of the suspension system and the subframe elastic element system are both in the open state. If the vibration condition is a high-frequency and small-amplitude condition, that is, the vibration frequency is greater than the second frequency threshold, and the amplitude is less than the second amplitude threshold, it can be determined that the working states of the suspension system and the subframe elastic element system are both in the closed state. If the vibration condition is other conditions, that is, the vibration frequency is greater than or equal to the first frequency threshold, less than or equal to the second frequency threshold, and the amplitude is less than or equal to the first amplitude threshold, and greater than the second amplitude threshold, then the road excitation information and the powertrain information can be combined for analysis: if the vibration generated by the contact between the road and the tire is large, it can be confirmed that the working state of the subframe elastic element system is in the open state and the working state of the suspension system is in the closed state; if the vibration generated by the engine increases, it can be confirmed that the working state of the suspension system is in the open state and the working state of the subframe elastic element system is in the closed state.

[0068] In some embodiments of the present application, Figure 4 As shown, the damping control system may include: a first acceleration sensor, a second acceleration sensor, a first damping control unit, a second damping control unit, a first resistor controller, and a second resistor controller. The first acceleration sensor, the first damping control unit, and the first resistor controller are connected in series with each other, the second acceleration sensor, the second damping control unit, and the second resistor controller are connected in series with each other, the first resistor controller and the second resistor controller are externally connected to the positive electrode of the vehicle-mounted battery; the negative electrode of the vehicle-mounted battery is connected in series with the excitation coil of the magnetorheological hydraulic bushing of the suspension system and the excitation coil of the magnetorheological hydraulic bushing of the subframe elastic element system.

[0069] The VCU monitors the throttle, brake pedal opening, and gear position signal. When the vehicle speed is greater than the vehicle speed threshold (for example, 5km / h), the first acceleration sensor obtains the powertrain (drive axle) information, and the second acceleration sensor obtains the road excitation information, and determines the vibration condition of the damping control system.

[0070] Under the low-frequency and large-amplitude working condition, the first damping control unit and the second damping control unit are controlled to send control instructions to the first resistor controller and the second resistor controller respectively, so that the first resistor controller and the second resistor controller are turned on at the same time, and the working states of the suspension system and the subframe elastic element system are both in the on state, meeting the requirements of large dynamic stiffness and large damping during low-frequency and large-amplitude excitation, and reducing vibration impact.

[0071] Under high-frequency and small-amplitude working conditions, the first damping control unit and the second damping control unit are controlled to send control instructions to the first resistor controller and the second resistor controller respectively, so that the first resistor controller and the second resistor controller turn off the switches at the same time, and the working states of the suspension system and the subframe elastic element system are both in the closed state, meeting the requirements of small dynamic stiffness and small damping during high-frequency and small-amplitude excitation, and improving the high-frequency vibration isolation performance.

[0072] Under other working conditions, the first damping control unit and the second damping control unit can be controlled to send control instructions to the first resistor controller and the second resistor controller respectively, so that the first resistor controller turns on the switch, the suspension system enters the on state, and the second resistor controller turns off the switch, the subframe elastic element system enters the off state; or the first resistor controller turns off the switch, the suspension system enters the off state, and the second resistor controller turns on the switch, the subframe elastic element system enters the on state. In this way, the requirements of moderate dynamic stiffness and moderate damping when excitation is at a special frequency and special amplitude can be met, and the special frequency vibration isolation performance can be improved.

[0073] Both the suspension system and the subframe elastic element system can be turned on to adjust the damping according to the driving mode. For specific implementation, please refer to Figure 1The description of this application will not be repeated here.

[0074] It should be noted that, for the sake of simplicity of description, the aforementioned method embodiments are all expressed as a series of action combinations, but those skilled in the art should know that the present application is not limited to the described order of actions, because according to the present application, certain steps can be performed in other orders.

[0075] like Figure 5 Shown is a schematic structural diagram of a damping control device 500 provided in an embodiment of the present application, wherein the damping control device 500 is configured on a vehicle.

[0076] Specifically, the damping control device 500 may include:

[0077] An acquisition unit 501 is used to acquire a current driving mode from among a plurality of preset driving modes of the vehicle, wherein the plurality of preset driving modes respectively correspond to different motion parameters;

[0078] A determination unit 502, configured to determine a control instruction of a damping control system of the vehicle according to a motion parameter corresponding to the current driving mode, wherein the damping control system includes a suspension system;

[0079] The damping control unit 503 is used to adjust the damping of the damping control system according to the control instruction.

[0080] In some embodiments of the present application, the determination unit 502 may be specifically used to: when the current driving mode is the energy-saving mode, determine the control instruction according to the acceleration of the vehicle; when the current driving mode is the comfort mode, determine the control instruction according to the engine speed of the vehicle; when the current driving mode is the sports mode, determine the control instruction according to the motion posture of the vehicle.

[0081] In some embodiments of the present application, the determination unit 502 may be specifically used to: determine the target torque of the vehicle according to the motion parameters corresponding to the current driving mode; and determine the control instruction according to the target torque.

[0082] In some embodiments of the present application, when the current driving mode is the comfort mode, the determination unit 502 may be specifically used to: obtain a torque correction coefficient of the vehicle according to the engine speed; and correct the required torque of the vehicle according to the torque correction coefficient to obtain a target torque.

[0083] In some embodiments of the present application, the damping control unit 503 can be specifically used to: control the current of the excitation coil of the magnetorheological hydraulic bushing of the damping control system according to the control instruction, so as to adjust the viscosity characteristics of the magnetorheological oil in the liquid storage chamber of the magnetorheological hydraulic bushing, and then adjust the damping of the damping control system.

[0084] In some embodiments of the present application, the damping control system may further include a subframe elastic element system; the damping control unit 503 may further be used to: obtain road excitation information of the contact between the tires of the vehicle and the road surface, and powertrain information of the vehicle; and determine the working states of the suspension system and the subframe elastic element system respectively according to the road excitation information and the powertrain information.

[0085] In some embodiments of the present application, the damping control unit 503 can also be used to: determine the vibration condition of the damping control system based on the road excitation information and the powertrain information, and the vibration condition is used to characterize the frequency and amplitude of the damping control system; and determine the working states of the suspension system and the subframe elastic element system respectively based on the vibration condition.

[0086] It should be noted that, for the convenience and simplicity of description, the specific working process of the damping control device 500 can be referred to Figures 1 to 4 The corresponding process of the method will not be repeated here.

[0087] like Figure 6 , which is a schematic diagram of a vehicle provided in an embodiment of the present application. Specifically, the vehicle 6 may include: a processor 60, a memory 61, and a computer program 62 stored in the memory 61 and executable on the processor 60, such as a damping control program.

[0088] The vehicle may include a damping control system, which includes a suspension system. In some embodiments, the damping control system may also include a subframe elastic element system. The specific structure of the damping control system may refer to Figure 2 and Figure 4 The description of this application will not be repeated here.

[0089] When the processor 60 executes the computer program 62, the steps in the above-mentioned damping control method embodiments are implemented, for example: Figure 1 Alternatively, when the processor 60 executes the computer program 62, the functions of each module / unit in the above-mentioned device embodiments are realized, for example Figure 5 The functions of the acquisition unit 501, the determination unit 502 and the damping control unit 503 are shown.

[0090] The computer program may be divided into one or more modules / units, which are stored in the memory 61 and executed by the processor 60 to complete the present application. The one or more modules / units may be a series of computer program instruction segments capable of completing specific functions, which are used to describe the execution process of the computer program in the vehicle.

[0091] For example, the computer program can be divided into: an acquisition unit, a determination unit and a damping control unit. The specific functions of each unit are as follows: an acquisition unit, used to acquire the current driving mode among multiple preset driving modes of the vehicle, wherein the multiple preset driving modes correspond to different motion parameters; a determination unit, used to determine the control instructions of the damping control system of the vehicle according to the motion parameters corresponding to the current driving mode, wherein the damping control system includes a suspension system; and a damping control unit, used to adjust the damping of the damping control system according to the control instructions.

[0092] The vehicle may include, but is not limited to, a processor 60 and a memory 61. Those skilled in the art will appreciate that Figure 6 It is only an example of a vehicle and does not constitute a limitation of the vehicle. It may include more or fewer components than shown in the figure, or a combination of certain components, or different components. For example, the vehicle may also include input and output devices, network access devices, buses, etc.

[0093] The processor 60 may be a central processing unit (CPU), or other general-purpose processors, digital signal processors (DSP), application-specific integrated circuits (ASIC), off-the-shelf programmable gate arrays or other programmable logic devices, discrete gate or transistor logic devices, discrete hardware components, etc. A general-purpose processor may be a microprocessor or any conventional processor, etc.

[0094] The memory 61 may be an internal storage unit of the vehicle, such as a hard disk or memory of the vehicle. The memory 61 may also be an external storage device of the vehicle, such as a plug-in hard disk, a smart media card (SMC), a secure digital (SD) card, a flash card, etc. equipped on the vehicle. Further, the memory 61 may also include both an internal storage unit and an external storage device of the vehicle. The memory 61 is used to store the computer program and other programs and data required by the vehicle. The memory 61 may also be used to temporarily store data that has been output or is to be output.

[0095] It should be noted that, for the convenience and brevity of description, the structure of the above-mentioned vehicle can also refer to the specific description of the structure in the method embodiment, which will not be repeated here.

[0096] The technicians in the relevant field 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 for illustration. In practical applications, the above-mentioned function allocation can be 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. The functional units and modules in the embodiment can be integrated in a processing unit, or each unit can exist physically separately, or two or more units can be integrated in one unit. The above-mentioned integrated unit can be implemented in the form of hardware or in the form of software functional units. In addition, the specific names of the functional units and modules are only for the convenience of distinguishing each other, and are not used to limit the scope of protection of this application. The specific working process of the units and modules in the above-mentioned system can refer to the corresponding process in the aforementioned method embodiment, which will not be repeated here.

[0097] In the above embodiments, the description of each embodiment has its own emphasis. For parts that are not described or recorded in detail in a certain embodiment, reference can be made to the relevant descriptions of other embodiments.

[0098] Those of ordinary skill in the art will appreciate that the units and algorithm steps of each example described in conjunction with the embodiments disclosed herein can be implemented in electronic hardware, or a combination of computer software and electronic hardware. Whether these functions are performed in hardware or software depends on the specific application and design constraints of the technical solution. Professional and technical personnel can use different methods to implement the described functions for each specific application, but such implementation should not be considered to be beyond the scope of this application.

[0099] In the embodiments provided in the present application, it should be understood that the disclosed devices / vehicles and methods can be implemented in other ways. For example, the device / vehicle embodiments described above are merely schematic. For example, the division of the modules or units is only a logical function division. There may be other division methods in actual implementation, such as multiple units or components can be combined or integrated into another system, or some features can be ignored or not executed. Another point is that the mutual coupling or direct coupling or communication connection shown or discussed can be through some interfaces, indirect coupling or communication connection of devices or units, which can be electrical, mechanical or other forms.

[0100] The units described as separate components may or may not be physically separated, and the components shown as units may or may not be physical units, that is, they may be located in one place or distributed on multiple network units. Some or all of the units may be selected according to actual needs to achieve the purpose of the solution of this embodiment.

[0101] In addition, each functional unit in each embodiment of the present application may be integrated into one processing unit, or each unit may exist physically separately, or two or more units may be integrated into one unit. The above-mentioned integrated unit may be implemented in the form of hardware or in the form of software functional units.

[0102] If the integrated module / unit is implemented in the form of a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, the present application implements all or part of the processes in the above-mentioned embodiment method, and can also be completed by instructing the relevant hardware through a computer program. The computer program can be stored in a computer-readable storage medium, and the computer program can implement the steps of the above-mentioned various method embodiments when executed by the processor. Among them, the computer program includes computer program code, and the computer program code can be in source code form, object code form, executable file or some intermediate form. The computer-readable medium may include: any entity or device capable of carrying the computer program code, recording medium, U disk, mobile hard disk, disk, optical disk, computer memory, read-only memory (ROM), random access memory (RAM), electric carrier signal, telecommunication signal and software distribution medium. It should be noted that the content contained in the computer-readable medium can be appropriately increased or decreased according to the requirements of legislation and patent practice in the jurisdiction. For example, in some jurisdictions, according to legislation and patent practice, computer-readable media do not include electric carrier signals and telecommunication signals.

[0103] The embodiments described above are only used to illustrate the technical solutions of the present application, rather than to limit them. Although the present application has been described in detail with reference to the aforementioned embodiments, a person 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 application, and should all be included in the protection scope of the present application.

Claims

1. A damping control method, characterized in that: include: Acquire a current driving mode from among multiple preset driving modes of the vehicle, wherein the multiple preset driving modes correspond to different motion parameters respectively; determining a control instruction of a damping control system of the vehicle according to the motion parameters corresponding to the current driving mode, the damping control system including a suspension system; According to the control instruction, the damping control system is adjusted for damping.

2. The damping control method according to claim 1, characterized in that: The step of determining the control instruction of the damping control system of the vehicle according to the motion parameter corresponding to the current driving mode includes: When the current driving mode is an energy-saving mode, determining the control instruction according to the acceleration of the vehicle; When the current driving mode is a comfort mode, determining the control instruction according to the engine speed of the vehicle; When the current driving mode is a sport mode, the control instruction is determined according to the sport posture of the vehicle.

3. The damping control method according to claim 1, characterized in that: The step of determining the control instruction of the damping control system of the vehicle according to the motion parameter corresponding to the current driving mode includes: determining a target torque of the vehicle according to a motion parameter corresponding to the current driving mode; The control instruction is determined according to the target torque.

4. The damping control method according to claim 3, characterized in that: When the current driving mode is a comfort mode, determining the target torque of the vehicle according to the motion parameter corresponding to the current driving mode further includes: Obtaining a torque correction coefficient of the vehicle according to the engine speed; The required torque of the vehicle is corrected according to the torque correction coefficient to obtain a target torque.

5. The damping control method according to any one of claims 1 to 4, characterized in that: The step of adjusting the damping of the damping control system according to the control instruction comprises: According to the control instruction, the current passing through the excitation coil of the magnetorheological hydraulic bushing of the damping control system is controlled to adjust the viscosity characteristics of the magnetorheological oil in the liquid storage chamber of the magnetorheological hydraulic bushing, thereby adjusting the damping of the damping control system.

6. The damping control method according to any one of claims 1 to 4, characterized in that: The damping control system may also include a subframe elastic element system; Before determining the control instruction of the damping control system of the vehicle according to the motion parameters corresponding to the current driving mode, the method further includes: Acquiring road surface excitation information of the contact between the tire of the vehicle and the road surface, and powertrain information of the vehicle; The working states of the suspension system and the subframe elastic element system are determined respectively according to the road surface excitation information and the powertrain information.

7. The damping control method according to claim 6, characterized in that: The determining the working states of the suspension system and the subframe elastic element system respectively according to the road surface excitation information and the powertrain information includes: Determining a vibration condition of the damping control system according to the road excitation information and the powertrain information, wherein the vibration condition is used to characterize the frequency and amplitude of the damping control system; According to the vibration working condition, the working states of the suspension system and the subframe elastic element system are determined respectively.

8. A computer program product, characterized in that The invention comprises a computer program, and when the computer program is executed, the damping control method according to any one of claims 1 to 7 is executed.

9. A vehicle comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, characterized in that: The vehicle includes a damping control system, the damping control system includes a suspension system, and the processor implements the steps of the damping control method according to any one of claims 1 to 7 when executing the computer program.

10. The vehicle according to claim 9, characterized in that The damping control system also includes a subframe elastic element system.

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