Damping control method, computer program product and vehicle

Abstract

The application is suitable for the field of automobile damping technology, and provides a damping control method, a computer program product and a vehicle. The damping control method comprises the following steps: in a plurality of preset driving modes of a vehicle, a current driving mode is acquired, and the plurality of preset driving modes correspond to different motion parameters respectively; a control instruction of a damping control system of the vehicle is determined according to a motion parameter corresponding to the current driving mode, and the damping control system comprises a suspension system; and the damping control system is adjusted according to the control instruction. The embodiment of the application can adapt the damping condition of the damping control system to the working condition of the vehicle.

Description

TECHNICAL FIELD

[0001] The application belongs to the technical field of automobile damping control, and particularly relates to a damping control method, a computer program product and a vehicle. BACKGROUND

[0002] The suspension system of an automobile is an important component of the chassis of the automobile, which connects the vehicle body and the tires, supports the weight of the vehicle, buffers the impact of the road, maintains the contact between the tires and the road, and ensures the stability of the automobile. At present, the control logic of most vehicle models is relatively single when controlling the suspension system, which is difficult to adapt to complex working conditions of the vehicle. SUMMARY

[0003] The damping control method, device, computer program product and vehicle provided by the embodiments of the application can adapt the damping condition of the damping control system to the working condition of the vehicle.

[0004] The first aspect of the embodiments of the application provides a damping control method, comprising: obtaining a current driving mode in a plurality of preset driving modes of a vehicle, the plurality of preset driving modes respectively corresponding to different motion parameters; determining a control instruction of a damping control system of the vehicle according to a motion parameter corresponding to the current driving mode, the damping control system comprising a suspension system; and adjusting the damping of the damping control system according to the control instruction.

[0005] In some embodiments of the first aspect, the determining of the control instruction of the damping control system of the vehicle according to the motion parameter corresponding to the current driving mode comprises: 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; and when the current driving mode is a sports mode, determining the control instruction according to the motion pose of the vehicle.

[0006] In some embodiments of the first aspect, the determining of the control instruction of the damping control system of the vehicle according to the motion parameter corresponding to the current driving mode comprises: determining a target torque of the vehicle according to the motion parameter corresponding to the current driving mode; and determining the control instruction according to the target torque.

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

[0008] In some embodiments of the first aspect, the damping adjustment on the damping control system according to the control instruction comprises: controlling, according to the control instruction, the current of the excitation coil of the magneto-rheological hydraulic bushing of the damping control system, so that the viscosity characteristic of the magneto-rheological oil in the liquid storage cavity of the magneto-rheological hydraulic bushing is adjusted, and then the damping of the damping control system is adjusted.

[0009] In some embodiments of the first aspect, the damping control system further comprises a sub-frame elastic element system, and before the control instruction of the damping control system of the vehicle is determined according to the motion parameter corresponding to the current driving mode, the method further comprises: acquiring road surface excitation information of a tire of the vehicle in contact with a road surface, and powertrain information of the vehicle; and determining the working states of the suspension system and the sub-frame elastic element system according to the road surface excitation information and the powertrain information, respectively.

[0010] In some embodiments of the first aspect, the determination of the working states of the suspension system and the sub-frame elastic element system according to the road surface excitation information and the powertrain information comprises: determining a vibration working condition of the damping control system according to the road surface excitation information and the powertrain information, the vibration working condition being used to represent the frequency and amplitude of the damping control system; and determining the working states of the suspension system and the sub-frame elastic element system according to the vibration working condition, respectively.

[0011] The second aspect of the embodiments of the present application provides a damping control device, comprising: an acquisition unit configured to acquire a current driving mode in a plurality of preset driving modes of a vehicle, the plurality of preset driving modes corresponding to different motion parameters, respectively; a determination unit 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, the damping control system comprising a suspension system; and a damping control unit configured to perform damping adjustment on the damping control system according to the control instruction.

[0012] The third aspect of the embodiments of the present application provides a computer readable storage medium, which stores a computer program, and the computer program is executed by a processor to implement the steps of the damping control method.

[0013] The fourth aspect of the embodiments 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, the vehicle comprising a damping control system, the damping control system comprising a suspension system, and the processor implements the steps of the damping control method when executing the computer program.

[0014] In some embodiments of the fourth aspect, the damping control system further comprises a sub-frame elastic element system.

[0015] The fifth aspect of the embodiments of the present application provides a computer program product, when the computer program product is run on a vehicle, the vehicle is caused to perform the damping control method.

[0016] In the embodiments of the present application, by obtaining a current driving mode in a plurality of preset driving modes of the vehicle, determining a control instruction of a damping control system of the vehicle according to a motion parameter corresponding to the current driving mode, and adjusting the damping control system, for different preset driving modes, different motion parameters can be selected as the main reference basis for the control of the damping control system, so that the damping condition of the damping control system is adapted to the working condition of the vehicle, and the accuracy of the control of the suspension system of the vehicle is improved. BRIEF DESCRIPTION OF DRAWINGS

[0017] In order to more clearly illustrate the technical solutions in the embodiments of the present application, the following will briefly introduce the drawings needed to be used in the embodiments or prior art description. 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 under the premise of the drawings.

[0018] Figure 1 is an implementation flow diagram of a damping control method provided by the embodiments of the present application;

[0019] Figure 2 is a first structure diagram of a damping control system provided by the embodiments of the present application;

[0020] Figure 3 is a specific implementation flow diagram of determining a control instruction of a damping control system provided by the embodiments of the present application;

[0021] Figure 4 is a second structure diagram of a damping control system provided by the embodiments of the present application;

[0022] Figure 5 is a structure diagram of a damping control device provided by the embodiments of the present application;

[0023] Figure 6 is a structure diagram of a vehicle provided by the embodiments of the present application. DETAILED DESCRIPTION

[0024] In order to make the purpose, technical scheme and advantages of the present application clearer, the present application will be further described in detail below with reference to the drawings and embodiments. It should be understood that the specific embodiments described herein are only used to explain the present application and not to limit the present application. Based on the embodiments of the present application, all other embodiments obtained by those skilled in the art without creative work belong to the present application.

[0025] The suspension system of the automobile is an important part of the automobile chassis, which connects the vehicle body and the tire, plays a role in supporting the weight of the vehicle, buffering the impact of the road, maintaining the contact between the tire and the road, and ensuring the stability of the automobile. At present, the control logic of most vehicle models is relatively single when controlling the suspension system, which is difficult to adapt to the complex working conditions of the vehicle.

[0026] Therefore, 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 working condition of the vehicle, and the accuracy of the vehicle suspension system control is improved.

[0027] In order to illustrate the technical scheme of the present application, the following specific embodiments are described.

[0028] Figure 1 An implementation flowchart of a damping control method provided by an embodiment of the present application is shown, which can be applied to a vehicle. The above-mentioned vehicle can refer to a hybrid electric vehicle, a pure electric vehicle, a fuel vehicle or other types of vehicles, which are not limited by the present application.

[0029] In the embodiments of the present application, the above-mentioned vehicle can be configured with a damping control system.

[0030] The damping control system can include a magneto-rheological hydraulic bushing. The magneto-rheological hydraulic bushing can include an outer tube, a rubber body, a liquid storage cavity, a sealing ring, an inner tube and an excitation coil. The excitation coil is composed of the inner tube in the liquid storage cavity, and the sealing ring can prevent liquid leakage. The liquid storage cavity is filled with magneto-rheological liquid, which is a liquid containing nanoscale strong magnetic particles mixed into a high polymer. Under the action of an electromagnetic field, it will have a clustering effect, and has the advantages of controllability, reversibility, rapid response and good stability. The magneto-rheological hydraulic bushing is installed in the auxiliary frame end sleeve, the viscosity characteristics of the magneto-rheological liquid in the liquid storage cavity are changed by controlling the formation of the magnetic field, so that the damping of the suspension system changes.

[0031] Specifically, in some embodiments of the present application, please refer to Figure 2The damping control system can further include a damping control unit, a resistance controller, and a vehicle battery. The positive electrode of the vehicle battery is connected to a resistance controller switch, the negative electrode of the vehicle battery is connected to the negative electrode of an excitation coil of the magnetorheological hydraulic bushing, and the positive electrode of the excitation coil is connected to the resistance controller switch. By changing the resistance controller switch and the opening degree, the current passing through the excitation coil can be changed, and in turn the damping characteristic change of the magnetorheological hydraulic bushing can be changed.

[0032] The damping control unit is connected to a vehicle control unit (VCU) for outputting a control instruction to the resistance controller. The vehicle control unit is connected to a vibration acceleration sensor, a throttle sensor, and an infotainment system respectively for obtaining a power assembly signal provided by the vibration acceleration sensor, a throttle pedal opening degree signal provided by the throttle sensor, and a driving mode provided by the infotainment system. The power assembly signal can be used to determine the engine speed and the motion pose of the vehicle. The throttle pedal opening degree signal can be used to determine the acceleration of the vehicle.

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

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

[0035] The preset driving mode refers to a driving mode supported by the vehicle, and each preset driving mode represents a vehicle working condition. The plurality of preset driving modes can include an energy-saving mode (ECO), a comfort mode (COMFORT), and a sports mode (SPORT).

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

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

[0038] In the embodiments of the present application, different preset driving modes can correspond to different motion parameters to adapt to corresponding vehicle working conditions. According to the motion parameter corresponding to the current driving mode, the control instruction of the damping control system of the vehicle can be determined. The control instruction can be used to control the damping of the damping control system.

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

[0040] In step S103, the damping control system is adjusted according to the control instruction.

[0041] In the embodiments of the present application, by obtaining the current driving mode in multiple preset driving modes of the vehicle, the control instruction of the damping control system of the vehicle is determined according to the motion parameter corresponding to the current driving mode, and the damping control system is adjusted, and for different preset driving modes, different motion parameters can be selected as the main reference basis for the control of the damping control system, so that the damping condition of the damping control system is adapted to the working condition of the vehicle, and the accuracy of the control of the suspension system of the vehicle is improved.

[0042] Specifically, as shown in Figure 3 The control instruction of the damping control system of the vehicle can be determined according to the motion parameter corresponding to the current driving mode, which can include steps S301 to S303.

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

[0044] In some embodiments of the present application, the energy-saving mode can limit the power output and reduce the engine speed, which effectively improves the fuel economy, and at this time, the main influencing factor of the damping is the acceleration of the vehicle. Therefore, if the current driving mode is the energy-saving mode, the control instruction 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 indicates that the vehicle is in an urgent acceleration working condition or an urgent deceleration working condition, and the first instruction is taken as the control instruction. If the absolute value of the acceleration is less than or equal to the second acceleration threshold, it indicates that the vehicle is in a uniform speed working condition or a working condition close to the uniform speed, and the second instruction is taken as the control instruction.

[0046] In step S302, when the current driving mode is the comfort mode, the control instruction is determined according to the engine speed of the vehicle.

[0047] In some embodiments of the present application, the comfort mode targets the vehicle comfort, and at this time, the main influencing factor of the damping is the engine speed of the vehicle. Therefore, if the current driving mode is the comfort mode, the control instruction 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, indicating that the vehicle is in a high-speed driving condition, the second instruction is taken as the control instruction. If the engine speed is less than or equal to the first speed threshold, indicating that the vehicle is in a low-speed driving condition or a medium-speed driving condition, the third instruction is taken as the control instruction.

[0049] In step S303, when the current driving mode is the sport mode, the control instruction is determined according to the sport posture of the vehicle.

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

[0051] Specifically, if the sport posture is the pitching motion or the tilting motion, indicating that the vehicle is in a cross-country driving condition, the first instruction is taken as the control instruction. If the sport posture is the straight-line motion, indicating that the vehicle is in a smooth driving condition, the second instruction is taken as the control instruction.

[0052] 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; and the second instruction is used to adjust the damping of the damping control system to low damping. In this way, for different driving modes, different sport parameters can be referred to for adjusting the damping in different conditions, which helps to adapt the damping of the damping control system to the driving condition of the vehicle.

[0053] In some embodiments of the present application, determining the control instruction of the damping control system of the vehicle according to the sport parameter corresponding to the current driving mode can include: determining a target torque of the vehicle according to the sport parameter corresponding to the current driving mode; and determining the control instruction according to the target torque.

[0054] Specifically, the target torque represents the torque demand of the vehicle at present. In combination with the aforementioned sport parameter, the target torque required by the vehicle at present can be analyzed and determined, and the control instruction is determined according to the target torque, so that the damping is adapted to the torque.

[0055] In some embodiments of the present application, when the current driving mode is the comfort mode, determining the target torque of the vehicle according to the sport parameter corresponding to the current driving mode further includes: obtaining a torque correction coefficient of the vehicle according to the engine speed; and correcting the demand torque of the vehicle according to the torque correction coefficient to obtain the target torque.

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

[0057] In some embodiments of the present application, controlling the damping control system according to the control instruction can include: controlling the current of the excitation coil of the magnetorheological hydraulic bushing passing through the damping control system according to the control instruction, so that the viscosity characteristics of the magnetorheological oil in the liquid storage cavity of the magnetorheological hydraulic bushing are adjusted in turn to adjust the damping of the damping control system.

[0058] Specifically, when the control instruction is a first instruction, the current is a first current. When the control instruction is a second instruction, the current is a second current. When the control instruction is a third instruction, the current is a 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, so that the particles in the magnetorheological oil undergo electromagnetic reaction, which makes the viscosity of the oil larger, and the damping of the damping control system larger.

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

[0061] When the control unit outputs the second instruction to the resistance controller, the resistance controller is closed, and a smaller first current passes through the excitation coil of the magnetorheological hydraulic bushing, so that the particles in the magnetorheological oil undergo electromagnetic reaction, which makes the viscosity of the oil smaller, and the damping control system smaller.

[0062] In the embodiments of the present application, the VCU can analyze the torque demand in combination with the power assembly signal provided by the vibration acceleration sensor and the throttle pedal opening degree signal provided by the throttle sensor, as well as the driving mode, control the switch of the resistance controller through the damping control unit, adjust the current of the excitation coil of the magnetorheological hydraulic bushing passing through the damping control system, and correspond to different damping peaks in different working conditions under different driving modes of the vehicle, so as to improve the comfort performance and handling performance of the vehicle.

[0063] In some embodiments of the present application, the damping control system can further comprise a sub-frame elastic element system. The mounting positions of the suspension system and the sub-frame elastic element system are different, the suspension system is mounted at the end of the sub-frame, and the sub-frame elastic element system is connected between the sub-frame and the vehicle body. Both can be used to adjust the damping, and the structures can be referred to Figure 2 The damping control unit, the resistance controller, the vehicle-mounted storage battery, and the magnetorheological hydraulic bushing are shown. The magnetorheological hydraulic bushing of the suspension system is mounted in the end sleeve of the sub-frame.

[0064] 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 can further comprise: obtaining road excitation information of the tire of the vehicle in contact with the road surface, and powertrain information of the vehicle; and determining the working states of the suspension system and the sub-frame elastic element system according to the road excitation information and the powertrain information.

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

[0066] Specifically, according to the road excitation information and the powertrain information, the working states of the suspension system and the sub-frame elastic element system can be determined, which can comprise: determining the vibration working condition of the damping control system according to the road excitation information and the powertrain information, the vibration working condition being used to represent the frequency and amplitude of the damping control system; and determining the working states of the suspension system and the sub-frame elastic element system according to the vibration working condition.

[0067] Specifically, according to the road excitation information and the powertrain information, the vibration working condition of the whole damping control system can be determined. If the vibration working condition is a low-frequency large-amplitude working condition, i.e., the vibration frequency is lower than a first frequency threshold, and the amplitude is greater than a first amplitude threshold, then the working states of the suspension system and the sub-frame elastic element system can be determined as the open state. If the vibration working condition is a high-frequency small-amplitude working condition, i.e., the vibration frequency is greater than a second frequency threshold, and the amplitude is less than a second amplitude threshold, then the working states of the suspension system and the sub-frame elastic element system can be determined as the closed state. If the vibration working condition is other working conditions, i.e., the vibration frequency is greater than or equal to the first frequency threshold and 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 analyzed in combination: if the vibration generated by the road surface in contact with the tire is large, then the working state of the sub-frame elastic element system can be determined as the open state, and the working state of the suspension system can be determined as the closed state; if the vibration generated by the engine is increased, then the working state of the suspension system can be determined as the open state, and the working state of the sub-frame elastic element system can be determined as the closed state.

[0068] In some embodiments of the present application, as shown in Figure 4 The damping control system can include a first acceleration sensor, a second acceleration sensor, a first damping control unit, a second damping control unit, a first resistance controller, and a second resistance controller. The first acceleration sensor, the first damping control unit, and the first resistance controller are connected in series with each other, the second acceleration sensor, the second damping control unit, and the second resistance controller are connected in series with each other, the first resistance controller and the second resistance controller are connected to the positive electrode of the vehicle-mounted battery, and 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 sub-frame elastic element system.

[0069] The VCU monitors the accelerator pedal opening, the brake pedal opening, and the gear signal. When the vehicle speed is greater than a vehicle speed threshold (e.g., 5 km / h), the first acceleration sensor acquires powertrain (drive axle) information, the second acceleration sensor acquires road excitation information, and the vibration working condition of the damping control system is determined.

[0070] In a low-frequency large-amplitude working condition, the first damping control unit and the second damping control unit are simultaneously controlled to send control instructions to the first resistance controller and the second resistance controller, respectively, so that the first resistance controller and the second resistance controller are simultaneously turned on, and the working states of the suspension system and the sub-frame elastic element system are both in the open state, thereby meeting the requirements of large dynamic stiffness and large damping in a low-frequency large-amplitude excitation and reducing vibration impact.

[0071] In a high-frequency small-amplitude working condition, the first damping control unit and the second damping control unit are simultaneously controlled to send control instructions to the first resistance controller and the second resistance controller, respectively, so that the first resistance controller and the second resistance controller are simultaneously turned off, and the working states of the suspension system and the sub-frame elastic element system are both in the closed state, thereby meeting the requirements of small dynamic stiffness and small damping in a high-frequency small-amplitude excitation and improving high-frequency vibration isolation performance.

[0072] In other working conditions, the first damping control unit and the second damping control unit can be controlled to send control instructions to the first resistance controller and the second resistance controller, respectively, so that the first resistance controller is turned on, the suspension system is in the open state, and the second resistance controller is turned off, the sub-frame elastic element system is in the closed state; or the first resistance controller is turned off, the suspension system is in the closed state, and the second resistance controller is turned on, the sub-frame elastic element system is in the open state. In this way, the requirements of moderate dynamic stiffness and moderate damping in a special frequency and special amplitude excitation can be met, and the special frequency vibration isolation performance can be improved.

[0073] The suspension system and the sub-frame elastic element system can both be adjusted in damping size according to the driving mode in the open state. For specific implementation, reference can be made to Figure 1The description of the foregoing embodiments is not repeated here.

[0074] It should be noted that, for the foregoing method embodiments, in order to simply describe, they are all expressed as a series of action combinations, but those skilled in the art should know that the application is not limited by the action sequence described, because according to the application, certain steps can be performed in other sequences.

[0075] As shown in Figure 5 Fig. 5 shows a structural schematic diagram of a damping control device 500 provided by an embodiment of the application, which is arranged on a vehicle.

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

[0077] An acquisition unit 501 is configured to acquire a current driving mode in a plurality of preset driving modes of a vehicle, wherein the plurality of preset driving modes correspond to different motion parameters respectively.

[0078] A determination unit 502 is 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] A damping control unit 503 is configured to perform damping adjustment on the damping control system according to the control instruction.

[0080] In some embodiments of the application, the determination unit 502 can be specifically configured to: when the current driving mode is an energy-saving mode, determine the control instruction according to an acceleration of the vehicle; when the current driving mode is a comfort mode, determine the control instruction according to an engine speed of the vehicle; and when the current driving mode is a sports mode, determine the control instruction according to a motion pose of the vehicle.

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

[0082] In some embodiments of the application, when the current driving mode is the comfort mode, the determination unit 502 can be specifically configured to: acquire a torque correction coefficient of the vehicle according to the engine speed; and correct a 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 configured to: control, according to the control instruction, the current of the excitation coil of the magneto-rheological hydraulic bushing of the damping control system, so that the viscosity characteristic of the magneto-rheological oil in the liquid storage cavity of the magneto-rheological hydraulic bushing is adjusted, and in turn the damping of the damping control system is adjusted.

[0084] In some embodiments of the present application, the damping control system can further include a sub-frame elastic element system; and the damping control unit 503 can be further configured to: acquire road surface excitation information of the tire of the vehicle in contact with the road surface, and powertrain information of the vehicle; and determine, according to the road surface excitation information and the powertrain information, the working states of the suspension system and the sub-frame elastic element system, respectively.

[0085] In some embodiments of the present application, the damping control unit 503 can be further configured to: determine, according to the road surface excitation information and the powertrain information, a vibration working condition of the damping control system, the vibration working condition being used to represent the frequency and amplitude of the damping control system; and determine, according to the vibration working condition, the working states of the suspension system and the sub-frame elastic element system, respectively.

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

[0087] As shown in Figure 6 , it is a schematic diagram of a vehicle provided by an embodiment of the present application. Specifically, the vehicle 6 can 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] Among them, the above-mentioned vehicle can include a damping control system, and the damping control system includes a suspension system. In some embodiments, the damping control system can further include a sub-frame elastic element system. The specific structure of the damping control system can refer to the description of Figure 2 and Figure 4 , and the present application will not be described here.

[0089] The processor 60 implements the steps in each of the above damping control method embodiments when executing the computer program 62, such as steps S101-S103 as shown in Figure 1 . Alternatively, the processor 60 implements the functions of each module / unit in each of the above device embodiments when executing the computer program 62, such as the functions of the acquisition unit 501, the determination unit 502, and the damping control unit 503 as shown in Figure 5 .

[0090] The computer program can 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 can be a series of computer program instruction segments capable of completing a specific function, 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: the acquisition unit is configured to acquire a current driving mode in a plurality of preset driving modes of a vehicle, the plurality of preset driving modes respectively corresponding to different motion parameters; the determination unit is 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, the damping control system including a suspension system; and the damping control unit is configured to perform damping adjustment on the damping control system according to the control instruction.

[0092] The vehicle can include, but is not limited to, a processor 60, a memory 61. Those skilled in the art can understand that, Figure 6 Only an example of the vehicle is given, and the vehicle is not limited, and can include more or fewer components than shown, or combine certain components, or different components, for example, the vehicle can also include an input / output device, a network access device, a bus, etc.

[0093] The processor 60 can be a central processing unit (CPU), and can also be other general-purpose processors, digital signal processors (DSPs), application specific integrated circuits (ASICs), ready programmable gate arrays or other programmable logic devices, discrete gates or transistor logic components, discrete hardware components, etc. The general-purpose processor can be a microprocessor or the processor can also be any conventional processor.

[0094] The memory 61 can be an internal storage unit of the vehicle, such as a hard disk or a memory of the vehicle. The memory 61 can 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, and the like. Further, the memory 61 can include both the internal storage unit and the 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 can 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 vehicle can also refer to the specific description of the structure in the method embodiments, which will not be repeated here.

[0096] Those skilled in the art can clearly understand that, for the convenience and brevity of description, only the above-mentioned division of each functional unit and module 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. Each functional unit and module in the embodiment can be integrated in one processing unit, or each unit can exist physically, or two or more units can be integrated in one unit. The integrated unit can be realized in the form of hardware or software. In addition, the specific name of each functional unit and module is only for easy distinction, and does not limit the protection scope of the present application. The specific working process of the unit and module in the system can refer to the corresponding process in the foregoing method embodiments, which will not be repeated here.

[0097] In the above embodiments, the description of each embodiment has its own emphasis, and the parts not described or recorded in detail in a certain embodiment can refer to the relevant description of other embodiments.

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

[0099] In the embodiments of the present application, it should be understood that the disclosed apparatus / vehicle and method can be implemented in other manners. For example, the described apparatus / vehicle embodiments are merely schematic. For example, the division of the modules or units is merely logical function division. There can be another division manner for the actual implementation. For example, a plurality of units or components can be combined or integrated into another system, or some features can be ignored or not executed. In addition, the displayed or discussed mutual couplings or direct couplings or communication connections can be indirect couplings or communication connections through some interfaces, devices or units, and can be in electrical, mechanical or other forms.

[0100] The units described as separate components can or can not be physically separate, and the components shown as units can or can not be physical units, i.e., can be located in one place, or can be distributed on a plurality of network units. Some or all of the units can be selected according to actual needs to achieve the purpose of the embodiments.

[0101] In addition, each functional unit in the various embodiments of the present application can be integrated in one processing unit, or each unit can be a physically independent unit, or two or more units can be integrated in one unit. The integrated unit can be implemented in the form of hardware or in the form of a software functional unit.

[0102] The integrated module / unit, if implemented in the form of a software functional unit and sold or used as an independent product, can be stored in a computer readable storage medium. Based on this understanding, all or part of the flow of the above-mentioned embodiment methods can be implemented by a computer program instructing related hardware to complete, and the computer program can be stored in a computer readable storage medium. When the processor executes the computer program, the steps of each method embodiment described above can be implemented. The computer program includes computer program code, which can be in the form of source code, object code, executable file or some intermediate form. The computer readable medium can include any entity or device capable of carrying the computer program code, recording medium, U disk, mobile hard disk, magnetic disk, optical disk, computer memory, read-only memory (ROM), random access memory (RAM), electrical carrier signal, telecommunication signal and software distribution medium, etc.

[0103] The above-described embodiments are only used to illustrate the technical solutions of the present application, but not limit them; although the present application is described in detail with reference to the foregoing embodiments, those skilled in the art should understand that: it can still modify the technical solutions recorded in the foregoing embodiments, or make equivalent replacement to part of the technical features; 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 damping control method characterized by, Comprising: acquiring a current driving mode among a plurality of preset driving modes of a vehicle, the plurality of preset driving modes respectively corresponding to different motion parameters; determining a control instruction of a damping control system of the vehicle according to a motion parameter corresponding to the current driving mode, the damping control system comprising a suspension system and a subframe elastic element system; adjusting the damping control system according to the control instruction; before the step of determining the control instruction of the damping control system according to the motion parameter corresponding to the current driving mode, further comprising: acquiring road surface excitation information of a tire of the vehicle in contact with a road surface, and powertrain information of the vehicle; determining a vibration working condition of the damping control system according to the road surface excitation information and the powertrain information, the vibration working condition being used to represent a frequency and an amplitude of the damping control system; and determining a working state of the suspension system and the subframe elastic element system respectively according to the vibration working condition.

2. The damping control method according to claim 1, characterized by, The step of determining the control instruction of the damping control system according to the motion parameter corresponding to the current driving mode comprises: when the current driving mode is an energy-saving mode, determining the control instruction according to an acceleration of the vehicle; when the current driving mode is a comfort mode, determining the control instruction according to an engine speed of the vehicle; when the current driving mode is a sport mode, determining the control instruction according to a motion pose of the vehicle.

3. The damping control method according to claim 1, characterized by, The step of determining the control instruction of the damping control system according to the motion parameter corresponding to the current driving mode comprises: determining a target torque of the vehicle according to the motion parameter corresponding to the current driving mode; and determining the control instruction according to the target torque.

4. The damping control method according to claim 3, characterized by, When the current driving mode is the comfort mode, the step of determining the target torque of the vehicle according to the motion parameter corresponding to the current driving mode further comprises: acquiring a torque correction coefficient of the vehicle according to the engine speed; and correcting a required torque of the vehicle according to the torque correction coefficient to obtain the target torque.

5. The damping control method according to any one of claims 1 to 4, characterized by, The step of adjusting the damping control system according to the control instruction comprises: controlling a current of an excitation coil of a magneto-rheological hydraulic bushing of the damping control system according to the control instruction, so that a viscosity characteristic of magneto-rheological oil in a storage cavity of the magneto-rheological hydraulic bushing is adjusted to adjust a damping of the damping control system.

6. A computer program product, characterised in that, A computer program is included, which, when executed, causes the damping control method of any one of claims 1 to 5 to be performed.

7. 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 comprises a damping control system comprising a suspension system and a subframe elastic element system, and the processor, when executing the computer program, implements the steps of the damping control method of any one of claims 1 to 5.

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