Automobile damping control method and device and vehicle

Abstract

The application relates to an automobile damping control method and device and a vehicle. The method obtains a driving condition of the vehicle. If the vehicle is in a bumpy road condition, the control damping force of a suspension damper is determined according to vehicle body state information, the suspension damper is controlled according to the control damping force, the adjustment damping force of a seat damper is determined according to the control damping force and seat state information, and the seat damper is controlled according to the adjustment damping force and the vehicle body state information. When the vehicle is in the bumpy road condition, the suspension damper and the seat damper are controlled according to the vehicle body state information and the seat state information, the limitation degree of the damping range of the suspension damper and the adjustable range of the chassis on the damping control is reduced when only the suspension damper is controlled, and the comfort of riding is improved.

Description

Technical Field

[0001] This application relates to the field of shock absorption control technology, and in particular to a method, device and vehicle for automobile shock absorption control. Background Technology

[0002] During driving, vehicles inevitably encounter potholes or bumps in the road surface, causing the vehicle body to shake and the seats to vibrate, which can cause discomfort to the driver and passengers.

[0003] Currently, to address vehicle body bumps and seat vibrations during driving, the damping magnitude of the magnetorheological damper is typically controlled to adjust chassis handling and ride comfort. Specifically, the method includes: 1. Collecting wheel acceleration change information; 2. The main control chip adjusts the required voltage generated by the drive constant voltage chip based on the acceleration change information; 3. Controlling the magnetorheological damper to generate the required current based on the required voltage, thereby producing a change in damping.

[0004] However, in practical applications, the above method has the following disadvantages: (1) Since the damping magnitude of the magnetorheological damper has a preset damping range (stroke limit) and the adjustable height of the chassis is physically limited, adjusting the damping magnitude of the magnetorheological damper has great limitations in adjusting the operability and ride comfort of the chassis; (2) The constant voltage chip has low accuracy in driving the magnetorheological damper by outputting a constant voltage and the response time of the constant voltage chip in driving the magnetorheological damper by outputting a constant voltage is slow. Summary of the Invention

[0005] In view of the shortcomings of the prior art described above, this application provides a method, device and vehicle for automobile shock absorption control to solve the above technical problems.

[0006] This application provides a method for controlling vehicle shock absorption, the method comprising: acquiring the vehicle's driving conditions; the driving conditions being obtained based on vehicle body state information and / or seat state information, including smooth road conditions and bumpy road conditions; if the vehicle is in the bumpy road condition, determining the control damping force of the suspension shock absorber based on the vehicle body state information, and performing shock absorption control on the suspension shock absorber according to the control damping force; determining the adjustment damping force of the seat shock absorber based on the control damping force and the seat state information, and performing shock absorption control on the seat shock absorber based on the adjustment damping force and the vehicle body state information.

[0007] In one embodiment of this application, if the vehicle body state information includes vehicle body posture information and vehicle body height value, then the process of determining the control damping force of the suspension shock absorber based on the vehicle body state information includes: calculating the tower top speed based on the vehicle body posture information; and calculating the suspension speed based on the vehicle body height value; the tower top is used to install the suspension shock absorber; and the control damping force of the suspension shock absorber is calculated based on the tower top speed and the suspension speed.

[0008] In one embodiment of this application, the process of controlling the damping of the suspension shock absorber according to the control damping force includes: if the control damping force is greater than a first preset damping force threshold, then calculating the damping force difference between the control damping force and the first preset damping force threshold; determining the length change of the air spring based on the damping force difference and the vehicle height value; adjusting the wheel height based on the length change of the air spring; and determining the control current of the suspension shock absorber based on the first preset damping force threshold, denoted as the first control current, and controlling the damping adjustment of the suspension shock absorber through the first control current; if the control damping force is less than or equal to the first preset damping force threshold, then determining the control current of the suspension shock absorber based on the control damping force, denoted as the first control current, and controlling the damping adjustment of the suspension shock absorber through the first control current.

[0009] In one embodiment of this application, the process of controlling the suspension shock absorber for damping adjustment via the first control current includes: controlling the first half-bridge drive filter circuit to output the operating current of the suspension shock absorber according to a first control command, and adjusting the damping of the suspension shock absorber via the operating current; the first control command is obtained through the first control current; determining a second control command for the first half-bridge drive filter circuit based on the comparison result of the first control current and the sampled current; the second control command includes an increase operating current command, a decrease operating current command, and a maintain operating current command; wherein the sampled current includes sampling the operating current; controlling the first half-bridge drive filter circuit to output the operating current of the suspension shock absorber again according to the second control command, adjusting the damping of the suspension shock absorber via the re-output operating current, and re-determining the second control command for the first half-bridge drive filter circuit based on the first control current and the re-sampled current, until the vehicle's driving condition changes from the bumpy road condition to the smooth road condition; wherein the re-sampled current is obtained by sampling the re-output operating current.

[0010] In one embodiment of this application, if the suspension damper is a magnetorheological damper, after the vehicle's driving condition changes from the bumpy road condition to the smooth road condition, the method further includes: controlling the second half-bridge drive filter circuit to output a preset cancellation current; the magnetic field generated by the preset cancellation current is opposite to the magnetic field generated by the magnetorheological coil in the magnetorheological damper; the magnetic field generated by the preset cancellation current cancels the magnetic field generated by the magnetorheological coil in the magnetorheological damper, and reduces the operating current of the magnetorheological damper to a preset current threshold.

[0011] In one embodiment of this application, if the seat state information includes a seat angle value and a seat acceleration value, then the process of determining the adjustment damping force of the seat shock absorber based on the control damping force and the seat state information includes: calculating the seat height change based on the seat angle value; calculating the seat pressure value based on the seat height change; calculating the damping coefficient of the seat shock absorber based on the control damping force, the seat pressure value, and the seat acceleration value; and calculating the adjustment damping force of the seat shock absorber based on the damping coefficient and a second preset damping force threshold.

[0012] In one embodiment of this application, if the seat shock absorber includes a first shock absorber and a second shock absorber, the process of controlling the seat shock absorber based on the adjustment damping force and the vehicle body state information includes: determining the control current of the seat shock absorber based on the adjustment damping force, denoted as the second control current; determining the vehicle body turning direction and turning angle from the vehicle body posture information; determining the control current of the first shock absorber and the control current of the second shock absorber according to the vehicle body turning direction and the vehicle body turning angle, and denoting the control current of the first shock absorber as the third control current and the control current of the second shock absorber as the fourth control current; the sum of the third control current and the fourth control current is equal to the second control current; controlling the first shock absorber to adjust damping through the third control current, and controlling the second shock absorber to adjust damping through the fourth control current.

[0013] In one embodiment of this application, the process of obtaining the driving condition based on vehicle body status information and / or seat status information includes: if the vehicle body status information includes a vehicle body height value, and the change in the vehicle body height value is greater than or equal to a preset change threshold, then the vehicle is determined to be in the bumpy road condition; if the seat status information includes a seat acceleration value, and the seat acceleration value is greater than or equal to a preset acceleration threshold, then the vehicle is determined to be in the bumpy road condition; if the vehicle body status information includes a vehicle body height value, the seat status information includes a seat acceleration value, the change in the vehicle body height value is less than a preset change threshold, and the seat acceleration value is less than a preset acceleration threshold, then the vehicle is determined to be in the smooth road condition.

[0014] According to one aspect of the embodiments of this application, a vehicle shock absorption control device is provided. The device includes: a data acquisition module for acquiring the driving conditions of a vehicle; the driving conditions are obtained based on vehicle body state information and / or seat state information, including smooth road surface conditions and bumpy road surface conditions; a shock absorption control module for determining, based on the vehicle body state information, the control damping force of the suspension shock absorber when the vehicle is in the bumpy road surface condition, and performing shock absorption control on the suspension shock absorber according to the control damping force; and determining the adjustment damping force of the seat shock absorber based on the control damping force and the seat state information, and performing shock absorption control on the seat shock absorber based on the adjustment damping force and the vehicle body state information.

[0015] According to one aspect of the embodiments of this application, an in-vehicle device is provided, including: one or more processors; and a storage device for storing one or more programs, which, when executed by the one or more processors, cause the in-vehicle device to implement the vehicle shock absorption control method as described above.

[0016] According to one aspect of the embodiments of this application, a vehicle is provided, the vehicle including the vehicle shock absorption control device as described above or the vehicle-mounted equipment as described above.

[0017] The beneficial effects of this application are as follows: By acquiring the vehicle's driving conditions, if the vehicle is on a bumpy road, this application determines the control damping force of the suspension shock absorber based on the vehicle body status information, and performs damping control on the suspension shock absorber according to the control damping force; based on the control damping force and seat status information, it determines the adjustment damping force of the seat shock absorber, and performs damping control on the seat shock absorber according to the adjustment damping force and vehicle body status information. In the above process, when the vehicle is on a bumpy road, damping control is performed on both the suspension shock absorber and the seat shock absorber based on the vehicle body status information and the seat status information. This reduces the limitation on damping control caused by the damping range of the suspension shock absorber and the adjustable range of the chassis when only the suspension shock absorber is controlled, thus improving ride comfort. Furthermore, after obtaining the control damping force and the adjustment damping force, the control damping force is converted into a first control current, and the adjustment damping force is converted into a third control current and a fourth control current. The first control current controls the damping adjustment of the suspension shock absorber, the third control current controls the damping adjustment of the first shock absorber, and the fourth control current controls the damping adjustment of the second shock absorber. This avoids the situation where the resistance of the suspension shock absorber, the first shock absorber, and the second shock absorber changes with factors such as working time and ambient temperature when controlling the damping adjustment of the suspension shock absorber, the first shock absorber, and the second shock absorber using a constant voltage method, which would cause the current to change. This improves the accuracy and response time of controlling the suspension shock absorber, the first shock absorber, and the second shock absorber.

[0018] It should be understood that the above general description and the following detailed description are exemplary and explanatory only, and do not limit this application. Attached Figure Description

[0019] The accompanying drawings, which are incorporated in and form part of this specification, illustrate embodiments consistent with this application and, together with the description, serve to explain the principles of this application. It is obvious that the drawings described below are merely some embodiments of this application, and those skilled in the art can obtain other drawings based on these drawings without any inventive effort. In the drawings:

[0020] Figure 1 This is a schematic diagram illustrating an exemplary system architecture as shown in an exemplary embodiment of this application;

[0021] Figure 2 This is a flowchart illustrating an exemplary embodiment of the vehicle shock absorption control method of this application;

[0022] Figure 3 This is a schematic diagram illustrating an exemplary embodiment of an automotive shock absorption control system according to this application;

[0023] Figure 4This is a block diagram illustrating an exemplary embodiment of an automotive shock absorption control device according to this application;

[0024] Figure 5 A schematic diagram of the structure of a computer system suitable for implementing the vehicle-mounted device of the present application is shown. Detailed Implementation

[0025] The embodiments of this application will be described below with reference to the accompanying drawings and preferred embodiments. Those skilled in the art can easily understand other advantages and effects of this application from the content disclosed in this specification. This application can also be implemented or applied through other different specific embodiments, and various details in this specification can also be modified or changed based on different viewpoints and applications without departing from the spirit of this application. It should be understood that the preferred embodiments are only for illustrating this application and are not intended to limit the scope of protection of this application.

[0026] It should be noted that the illustrations provided in the following embodiments are only schematic representations of the basic concept of this application. Therefore, the drawings only show the components related to this application and are not drawn according to the actual number, shape and size of the components in the actual implementation. In the actual implementation, the form, quantity and proportion of each component can be arbitrarily changed, and the layout of the components may also be more complex.

[0027] In the following description, numerous details are explored to provide a more thorough explanation of embodiments of the present application. However, it will be apparent to those skilled in the art that embodiments of the present application may be practiced without these specific details. In other embodiments, well-known structures and devices are shown in block diagram form rather than in detail to avoid obscuring embodiments of the present application.

[0028] Figure 1 This is a schematic diagram illustrating an exemplary system architecture as shown in an exemplary embodiment of this application.

[0029] Reference Figure 1As shown, the system architecture may include a data acquisition device 101 and an on-board controller 102. The on-board controller 102 may be at least one of a desktop graphics processing unit (GPU) computer, a GPU computing cluster, or a neural network computer. Technical personnel can use the on-board controller 102 to acquire the vehicle's driving conditions. If the vehicle is on a bumpy road, the controller determines the control damping force of the suspension shock absorbers based on the vehicle body status information and performs damping control on the suspension shock absorbers according to the control damping force. Based on the control damping force and seat status information, the controller determines the adjustment damping force of the seat shock absorbers and performs damping control on the seat shock absorbers according to the adjustment damping force and vehicle body status information. The data acquisition device 101 is used to collect vehicle body status information and seat status information, obtain the driving conditions based on the vehicle body status information and / or seat status information, and provide the driving conditions to the on-board controller 102 for processing.

[0030] Indicatively, after acquiring the driving conditions from the data acquisition device 101, if the vehicle is on a bumpy road, the on-board controller 102 determines the control damping force of the suspension shock absorbers based on the vehicle body status information and performs damping control on the suspension shock absorbers according to the control damping force; based on the control damping force and seat status information, it determines the adjustment damping force of the seat shock absorbers and performs damping control on the seat shock absorbers according to the adjustment damping force and vehicle body status information. This process, when the vehicle is on a bumpy road, simultaneously controls the damping of both the suspension shock absorbers and the seat shock absorbers based on both vehicle body and seat status information. This reduces the limitations imposed on damping control by the damping range of the suspension shock absorbers and the adjustable range of the chassis when only the suspension shock absorbers are controlled, thus improving ride comfort. Comfort; Furthermore, after obtaining the control damping force and adjustment damping force, the control damping force is converted into a first control current, and the adjustment damping force is converted into a third control current and a fourth control current. The first control current controls the damping adjustment of the suspension shock absorber, the third control current controls the damping adjustment of the first shock absorber, and the fourth control current controls the damping adjustment of the second shock absorber. This avoids the situation where the resistance of the suspension shock absorber, the first shock absorber, and the second shock absorber changes with factors such as operating time and ambient temperature when controlling the damping adjustment of the suspension shock absorber, the first shock absorber, and the second shock absorber using a constant voltage method, resulting in changes in current. This improves the accuracy and response time of controlling the suspension shock absorber, the first shock absorber, and the second shock absorber.

[0031] It should be noted that the vehicle shock absorption control method provided in this application embodiment is generally executed by the vehicle controller 102, and correspondingly, the vehicle shock absorption control device is generally installed in the vehicle controller 102.

[0032] The implementation details of the technical solutions in the embodiments of this application are described in detail below:

[0033] Figure 2 This is a flowchart illustrating an exemplary embodiment of an automotive shock absorption control method, which can be executed by a computational processing device. The computational processing device may be... Figure 1 The vehicle controller 102 shown is illustrated. (Refer to...) Figure 2 As shown, the vehicle shock absorption control method includes at least steps S210 to S220, which are described in detail below:

[0034] In step S210, the vehicle's driving conditions are acquired. In one embodiment of this application, the driving conditions are obtained based on vehicle body state information and / or seat state information, including smooth road surface conditions and bumpy road surface conditions. The vehicle body state information includes vehicle attitude information and vehicle height value. The vehicle attitude information is acquired by devices such as an Inertial Measurement Unit (IMU), and the vehicle height value is acquired by devices such as a height sensor. The seat state information includes seat angle value and seat acceleration value. The seat angle value is acquired by devices such as an angle sensor, and the seat acceleration value is acquired by devices such as an acceleration sensor. In bumpy road surfaces, the depth of potholes or the height of bulges are greater than or equal to a preset threshold, while in smooth road surfaces, both the depth of potholes and the height of bulges are less than a preset threshold. The preset threshold is set according to the actual situation.

[0035] In another embodiment of this application, the process of obtaining the driving condition based on vehicle body status information and / or seat status information includes: if the vehicle body status information includes a vehicle height value, and the change in the vehicle height value is greater than or equal to a preset change threshold, then the vehicle is determined to be on a bumpy road; if the seat status information includes a seat acceleration value, and the seat acceleration value is greater than or equal to a preset acceleration threshold, then the vehicle is determined to be on a bumpy road; if the vehicle body status information includes a vehicle height value, the seat status information includes a seat acceleration value, the change in the vehicle height value is less than a preset change threshold, and the seat acceleration value is less than a preset acceleration threshold, then the vehicle is determined to be on a smooth road. Obtaining the driving condition based on the vehicle body status information and / or seat status information improves the accuracy of determining the driving condition.

[0036] In step S220, if the vehicle is on a bumpy road, the control damping force of the suspension shock absorber is determined based on the vehicle body status information, and the suspension shock absorber is subjected to damping control according to the control damping force; the adjustment damping force of the seat shock absorber is determined based on the control damping force and seat status information, and the seat shock absorber is subjected to damping control according to the adjustment damping force and vehicle body status information. In one embodiment of this application, when the vehicle is on a bumpy road, both the suspension shock absorber and the seat shock absorber are subjected to damping control simultaneously based on the vehicle body status information and the seat status information. This reduces the limitation on damping control caused by the damping range of the suspension shock absorber and the adjustable range of the chassis when only the suspension shock absorber is subjected to damping control, thereby improving ride comfort; furthermore, after obtaining the control damping force and the adjustment damping force, the control damping force is converted into a first control current, and the adjustment damping force is converted into a third control current and a fourth control current, which are then controlled by the first control current. The suspension damper is adjusted by current control. The first damper is adjusted by a third control current, and the second damper is adjusted by a fourth control current. This avoids the situation where the resistance of the suspension damper, the first damper, and the second damper changes with factors such as operating time and ambient temperature when the damping of the suspension damper, the first damper, and the second damper is adjusted by constant voltage, which would cause the current to change. This improves the accuracy and response time of controlling the suspension damper, the first damper, and the second damper.

[0037] In one embodiment of this application, if the vehicle body state information includes vehicle body posture information and vehicle body height value, then the process of determining the control damping force of the suspension shock absorber based on the vehicle body state information includes:

[0038] Based on vehicle body attitude information, the strut top speed is calculated; and based on the vehicle body height value, the suspension speed is calculated. In one embodiment of this application, the vehicle body attitude information includes the vehicle body turning direction and turning angle, etc. The strut top is used to install the suspension shock absorber. The strut top speed is obtained by integrating the vehicle body attitude information. The suspension speed is obtained by differentiating the vehicle body height value.

[0039] The control damping force of the suspension damper is calculated based on the tower top speed and suspension speed. In one embodiment of this application, the control damping force of the suspension damper is calculated using a ceiling control algorithm. The ceiling control algorithm is an important suspension control algorithm that uses a damper to generate a force opposite to the speed of the sprung mass to attenuate vibrations, thereby improving ride comfort. The formula for calculating the control damping force of the suspension damper is shown below:

[0040] F=cksy*v2 / (v2-v1) Equation (1)

[0041] Where F represents the control damping force of the suspension damper, cksy represents the preset damping coefficient in the ceiling control algorithm, v2 represents the tower top speed, and v1 represents the suspension speed.

[0042] In one embodiment of this application, the process of controlling the damping of the suspension shock absorber according to the control damping force includes:

[0043] If the control damping force is greater than a first preset damping force threshold, the damping force difference between the control damping force and the first preset damping force threshold is calculated. Based on the damping force difference and the vehicle height, the length change of the air spring is determined, and the wheel height is adjusted by the length change of the air spring. Furthermore, based on the first preset damping force threshold, the control current of the suspension damper is determined and denoted as the first control current. The first control current is used to control the damping adjustment of the suspension damper. In one embodiment of this application, there is a first preset mapping relationship between the control damping force data and the control current data. The first preset mapping relationship is determined based on the characteristics of the suspension damper and the damping force data and control current data measured at different suspension speeds. The first preset damping force threshold is matched with the first preset mapping relationship table to obtain the control current of the suspension damper. The damping force difference, vehicle height value, and air spring length change have a second preset mapping relationship. This second preset mapping relationship is determined based on different damping force differences, different vehicle height values, and different air spring length changes. After obtaining the damping force difference and vehicle height value, the damping force difference and vehicle height value are matched with the second preset mapping relationship table to obtain the air spring length change. By changing the length of the air spring, the wheel height is adjusted. Thus, when the damping force exceeds the first preset damping force threshold, the wheel height is adjusted to compensate for the suspension damper's travel limit. This reduces the limitation of the suspension damper's damping range and the chassis's adjustability range on damping control, improving the vehicle's damping effect and ride comfort.

[0044] In another embodiment of this application, the bumpy road surface includes potholes and bumps. When the vehicle passes over a pothole, the air spring extends (the extension length is the change in length), lowering the wheel height and cooperating with the shock absorption of the suspension damper, thereby improving the vehicle's shock absorption effect and ride comfort. When the vehicle passes over a bump, the air spring shortens (the shortening length is the change in length), raising the wheel height and cooperating with the shock absorption of the suspension damper, thereby improving the vehicle's shock absorption effect and ride comfort.

[0045] If the control damping force is less than or equal to a first preset damping force threshold, then the control current of the suspension damper is determined based on the control damping force, denoted as the first control current, and the suspension damper is adjusted by controlling the damping using the first control current. In one embodiment of this application, after obtaining the control damping force, the control damping force is matched with a first preset mapping table to obtain the control current of the suspension damper, denoted as the first control current. At this time, it is not necessary to adjust the wheel height; it is only necessary to adjust the damping using the first control current.

[0046] In another embodiment of this application, controlling the damping adjustment of the suspension damper by the first control current, compared with controlling the damping adjustment of the suspension damper by the drive voltage, can avoid the instability of the operating current of the suspension damper due to changes in the resistance of the suspension damper with the temperature environment, thus ensuring the stability of the damping adjustment of the suspension damper; it can also avoid the damping attenuation of the suspension damper due to the increase in the resistance of the suspension damper with the increase of the operating time.

[0047] In one embodiment of this application, the process of adjusting the damping of the suspension shock absorber by controlling the first control current includes:

[0048] The first control command controls the first half-bridge drive filter circuit to output the operating current of the suspension damper, and adjusts the damping of the suspension damper through the operating current. In one embodiment of this application, the first control current is converted according to a preset control command format to obtain the first control command. The first half-bridge drive filter circuit is a drive current control unit for the suspension damper, used to generate the operating current of the suspension damper according to the first control command. The first half-bridge drive filter circuit is also used to shape and filter the drive signal to eliminate interference pulses, improve the anti-interference capability of the circuit, and ensure the stability and reliability of the drive signal.

[0049] In another embodiment of this application, the suspension damper is a magnetorheological damper. When the working current enters the magnetorheological damper, the magnetorheological coil in the magnetorheological damper generates a magnetic field, which causes the magnetic powder in the magnetorheological fluid of the magnetorheological damper to be vertically arranged. The larger the working current, the stronger the magnetic field, the greater the density of the magnetic powder arrangement, and the greater the damping generated.

[0050] Based on the comparison result of the first control current and the sampled current, a second control command for the first half-bridge drive filter circuit is determined. In one embodiment of this application, the sampled current includes the operating current of the suspension shock absorber (i.e., the operating current output by the first half-bridge drive filter circuit) obtained by sampling through a current sampling circuit. The second control command includes an increase operating current command, a decrease operating current command, and a maintain operating current command. The process of determining the second control command for the first half-bridge drive filter circuit based on the comparison result of the first control current and the sampled current includes: if the first control current is greater than the sampled current, it indicates that the operating current of the suspension shock absorber has not reached the first control current, and the second control command is determined to be an increase operating current command, wherein the increase in the first control current is 10mA. The increased output current is used as the command to increase the operating current. If the first control current is less than the recovery current, it means that the operating current of the suspension damper exceeds the first control current. The second control command is then determined as the command to decrease the operating current, and the first control current is decreased by 10mA. The reduced output current is then used as the command to decrease the operating current. If the first control current is equal to the recovery current, it means that the operating current of the suspension damper is consistent with the first control current. The second control command is then determined as the command to maintain the operating current. Thus, the operating current of the suspension damper is precisely adjusted through the commands to increase the operating current, decrease the operating current, and maintain the operating current.

[0051] According to the second control command, the first half-bridge drive filter circuit is controlled again to output the operating current of the suspension shock absorber. The damping of the suspension shock absorber is adjusted by the operating current output by the first half-bridge drive filter circuit. Based on the first control current and the re-sampled current, the second control command for the first half-bridge drive filter circuit is determined again until the vehicle's driving condition changes from a bumpy road condition to a smooth road condition. In one embodiment of this application, the re-sampled current includes the operating current output by the first half-bridge drive filter circuit being sampled again by a current sampling circuit. During the vehicle's bumpy road condition, the operating current of the suspension shock absorber is continuously controlled by the control command to keep the difference between the operating current of the suspension shock absorber and the first control current within 10mA. This not only maintains the stability of the operating current of the suspension shock absorber but also achieves precise control of the operating current of the suspension shock absorber.

[0052] In one embodiment of this application, if the suspension damper is a magnetorheological damper, then after the vehicle's driving condition changes from a bumpy road condition to a smooth road condition, the vehicle damping control method further includes:

[0053] The second half-bridge drive filter circuit is controlled to output a preset cancellation current. In one embodiment of this application, the duration of the preset cancellation current is less than a preset duration threshold; the preset duration threshold can be set according to actual conditions, the direction of the magnetic field generated by the preset cancellation current is opposite to the direction of the magnetic field generated by the magnetorheological coil in the magnetorheological damper, and the magnitude of the preset cancellation current can be set according to actual conditions.

[0054] The magnetic field generated by the preset cancellation current cancels the magnetic field generated by the magnetorheological coil in the magnetorheological damper, reducing the operating current of the damper to a preset current threshold. In one embodiment of this application, the preset current threshold can be set to 0mA, 0.1mA, etc., and is not specifically limited here. By canceling the magnetic field generated by the preset cancellation current, the magnetic field generated by the magnetorheological coil in the damper is canceled, accelerating the recovery of the operating current of the damper to zero, thereby reducing the response time of the damper's operating current to zero and improving the response speed of current control.

[0055] In one embodiment of this application, if the seat state information includes a seat angle value and a seat acceleration value, then the process of determining the adjustment damping force of the seat shock absorber based on the control damping force and the seat state information includes:

[0056] The seat height change is calculated based on the seat angle value; and the seat pressure value is calculated based on the seat height change. In one embodiment of this application, the formula for calculating the seat height change is as follows:

[0057] X = K1*Tanα Equation (2)

[0058] Where X represents the change in seat height, K1 represents the fixed horizontal position of the seat, and α represents the seat angle when someone is sitting in the seat. The seat angle represents the angle between the horizontal plane and the magnetorheological damper at the bottom of the seat. When no one is sitting in the seat, α = 0°.

[0059] The formula for calculating seat pressure is as follows:

[0060] F1 = K2 * X (Equation 3)

[0061] Where F1 represents the seat pressure value, K2 represents the spring stiffness coefficient, which is determined based on the spring material, length, and diameter, and X represents the change in seat height.

[0062] Based on the control damping force, seat pressure value, and seat acceleration value, the damping coefficient of the seat shock absorber is calculated; according to the damping coefficient and a second preset damping force threshold, the adjustment damping force of the seat shock absorber is calculated. In one embodiment of this application, the formula for calculating the damping coefficient of the seat shock absorber is as follows:

[0063] P=F / (D*F2+Q)+K3*(|a1|-|a2|)*w Formula (4)

[0064] Where P represents the damping coefficient of the seat shock absorber, F represents the control damping force of the suspension shock absorber, D represents the ratio between the preset damping coefficient of the suspension shock absorber and the preset damping coefficient of the seat shock absorber, F2 represents the second preset damping force threshold, Q represents the force value supplement constant of the suspension vibration transmission coefficient and the seat vibration transmission coefficient, which is related to the chassis mass and transmission position model and is usually set to 1200N, K3 represents the damping adjustment sensitivity, a1 represents the real-time seat acceleration value, a2 represents the preset acceleration threshold, and w represents the weight adjustment coefficient.

[0065] In one embodiment of this application, the damping adjustment sensitivity K3 is determined based on smooth road surface conditions and bumpy road surface conditions. Bumpy road surface conditions include slight bumpy conditions, moderate bumpy conditions, and severe bumpy conditions. On smooth road surfaces, the damping adjustment sensitivity K3 is set to 1; on slightly bumpy conditions, it is set to 1.2; on moderate bumpy conditions, it is set to 1.4; and on severe bumpy conditions, it is set to 1.6. The slight, moderate, and severe bumpy conditions can be determined by comparing the seat acceleration value with different preset acceleration thresholds. On smooth road surfaces, the preset acceleration threshold is set to 0.5 m / s². 2 Under slightly bumpy conditions, the preset acceleration threshold is set to 1.5 m / s². 2 Under moderately bumpy conditions, the preset acceleration threshold is set to 2.5 m / s². 2 Under severe turbulence conditions, the preset acceleration threshold is set to 3.5 m / s². 2 That is, the real-time seat acceleration value a1 is in the range of [0.5m / s²]. 2 1.5m / s 2 When the speed is within the specified range, it is determined to be a smooth road surface condition, and the real-time seat acceleration value a1 is within [1.5m / s²]. 2 2.5m / s 2 When the speed is within the specified range, it is determined to be a slightly bumpy condition, and the real-time seat acceleration value a1 is within [2.5m / s²]. 2 3.5m / s 2 When the speed is within the specified range, it is determined to be a moderate bumpy condition, and the real-time seat acceleration value a1 is within [3.5m / s²]. 2 When the value is within the range of (+∞), it is determined to be a severe turbulence condition; the formula for calculating the weight adjustment coefficient is as follows:

[0066] w = F1 / 65 Equation (5)

[0067] Where w represents the weight adjustment coefficient, F1 represents the seat pressure value, and 65 represents the preset pressure value of 65KG when the seat was designed. When the seat pressure value F1 is larger, the weight adjustment coefficient is smaller, and when the seat pressure value F1 is smaller, the weight adjustment coefficient is larger.

[0068] In another embodiment of this application, the formula for calculating the adjustment damping force of the seat shock absorber is as follows:

[0069] F3 = F2 * P (Equation 6)

[0070] Wherein, F3 represents the adjustment damping force of the seat shock absorber, F2 represents the second preset damping force threshold, and P represents the damping coefficient of the seat shock absorber.

[0071] In one embodiment of this application, if the seat shock absorber includes a first shock absorber and a second shock absorber, the process of controlling the seat shock absorber based on the adjustment of damping force and vehicle body state information includes:

[0072] Based on the adjusted damping force, the control current of the seat shock absorber is determined and denoted as the second control current; the turning direction and turning angle of the vehicle body are determined from the vehicle body posture information. In one embodiment of this application, the adjusted damping force data and the control current data of the seat shock absorber have a third mapping relationship. The third mapping relationship is determined based on the adjusted damping force data and control current data of the seat magnetorheological shock absorber. After obtaining the adjusted damping force, the adjusted damping force is matched with the third preset mapping relationship table to obtain the control current of the seat shock absorber.

[0073] Based on the vehicle's turning direction and turning angle, the control currents of the first and second shock absorbers are determined, and the control current of the first shock absorber is denoted as the third control current, and the control current of the second shock absorber is denoted as the fourth control current. In one embodiment of this application, the first and second shock absorbers are located on different sides of the seat, and the sum of the third and fourth control currents equals the second control current. The calculation formula for the control current of the first shock absorber is as follows:

[0074] I1=0.5*I+0.5*I*(β / 90°) Formula (7)

[0075] Where I1 represents the control current of the first shock absorber, I represents the second control current, and β represents the vehicle body turning angle. The first shock absorber is a magnetorheological shock absorber.

[0076] The formula for calculating the control current of the second shock absorber is as follows:

[0077] I2 = I - I1 Equation (8)

[0078] Where I2 represents the control current of the second damper, I represents the second control current, and I1 represents the control current of the first damper. The second damper is a magnetorheological damper.

[0079] In another embodiment of this application, if the vehicle body turns left, the first shock absorber is located on the left side of the seat, and the second shock absorber is located on the right side of the seat; if the vehicle body turns right, the first shock absorber is located on the right side of the seat, and the second shock absorber is located on the left side of the seat.

[0080] The first shock absorber is controlled by a third control current for damping adjustment, and the second shock absorber is controlled by a fourth control current for damping adjustment. In one embodiment of this application, when the vehicle turns, causing the vehicle body to tilt, the forces on the left and right sides of the seat are different. Therefore, the third and fourth control currents are also different. The first shock absorber is adjusted for damping based on the third control current, and the second shock absorber is adjusted for damping based on the fourth control current. When the vehicle is traveling straight, the third and fourth control currents are the same. By distinguishing whether the vehicle is turning or traveling straight, the third and fourth control currents are flexibly determined to adjust the damping of the first and second shock absorbers separately, improving the accuracy of the seat shock absorber's damping adjustment and making it suitable for different vehicle driving conditions. In conjunction with the suspension shock absorbers, this further improves ride comfort.

[0081] In another embodiment of this application, the process of adjusting the damping of the first shock absorber by controlling the third control current is the same as the process of adjusting the damping of the suspension shock absorber by controlling the first control current.

[0082] In one embodiment of this application, the process of obtaining driving conditions based on vehicle body state information and / or seat state information includes:

[0083] If the vehicle status information includes a vehicle height value, and the change in the vehicle height value is greater than or equal to a preset change threshold, then the vehicle is determined to be in a bumpy road condition. In one embodiment of this application, the preset change threshold can be determined according to actual conditions, and is not specifically limited here.

[0084] If the seat status information includes a seat acceleration value, and the seat acceleration value is greater than or equal to a preset acceleration threshold, then the vehicle is determined to be in a bumpy road condition. In one embodiment of this application, the preset acceleration threshold can be determined according to actual conditions; for example, the preset acceleration threshold can be set to 0.5 m / s². 2 .

[0085] If the vehicle status information includes a vehicle height value, and the seat status information includes a seat acceleration value, and the change in the vehicle height value is less than a preset change threshold and the seat acceleration value is less than a preset acceleration threshold, then the vehicle is determined to be on a flat road surface. In one embodiment of this application, when the change in the vehicle height value is less than a preset change threshold and the seat acceleration value is less than a preset acceleration threshold, the vehicle is determined to be on a flat road surface.

[0086] Figure 3 This is a schematic diagram of an automotive shock absorption control system shown in an exemplary embodiment of this application. Figure 3The vehicle shock absorption control system includes: a microcontroller unit (MCU), an IMU, a seat acceleration sensor, a seat angular velocity sensor, a suspension height sensor, a first half-bridge drive filter circuit, a second half-bridge drive filter circuit, a first current sampling circuit, a seat shock absorber, a third half-bridge drive filter circuit, a fourth half-bridge drive filter circuit, a second current sampling circuit, and a suspension shock absorber. The IMU is used to collect vehicle attitude information; the seat acceleration sensor is used to collect the acceleration value of the seat; the seat angular velocity sensor is used to collect the angular velocity value of the seat; the suspension height sensor is used to collect the suspension height value and use the suspension height value as the vehicle height value; the MCU is used to determine the vehicle's [stress level] based on the vehicle state information and / or seat state information. The system includes three control circuits: a first half-bridge drive filter circuit for determining the control damping force and first control current of the suspension shock absorber based on vehicle body status information; a second half-bridge drive filter circuit for determining the adjustment damping force and second control current of the seat shock absorber based on the control damping force and seat status information; a third half-bridge drive filter circuit for outputting the operating current of the suspension shock absorber according to the first control command; a first current sampling circuit for collecting the operating current of the suspension shock absorber; a fourth half-bridge drive filter circuit for outputting a preset offset current after the vehicle's driving condition changes from a bumpy road surface to a smooth road surface; and a fifth half-bridge drive filter circuit for outputting the operating current of the seat shock absorber according to the third control command, which is executed according to the preset control command. The format is obtained by converting the second control current; the second current sampling circuit is used to collect the operating current of the seat shock absorber; the fourth half-bridge drive filter circuit is used to output a preset offset current (the magnetic field generated by the preset offset current is used to offset the magnetic field generated by the magnetorheological coil in the seat shock absorber) after the vehicle's driving condition changes from a bumpy road condition to a smooth road condition; the MCU is also used to determine the second control command for the first half-bridge drive filter circuit based on the comparison result between the first control current and the sampling current of the suspension shock absorber, and to control the first half-bridge drive filter circuit to output the operating current of the suspension shock absorber again according to the second control command. The current adjusts the damping of the suspension shock absorber until the vehicle's driving conditions change from bumpy road conditions to smooth road conditions, achieving precise control of the suspension shock absorber's operating current. The MCU is also used to determine the re-control command for the third half-bridge drive filter circuit based on the comparison result between the second control current and the feedback current of the seat shock absorber. According to the re-control command, the third half-bridge drive filter circuit outputs the operating current of the seat shock absorber again. The operating current output by the third half-bridge drive filter circuit adjusts the damping of the seat shock absorber until the vehicle's driving conditions change from bumpy road conditions to smooth road conditions, achieving precise control of the seat shock absorber's operating current.

[0087] This application adjusts the damping of the seat and suspension shock absorbers via current-driven methods. It also uses a preset canceling current to counteract the magnetic field generated by the magnetorheological coil in the magnetorheological shock absorber, reducing the time for the current to return to zero in the magnetorheological shock absorber and improving the response speed of current control and the number of adjustable cycles per unit time. This results in more timely damping adjustments for both the suspension and seat shock absorbers, improving ride comfort. Compared to voltage-driven methods, this avoids the problem of damping attenuation in the seat and suspension shock absorbers caused by changes in the internal resistance of the magnetorheological coil. Furthermore, by combining vehicle and seat status information via an MCU, the suspension and seat shock absorbers are adjusted synchronously, and air springs are used to assist in adjusting wheel height, thus balancing various factors. The chassis handling and ride comfort can compensate for the travel limits of the suspension shock absorbers, preventing them from being damaged during severe bumps. Furthermore, the combined damping effects of the suspension shock absorbers, seat shock absorbers, and air springs further enhance the damping performance. Compared to methods that rely on visual information to control the damping adjustment of the suspension and seat shock absorbers, this approach is more cost-effective. During the damping adjustment of the suspension or seat shock absorbers via current control, the operating current of the suspension or seat shock absorbers is sampled through a current sampling circuit. Based on the comparison between the sampled current and the control current, a new control command is determined. This new command is then used to adjust the operating current of the suspension or seat shock absorbers, achieving precise control of their operating currents.

[0088] The following describes an embodiment of the apparatus described in this application, which can be used to execute the vehicle shock absorption control method described in the above embodiments of this application. For details not disclosed in the apparatus embodiments of this application, please refer to the embodiments of the vehicle shock absorption control method described above in this application.

[0089] Figure 4 This is a block diagram illustrating an exemplary embodiment of a vehicle shock absorption control device according to this application. The device can be applied to… Figure 1 The implementation environment shown is specifically configured in the vehicle controller 102. This device can also be applied to other exemplary implementation environments and specifically configured in other devices. This embodiment does not limit the implementation environment to which the device is applicable.

[0090] like Figure 4 As shown, this exemplary vehicle shock absorption control device includes:

[0091] The data acquisition module 401 is used to acquire the vehicle's driving conditions.

[0092] The damping control module 402 is used to determine the control damping force of the suspension damper based on the vehicle body status information when the vehicle is on a bumpy road surface, and to perform damping control on the suspension damper according to the control damping force; and to determine the adjustment damping force of the seat damper based on the control damping force and the seat status information, and to perform damping control on the seat damper according to the adjustment damping force and the vehicle body status information.

[0093] In one embodiment of this application, the driving conditions are obtained based on vehicle body state information and / or seat state information, including smooth road surface conditions and bumpy road surface conditions. The vehicle body state information includes vehicle attitude information and vehicle height value. The vehicle attitude information is collected by devices such as an Inertial Measurement Unit (IMU), and the vehicle height value is collected by devices such as a height sensor. The seat state information includes seat angle value and seat acceleration value. The seat angle value is collected by devices such as an angle sensor, and the seat acceleration value is collected by devices such as an acceleration sensor. In bumpy road surfaces, the depth of potholes or the height of bumps are greater than or equal to a preset threshold, while in smooth road surfaces, both the depth of potholes and the height of bumps are less than the preset threshold. The preset threshold is set according to the actual situation.

[0094] In one embodiment of this application, the process of obtaining driving conditions based on vehicle body status information and / or seat status information includes: if the vehicle body status information includes a vehicle height value, and the change in the vehicle height value is greater than or equal to a preset change threshold, then the vehicle is determined to be on a bumpy road; if the seat status information includes a seat acceleration value, and the seat acceleration value is greater than or equal to a preset acceleration threshold, then the vehicle is determined to be on a bumpy road; if the vehicle body status information includes a vehicle height value, the seat status information includes a seat acceleration value, the change in the vehicle height value is less than a preset change threshold, and the seat acceleration value is less than a preset acceleration threshold, then the vehicle is determined to be on a smooth road. Obtaining driving conditions based on vehicle body status information and / or seat status information improves the accuracy of driving condition determination.

[0095] In one embodiment of this application, when the vehicle is on a bumpy road, the suspension dampers and seat dampers are simultaneously controlled based on vehicle body status information and seat status information. This reduces the limitation on damping control imposed by the damping range of the suspension dampers and the adjustable range of the chassis when only the suspension dampers are controlled, thus improving ride comfort. Furthermore, after obtaining the control damping force and the adjustment damping force, the control damping force is converted into a first control current, and the adjustment damping force is converted into a third control current and a fourth control current. This is then controlled by the first control current. The suspension damper is adjusted by current control. The first damper is adjusted by a third control current, and the second damper is adjusted by a fourth control current. This avoids the situation where the resistance of the suspension damper, the first damper, and the second damper changes with factors such as operating time and ambient temperature when the damping of the suspension damper, the first damper, and the second damper is adjusted by constant voltage, which would cause the current to change. This improves the accuracy and response time of controlling the suspension damper, the first damper, and the second damper.

[0096] It should be noted that the vehicle shock absorption control device and the vehicle shock absorption control method provided in the above embodiments belong to the same concept. The specific operation methods of each module and unit have been described in detail in the method embodiments and will not be repeated here. In practical applications, the vehicle shock absorption control device provided in the above embodiments can be assigned to different functional modules as needed, that is, the internal structure of the device can be divided into different functional modules to complete all or part of the functions described above. This is not a limitation here.

[0097] Embodiments of this application also provide an in-vehicle device, including: one or more processors; and a storage device for storing one or more programs, which, when executed by one or more processors, enable the in-vehicle device to implement the vehicle shock absorption control method provided in the above embodiments.

[0098] Embodiments of this application also provide a vehicle, which includes an automotive shock absorption control device as provided in the above embodiments or an on-board device as provided in the above embodiments.

[0099] Figure 5 A schematic diagram of a computer system suitable for implementing the vehicle-mounted device of the embodiments of this application is shown. It should be noted that... Figure 5 The computer system 500 of the vehicle-mounted device shown is merely an example and should not impose any limitation on the functionality and scope of use of the embodiments of this application.

[0100] like Figure 5As shown, the computer system 500 includes a Central Processing Unit (CPU) 501, which can perform various appropriate actions and processes, such as executing the methods described in the above embodiments, based on programs stored in Read-Only Memory (ROM) 502 or programs loaded from storage portion 508 into Random Access Memory (RAM) 503. The RAM 503 also stores various programs and data required for system operation. The CPU 501, ROM 502, and RAM 503 are interconnected via a bus 504. An Input / Output (I / O) interface 505 is also connected to the bus 504.

[0101] The following components are connected to I / O interface 505: an input section 506 including a keyboard, mouse, etc.; an output section 507 including a cathode ray tube (CRT), liquid crystal display (LCD), etc., and speakers, etc.; a storage section 508 including a hard disk, etc.; and a communication section 509 including a network interface card such as a LAN (Local Area Network) card, modem, etc. The communication section 509 performs communication processing via a network such as the Internet. A drive 510 is also connected to I / O interface 505 as needed. Removable media 511, such as a disk, optical disk, magneto-optical disk, semiconductor memory, etc., are installed on drive 510 as needed so that computer programs read from them can be installed into storage section 508 as needed.

[0102] Specifically, according to embodiments of this application, the processes described above with reference to the flowcharts can be implemented as computer software programs. For example, embodiments of this application include a computer program product comprising a computer program carried on a computer-readable medium, the computer program including a computer program for performing the methods shown in the flowcharts. In such embodiments, the computer program can be downloaded and installed from a network via communication section 509, and / or installed from removable medium 511. When the computer program is executed by central processing unit (CPU) 501, it performs various functions defined in the system of this application.

[0103] It should be noted that the computer-readable medium shown in the embodiments of this application can be a computer-readable signal medium, a computer-readable medium, or any combination of the two. For example, a computer-readable medium can be an electrical, magnetic, optical, electromagnetic, infrared, or semiconductor system, apparatus, or device, or any combination thereof. More specific examples of a computer-readable medium may include, but are not limited to: an electrical connection having one or more wires, a portable computer disk, a hard disk, random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM), flash memory, optical fiber, portable compact disc read-only memory (CD-ROM), optical storage device, magnetic storage device, or any suitable combination thereof. In this application, a computer-readable signal medium may include a data signal propagated in baseband or as part of a carrier wave, carrying a computer-readable computer program. Such propagated data signals can take various forms, including but not limited to electromagnetic signals, optical signals, or any suitable combination thereof. Computer-readable signal media can also be any computer-readable medium other than a computer-readable medium, which can send, propagate, or transmit a program for use by or in connection with an instruction execution system, apparatus, or device. A computer program contained on a computer-readable medium can be transmitted using any suitable medium, including but not limited to wireless, wired, etc., or any suitable combination thereof.

[0104] The flowcharts and block diagrams in the accompanying drawings illustrate the architecture, functionality, and operation of possible implementations of systems, methods, and computer program products according to various embodiments of this application. Each block in a flowchart or block diagram may represent a module, segment, or portion of code, which contains one or more executable instructions for implementing a specified logical function. It should also be noted that in some alternative implementations, the functions indicated in the blocks may occur in a different order than those indicated in the drawings. For example, two consecutively indicated blocks may actually be executed substantially in parallel, and they may sometimes be executed in reverse order, depending on the functions involved. It should also be noted that each block in a block diagram or flowchart, and combinations of blocks in a block diagram or flowchart, can be implemented using a dedicated hardware-based system that performs the specified function or operation, or using a combination of dedicated hardware and computer instructions.

[0105] The units described in the embodiments of this application can be implemented in software or hardware, and the described units can also be located in a processor. The names of these units do not necessarily limit the specific unit itself.

[0106] Another aspect of this application provides a computer-readable medium having a computer program stored thereon, which, when executed by a computer's processor, causes the computer to perform the aforementioned vehicle shock absorption control method. This computer-readable medium may be included in the vehicle-mounted equipment described in the above embodiments, or it may exist independently and not be installed in the vehicle-mounted equipment.

[0107] Another aspect of this application provides a computer program product or computer program including computer instructions stored in a computer-readable medium. A processor of a computer device reads the computer instructions from the computer-readable medium and executes the computer instructions, causing the computer device to perform the vehicle shock absorption control method provided in the various embodiments described above.

[0108] The above embodiments are merely illustrative of the principles and effects of this application and are not intended to limit this application. Any person skilled in the art can modify or alter the above embodiments without departing from the spirit and scope of this application. Therefore, all equivalent modifications or alterations made by those skilled in the art without departing from the spirit and technical concept disclosed in this application should still be covered by the claims of this application.

Claims

1. A method for controlling vehicle shock absorption, characterized in that, The method includes: The vehicle's driving conditions are obtained based on vehicle body status information and / or seat status information, including smooth road conditions and bumpy road conditions. If the vehicle is on the bumpy road surface, the control damping force of the suspension shock absorber is determined based on the vehicle body status information, and the suspension shock absorber is subjected to damping control according to the control damping force; the adjustment damping force of the seat shock absorber is determined based on the control damping force and the seat status information, and the seat shock absorber is subjected to damping control according to the adjustment damping force and the vehicle body status information.

2. The vehicle shock absorption control method according to claim 1, characterized in that, If the vehicle body status information includes vehicle body posture information and vehicle body height value, then the process of determining the control damping force of the suspension shock absorber based on the vehicle body status information includes: Based on the vehicle body attitude information, the tower top speed is calculated; and based on the vehicle body height value, the suspension speed is calculated; the tower top is used to install the suspension shock absorber; The control damping force of the suspension damper is calculated based on the tower top speed and the suspension speed.

3. The vehicle shock absorption control method according to claim 2, characterized in that, The process of controlling the damping of the suspension shock absorber according to the control damping force includes: If the control damping force is greater than the first preset damping force threshold, then the damping force difference between the control damping force and the first preset damping force threshold is calculated. Based on the damping force difference and the vehicle height, the length change of the air spring is determined, and the wheel height is adjusted by the length change of the air spring. Based on the first preset damping force threshold, the control current of the suspension damper is determined and denoted as the first control current. The damping of the suspension damper is adjusted by controlling the first control current. If the control damping force is less than or equal to the first preset damping force threshold, then the control current of the suspension damper is determined based on the control damping force, denoted as the first control current, and the damping of the suspension damper is adjusted by controlling the first control current.

4. The vehicle shock absorption control method according to claim 3, characterized in that, The process of adjusting the damping of the suspension shock absorber by controlling the first control current includes: The first control command controls the first half-bridge drive filter circuit to output the operating current of the suspension shock absorber, and adjusts the damping of the suspension shock absorber through the operating current; the first control command is obtained through the first control current; Based on the comparison result of the first control current and the sampling current, a second control command for the first half-bridge drive filter circuit is determined; the second control command includes an increase operating current command, a decrease operating current command, and a maintain operating current command; wherein, the sampling current includes the operating current obtained by sampling back; According to the second control command, the first half-bridge drive filter circuit is controlled again to output the working current of the suspension shock absorber. The damping of the suspension shock absorber is adjusted by the working current output again. Based on the first control current and the current sampled again, the second control command for the first half-bridge drive filter circuit is determined again until the vehicle's driving condition changes from the bumpy road condition to the smooth road condition. The current sampled again is obtained by sampling the working current output again.

5. The automobile shock absorption control method according to any one of claims 1-4, characterized in that, If the suspension damper is a magnetorheological damper, then after the vehicle's driving condition changes from the bumpy road condition to the smooth road condition, the method further includes: The second half-bridge drive filter circuit is controlled to output a preset cancellation current; the magnetic field generated by the preset cancellation current is opposite to the magnetic field generated by the magnetorheological coil in the magnetorheological damper. The magnetic field generated by the preset offset current cancels the magnetic field generated by the magnetorheological coil in the magnetorheological damper, and reduces the operating current of the magnetorheological damper to a preset current threshold.

6. The automobile shock absorption control method according to any one of claims 1-4, characterized in that, If the seat status information includes seat angle and seat acceleration values, then the process of determining the adjustment damping force of the seat shock absorber based on the control damping force and the seat status information includes: Calculate the seat height change based on the seat angle value; and calculate the seat pressure value based on the seat height change. Based on the control damping force, the seat pressure value, and the seat acceleration value, the damping coefficient of the seat shock absorber is calculated; according to the damping coefficient and the second preset damping force threshold, the adjustment damping force of the seat shock absorber is calculated.

7. The automobile shock absorption control method according to any one of claims 2-4, characterized in that, If the seat shock absorber includes a first shock absorber and a second shock absorber, then the process of controlling the seat shock absorber based on the adjusted damping force and the vehicle body state information includes: Based on the adjusted damping force, the control current of the seat shock absorber is determined and denoted as the second control current; and the vehicle turning direction and vehicle turning angle are determined from the vehicle posture information. Based on the vehicle's turning direction and the vehicle's turning angle, determine the control current of the first shock absorber and the control current of the second shock absorber, and record the control current of the first shock absorber as the third control current and the control current of the second shock absorber as the fourth control current; the sum of the third control current and the fourth control current is equal to the second control current; The first shock absorber is controlled by the third control current to adjust its damping, and the second shock absorber is controlled by the fourth control current to adjust its damping.

8. The automobile shock absorption control method according to any one of claims 1-4, characterized in that, The process of obtaining driving conditions based on vehicle body status information and / or seat status information includes: If the vehicle status information includes a vehicle height value, and the change in the vehicle height value is greater than or equal to a preset change threshold, then the vehicle is determined to be in the bumpy road condition. If the seat status information includes a seat acceleration value, and the seat acceleration value is greater than or equal to a preset acceleration threshold, then the vehicle is determined to be in the bumpy road condition. If the vehicle status information includes a vehicle height value, the seat status information includes a seat acceleration value, and the change in the vehicle height value is less than a preset change threshold and the seat acceleration value is less than a preset acceleration threshold, then the vehicle is determined to be in the flat road surface condition.

9. A vehicle shock absorption control device, characterized in that, The device includes: The data acquisition module is used to acquire the vehicle's driving conditions; the driving conditions are obtained based on the vehicle body status information and / or seat status information, including smooth road conditions and bumpy road conditions. The shock absorption control module is used to determine the control damping force of the suspension shock absorber based on the vehicle body status information when the vehicle is on the bumpy road surface, and to perform shock absorption control on the suspension shock absorber according to the control damping force; and to determine the adjustment damping force of the seat shock absorber based on the control damping force and the seat status information, and to perform shock absorption control on the seat shock absorber according to the adjustment damping force and the vehicle body status information.

10. A vehicle, characterized in that, The vehicle includes the vehicle shock absorption control device as described in claim 9.

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