Shock absorber control method and device, vehicle and storage medium

Abstract

The invention discloses a shock absorber control method and device, a vehicle and a storage medium, and the method comprises the steps: determining the driving road surface working condition of the vehicle according to the unsprung acceleration of the vehicle, and controlling a shock absorber of a suspension system on the vehicle according to the special road surface working condition when the driving road surface working condition is the special road surface working condition; according to the method, the running road surface working condition is judged through the unsprung acceleration, when it is recognized that the vehicle runs on the special road surface, namely the special road surface working condition is recognized, the suspension shock absorber is controlled according to the special road surface working condition, decoupling of the common road surface working condition and the special road surface working condition is achieved, and the shock absorber is controlled according to different road conditions; the damping force of the shock absorber is changed according to the requirement of the whole vehicle performance, a road surface with large mutability can be effectively dealt with, the control precision of a suspension is improved, and therefore the driving comfort and operation stability of the vehicle are improved.

Description

Technical Field

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

[0002] With the development of vehicle technology, users have increasingly higher requirements for riding comfort and handling stability during driving. In order to improve driving comfort, existing vehicles are equipped with active or semi-active suspensions with adjustable damping instead of passive suspensions.

[0003] At present, semi-active suspension control mainly adopts the skyhook control algorithm, which usually takes the road load as the model input to calculate the target damping force, thereby realizing active adjustment of the damping force. However, the control accuracy of this type of suspension control scheme is insufficient and it cannot cope with road conditions with large mutations, resulting in insufficient vehicle vibration reduction effect, causing poor vehicle comfort and handling performance during driving. Summary of the invention

[0004] The present invention provides a shock absorber control method, device, vehicle and storage medium to solve the problem that the suspension control scheme has insufficient control accuracy and cannot cope with road surfaces with large mutations, resulting in poor vehicle comfort and handling stability during driving.

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

[0006] Determine the road conditions of the vehicle based on the unsprung acceleration of the vehicle;

[0007] When the driving road condition is determined to be a special road condition, the shock absorber of the suspension system on the vehicle is controlled according to the special road condition.

[0008] Optionally, the shock absorber of the vehicle upper suspension system is controlled according to special road conditions, including:

[0009] Determine the speed of the vehicle;

[0010] According to the special road conditions and the vehicle speed, the current of the shock absorber is controlled in sections.

[0011] Optionally, the current of the shock absorber is controlled in sections according to the special road conditions and the vehicle speed, including:

[0012] Determine the working stage of the vehicle in special road conditions according to the vehicle speed change;

[0013] According to the vehicle speed, the shock absorber current of the vehicle at different working stages is determined;

[0014] The current of the shock absorber is controlled according to the shock absorber current at different working stages.

[0015] Optionally, according to the vehicle speed, the shock absorber current of the vehicle at different operating stages is determined, including:

[0016] Determine the special working condition current data corresponding to the special road working condition, the special working condition current data including the shock absorber calibration current values ​​at different stages and different vehicle speeds in the current special road working condition;

[0017] In the special working condition current data corresponding to the special road working condition, the shock absorber calibrated current value corresponding to the vehicle speed in the working condition stage is found as the shock absorber current in the current working condition stage.

[0018] Optionally, controlling the current of the shock absorber includes:

[0019] Determine the current calibration range of the shock absorber;

[0020] The current of the shock absorber is controlled according to the current calibration range and the shock absorber current.

[0021] Optionally, before determining the driving road condition of the vehicle, the method further includes:

[0022] Determining a road surface grade of a road surface on which the vehicle is traveling according to the vehicle operation data, the road surface grades including a first grade, a second grade, and a third grade in which the road surface roughness increases in sequence;

[0023] If the road surface grade is the second grade, then determining the driving road condition of the vehicle;

[0024] If the road surface grade is the first grade or the third grade, the shock absorber of the vehicle is controlled based on the skyhook control algorithm.

[0025] Optionally, determining the road surface grade of the road surface on which the vehicle is traveling according to the vehicle operation data includes:

[0026] Obtaining unsprung acceleration values ​​of the vehicle at different times, and performing root mean square processing on the unsprung acceleration values ​​at different times to obtain root mean square values ​​of the unsprung acceleration;

[0027] The roughness of the driving road surface is evaluated according to the root mean square value of the unsprung acceleration to obtain a road surface evaluation value;

[0028] The road surface grade of the driving road surface is determined according to the road surface evaluation value.

[0029] Optionally, the roughness of the driving road surface is evaluated according to the root mean square value of the unsprung acceleration to obtain a road surface evaluation value, including:

[0030] determine the speed of the vehicle, and determine the gross mass of the vehicle;

[0031] The road surface assessment value is calculated based on the root mean square value of the unsprung acceleration, the speed of the vehicle and the total mass of the vehicle.

[0032] Optionally, determining the driving road condition of the vehicle according to the unsprung acceleration of the vehicle includes:

[0033] Determining an acceleration threshold according to the vehicle speed, the acceleration threshold including an unsprung acceleration threshold;

[0034] The driving road condition of the vehicle is determined according to the unsprung acceleration threshold and the unsprung acceleration.

[0035] Optionally, the special road condition includes a speed bump road condition, and the driving road condition of the vehicle is determined according to the unsprung acceleration threshold and the unsprung acceleration, including:

[0036] When the absolute value of the unsprung acceleration is greater than a first unsprung acceleration threshold, and the absolute value of the sprung acceleration is greater than a first sprung acceleration threshold, determining the absolute value of the unsprung acceleration and the direction of the sprung acceleration;

[0037] If the direction of the unsprung acceleration is negative and the direction of the sprung acceleration is positive, it is determined that the driving road condition is a speed bump road condition.

[0038] Optionally, the special road condition further includes a pothole road condition, and the driving road condition of the vehicle is determined according to the unsprung acceleration threshold and the unsprung acceleration, including:

[0039] When the direction of the unsprung acceleration is positive and the direction of the sprung acceleration is negative, determine the absolute value of the unsprung acceleration and the absolute value of the sprung acceleration;

[0040] If the absolute value of the unsprung acceleration is greater than the second unsprung acceleration threshold, and the absolute value of the sprung acceleration is greater than the second sprung acceleration threshold, it is determined that the driving road condition is a pothole road condition.

[0041] Optionally, the special road condition includes a double convex bump road condition, and the driving road condition of the vehicle is determined according to the unsprung acceleration threshold and the unsprung acceleration, including:

[0042] Determine the direction of the unsprung acceleration and the absolute value of the vehicle's vertical velocity;

[0043] If the direction of the unsprung acceleration is positive, and the absolute value of the vertical velocity of the vehicle body is greater than the preset vertical velocity value, it is determined that the driving road condition is a double convex bump road condition.

[0044] A shock absorber control device is provided, comprising:

[0045] A determination module, used to determine a driving road condition of the vehicle according to the unsprung acceleration of the vehicle;

[0046] The control module is used to control the shock absorber of the vehicle upper suspension system according to the special road condition when it is determined that the driving road condition is a special road condition.

[0047] A vehicle is provided, comprising a suspension system and a shock absorber control device, wherein the shock absorber control device controls the shock absorber of the suspension system according to the shock absorber control method.

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

[0049] In one solution provided by the above-mentioned shock absorber control method, device, vehicle and storage medium, the driving road condition of the vehicle is determined according to the unsprung acceleration of the vehicle. When the driving road condition is a special road condition, the shock absorber of the suspension system on the vehicle is controlled according to the special road condition. In an embodiment of the present invention, the driving road condition is judged by the unsprung acceleration. When it is identified that the vehicle is driving on a special road, that is, when the special road condition is identified, the suspension shock absorber is controlled according to the special road condition, thereby achieving decoupling of ordinary road conditions and special road conditions, so that the shock absorber can be controlled according to different road conditions, so that the damping force of the shock absorber changes according to the performance requirements of the whole vehicle, and can effectively cope with roads with large mutations, improve the suspension control accuracy, and thus improve the driving comfort and handling stability of the vehicle. BRIEF DESCRIPTION OF THE DRAWINGS

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

[0051] Figure 1 is a structural schematic diagram of a vehicle in one embodiment of the present invention;

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

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

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

[0055] Figure 5 is another flow chart of a shock absorber control method according to an embodiment of the present invention;

[0056] Figure 6 yes Figure 5 A schematic diagram of an implementation process of step S01;

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

[0058] Figure 8 1 is another structural schematic diagram of a shock absorber control device in one embodiment of the present invention. DETAILED DESCRIPTION

[0059] The following will be combined with the drawings in the embodiments of the present invention to clearly and completely describe the technical solutions in the embodiments of the present invention. Obviously, the described embodiments are part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the present invention.

[0060] It should be understood that when used in the present specification and the appended claims, the term "comprising" indicates the presence of the described features, integrals, steps, operations, elements and / or components, but does not exclude the presence or addition of one or more other features, integrals, steps, operations, elements, components and / or their collections. It should also be understood that the term "and / or" used in the present specification and the appended claims refers to any combination of one or more of the associated listed items and all possible combinations, and includes these combinations.

[0061] In addition, in the description of the present specification and the appended claims, the terms "first", "second", "third", etc. are only used to distinguish the descriptions and cannot be understood as indicating or implying relative importance.

[0062] References to "one embodiment" or "some embodiments" etc. described in the present specification mean that one or more embodiments of the present invention include specific features, structures or characteristics described in conjunction with the embodiment. Therefore, the statements "in one embodiment", "in some embodiments", "in some other embodiments", "in some other embodiments", etc. that appear in different places in this specification do not necessarily refer to the same embodiment, but mean "one or more but not all embodiments", unless otherwise specifically emphasized in other ways. The terms "including", "comprising", "having" and their variations all mean "including but not limited to", unless otherwise specifically emphasized in other ways.

[0063] It should be understood that the order of execution of the steps in the following embodiments does not imply a precedence of execution. The execution order of each process should be determined by its function and internal logic, and should not constitute any limitation on the implementation process of the embodiments of the present invention.

[0064] In order to illustrate the technical solution of the present invention, specific embodiments are provided below for illustration.

[0065] The shock absorber control method provided by the embodiment of the present invention can be applied in Figure 1 In a vehicle, the vehicle includes a suspension system and a shock absorber control device, and the suspension system includes a shock absorber. The shock absorber control device is connected to the shock absorber of the suspension system through a bus, and the shock absorber control device controls the shock absorber of the suspension system according to the shock absorber control method. Specifically, the shock absorber control device determines the driving road condition of the vehicle according to the unsprung acceleration of the vehicle, and then when the driving road condition is determined to be a special road condition, the shock absorber of the suspension system on the vehicle is controlled according to the special road condition. In this embodiment, the driving road condition is judged by the unsprung acceleration, and when it is identified that the vehicle is driving on a special road, that is, when the special road condition is identified, the suspension shock absorber is controlled according to the special road condition, so that the decoupling of the ordinary road condition and the special road condition is realized, so that the shock absorber is controlled according to different road conditions, so that the damping force of the shock absorber changes according to the requirements of the whole vehicle performance, and can effectively cope with the road with large mutation, improve the suspension control accuracy, and thus improve the driving comfort and handling stability of the vehicle.

[0066] In this embodiment, the shock absorber control device can be an electronic control unit (ECU); the suspension system can be a semi-active suspension or an active suspension; the suspension system also includes various sensors, such as an unsprung acceleration sensor, a body acceleration sensor, etc., which will not be repeated here.

[0067] In one embodiment, if Figure 2 As shown, a shock absorber control method is provided, which is applied in Figure 1 The shock absorber control device in the embodiment is taken as an example to illustrate, and the steps are as follows:

[0068] S10: Determine the driving road condition of the vehicle according to the unsprung acceleration of the vehicle.

[0069] In this embodiment, during the driving of the vehicle, the shock absorber control device will collect signals from various vehicle sensors in real time to obtain operating data such as unsprung acceleration, sprung acceleration (i.e., vehicle body acceleration) and vehicle speed, and then identify the road surface condition of the vehicle based on the unsprung acceleration of the vehicle to determine the vehicle's driving road conditions.

[0070] For example, it is necessary to first determine a pre-calibrated unsprung acceleration threshold, and then determine the vehicle's driving road condition based on the unsprung acceleration threshold and the unsprung acceleration; the unsprung acceleration threshold is obtained by actual vehicle calibration based on the vehicle's driving data, and different vehicle models have different corresponding unsprung acceleration thresholds. During the vehicle's driving process, it is determined whether the vehicle's real-time unsprung acceleration is greater than the unsprung acceleration threshold. If the current unsprung acceleration is greater than the unsprung acceleration threshold, it means that the vehicle's wheels are subject to greater road excitation, and the vehicle may currently be driving on a special road surface (such as a speed bump road surface, a pothole road surface, or a double convex bump road surface), then the vehicle's current driving road condition is determined to be a special road condition; if the current unsprung acceleration is less than or equal to the unsprung acceleration threshold, it means that the vehicle's wheels are driving smoothly, and the vehicle is currently driving on an ordinary road surface, then the vehicle's current driving road condition is determined to be an ordinary road condition.

[0071] The driving road conditions include ordinary road conditions and special road conditions, and the special road conditions include special road conditions such as speed bump road conditions, pothole road conditions, and double convex bump road conditions. Different unsprung acceleration thresholds can be set according to different special road conditions, wherein, according to the actual conditions of the speed bump road conditions, pothole road conditions, and double convex bump road conditions, the unsprung acceleration thresholds can include unsprung acceleration thresholds corresponding to the speed bump road conditions, pothole road conditions, and double convex bump road conditions, respectively, and the three unsprung acceleration thresholds increase in sequence, so as to make a specific special road condition judgment according to the unsprung acceleration threshold corresponding to the real-time unsprung acceleration threshold.

[0072] S20: When the driving road condition is a special road condition, the shock absorber of the suspension system on the vehicle is controlled according to the special road condition.

[0073] After determining the vehicle's driving road conditions, when the driving road conditions are determined to be special road conditions, that is, when the vehicle is driving on special roads such as speed bumps, potholes, and double convex bumps, the shock absorber control device needs to control the shock absorber of the vehicle's upper suspension system according to the specific special road conditions; when the driving road conditions are determined to be ordinary road conditions, that is, when the vehicle is driving on ordinary roads, the conventional shock absorber control strategy is executed, for example, the vehicle's shock absorber can be controlled based on the ceiling control algorithm. By providing a road surface recognition function, the special road surface is decoupled from the general ordinary road surface, and then different shock absorber control methods are designed for different road conditions, so that the shock absorber damping force changes according to the performance requirements of the whole vehicle, so as to achieve the best comfort and handling stability of the whole vehicle.

[0074] In this embodiment, the driving road condition is judged by the unsprung acceleration. When it is recognized that the vehicle is driving on a special road surface, that is, when the special road condition is recognized, the suspension shock absorber is controlled according to the special road condition, thereby achieving decoupling of ordinary road conditions and special road conditions, so that the shock absorber can be controlled according to different road conditions, and the damping force of the shock absorber changes according to the performance requirements of the whole vehicle. It can effectively cope with roads with large mutations, improve the suspension control accuracy, and thus improve the driving comfort and handling stability of the vehicle.

[0075] In one embodiment, if Figure 3 As shown, in step S10, the road condition of the vehicle is determined according to the unsprung acceleration of the vehicle, which specifically includes the following steps:

[0076] S11: determining an acceleration threshold according to a vehicle speed, where the acceleration threshold includes an unsprung acceleration threshold;

[0077] S12: Determine the driving road condition of the vehicle according to the unsprung acceleration threshold and the unsprung acceleration.

[0078] It needs to be understood that when driving on the same road, the mechanical properties and stability of the vehicle are different at different speeds, and the comfort and handling performance of the passengers on the vehicle are also different. Therefore, it is necessary to calibrate different special road condition judgment standards for different speeds, that is, to calibrate different acceleration thresholds, in order to improve the accuracy of judgment of special road conditions.

[0079] In this embodiment, during vehicle driving, it is necessary to first determine the real-time speed of the vehicle, and then determine the acceleration threshold based on the vehicle speed. The acceleration threshold includes the unsprung acceleration threshold. Then, based on the unsprung acceleration threshold and the unsprung acceleration, the driving road condition of the vehicle is determined.

[0080] For example, the acceleration thresholds can be calibrated for different vehicle speeds according to the actual vehicle test data of the vehicle, and the acceleration threshold data can be generated and stored in the storage unit of the vehicle, wherein the acceleration threshold data at least includes the unsprung acceleration thresholds at different vehicle speeds. In other embodiments, the acceleration threshold data can also include the unsprung acceleration thresholds at different vehicle speeds and the sprung acceleration thresholds at different vehicle speeds. Then, during the driving process of the vehicle, according to the current vehicle speed, the acceleration threshold corresponding to the vehicle speed is searched in the acceleration threshold data as the current acceleration threshold (including the unsprung acceleration threshold), and then it is determined whether the current unsprung acceleration of the vehicle is greater than the current acceleration threshold. If it is greater than, it means that the wheels of the vehicle are subject to greater road excitation, and the vehicle may currently be driving on a special road surface (such as a speed bump road surface, a pothole road surface or a double convex road surface), and the vehicle's current driving road condition is determined to be a special road condition; if it is less than or equal to, it means that the wheels of the vehicle are driving smoothly and the vehicle is currently driving on an ordinary road surface, and the vehicle's current driving road condition is determined to be an ordinary road condition.

[0081] In this embodiment, an acceleration threshold is determined according to the vehicle speed, and the acceleration threshold includes an unsprung acceleration threshold. Then, the vehicle's driving road condition is determined based on the unsprung acceleration threshold and the unsprung acceleration. The steps of determining the vehicle's driving road condition based on the vehicle's unsprung acceleration are refined, and the acceleration threshold is determined according to the vehicle speed, thereby improving the accuracy of the acceleration threshold. Then, the driving road condition judgment is performed, and the special working condition can be controlled according to the vehicle speed from identification to exit, thereby improving the accuracy of the driving road condition judgment, avoiding special control of the shock absorber caused by misidentification of special road conditions, and improving the shock absorber control accuracy.

[0082] In one embodiment, the special road condition includes a speed bump road condition. In step S12, the road condition of the vehicle is determined according to the unsprung acceleration threshold and the unsprung acceleration, which specifically includes the following steps:

[0083] SA121: Determine when the absolute value of the unsprung acceleration is greater than the first unsprung acceleration threshold and the absolute value of the sprung acceleration is greater than the first sprung acceleration threshold.

[0084] In this embodiment, the special road conditions include speed bump road conditions and pothole road conditions, that is, the driving road conditions at least include speed bump road conditions, pothole road conditions and ordinary road conditions; in addition, according to the actual vehicle test results, it can be seen that using a single unsprung acceleration to identify the driving road conditions is prone to errors, and acceleration has directionality. For example, the directions of the unsprung acceleration and the sprung acceleration (vertical acceleration of the vehicle body) in the speed bump road condition are different from the directions of the unsprung acceleration and the sprung acceleration in the pothole road condition.

[0085] In summary, in order to ensure the accuracy of the special road condition package recognition, it is necessary to add the recognition of sprung acceleration and acceleration direction based on the recognition of unsprung acceleration. Correspondingly, the above acceleration threshold data not only includes the unsprung acceleration threshold and sprung acceleration corresponding to different vehicle speeds under special road conditions, but also includes the unsprung acceleration threshold and sprung acceleration corresponding to different vehicle speeds under pothole road conditions. Among them, at the same vehicle speed, the unsprung acceleration threshold and sprung acceleration under special road conditions can be the same as or different from the unsprung acceleration threshold and sprung acceleration under pothole road conditions.

[0086] Taking the unsprung acceleration threshold and sprung acceleration under special road conditions at the same vehicle speed as the unsprung acceleration threshold and sprung acceleration under pothole road conditions as an example, during vehicle driving, when the acceleration threshold needs to be determined according to the current vehicle speed, the acceleration threshold includes a first unsprung acceleration threshold and a first sprung acceleration threshold corresponding to the special road condition; then, it is determined whether the absolute value of the current unsprung acceleration of the vehicle is greater than the first unsprung acceleration threshold, and whether the absolute value of the current sprung acceleration of the vehicle is greater than the first sprung acceleration threshold. If the absolute value of the unsprung acceleration is greater than the first unsprung acceleration threshold, and the absolute value of the sprung acceleration is greater than the first sprung acceleration threshold, it indicates that the current driving road condition of the vehicle is a special road condition, which may be a speed bump road condition or a pothole road condition. At this time, it is necessary to determine the directions of the unsprung acceleration and the sprung acceleration to further determine whether the driving road condition of the vehicle is a speed bump road condition or a pothole road condition.

[0087] SA122: If the direction of the unsprung acceleration is negative and the direction of the sprung acceleration is positive, the driving road condition is determined to be a speed bump road condition.

[0088] Afterwards, if the direction of the unsprung acceleration is determined to be negative and the direction of the sprung acceleration is positive, it means that the vehicle is subject to a force directed toward the vehicle body and the vehicle may be decelerating when passing through a speed bump, and the driving road condition is determined to be a speed bump road condition. If the direction of the unsprung acceleration is positive and the direction of the sprung acceleration is negative, it means that the vehicle is subject to a force directed toward the ground and the vehicle may be passing through a pothole on the road, and the driving road condition is determined to be a pothole road condition.

[0089] In this embodiment, when the absolute value of the unsprung acceleration is greater than the first unsprung acceleration threshold, and the absolute value of the sprung acceleration is greater than the first sprung acceleration threshold, the directions of the unsprung acceleration and the sprung acceleration are determined. If the direction of the unsprung acceleration is negative and the direction of the sprung acceleration is positive, the driving road condition is determined to be a speed bump road condition. The specific process of determining the driving road condition of the vehicle based on the unsprung acceleration threshold and the unsprung acceleration is clarified. On the basis of determining the acceleration threshold according to the vehicle speed, special road condition identification is also performed based on the size and direction of the unsprung acceleration and the sprung acceleration, thereby further improving the accuracy of condition identification.

[0090] In one embodiment, the special road condition also includes a pothole road condition. Step S12, i.e., determining the driving road condition of the vehicle according to the unsprung acceleration threshold and the unsprung acceleration, specifically includes the following steps:

[0091] SB121: When the direction of the unsprung acceleration is positive and the direction of the sprung acceleration is negative, determine the absolute value of the unsprung acceleration and the absolute value of the sprung acceleration;

[0092] SB122: If the absolute value of the unsprung acceleration is greater than the second unsprung acceleration threshold, and the absolute value of the sprung acceleration is greater than the second sprung acceleration threshold, it is determined that the driving road surface is a pothole road condition.

[0093] In this embodiment, the special road condition also includes a pothole road condition. The depth of potholes on existing roads is usually large. According to the actual vehicle test data, the unsprung acceleration threshold and the sprung acceleration under the special road condition at the same vehicle speed are smaller than the unsprung acceleration threshold and the sprung acceleration under the pothole road condition, that is, in the acceleration threshold data, the first unsprung acceleration threshold and the first sprung acceleration threshold corresponding to the special road condition are respectively smaller than the second unsprung acceleration threshold and the second sprung acceleration threshold corresponding to the pothole road condition.

[0094] During vehicle driving, it is necessary to determine the direction of the unsprung acceleration and the direction of the sprung acceleration. When the direction of the unsprung acceleration is positive and the direction of the sprung acceleration is negative, determine the absolute value of the unsprung acceleration and the absolute value of the sprung acceleration to further determine whether the vehicle is in a bumpy road condition based on the magnitude of the absolute value of the acceleration.

[0095] Specifically, when it is necessary to first determine the acceleration threshold according to the current vehicle speed, the acceleration threshold includes a second unsprung acceleration threshold and a second sprung acceleration threshold corresponding to the pothole road condition, and then determine whether the absolute value of the unsprung acceleration is greater than the second unsprung acceleration threshold, and determine that the absolute value of the sprung acceleration is greater than the second sprung acceleration threshold; if the absolute value of the unsprung acceleration is greater than the second unsprung acceleration threshold, and the absolute value of the sprung acceleration is greater than the second sprung acceleration threshold, then it is determined that the driving road surface is a pothole road condition.

[0096] In this embodiment, when the direction of the unsprung acceleration is positive and the direction of the sprung acceleration is negative, the absolute value of the unsprung acceleration and the absolute value of the sprung acceleration are determined. If the absolute value of the unsprung acceleration is greater than the second unsprung acceleration threshold, and the absolute value of the sprung acceleration is greater than the second sprung acceleration threshold, then the driving road condition is determined to be a pothole road condition. The specific judgment process of determining the driving road condition of the vehicle based on the unsprung acceleration threshold and the unsprung acceleration is clarified, which improves the accuracy of identifying the pothole road condition and provides an accurate judgment basis for subsequent shock absorber control.

[0097] In one embodiment, the special road condition includes a double convex hump road condition. In step S12, the road condition of the vehicle is determined according to the unsprung acceleration threshold and the unsprung acceleration, which specifically includes the following steps:

[0098] SC121: Determine the direction of the unsprung acceleration and the absolute value of the vehicle's vertical velocity;

[0099] SC122: If the direction of the unsprung acceleration is positive and the absolute value of the vehicle body vertical velocity is greater than the preset vertical velocity value, it is determined that the driving road condition is a double convex bump road condition.

[0100] In this embodiment, the special road condition also includes a double convex hump road condition. It should be understood that, according to actual vehicle test data, it is easy to make mistakes when identifying the double convex hump road condition by using the unsprung acceleration and / or the sprung acceleration, and it is more accurate to identify the double convex hump road condition based on the direction of the unsprung acceleration and the magnitude of the vertical velocity of the vehicle body according to actual vehicle test results.

[0101] Therefore, in this embodiment, during the driving process of the vehicle, it is necessary to obtain not only the unsprung acceleration but also the current vertical velocity of the vehicle body, and then determine the direction of the unsprung acceleration and the absolute value of the vertical velocity of the vehicle body. When the direction of the unsprung acceleration is positive and the absolute value of the vertical velocity of the vehicle body is greater than the preset vertical velocity value, it means that the vehicle is passing through a double convex bump road surface, and the driving road condition is determined to be a double convex bump road condition.

[0102] In this embodiment, by determining the direction of the unsprung acceleration and the absolute value of the vehicle body vertical velocity, if the direction of the unsprung acceleration is positive and the absolute value of the vehicle body vertical velocity is greater than the preset vertical velocity value, the driving road condition is determined to be a double convex hump road condition, and the process of determining the vehicle's driving road condition based on the unsprung acceleration threshold and the unsprung acceleration is clarified. The double convex hump road condition is identified by the direction of the unsprung acceleration and the magnitude of the vehicle body vertical velocity, thereby improving the recognition accuracy of the double convex hump road condition and providing an accurate judgment basis for subsequent shock absorber control.

[0103] In one embodiment, if Figure 4 As shown, in step S20, the shock absorber of the vehicle upper suspension system is controlled according to the special road conditions, which specifically includes the following steps:

[0104] S21: Determine the speed of the vehicle;

[0105] S22: The current of the shock absorber is controlled in sections according to the special road conditions and the vehicle speed.

[0106] In this embodiment, when it is determined that the driving road condition of the vehicle is a special road condition, that is, when the vehicle is driving on a special road, in order to ensure the accuracy of the shock absorber control, it is necessary to obtain the real-time speed of the vehicle, so as to perform segmented control on the current of the shock absorber according to the specific special road condition and the current speed of the vehicle. Among them, the segmented control of the current of the shock absorber according to the specific special road condition and the current speed of the vehicle means that in different special road conditions, the special road condition is segmented according to the driving conditions of the vehicle (such as the speed), and then different current control strategies are respectively executed in different working condition stages to improve the current control accuracy of the shock absorber, and then output a damping force that is more suitable for the current working condition stage, so as to achieve the optimal shock absorber control and improve the vehicle damping effect. Among them, the shock absorber currents of different special road conditions are different, and the shock absorber currents of each special road condition are controlled separately; in the current special road condition, the shock absorber current can be calibrated with the vehicle speed, and the shock absorber currents corresponding to different vehicle speeds are different, and the shock absorber currents corresponding to different working condition stages are also different. For example, in the first half of the speed bump road condition, when the vehicle speed is A, the shock absorber current is 0.3A; in the second half of the speed bump road condition, when the vehicle speed is A, the shock absorber current may be 1A.

[0107] In this embodiment, after determining that the vehicle's driving road condition is a special road condition, the vehicle speed is determined, and then the current of the shock absorber is segmentedly controlled according to the special road condition and the vehicle speed, thereby refining the steps of controlling the shock absorber of the suspension system on the vehicle according to the special road condition; the current of the shock absorber is segmentedly controlled according to the special road condition and the vehicle speed, thereby realizing segmented control of the damping force of the suspension system, further improving the suspension control accuracy, thereby improving the vibration reduction effect of the vehicle in special road conditions, and further improving the comfort of the occupants and the vehicle's handling performance.

[0108] In one embodiment, in step S22, the current of the shock absorber is controlled in sections according to the special road conditions and the vehicle speed, which specifically includes the following steps:

[0109] S221: determining the operating stage of the vehicle in the special road condition according to the change of the vehicle speed;

[0110] S222: determining the shock absorber current of the vehicle at different operating stages according to the vehicle speed;

[0111] S223: Controlling the current of the shock absorber according to the shock absorber current at different working conditions.

[0112] In this embodiment, after determining that the vehicle's driving road condition is a special road condition, it is necessary to determine the vehicle's operating stage in the special road condition based on the vehicle's speed change, and then determine the vehicle's shock absorber current in different operating stages based on the vehicle's speed. Then, based on the shock absorber current in different operating stages, the shock absorber current is controlled to achieve current segmented control of special road conditions, ensure that the shock absorber current changes with the needs of the entire vehicle, and improve the accuracy of shock absorber current control.

[0113] For example, special road conditions include speed bump road conditions. In order to reduce the impact of speed bumps on vehicles and ensure vehicle smoothness, the vehicle control system will control the vehicle to decelerate in the first half of the vehicle passing the speed bump. In the second half of the deceleration, in order to ensure driving performance and speed, the vehicle control system will control the vehicle acceleration. When it is determined that the vehicle is in a speed bump road condition, the speed bump road condition can be segmented according to the vehicle speed, into the first half of the speed bump and the second half of the speed bump. Among them, when the vehicle speed decreases, the current condition stage is determined to be in the first half of the speed bump. After determining the first half of the speed bump, when the vehicle speed increases, the current condition stage is determined to be in the second half of the speed bump. Then, different current controller strategies are executed according to the first half and the second half of the speed bump. For example, in the working condition of the speed bump road, in the first half of the speed bump, that is, when the wheels of the vehicle just touch the speed bump to the highest point of the speed bump, the deceleration has a greater impact on the vehicle, and the occupants need good comfort. At this time, the damping force of the shock absorber is required to be smaller, so the current controlling the shock absorber is smaller (small current, small damping force; large current, large damping force); in the second half of the speed bump, the wheels drive down from the highest point of the speed bump to the ground. At this time, the damping force of the shock absorber is required to be larger, so the current controlling the shock absorber is smaller, because the vehicle body needs to be controlled in time when going down the speed bump, and it should not oscillate up and down.

[0114] In this embodiment, the operating stage of the vehicle in special road conditions is determined according to the change in vehicle speed, and then the shock absorber current of the vehicle in different operating stages is determined according to the vehicle speed. Then, according to the shock absorber current in different operating stages, the shock absorber current is controlled. The specific steps of segmented control of the shock absorber current according to special road conditions and the vehicle speed are clarified to achieve segmented current control of special road conditions, ensure that the shock absorber current changes with the needs of the whole vehicle, and improve the accuracy of shock absorber current control.

[0115] In one embodiment, step S222, i.e., determining the shock absorber current of the vehicle at different operating stages according to the special road condition and the vehicle speed, specifically includes the following steps:

[0116] S2221: Determine special operating condition current data corresponding to special road conditions.

[0117] In this embodiment, it is necessary to calibrate the shock absorber current according to the actual vehicle test data of the vehicle, so as to calibrate and obtain shock absorber current data suitable for different special road conditions, that is, special condition current data. The special condition current data includes shock absorber calibration current values ​​at different stages and different vehicle speeds in the current special road condition. In the special condition current data, the shock absorber calibration current value is positively correlated with the vehicle speed. The greater the vehicle speed, the greater the shock absorber calibration current value.

[0118] After determining the operating stage of the vehicle in the special road condition according to the vehicle speed change, it is necessary to determine the special operating condition current data corresponding to the special road condition, such as the speed bump operating condition current data corresponding to the speed bump road condition, the pothole operating condition current data corresponding to the pothole road condition, and the double convex hump operating condition current data corresponding to the double convex hump road condition. Among them, the speed bump operating current data includes the shock absorber calibrated current values ​​at different stages and vehicle speeds in the speed bump road condition, that is, the shock absorber calibrated current values ​​at different vehicle speeds in the first half of the speed bump and the shock absorber calibrated current values ​​at different vehicle speeds in the second half of the speed bump; the pothole operating current data includes the shock absorber calibrated current values ​​at different stages and vehicle speeds in the pothole road condition, that is, the shock absorber calibrated current values ​​at different vehicle speeds in the first half of the pothole and the shock absorber calibrated current values ​​at different vehicle speeds in the second half of the pothole; the double convex hump operating current data includes the shock absorber calibrated current values ​​at different stages and vehicle speeds in the double convex hump road condition, that is, the shock absorber calibrated current values ​​at different vehicle speeds in the first half of the double convex hump and the shock absorber calibrated current values ​​at different vehicle speeds in the second half of the double convex hump.

[0119] S2222: Find the shock absorber calibrated current value corresponding to the vehicle speed in the working condition stage in the special working condition current data corresponding to the special road condition, and use it as the shock absorber current in the current working condition stage.

[0120] After determining the special operating condition current data corresponding to the special road condition, the shock absorber calibrated current value corresponding to the vehicle speed in the operating condition stage is searched in the special operating condition current data corresponding to the special road condition as the shock absorber current in the current operating condition stage.

[0121] For example, taking the special road condition as a speed bump road condition, the condition stages in the speed bump road condition include the first half of the speed bump and the second half of the speed bump. Correspondingly, the speed bump road condition current data corresponding to the speed bump road condition includes the shock absorber calibration current values ​​at different vehicle speeds in the first half of the speed bump and the shock absorber calibration current values ​​at different vehicle speeds in the second half of the speed bump. After determining the speed bump road condition current data corresponding to the speed bump road condition, in the first half of the speed bump road condition, i.e., the first half of the speed bump, the shock absorber calibration current value corresponding to the current vehicle speed of the vehicle in the first half of the speed bump is searched in the speed bump road condition current data as the shock absorber current of the first half of the speed bump; in the second half of the speed bump road condition, i.e., the second half of the speed bump, the shock absorber calibration current value corresponding to the current vehicle speed of the vehicle in the second half of the speed bump is searched in the speed bump road condition current data as the shock absorber current of the second half of the speed bump.

[0122] In this embodiment, by determining the special operating condition current data corresponding to the special road condition, the special operating condition current data includes the shock absorber calibration current values ​​at different stages and different vehicle speeds in the current special road condition, and then searching the special operating condition current data corresponding to the special road condition for the shock absorber calibration current value corresponding to the vehicle speed in the operating condition stage as the shock absorber current in the current operating condition stage, the specific steps of determining the shock absorber current of the vehicle in different operating condition stages according to the special road condition and the vehicle speed are clarified, the shock absorber current is determined according to the pre-calibrated special operating condition current data and the vehicle speed, and the shock absorber current of each special operating condition is independently controlled, and the shock absorber current can be calibrated with the vehicle speed, thereby realizing segmented and precise control of the shock absorber current.

[0123] In one embodiment, step S223, that is, controlling the current of the shock absorber, specifically includes the following steps:

[0124] S2231: Determine the current calibration range of the shock absorber;

[0125] S2232: Control the current of the shock absorber according to the current calibration range and the shock absorber current.

[0126] In this embodiment, in order to ensure that the shock absorber current is controllable and that the shock absorber damping does not change suddenly, it is necessary to control the current slope of the shock absorber during the process of controlling the shock absorber current. Specifically, it is necessary to determine the shock absorber current calibration range, which is the optimal shock absorber current range calibrated based on the actual shock absorber data of the vehicle, and then control the shock absorber current based on the current calibration range and the shock absorber current determined above.

[0127] Among them, according to the current calibration range and the shock absorber current determined above, the current of the shock absorber is controlled, including: predicting the current change slope of the shock absorber according to the current control current of the shock absorber, the current vehicle speed and the shock absorber current, and then determining whether the current change slope is greater than the calibrated current slope threshold, if it is greater than the current slope threshold, reducing the shock absorber current according to the current slope threshold, and controlling the shock absorber based on the reduced shock absorber current; if it is less than or equal to the current slope threshold, controlling the shock absorber according to the shock absorber current and the reduced shock absorber current. According to the current control current of the shock absorber, the current vehicle speed and the shock absorber current, predicting the current change slope of the shock absorber, ensuring the accuracy of the current change slope, when the current change slope is greater than the current slope threshold, reducing the shock absorber current according to the current slope threshold, and then controlling the shock absorber, ensuring the current slope of the shock absorber, reducing the possibility of sudden change in the shock absorber damping, thereby improving the shock absorber control accuracy, and improving the comfort and handling performance of the vehicle.

[0128] In other embodiments, the current slope of the shock absorber can be controlled in other ways. For example, the current calibration range includes a maximum current value and a minimum current value, and it is determined whether the shock absorber current is within the current calibration range. If it is within the current calibration range, the shock absorber is controlled based on the shock absorber current; if it is not within the current calibration range, it is determined to increase and decrease the shock absorber current to obtain a target current, so that the target current is within the current calibration range, and then the shock absorber is controlled based on the target current, which is simple and convenient.

[0129] In this embodiment, by determining the current calibration range of the shock absorber, and controlling the current of the shock absorber according to the current calibration range and the shock absorber current calculated above, the control of the shock absorber current slope is achieved, and the shock absorber control accuracy is further improved, thereby further improving the comfort and handling performance of the vehicle.

[0130] In one embodiment, if Figure 5 As shown, before step S10, that is, before determining the driving road condition of the vehicle, the method further specifically includes the following steps:

[0131] S01: determining the road surface grade of the road surface on which the vehicle is traveling according to the vehicle operation data;

[0132] In this embodiment, before controlling the shock absorber of the suspension system on the vehicle according to special road conditions, it is necessary to first determine the road surface grade of the vehicle's driving surface based on the vehicle's operating data, wherein the road surface grade includes a first level, a second level, and a third level with increasing road surface roughness.

[0133] For example, the driving road may include a highway, a general road, and a Belgian road with increasing road roughness. If the driving road of the vehicle is determined to be a highway road according to the vehicle operation data (such as navigation information, driving recorder information, and camera information), the road surface grade of the driving road is determined to be the first grade; if the driving road of the vehicle is determined to be a general road, the road surface grade of the driving road is determined to be the second grade; if the driving road of the vehicle is determined to be a Belgian road, the road surface grade of the driving road is determined to be the third grade.

[0134] In other embodiments, there may be other judgment methods. For example, the driving road may include off-road roads, rural roads, national roads, and expressways with decreasing road roughness. When the driving road of the vehicle is determined to be an expressway road, the road surface grade of the driving road is determined to be the first grade; when the driving road of the vehicle is determined to be an off-road road, the road surface grade of the driving road is determined to be the third grade; when the driving road of the vehicle is determined to be a rural road or a national road, the road surface grade of the driving road is determined to be the second grade. According to the division of driving roads of different vehicle types, the road surface grade is obtained accurately and clearly.

[0135] S02: When the road surface grade is the second grade, determining the driving road condition of the vehicle.

[0136] After determining the road surface grade of the driving road, the special road condition control function is enabled only when the road surface grade is the second grade, that is, when the vehicle is driving on a general road, so as to determine the driving road condition of the vehicle according to the unsprung acceleration of the vehicle, and then control the shock absorber of the suspension system on the vehicle according to the special road condition, thereby improving the vehicle's overall comfort and handling performance.

[0137] S03: When the road surface grade is the first grade or the third grade, the shock absorber of the vehicle is controlled based on the skyhook control algorithm.

[0138] It should be understood that the road conditions on expressways are the best, with basically no speed bumps, potholes, or double convex bumps. Therefore, in order to reduce unnecessary road condition identification and shock absorber control, when the road surface grade is determined to be the first grade, the special road condition control function is not enabled, and the vehicle's driving road condition is not determined. Instead, the vehicle's shock absorber is directly controlled based on the ceiling control algorithm (such as the ground-ground mixed ceiling control method). In addition, the road conditions on Belgian roads or off-road roads are poor. In order to avoid frequent special road condition identification and corresponding frequent shock absorber control, when the road surface grade is determined to be the first grade, the special road condition control function is not enabled, and the vehicle's driving road condition is not determined. Instead, the vehicle's shock absorber is directly controlled based on the ceiling control algorithm (such as the ground-ground mixed ceiling control method).

[0139] In this embodiment, before determining the driving road condition of the vehicle, it is necessary to first determine the road surface grade of the vehicle's driving road based on the vehicle's operating data. The road surface grades include the first grade, the second grade, and the third grade with increasing road surface roughness. If the road surface grade is the second grade, the shock absorber of the suspension system on the vehicle is controlled according to the special road condition. If the road surface grade is the first grade or the third grade, the shock absorber of the vehicle is controlled based on the ceiling control algorithm. This can reduce unnecessary road condition identification and shock absorber control, reduce the vehicle's computing load, and reduce the impact of enabling the special road condition control function on other control systems of the vehicle, thereby ensuring the vehicle's handling stability.

[0140] In one embodiment, if Figure 6 As shown, in step S01, the road surface grade of the road surface on which the vehicle is traveling is determined according to the vehicle operation data, which specifically includes the following steps:

[0141] S011: Obtain unsprung acceleration values ​​of the vehicle at different times, and perform root mean square processing on the unsprung acceleration values ​​at different times to obtain root mean square values ​​of the unsprung acceleration.

[0142] During the driving process of the vehicle, it is necessary to record the unsprung acceleration in real time. Then, when determining the road surface grade of the vehicle's driving road according to the vehicle's operating data, it is necessary to obtain the unsprung acceleration values ​​of the vehicle at different times, and perform root mean square processing on the unsprung acceleration values ​​at different times to obtain the current root mean square value of the unsprung acceleration. Among them, the calculation formula of the current root mean square value of the unsprung acceleration is as follows:

[0143]

[0144] Where X is the current root mean square value of unsprung acceleration; X i is the unsprung acceleration value at moment i; n is the nth moment, i.e. the current moment.

[0145] S012: Evaluate the roughness of the driving road surface according to the root mean square value of the unsprung acceleration to obtain a road surface evaluation value.

[0146] After the current root mean square value of the unsprung acceleration is calculated, it is necessary to evaluate the roughness of the driving road surface according to the root mean square value of the unsprung acceleration to obtain a road surface evaluation value.

[0147] Specifically, the roughness of the driving road surface is evaluated according to the root mean square value of the unsprung acceleration to obtain a road surface evaluation value, including determining the vehicle speed and the total mass of the vehicle, and then calculating the road surface evaluation value according to the root mean square value of the unsprung acceleration, the vehicle speed and the total mass of the vehicle. When evaluating the roughness of the driving road surface, the influence of the root mean square value of the unsprung acceleration, the total mass of the vehicle and the vehicle speed are considered, thereby improving the accuracy of the road surface evaluation value.

[0148] The road surface assessment value is calculated using the following formula:

[0149]

[0150] Where RI is the road surface evaluation value; X is the current root mean square value of unsprung acceleration; V x represents the speed of the vehicle; M is the sprung mass; m is the unsprung mass; (M+m) represents the total mass of the vehicle; c represents the damping coefficient. In this embodiment, the damping coefficient may be the actual damping coefficient of the suspension system at present. The actual damping coefficient of the suspension system is used as input to calculate the road surface evaluation value, which further improves the accuracy of the road surface evaluation value. In other embodiments, the damping coefficient may also be a constant calibrated according to actual vehicle test data for ease of calculation.

[0151] S013: Determine the road surface grade of the driving road surface according to the road surface evaluation value.

[0152] After the road surface evaluation value is calculated, the road surface grade of the driving road surface is determined according to the road surface evaluation value. Specifically, different evaluation value ranges can be set for each road surface grade, and the road surface grade of the driving road surface can be quickly determined according to the evaluation value range in which the road surface evaluation value is located.

[0153] For example, the road surface grade includes the first grade, the second grade and the third grade in which the road surface roughness increases in sequence, and the corresponding evaluation value range includes the first range, the second range and the third range in which the road surface evaluation value increases in sequence, the first range is (-∞, 0.01], the second range is (0.01, 1), and the third range is [1, ∞). If the road surface evaluation value is in the first range, the road surface grade is determined to be the first grade; if the road surface evaluation value is in the second range, the road surface grade is determined to be the second grade; if the road surface evaluation value is in the third range, the road surface grade is determined to be the third grade.

[0154] In other embodiments, the evaluation value range may further include other ranges, and each evaluation value range may further be other evaluation value ranges, which will not be described in detail herein.

[0155] In this embodiment, by acquiring the unsprung acceleration values ​​of the vehicle at different times and performing root mean square processing on the unsprung acceleration values ​​at different times, the root mean square value of the unsprung acceleration is obtained, and then the roughness of the driving road surface is evaluated according to the root mean square value of the unsprung acceleration to obtain a road surface evaluation value, and then the road surface grade of the driving road surface is determined according to the road surface evaluation value. Compared with simply grading the road surface according to the driving road, this is more accurate and provides an accurate basis for judging whether it is necessary to identify the driving road condition in the future and the shock absorber control function of the special road condition.

[0156] It should be understood that the order of execution of the steps in the above embodiment does not necessarily mean the order of execution. The execution order of each process should be determined by its function and internal logic, and should not constitute any limitation on the implementation process of the embodiment of the present invention.

[0157] In one embodiment, a shock absorber control device is provided, and the shock absorber control device corresponds one-to-one with the shock absorber control method in the above embodiment. Figure 7 As shown, the shock absorber control device includes a determination module 701 and a control module 702. The functional modules are described in detail as follows:

[0158] A determination module 701, for determining a driving road condition of the vehicle according to the unsprung acceleration of the vehicle;

[0159] The control module 702 is used to control the shock absorber of the suspension system on the vehicle according to the special road condition when the driving road condition is determined to be a special road condition.

[0160] Optionally, the control module 702 is specifically configured to:

[0161] Determine the speed of the vehicle;

[0162] According to the special road conditions and the vehicle speed, the current of the shock absorber is controlled in sections.

[0163] Optionally, the control module 702 is further configured to:

[0164] Determine the working stage of the vehicle in special road conditions according to the vehicle speed change;

[0165] According to the vehicle speed, the shock absorber current of the vehicle at different working stages is determined;

[0166] The current of the shock absorber is controlled according to the shock absorber current at different working stages.

[0167] Optionally, the control module 702 is further configured to:

[0168] Determine the special working condition current data corresponding to the special road working condition, the special working condition current data including the shock absorber calibration current values ​​at different stages and different vehicle speeds in the current special road working condition;

[0169] In the special working condition current data corresponding to the special road working condition, the shock absorber calibrated current value corresponding to the vehicle speed in the working condition stage is found as the shock absorber current in the current working condition stage.

[0170] Optionally, the control module 702 is further configured to:

[0171] Determine the current calibration range of the shock absorber;

[0172] The current of the shock absorber is controlled according to the current calibration range and the shock absorber current.

[0173] Optionally, before determining the driving road condition of the vehicle, the determination module 701 is further used to:

[0174] Determining a road surface grade of a road surface on which the vehicle is traveling according to the vehicle operation data, the road surface grades including a first grade, a second grade, and a third grade in which the road surface roughness increases in sequence;

[0175] If the road surface grade is the second grade, then determining the driving road condition of the vehicle;

[0176] If the road surface grade is the first grade or the third grade, the shock absorber of the vehicle is controlled based on the skyhook control algorithm.

[0177] Optionally, the determining module 701 is further specifically configured to:

[0178] Obtaining unsprung acceleration values ​​of the vehicle at different times, and performing root mean square processing on the unsprung acceleration values ​​at different times to obtain root mean square values ​​of the unsprung acceleration;

[0179] The roughness of the driving road surface is evaluated according to the root mean square value of the unsprung acceleration to obtain a road surface evaluation value;

[0180] The road surface grade of the driving road surface is determined according to the road surface evaluation value.

[0181] Optionally, the determining module 701 is further specifically configured to:

[0182] determine the speed of the vehicle, and determine the gross mass of the vehicle;

[0183] The road surface assessment value is calculated based on the root mean square value of the unsprung acceleration, the speed of the vehicle and the total mass of the vehicle.

[0184] Optionally, the determining module 701 is further specifically configured to:

[0185] Determining an acceleration threshold according to the vehicle speed, the acceleration threshold including an unsprung acceleration threshold;

[0186] The driving road condition of the vehicle is determined according to the unsprung acceleration threshold and the unsprung acceleration.

[0187] Optionally, the special road condition includes a speed bump road condition, and the determination module 701 is further specifically used for:

[0188] When the absolute value of the unsprung acceleration is greater than a first unsprung acceleration threshold, and the absolute value of the sprung acceleration is greater than a first sprung acceleration threshold, determining the absolute value of the unsprung acceleration and the direction of the sprung acceleration;

[0189] If the direction of the unsprung acceleration is negative and the direction of the sprung acceleration is positive, it is determined that the driving road condition is a speed bump road condition.

[0190] Optionally, the special road condition further includes a pothole road condition, and the determination module 701 is further specifically used for:

[0191] When the direction of the unsprung acceleration is positive and the direction of the sprung acceleration is negative, determine the absolute value of the unsprung acceleration and the absolute value of the sprung acceleration;

[0192] If the absolute value of the unsprung acceleration is greater than the second unsprung acceleration threshold, and the absolute value of the sprung acceleration is greater than the second sprung acceleration threshold, it is determined that the driving road condition is a pothole road condition.

[0193] Optionally, the special road condition includes a double convex hull road condition, and the determination module 701 is further specifically used for:

[0194] Determine the direction of the unsprung acceleration and the absolute value of the vehicle's vertical velocity;

[0195] If the direction of the unsprung acceleration is positive, and the absolute value of the vertical velocity of the vehicle body is greater than the preset vertical velocity value, it is determined that the driving road condition is a double convex bump road condition.

[0196] The specific definition of the shock absorber control device can be found in the definition of the shock absorber control method above, which will not be repeated here. Each module in the above shock absorber control device can be implemented in whole or in part by software, hardware and a combination thereof. Each of the above modules can be embedded in or independent of the processor in the computer device in the form of hardware, or can be stored in the memory of the computer device in the form of software, so that the processor can call and execute the operations corresponding to each of the above modules.

[0197] In one embodiment, Figure 8 As shown, a shock absorber control device is provided, including a memory, a processor, and a computer program stored in the memory and executable on the processor. When the processor executes the computer program, the steps of the shock absorber control method are implemented.

[0198] In one embodiment, a readable storage medium is provided, on which a computer program is stored. When the computer program is executed by a processor, the steps of the above-mentioned shock absorber control method are implemented.

[0199] A person skilled in the art can understand that all or part of the processes in the above-mentioned embodiments can be implemented by instructing the relevant hardware through a computer program, and the computer program can be stored in a non-volatile computer-readable storage medium. When the computer program is executed, it can include the processes of the embodiments of the above-mentioned methods. Among them, any reference to memory, storage, database or other media used in the embodiments provided in this application can include non-volatile and / or volatile memory.

[0200] Those skilled in the art can clearly understand that for the convenience and simplicity of description, only the division of the above-mentioned functional units and modules is used as an example. In actual applications, the above-mentioned functions can be distributed and completed by different functional units and modules as needed, that is, the internal structure of the device can be divided into different functional units or modules to complete all or part of the functions described above.

[0201] The embodiments described above are only used to illustrate the technical solutions of the present invention, rather than to limit the same. Although the present invention has been described in detail with reference to the aforementioned embodiments, those skilled in the art should understand that the technical solutions described in the aforementioned embodiments may still be modified, or some of the technical features may be replaced by equivalents. Such modifications or replacements do not deviate the essence of the corresponding technical solutions from the spirit and scope of the technical solutions of the embodiments of the present invention, and should all be included in the protection scope of the present invention.

Claims

1. A shock absorber control method, characterized in that: include: Determining a driving road condition of the vehicle according to the unsprung acceleration of the vehicle; When the driving road condition is determined to be a special road condition, the shock absorber of the vehicle upper suspension system is controlled according to the special road condition.

2. The shock absorber control method according to claim 1, characterized in that: The controlling of the shock absorber of the vehicle upper suspension system according to the special road condition comprises: determining a speed of the vehicle; The current of the shock absorber is controlled in sections according to the special road condition and the speed of the vehicle.

3. The shock absorber control method according to claim 2, characterized in that: The step of controlling the current of the shock absorber in sections according to the special road condition and the speed of the vehicle includes: Determining the operating stage of the vehicle in the special road condition according to the change in the vehicle speed; Determining the shock absorber current of the vehicle at different operating stages according to the vehicle speed; The current of the shock absorber is controlled according to the shock absorber current in different working stages.

4. The shock absorber control method according to claim 3, characterized in that: Determining the shock absorber current of the vehicle at different operating stages according to the vehicle speed includes: Determine the special working condition current data corresponding to the special road working condition, wherein the special working condition current data includes the shock absorber calibration current values ​​at different stages and different vehicle speeds in the current special road working condition; In the special operating condition current data corresponding to the special road condition, the shock absorber calibrated current value corresponding to the vehicle speed in the operating condition stage is searched as the shock absorber current in the current operating condition stage.

5. The shock absorber control method according to claim 3, characterized in that: The controlling of the current of the shock absorber comprises: Determining a current calibration range of the shock absorber; The current of the shock absorber is controlled according to the current calibration range and the shock absorber current.

6. The shock absorber control method according to claim 1, characterized in that: Before determining the driving road condition of the vehicle, the method further includes: Determining a road surface grade of a road surface on which the vehicle is traveling according to the vehicle operation data, the road surface grades comprising a first grade, a second grade, and a third grade in which road surface roughness increases in sequence; If the road surface grade is the second grade, determining the driving road condition of the vehicle; If the road surface grade is the first grade or the third grade, the shock absorber of the vehicle is controlled based on a skyhook control algorithm.

7. The shock absorber control method according to claim 6, characterized in that: Determining the road surface grade of the road surface on which the vehicle is traveling according to the vehicle operation data includes: Acquiring unsprung acceleration values ​​of the vehicle at different times, and performing root mean square processing on the unsprung acceleration values ​​at different times to obtain root mean square values ​​of the unsprung acceleration; Performing roughness evaluation on the driving road surface according to the root mean square value of the unsprung acceleration to obtain a road surface evaluation value; A road surface grade of the travel road surface is determined according to the road surface evaluation value.

8. The shock absorber control method according to claim 7, characterized in that: The step of evaluating the roughness of the driving road surface according to the root mean square value of the unsprung acceleration to obtain a road surface evaluation value includes: determining a speed of the vehicle, and determining a gross mass of the vehicle; A road surface assessment value is calculated according to the root mean square value of the unsprung acceleration, the speed of the vehicle and the total mass of the vehicle.

9. The shock absorber control method according to any one of claims 1 to 8, characterized in that: Determining the driving road condition of the vehicle according to the unsprung acceleration of the vehicle includes: determining an acceleration threshold according to the vehicle speed, wherein the acceleration threshold comprises an unsprung acceleration threshold; A driving road condition of the vehicle is determined according to the unsprung acceleration threshold and the unsprung acceleration.

10. The shock absorber control method according to claim 9, characterized in that: The special road condition includes a speed bump road condition, and determining the driving road condition of the vehicle according to the unsprung acceleration threshold and the unsprung acceleration includes: When the absolute value of the unsprung acceleration is greater than a first unsprung acceleration threshold, and the absolute value of the sprung acceleration is greater than a first sprung acceleration threshold, determining directions of the unsprung acceleration and the sprung acceleration; If the direction of the unsprung acceleration is negative and the direction of the sprung acceleration is positive, it is determined that the driving road condition is the speed bump road condition.

11. The shock absorber control method according to claim 9, characterized in that: The special road condition includes a pothole road condition, and determining the driving road condition of the vehicle according to the unsprung acceleration threshold and the unsprung acceleration includes: When the direction of the unsprung acceleration is positive and the direction of the sprung acceleration is negative, determining the absolute value of the unsprung acceleration and the absolute value of the sprung acceleration; If the absolute value of the unsprung acceleration is greater than a second unsprung acceleration threshold, and the absolute value of the sprung acceleration is greater than a second sprung acceleration threshold, it is determined that the driving road condition is the pothole road condition.

12. The shock absorber control method according to claim 9, characterized in that: The special road condition includes a double convex bump road condition, and determining the driving road condition of the vehicle according to the unsprung acceleration threshold and the unsprung acceleration includes: Determining the direction of the unsprung acceleration and the absolute value of the vertical velocity of the vehicle body; If the direction of the unsprung acceleration is positive, and the absolute value of the vehicle body vertical velocity is greater than a preset vertical velocity value, it is determined that the driving road condition is the double convex bump road condition.

13. A shock absorber control device, characterized in that: include: A determination module, used to determine a driving road condition of the vehicle according to the unsprung acceleration of the vehicle; A control module is used to control the shock absorber of the vehicle upper suspension system according to the special road condition when it is determined that the driving road condition is a special road condition.

14. A vehicle comprising a suspension system and a shock absorber control device, wherein the shock absorber control device controls the shock absorber of the suspension system according to the shock absorber control method according to any one of claims 1 to 12.

15. A readable storage medium storing a computer program, characterized in that: When the computer program is executed by a processor, the steps of the shock absorber control method according to any one of claims 1 to 12 are implemented.

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