Shock absorber control method and device based on excitation frequency and vehicle

Abstract

The invention discloses a shock absorber control method and device based on excitation frequency and a vehicle, and belongs to the technical field of vehicle control. The shock absorber control method comprises the steps that the vertical acceleration of a vehicle body and the sprung and unsprung relative displacement of a shock absorber are obtained; according to the vertical acceleration of the vehicle body and the sprung and unsprung relative displacement of a shock absorber, initial ceiling damping force and initial ground ceiling damping force are determined respectively; acquiring a current driving mode of the vehicle, determining a frequency division point according to the current driving mode, and performing high-pass and low-pass filtering on the initial ceiling damping force and the initial ground ceiling damping force according to the frequency division point to determine a final ceiling damping force and a final ground ceiling damping force; and the final ceiling damping force and the final ground ceiling damping force are summed to obtain final damping force, control current needed for achieving the damping force at the current speed is determined according to the current speed of the shock absorber and the final damping force, and the shock absorber is controlled according to the control current needed for achieving the damping force at the speed.

Description

Technical Field

[0001] The invention discloses a shock absorber control method, a device and a vehicle based on excitation frequency, belonging to the technical field of vehicle control. Background Art

[0002] With the upgrading of consumption, consumers have higher and higher requirements for new energy of vehicles. In this context, semi-active shock absorbers are gradually becoming popular as equipment to improve comfort. For the control algorithm of semi-active shock absorbers, the industry usually adopts the SkyHook algorithm, which can effectively improve the body control under low-frequency road excitation (such as undulating roads), but it may cause excessive displacement of vehicle tires and poor tire ground contact, affecting the handling of the whole vehicle.

[0003] Some people have introduced the Ground Hook algorithm to address this situation, which can effectively improve tire contact, but similarly, the Ground Hook algorithm will deteriorate the comfort of the vehicle while improving handling, causing excessive unnecessary vibration of the vehicle body. Neither the Ground Hook algorithm nor the Ground Hook algorithm can effectively solve the balance between vehicle handling and comfort. Summary of the invention

[0004] In view of the defects of the prior art, the present invention proposes a shock absorber control method, device and vehicle based on excitation frequency to solve the problem that the current control algorithms of semi-active shock absorbers cannot effectively solve the balance between vehicle handling and comfort.

[0005] The technical solution of the present invention is as follows:

[0006] According to a first aspect of an embodiment of the present invention, there is provided a shock absorber control method based on an excitation frequency, comprising:

[0007] Acquiring the vertical acceleration of the vehicle body and the relative displacement of the shock absorber on the spring and unsprung, and determining the initial skyhook damping force and the initial floorhook damping force respectively according to the vertical acceleration of the vehicle body and the relative displacement of the shock absorber on the spring and unsprung;

[0008] Acquire the current driving mode of the vehicle and determine the crossover point according to the current driving mode, and perform high-pass and low-pass filtering on the initial ceiling damping force and the initial floor shelf damping force according to the crossover point to determine the final ceiling damping force and the final floor shelf damping force;

[0009] The final damping force is obtained by summing the final ceiling damping force and the final floor damping force, and the control current required to achieve the damping force at the speed is determined according to the current shock absorber speed and the final damping force, and the shock absorber is controlled according to the control current required to achieve the damping force at the speed.

[0010] Preferably, the determining the initial skyhook damping force and the initial floorhook damping force according to the vertical acceleration of the vehicle body and the relative displacement of the shock absorber on the sprung and unsprung, respectively, comprises:

[0011] Obtaining the vehicle body displacement on the shock absorber spring through the vertical acceleration of the vehicle body;

[0012] Determining the vertical displacement of the wheel under the shock absorber sprung by the relative displacement between the shock absorber sprung and the unsprung and the vehicle body displacement on the shock absorber sprung;

[0013] The initial skyhook damping force and the initial floorhook damping force are obtained respectively through the vertical displacement of the wheel under the shock absorber sprung.

[0014] Preferably, the obtaining of the initial skyhook damping force and the initial floorhook damping force according to the vertical displacement of the wheel under the shock absorber sprung spring comprises:

[0015] The movement speed of the shock absorber under the spring is obtained by the vertical displacement of the wheel under the shock absorber sprung;

[0016] Determining the movement speed of the shock absorber sprung and unsprung by the movement speed of the shock absorber unsprung;

[0017] The initial skyhook damping force and the initial floorhook damping force are obtained respectively by the movement speed of the shock absorber on the sprung and under the sprung.

[0018] Preferably, the initial skyhook damping force and the initial floorhook damping force are obtained by respectively obtaining the movement speeds of the shock absorber on the spring and under the spring, comprising:

[0019] The movement speed of the shock absorber on the spring and under the spring is obtained by formula (1) and (2) respectively to obtain the initial skyhook damping force and the initial floorhook damping force:

[0020] F SH =K SH ×V damper ×(V damper -V wheel ) (1)

[0021] F CH =K GH ×V wheel ×(V damper -V wheel ) (2)

[0022] Among them: F SH is the initial ceiling damping force, K SH is the ceiling damping coefficient, V damper is the speed of the shock absorber on and under the spring, V wheel K is the speed of the shock absorber under the spring, GH is the damping force coefficient of the floor shed, FGH is the initial floor shed damping force.

[0023] Preferably, the current driving mode of the vehicle includes: comfort mode, normal mode and sports mode.

[0024] Preferably, the obtaining of the current driving mode of the vehicle and determining the frequency division point according to the current driving mode of the vehicle comprises:

[0025] When the current driving mode of the vehicle is the comfort mode, the frequency division point value range is 0.08-0.12;

[0026] When the current driving mode of the vehicle is the normal mode, the frequency division point value range is 1.8-2.2;

[0027] When the current driving mode of the vehicle is the sports mode, the frequency division point value range is 5.8-6.2.

[0028] According to a second aspect of an embodiment of the present invention, there is provided a vibration damper control device based on an excitation frequency, comprising:

[0029] an acquisition module, used for acquiring the vertical acceleration of the vehicle body and the relative displacement of the shock absorber on the spring and unsprung, and determining the initial skyhook damping force and the initial floorhook damping force respectively according to the vertical acceleration of the vehicle body and the relative displacement of the shock absorber on the spring and unsprung;

[0030] A filtering module, used to obtain the current driving mode of the vehicle and determine a crossover point according to the current driving mode, and to perform high-pass and low-pass filtering on the initial ceiling damping force and the initial floor shelf damping force according to the crossover point to determine the final ceiling damping force and the final floor shelf damping force;

[0031] A control module is used to obtain a final damping force by summing the final ceiling damping force and the final floor damping force, determine a control current required to achieve the damping force at the speed according to a current shock absorber speed and the final damping force, and control the shock absorber according to the control current required to achieve the damping force at the speed.

[0032] Preferably, the acquisition module is used to:

[0033] Obtaining a vehicle body displacement on a shock absorber spring through the vertical acceleration of the vehicle body;

[0034] Determining the vertical displacement of the wheel under the shock absorber sprung by the relative displacement between the shock absorber sprung and the unsprung and the vehicle body displacement on the shock absorber sprung;

[0035] The initial skyhook damping force and the initial floorhook damping force are obtained respectively through the vertical displacement of the wheel under the shock absorber sprung.

[0036] According to a third aspect of an embodiment of the present invention, there is provided a vehicle, comprising:

[0037] one or more processors;

[0038] a memory for storing the one or more processor-executable instructions;

[0039] Wherein, the one or more processors are configured to:

[0040] Execute the method described in the first aspect of the embodiment of the present invention.

[0041] According to a fourth aspect of an embodiment of the present invention, a non-temporary computer-readable storage medium is provided. When instructions in the storage medium are executed by a processor of a terminal, the terminal is enabled to execute the method described in the first aspect of the embodiment of the present invention.

[0042] According to a fifth aspect of the embodiments of the present invention, an application product is provided. When the application product is running on a terminal, the terminal executes the method described in the first aspect of the embodiments of the present invention.

[0043] The beneficial effects of the present invention are:

[0044] The present invention provides a shock absorber control method, device and vehicle based on excitation frequency. Based on the excitation input of different frequencies of the road surface, the input percentage of different frequencies of the ground is controlled by changing the intensity of the filtering of the input, and then the proportion of the ceiling and the ground canopy is controlled, so as to achieve a balance between the comfort and controllability of the whole vehicle.

[0045] It is to be understood that the foregoing general description and the following detailed description are exemplary and explanatory only and are not restrictive of the invention. BRIEF DESCRIPTION OF THE DRAWINGS

[0046] Figure 1 It is a system architecture diagram of a shock absorber control method based on excitation frequency according to an exemplary embodiment.

[0047] Figure 2 The invention is a flow chart showing a shock absorber control method based on excitation frequency according to an exemplary embodiment.

[0048] Figure 3 It is a structural schematic block diagram of a vibration absorber control device based on excitation frequency according to an exemplary embodiment.

[0049] Figure 4 The present invention is a schematic block diagram of a vehicle structure according to an exemplary embodiment. DETAILED DESCRIPTION

[0050] The technical solution of the present invention will be described clearly and completely below in conjunction with the accompanying drawings. Obviously, the described embodiments are only 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.

[0051] In the description of the present invention, it should be noted that the terms "center", "up", "down", "left", "right", "vertical", "horizontal", "inside", "outside", etc. indicate directions or positional relationships based on the directions or positional relationships shown in the accompanying drawings. They are only for the convenience of describing the present invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific direction, be constructed and operated in a specific direction. Therefore, they cannot be understood as limitations on the present invention.

[0052] In the description of the present invention, it should be noted that, unless otherwise clearly specified and limited, the terms "installed", "connected", and "connected" should be understood in a broad sense, for example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection, or it can be indirectly connected through an intermediate medium, or it can be the internal communication of two components. For ordinary technicians in this field, the specific meanings of the above terms in the present invention can be understood according to specific circumstances.

[0053] The embodiment of the present invention provides a shock absorber control method based on excitation frequency, which is implemented by a terminal. The terminal includes at least a CPU, etc., and a shock absorber control system is applied. The shock absorber control system includes an acceleration sensor arranged on the vehicle body for collecting the vertical acceleration of the vehicle body and a height sensor arranged between the vehicle body and the wheel for collecting the relative displacement of the shock absorber spring and the unsprung height sensor, such as Figure 1 shown.

[0054] Embodiment 1:

[0055] Figure 1 A vibration absorber control method based on excitation frequency is shown according to an exemplary embodiment, comprising:

[0056] Step 101, obtaining the vertical acceleration of the vehicle body and the relative displacement of the shock absorber on the spring and unsprung, and determining the initial skyhook damping force and the initial floorhook damping force according to the vertical acceleration of the vehicle body and the relative displacement of the shock absorber on the spring and unsprung, respectively, the specific steps are as follows:

[0057] The vertical acceleration A of the vehicle body measured by the vehicle body acceleration sensor body After integrating formula (1), we can get the vehicle body speed V body , and then integrate again, the body displacement H on the shock absorber spring can be obtained by formula (2): body,Right now:

[0058]

[0059] According to the relative displacement H of the shock absorber on and under the spring of the height sensor damper The vertical displacement H of the wheel under the shock absorber spring can be calculated by formula (3): wheel ,Right now:

[0060] H wheel =H body -H damper (3)

[0061] The vertical displacement of the wheel under the shock absorber sprung is obtained by formula (4) to obtain the motion speed under the shock absorber sprung:

[0062]

[0063] The movement speed of the shock absorber under the spring is used to determine the movement speed of the shock absorber on the spring and under the spring. The movement speed of the shock absorber on the spring and under the spring is used to obtain the initial skyhook damping force and the initial floorhook damping force respectively through formulas (5) and (6):

[0064] F SH =K SH ×V damper ×(V damper -V wheel ) (5)

[0065] F GH =K GH ×V wheel ×(V damper -V wheel ) (6)

[0066] Among them: F SH is the initial ceiling damping force, K SH is the ceiling damping coefficient, V damper is the speed of the shock absorber on and off the spring, V wheel is the speed of the shock absorber under the spring, K GH is the damping force coefficient of the floor shed, F GH is the initial floor shed damping force.

[0067] Step 102, obtaining the current driving mode of the vehicle and determining the crossover point according to the current driving mode, and performing high-pass and low-pass filtering on the initial ceiling damping force and the initial floor shelf damping force according to the crossover point to determine the final ceiling damping force and the final floor shelf damping force, and the specific steps are as follows:

[0068] Set a crossover frequency F despThe inputs of the ceiling and floor shed are filtered with high-pass and low-pass filters respectively, and different inputs of different algorithms under the same road excitation are obtained. At this time, the ceiling and floor shed can be mixed in a certain proportion to achieve the effect of taking into account both comfort and controllability. According to different driving modes and different vehicle orientations of the vehicle, different crossover points are selected to effectively change the input proportion of the ceiling and floor shed algorithms, thereby realizing the control of different performance orientations of the vehicle.

[0069] The vehicle's current driving modes include: comfort mode, normal mode and sports mode, namely:

[0070] When the current driving mode of the vehicle is the comfort mode, the frequency division point value range is 0.08-0.12, preferably 0.1Hz, so that the high-pass filtering for the ceiling can reserve the input above 0.1Hz for the ceiling, and the low-pass filtering for the ground shed will only input the excitation in a narrow range of 0-0.1Hz to the ground shed. In the final output hybrid calculation result, the proportion of the ceiling is much greater than that of the ground shed, and the whole vehicle presents a comfort orientation;

[0071] When the current driving mode of the vehicle is the normal mode, the frequency division point ranges from 1.8 to 2.2, preferably 2 Hz. At this time, the high-pass filtering for the ceiling can reserve the input above 2 Hz for the ceiling, and the low-pass filtering for the ground can input the excitation in the range of 0 to 2 Hz to the ground. In the mixed calculation result finally output, the proportion of the ceiling and the ground is not much different, and the whole vehicle presents a relatively balanced neutral orientation.

[0072] When the current driving mode of the vehicle is the sports mode, the frequency division point ranges from 5.8 to 6.2. 6Hz is preferably used. At this time, the high-pass filter for the ceiling can reserve the input above 6Hz for the ceiling, and the low-pass filter for the ground can input the excitation in the range of 0 to 6Hz to the ground. In the final output mixed calculation result, the proportion of the ground far exceeds that of the ceiling, and the whole vehicle presents a clear sports orientation.

[0073] Step 103, obtain the final damping force by summing the final ceiling damping force and the final floor damping force, determine the control current required to achieve the damping force at the speed according to the current shock absorber speed and the final damping force, and control the shock absorber according to the control current required to achieve the damping force at the speed.

[0074] Embodiment 2:

[0075] Figure 2 1 is a schematic block diagram of a structure of a vibration absorber control device based on excitation frequency according to an exemplary embodiment, the device comprising:

[0076] an acquisition module 210, configured to acquire the vertical acceleration of the vehicle body and the relative displacement of the shock absorber on the sprung and unsprung, and determine the initial skyhook damping force and the initial floorhook damping force respectively according to the vertical acceleration of the vehicle body and the relative displacement of the shock absorber on the sprung and unsprung;

[0077] A filtering module 220 is used to obtain the current driving mode of the vehicle and determine a crossover point according to the current driving mode, and to perform high-pass and low-pass filtering on the initial ceiling damping force and the initial floor shelf damping force according to the crossover point to determine the final ceiling damping force and the final floor shelf damping force;

[0078] The control module 230 is used to obtain the final damping force by summing the final ceiling damping force and the final floor damping force, determine the control current required to achieve the damping force at the speed according to the current shock absorber speed and the final damping force, and control the shock absorber according to the control current required to achieve the damping force at the speed.

[0079] Preferably, the acquisition module 210 is used to:

[0080] Obtaining a vehicle body displacement on a shock absorber spring through the vertical acceleration of the vehicle body;

[0081] Determining the vertical displacement of the wheel under the shock absorber sprung by the relative displacement between the shock absorber sprung and the unsprung and the vehicle body displacement on the shock absorber sprung;

[0082] The initial skyhook damping force and the initial floorhook damping force are obtained respectively through the vertical displacement of the wheel under the shock absorber sprung.

[0083] This application is based on the excitation input of different frequencies of the road surface. By changing the intensity of the filtering on the input, the input percentage of different frequencies of the ground is controlled, and then the proportion of the ceiling and ground canopy is controlled to solve the balance between the comfort and handling of the whole vehicle.

[0084] Embodiment three:

[0085] Figure 3 300 is a block diagram of a vehicle 300 provided in an embodiment of the present application. For example, the vehicle 300 may be a hybrid vehicle, a non-hybrid vehicle, an electric vehicle, a fuel cell vehicle, or other types of vehicles. The vehicle 300 may be an autonomous vehicle, a semi-autonomous vehicle, or a non-autonomous vehicle. The vehicle 300 may also be equipped with a brake-by-wire system.

[0086] Reference Figure 3, the vehicle 300 may include various subsystems, for example, an infotainment system 310, a perception system 320, a decision control system 330, a drive system 340, and a computing platform 350. The vehicle 300 may also include more or fewer subsystems, and each subsystem may include multiple components. In addition, each subsystem and each component of the vehicle 300 may be interconnected by wire or wireless means.

[0087] In some embodiments, the infotainment system 310 may include a communication system, an entertainment system, and a navigation system, among others.

[0088] The perception system 320 may include several sensors for sensing information about the environment around the vehicle 300. For example, the perception system 320 may include a global positioning system (the global positioning system may be a GPS system, or a Beidou system or other positioning systems), an inertial measurement unit (IMU), a laser radar, a millimeter wave radar, an ultrasonic radar, and a camera.

[0089] The decision control system 330 may include a computing system, a vehicle controller, a steering system, a throttle, and a braking system.

[0090] The drive system 340 may include components that provide power movement for the vehicle 300. In one embodiment, the drive system 340 may include an engine, an energy source, a transmission system, and wheels. The engine may be one or a combination of an internal combustion engine, an electric motor, and an air compression engine. The engine is capable of converting energy provided by the energy source into mechanical energy.

[0091] Some or all functions of the vehicle 300 are controlled by a computing platform 350. The computing platform 350 may include at least one processor 351 and a memory 352, and the processor 351 may execute instructions 353 stored in the memory 352.

[0092] The processor 351 may be any conventional processor, such as a commercially available CPU. The processor may also include a graphics processor (Graphic Process Unit, GPU), a field programmable gate array (Field Programmable Gate Array, FPGA), a system on chip (System on Chip, SOC), an application specific integrated circuit (Application Specific Integrated Circuit, ASIC) or a combination thereof.

[0093] The memory 352 may be implemented by any type of volatile or nonvolatile storage device or a combination thereof, such as static random access memory (SRAM), electrically erasable programmable read-only memory (EEPROM), erasable programmable read-only memory (EPROM), programmable read-only memory (PROM), read-only memory (ROM), magnetic storage, flash memory, magnetic disk or optical disk.

[0094] In addition to instructions 353 , memory 352 may also store data, such as road maps, route information, vehicle location, direction, speed, etc. The data stored in memory 352 may be used by computing platform 350 .

[0095] In the embodiment of the present disclosure, the processor 351 may execute the instruction 353 to complete all or part of the steps of the above-mentioned shock absorber control method based on the excitation frequency.

[0096] Embodiment 4:

[0097] In an exemplary embodiment, a computer-readable storage medium is further provided, on which a computer program is stored. When the program is executed by a processor, a vibration absorber control method based on excitation frequency is implemented as provided in all the inventive embodiments of the present application.

[0098] Any combination of one or more computer-readable media may be used. A computer-readable medium may be a computer-readable signal medium or a computer-readable storage medium. A computer-readable storage medium may be, for example, but not limited to, an electrical, magnetic, optical, electromagnetic, infrared, or semiconductor system, device, or device, or any combination thereof. More specific examples (a non-exhaustive list) of computer-readable storage media include: an electrical connection with one or more wires, a portable computer disk, a hard disk, a random access memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM or flash memory), an optical fiber, a portable compact disk read-only memory (CD-ROM), an optical storage device, a magnetic storage device, or any suitable combination thereof. In this document, a computer-readable storage medium may be any tangible medium containing or storing a program that may be used by or in conjunction with an instruction execution system, device, or device.

[0099] Computer-readable signal media may include a data signal propagated in baseband or as part of a carrier wave, which carries a computer-readable program code. Such propagated data signals may take a variety of forms, including, but not limited to, electromagnetic signals, optical signals, or any suitable combination of the above. Computer-readable signal media may also be any computer-readable medium other than a computer-readable storage medium, which may send, propagate, or transmit a program for use by or in conjunction with an instruction execution system, apparatus, or device.

[0100] Program code embodied on a computer readable medium may be transmitted using any appropriate medium, including but not limited to wireless, wireline, optical fiber cable, RF, etc., or any suitable combination of the foregoing.

[0101] Computer program code for performing the operations of the present invention may be written in one or more programming languages ​​or a combination thereof, including object-oriented programming languages ​​such as Java, Smalltalk, C++, and conventional procedural programming languages ​​such as "C" or similar programming languages. The program code may be executed entirely on the user's computer, partially on the user's computer, as a separate software package, partially on the user's computer and partially on a remote computer, or entirely on a remote computer or server. In the case of a remote computer, the remote computer may be connected to the user's computer through any type of network, including a local area network (LAN) or a wide area network (WAN), or may be connected to an external computer (e.g., via the Internet using an Internet service provider).

[0102] Embodiment five:

[0103] In an exemplary embodiment, an application product is also provided, including one or more instructions, which can be executed by the processor 351 of the above-mentioned device to implement the above-mentioned shock absorber control method based on the excitation frequency.

[0104] Although the embodiments of the present invention have been disclosed above, they are not limited to the applications listed in the specification and the embodiments. It can be fully applied to various fields suitable for the present invention. For those familiar with the art, additional modifications can be easily realized. Therefore, without departing from the general concept defined by the claims and equivalent scope, the present invention is not limited to the specific details and the illustrations shown and described here.

Claims

1. A shock absorber control method based on excitation frequency, applied to a shock absorber control system, wherein the shock absorber control system comprises an acceleration sensor arranged on a vehicle body for collecting the vertical acceleration of the vehicle body and a height sensor arranged between the vehicle body and the wheel for collecting the relative displacement of the shock absorber sprung and unsprung, characterized in that: include: Acquiring the vertical acceleration of the vehicle body and the relative displacement of the shock absorber on the spring and unsprung, and determining the initial skyhook damping force and the initial floorhook damping force respectively according to the vertical acceleration of the vehicle body and the relative displacement of the shock absorber on the spring and unsprung; Acquire the current driving mode of the vehicle and determine the crossover point according to the current driving mode, and perform high-pass and low-pass filtering on the initial ceiling damping force and the initial floor shelf damping force according to the crossover point to determine the final ceiling damping force and the final floor shelf damping force; The final damping force is obtained by summing the final ceiling damping force and the final floor damping force, and the control current required to achieve the damping force at the speed is determined according to the current shock absorber speed and the final damping force, and the shock absorber is controlled according to the control current required to achieve the damping force at the speed.

2. The vibration absorber control method based on excitation frequency according to claim 1, characterized in that: The determining of the initial skyhook damping force and the initial floorhook damping force according to the vertical acceleration of the vehicle body and the relative displacement of the shock absorber on the sprung and unsprung respectively comprises: Obtaining a vehicle body displacement on a shock absorber spring through the vertical acceleration of the vehicle body; Determining the vertical displacement of the wheel under the shock absorber sprung by the relative displacement between the shock absorber sprung and the unsprung and the vehicle body displacement on the shock absorber sprung; The initial skyhook damping force and the initial floorhook damping force are obtained respectively through the vertical displacement of the wheel under the shock absorber sprung.

3. The vibration absorber control method based on excitation frequency according to claim 2, characterized in that: The obtaining of the initial skyhook damping force and the initial floorhook damping force according to the vertical displacement of the wheel under the shock absorber sprung spring comprises: Obtaining the movement speed of the shock absorber under the spring by the vertical displacement of the wheel under the shock absorber sprung; Determining the movement speed of the shock absorber sprung and unsprung by the movement speed of the shock absorber unsprung; The initial skyhook damping force and the initial floorhook damping force are obtained respectively by the movement speed of the shock absorber on the sprung and under the sprung.

4. The vibration absorber control method based on excitation frequency according to claim 3, characterized in that: The initial skyhook damping force and the initial floorhook damping force are obtained by the movement speed of the shock absorber on the spring and under the spring, respectively, including: The movement speed of the shock absorber on the spring and under the spring is obtained by formula (1) and (2) respectively to obtain the initial skyhook damping force and the initial floorhook damping force: F SH =K SH ×V damper ×(V damper -V wheel ) (1) F GH =K GH ×V wheel ×(V damper -V whheel ) (2) Among them: F SH is the initial ceiling damping force, K SH is the ceiling damping coefficient, V damper is the speed of the shock absorber on and off the spring, V wheel is the speed of the shock absorber under the spring, K GH is the damping force coefficient of the floor shed, F GH is the initial floor shed damping force.

5. The vibration absorber control method based on excitation frequency according to claim 1, characterized in that: The current driving mode of the vehicle includes: comfort mode, normal mode and sports mode.

6. The vibration absorber control method based on excitation frequency according to claim 5, characterized in that: The obtaining of the current driving mode of the vehicle and determining the frequency division point according to the current driving mode of the vehicle includes: When the current driving mode of the vehicle is the comfort mode, the frequency division point value range is 0.08-0.12; When the current driving mode of the vehicle is the normal mode, the frequency division point value range is 1.8-2.2; When the current driving mode of the vehicle is the sports mode, the frequency division point value range is 5.8-6.

2.

7. A vibration absorber control device based on excitation frequency, characterized in that: include: an acquisition module, used for acquiring the vertical acceleration of the vehicle body and the relative displacement of the shock absorber on the spring and unsprung, and determining the initial skyhook damping force and the initial floorhook damping force respectively according to the vertical acceleration of the vehicle body and the relative displacement of the shock absorber on the spring and unsprung; A filtering module, used to obtain the current driving mode of the vehicle and determine a crossover point according to the current driving mode, and to perform high-pass and low-pass filtering on the initial ceiling damping force and the initial floor shelf damping force according to the crossover point to determine the final ceiling damping force and the final floor shelf damping force; A control module is used to obtain a final damping force by summing the final ceiling damping force and the final floor damping force, determine a control current required to achieve the damping force at the speed according to a current shock absorber speed and the final damping force, and control the shock absorber according to the control current required to achieve the damping force at the speed.

8. The vibration absorber control device based on excitation frequency according to claim 7, characterized in that: The acquisition module is used to: Obtaining a vehicle body displacement on a shock absorber spring through the vertical acceleration of the vehicle body; Determining the vertical displacement of the wheel under the shock absorber sprung by the relative displacement between the shock absorber sprung and the unsprung and the vehicle body displacement on the shock absorber sprung; The initial skyhook damping force and the initial floorhook damping force are obtained respectively through the vertical displacement of the wheel under the shock absorber sprung.

9. A vehicle, characterized in that: include: processor; a memory for storing processor-executable instructions; The processor is configured to execute the steps of the vibration absorber control method based on the excitation frequency as claimed in any one of claims 1 to 6.

10. A computer-readable storage medium having computer program instructions stored thereon, characterized in that: When the program instructions are executed by a processor, the steps of the vibration absorber control method based on the excitation frequency described in any one of claims 1 to 6 are implemented.

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