A vibration damper control method, device, and vehicle based on excitation frequency.

Abstract

This invention discloses a vibration damper control method, device, and vehicle based on excitation frequency, belonging to the field of vehicle control technology. The method includes: acquiring the vertical acceleration of the vehicle body and the relative displacements of the spring and unsprung parts of the vibration damper; determining initial ceiling damping force and initial ground damping force based on the vertical acceleration of the vehicle body and the relative displacements of the spring and unsprung parts of the vibration damper, respectively; acquiring the current driving mode of the vehicle and determining a frequency division point based on it; performing high-pass and low-pass filtering on the initial ceiling damping force and initial ground damping force based on the frequency division point to determine the final ceiling damping force and final ground damping force, respectively; summing the final ceiling damping force and final ground damping force to obtain the final damping force; determining the control current required to achieve the damping force at the current vibration damper speed and the final damping force; and controlling the vibration damper based on the control current required to achieve the damping force at the current speed.

Description

Technical Field

[0001] This invention discloses a vibration damper control method, device, and vehicle based on excitation frequency, belonging to the field of vehicle control technology. Background Technology

[0002] With the upgrading of consumption, consumers have increasingly higher requirements for vehicle performance. Against this backdrop, semi-active dampers are gradually becoming more popular as equipment to improve comfort. For the control algorithm of semi-active dampers, the industry usually adopts the SkyHook algorithm. This algorithm can effectively improve vehicle body control under low-frequency road excitation (such as undulating roads), but it may cause excessive tire displacement, poor tire contact with the ground, and affect the overall vehicle handling.

[0003] Some have developed ground hook algorithms to address this issue, which can effectively improve tire contact with the ground. However, similarly, while ground hook algorithms improve handling, they can worsen overall vehicle comfort, leading to excessive and unnecessary vibrations in the vehicle body. Neither ground hook nor skyhook algorithms can effectively solve the balance between vehicle handling and comfort. Summary of the Invention

[0004] To address the shortcomings of existing technologies, this invention proposes a shock absorber control method, device, and vehicle based on excitation frequency, which solves the problem that current semi-active shock absorber control algorithms cannot effectively address 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 the present invention, a vibration damper control method based on excitation frequency is provided, comprising:

[0007] The vertical acceleration of the vehicle body and the relative displacement of the upper and lower springs of the shock absorber are obtained. The initial ceiling damping force and the initial floor damping force are determined based on the vertical acceleration of the vehicle body and the relative displacement of the upper and lower springs of the shock absorber, respectively.

[0008] The vehicle's current driving mode is obtained and the frequency division point is determined accordingly. The initial ceiling damping force and the initial floor damping force are then subjected to high-pass and low-pass filtering respectively based on the frequency division point to determine the final ceiling damping force and the final floor damping force.

[0009] The final damping force is obtained by summing the final ceiling damping force and the final floor damping force. The control current required to achieve the damping force at the current speed is determined based on the current damper speed and the final damping force. The damper is then controlled based on the control current required to achieve the damping force at the current speed.

[0010] Preferably, determining the initial ceiling damping force and the initial floor damping force based on the vertical acceleration of the vehicle body and the relative displacements of the spring and unsprung parts of the shock absorber includes:

[0011] The vehicle body displacement on the shock absorber spring is obtained by the vertical acceleration of the vehicle body.

[0012] The vertical displacement of the wheel under the shock absorber is determined by the relative displacement between the upper and lower parts of the shock absorber spring and the vehicle body displacement on the shock absorber spring.

[0013] The initial ceiling damping force and the initial floor damping force are obtained by measuring the vertical displacement of the unsprung wheel of the shock absorber.

[0014] Preferably, obtaining the initial ceiling damping force and the initial floor damping force based on the vertical displacement of the unsprung wheel of the shock absorber includes:

[0015] The speed of motion under the shock absorber is obtained by the vertical displacement of the wheel under the shock absorber.

[0016] The speeds of movement on and off the spring of the shock absorber are determined by the speed of movement under the spring.

[0017] The initial ceiling damping force and the initial floor damping force are obtained by the speeds of the spring and unsprung motion of the damper, respectively.

[0018] Preferably, the method of obtaining the initial ceiling damping force and the initial floor damping force by means of the spring speeds and unsprung speeds of the damper includes:

[0019] The speeds of the spring and unsprung motion of the damper are obtained by formulas (1) and (2) respectively, which yield the initial ceiling damping force and the initial floor 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] Wherein: F SH K is the initial ceiling damping force. SH V is the ceiling damping force coefficient. damper V represents the speed of motion of the spring and unsprung parts of the shock absorber. wheel K represents the speed of motion of the shock absorber under the spring. GH F is the damping force coefficient of the ground canopy.GH This represents the initial ground-mounted damping force.

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

[0024] Preferably, the step of obtaining the vehicle's current driving mode and determining the frequency division point based on it includes:

[0025] When the vehicle's current driving mode is comfort mode, the frequency division point ranges from 0.08 to 0.12.

[0026] When the vehicle's current driving mode is normal mode, the frequency division point value ranges from 1.8 to 2.2.

[0027] When the vehicle's current driving mode is Sport mode, the frequency division point ranges from 5.8 to 6.2.

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

[0029] The acquisition module is used to acquire the vertical acceleration of the vehicle body and the relative displacement of the spring and unsprung parts of the shock absorber, and to determine the initial ceiling damping force and the initial floor damping force based on the vertical acceleration of the vehicle body and the relative displacement of the spring and unsprung parts of the shock absorber, respectively.

[0030] The filtering module is used to obtain the current driving mode of the vehicle and determine the frequency division point based on it. Based on the frequency division point, the initial ceiling damping force and the initial floor damping force are respectively subjected to high-pass and low-pass filtering to determine the final ceiling damping force and the final floor damping force.

[0031] The control module 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 current damper speed and the final damping force, and control the damper according to the control current required to achieve the damping force at the current speed.

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

[0033] The vehicle body displacement on the shock absorber spring is obtained by the vertical acceleration of the vehicle body.

[0034] The vertical displacement of the wheel under the shock absorber is determined by the relative displacement between the upper and lower parts of the shock absorber spring and the vehicle body displacement on the shock absorber spring.

[0035] The initial ceiling damping force and the initial floor damping force are obtained by measuring the vertical displacement of the unsprung wheel of the shock absorber.

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

[0037] One or more processors;

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

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

[0040] Perform the method described in the first aspect of the embodiments of the present invention.

[0041] According to a fourth aspect of the present invention, a non-transitory computer-readable storage medium is provided, wherein when instructions in the storage medium are executed by a processor of a terminal, the terminal is enabled to perform the method described in the first aspect of the present invention.

[0042] According to a fifth aspect of the present invention, an application product is provided that, when the application product is running on a terminal, causes the terminal to execute the method described in the first aspect of the present invention.

[0043] The beneficial effects of this invention are as follows:

[0044] This invention provides a shock absorber control method, device, and vehicle based on excitation frequency. Based on different frequency excitation inputs from the road surface, the percentage of different frequency inputs from the ground is controlled by changing the intensity of the filtering of the input, thereby controlling the ratio of the ceiling and floor canopies and solving the balance between overall vehicle comfort and handling.

[0045] It should be understood that the above general description and the following detailed description are exemplary and explanatory only, and are not intended to limit the invention. Attached Figure Description

[0046] Figure 1 This is a system architecture diagram illustrating a vibration damper control method based on an excitation frequency, according to an exemplary embodiment.

[0047] Figure 2 This is a flowchart illustrating a vibration damper control method based on an excitation frequency, according to an exemplary embodiment.

[0048] Figure 3 This is a schematic block diagram illustrating the structure of a vibration damper control device based on an excitation frequency, according to an exemplary embodiment.

[0049] Figure 4 This is a schematic block diagram of a vehicle structure according to an exemplary embodiment. Detailed Implementation

[0050] The technical solution of the present invention will now be clearly and completely described with reference to the accompanying drawings. Obviously, the described embodiments are only some, not all, of the embodiments of the present invention. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0051] In the description of this invention, it should be noted that the terms "center", "upper", "lower", "left", "right", "vertical", "horizontal", "inner", "outer", etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are only for the convenience of describing this invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this invention.

[0052] In the description of this invention, it should be noted that, unless otherwise explicitly specified and limited, the terms "installation," "connection," and "linking" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection of two components. Those skilled in the art can understand the specific meaning of the above terms in this invention based on the specific circumstances.

[0053] This invention provides a vibration damper control method based on excitation frequency, implemented by a terminal. The terminal includes at least a CPU, and applies a vibration damper control system. The vibration damper control system includes an acceleration sensor mounted on the vehicle body to collect the vertical acceleration of the vehicle body, and a height sensor mounted between the vehicle body and the wheels to collect the relative displacement of the vibration damper's supra-sprung and unsprung parts. Figure 1 As shown.

[0054] Example 1:

[0055] Figure 1 This is an exemplary embodiment illustrating a vibration damper control method based on excitation frequency, comprising:

[0056] Step 101: Obtain the vertical acceleration of the vehicle body and the relative displacements of the spring and unsprung parts of the shock absorber. Determine the initial ceiling damping force and the initial floor damping force based on the vertical acceleration of the vehicle body and the relative displacements of the spring and unsprung parts of the shock absorber, respectively. The specific steps are as follows:

[0057] The vertical acceleration A of the vehicle body is measured by the vehicle body acceleration sensor. body The vehicle's velocity V can be obtained by integrating the equation (1). body After integrating again, the vehicle body displacement H on the shock absorber spring can be obtained using formula (2). body,Right now:

[0058]

[0059] Based on the relative displacement H of the damper spring and unsprung surface, as indicated by the height sensor. damper The vertical displacement H of the unsprung wheel of the shock absorber can be calculated using formula (3). wheel ,Right now:

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

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

[0062]

[0063] The speeds of the damper's upper and lower surfaces are determined by the speed of the damper's unsprung surface. The initial ceiling damping force and initial floor damping force are obtained from the speeds of the damper's upper and lower surfaces using formulas (5) and (6), respectively.

[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] Wherein: F SH K is the initial ceiling damping force. SH V is the ceiling damping force coefficient. damper V represents the speed of motion of the spring and unsprung parts of the shock absorber. wheel K represents the speed of motion of the shock absorber under the spring. GH F is the damping force coefficient of the ground canopy. GH This represents the initial ground-mounted damping force.

[0067] Step 102: Obtain the vehicle's current driving mode and determine the frequency division point based on it. Then, perform high-pass and low-pass filtering on the initial ceiling damping force and initial floor damping force respectively based on the frequency division point to determine the final ceiling damping force and final floor damping force. The specific steps are as follows:

[0068] Set a division point F despThe inputs to the ceiling and floor are filtered using high-pass and low-pass filters respectively, resulting in different inputs for different algorithms under the same road surface excitation. At this point, the ceiling and floor can be mixed in a certain proportion to balance comfort and handling. By selecting different frequency division points for different driving modes and vehicle orientations, the input ratio of the ceiling and floor algorithms can be effectively changed, thereby achieving control of different vehicle performance orientations.

[0069] The vehicle's current driving modes include: Comfort mode, Normal mode, and Sport mode, namely:

[0070] When the current driving mode of the vehicle is comfort mode, the frequency division point is in the range of 0.08-0.12, preferably 0.1Hz. This way, the high-pass filter for the ceiling can retain inputs above 0.1Hz for the ceiling, while the low-pass filter for the floor will only send excitation inputs in a narrow range of 0 to 0.1Hz to the floor. In the final output of the mixed calculation result, the ceiling accounts for a much larger proportion than the floor, and the whole vehicle presents a comfort orientation.

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

[0072] When the vehicle's current driving mode is Sport mode, the frequency division point ranges from 5.8 to 6.2. Preferably, 6Hz is used. In this mode, the high-pass filter for the ceiling retains inputs above 6Hz for the ceiling, while the low-pass filter for the floor sends excitation inputs in the 0-6Hz range to the floor. In the final mixed calculation result, the floor's proportion far exceeds that of the ceiling, resulting in a clear sporty orientation for the entire vehicle.

[0073] Step 103: The final damping force is obtained by summing the final ceiling damping force and the final floor damping force. The control current required to achieve the damping force at the current speed is determined based on the current damper speed and the final damping force. The damper is then controlled based on the control current required to achieve the damping force at the current speed.

[0074] Example 2:

[0075] Figure 2 This is a schematic block diagram illustrating the structure of a vibration damper control device based on an excitation frequency, according to an exemplary embodiment. The device includes:

[0076] The acquisition module 210 is used to acquire the vertical acceleration of the vehicle body and the relative displacement of the upper and lower springs of the shock absorber, and to determine the initial ceiling damping force and the initial floor damping force based on the vertical acceleration of the vehicle body and the relative displacement of the upper and lower springs of the shock absorber, respectively.

[0077] The filtering module 220 is used to obtain the current driving mode of the vehicle and determine the frequency division point based on it, and to perform high-pass and low-pass filtering on the initial ceiling damping force and the initial floor damping force based on the frequency division point to determine the final ceiling damping force and the final floor 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 current speed and the final damping force, and control the damper according to the control current required to achieve the damping force at the current speed.

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

[0080] The vehicle body displacement on the shock absorber spring is obtained by the vertical acceleration of the vehicle body.

[0081] The vertical displacement of the wheel under the shock absorber is determined by the relative displacement between the upper and lower parts of the shock absorber spring and the vehicle body displacement on the shock absorber spring.

[0082] The initial ceiling damping force and the initial floor damping force are obtained by measuring the vertical displacement of the unsprung wheel of the shock absorber.

[0083] This application is based on different frequency excitation inputs from the road surface. By changing the intensity of the filter on the input, the percentage of different frequency inputs from the ground is controlled, thereby controlling the ratio of the ceiling and the floor canopy, and solving the balance between vehicle comfort and handling.

[0084] Example 3:

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

[0086] Reference Figure 3The vehicle 300 may include various subsystems, such as 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. Furthermore, each subsystem and component of the vehicle 300 can be interconnected via wired or wireless means.

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

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

[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 powered motion to 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 internal combustion engines, electric motors, and compressed air engines. The engine is capable of converting energy provided by the energy source into mechanical energy.

[0091] Some or all of the 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, the processor 351 being able to execute instructions 353 stored in the memory 352.

[0092] Processor 351 can be any conventional processor, such as a commercially available CPU. The processor may also include, for example, a Graphics Processing Unit (GPU), a Field Programmable Gate Array (FPGA), a System on Chip (SOC), an Application Specific Integrated Circuit (ASIC), or a combination thereof.

[0093] The memory 352 can be implemented by any type of volatile or non-volatile 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 instruction 353, memory 352 can also store data, such as road maps, route information, vehicle position, direction, speed, and other data. The data stored in memory 352 can be used by computing platform 350.

[0095] In this embodiment of the disclosure, processor 351 may execute instruction 353 to complete all or part of the steps of the above-described vibration damper control method based on excitation frequency.

[0096] Example 4:

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

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

[0099] Computer-readable signal media may include data signals propagated in baseband or as part of a carrier wave, carrying computer-readable program code. Such propagated data signals may take various forms, including—but not limited to—electromagnetic signals, optical signals, or any suitable combination thereof. Computer-readable signal media may also be any computer-readable medium other than computer-readable storage media, capable of transmitting, propagating, or transmitting programs for use by or in connection with an instruction execution system, apparatus, or device.

[0100] The program code contained on a computer-readable medium may be transmitted using any suitable medium, including—but not limited to—wireless, wire, optical fiber, RF, etc., or any suitable combination thereof.

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

[0102] Example 5:

[0103] In an exemplary embodiment, an application product is also provided, including one or more instructions that can be executed by the processor 351 of the aforementioned device to complete the aforementioned vibration damper control method based on excitation frequency.

[0104] Although embodiments of the present invention have been disclosed above, they are not limited to the applications listed in the specification and embodiments. It can be applied to various fields suitable for the present invention. Other modifications can be readily made by those skilled in the art. Therefore, without departing from the general concept defined by the claims and their equivalents, the present invention is not limited to the specific details and examples shown and described herein.

Claims

1. A vibration damper control method based on excitation frequency, applied to a vibration damper control system, wherein the vibration damper control system includes an acceleration sensor mounted on the vehicle body for acquiring the vertical acceleration of the vehicle body and a height sensor mounted between the vehicle body and the wheels for acquiring the relative displacement of the vibration damper spring and unsprung surface, characterized in that, include: The vertical acceleration of the vehicle body and the relative displacement of the spring and unsprung parts of the shock absorber are obtained. The initial ceiling damping force is determined based on the vertical acceleration of the vehicle body and the relative displacement of the spring and unsprung parts of the shock absorber. The initial floor damping force is determined based on the vertical acceleration of the vehicle body and the relative displacement of the spring and unsprung parts of the shock absorber. The vehicle's current driving mode is obtained and a frequency division point is determined based on it. The initial ceiling damping force is determined by high-pass filtering of the frequencies above the frequency division point, and the initial floor damping force is determined by low-pass filtering of the frequencies below the frequency division point. The current driving mode of the vehicle includes: comfort mode, normal mode and sport mode. The final damping force is obtained by summing the final ceiling damping force and the final floor damping force. The control current required to achieve the damping force at the current speed is determined based on the current damper speed and the final damping force. The damper is then controlled based on the control current required to achieve the damping force at the current speed.

2. The vibration damper control method based on excitation frequency according to claim 1, characterized in that, The initial ceiling damping force is determined based on the vertical acceleration of the vehicle body and the relative displacements of the spring and unsprung parts of the shock absorber, and the initial floor damping force is determined based on the vertical acceleration of the vehicle body and the relative displacements of the spring and unsprung parts of the shock absorber, including: The vehicle body displacement on the shock absorber spring is obtained by the vertical acceleration of the vehicle body. The vertical displacement of the wheel under the shock absorber is determined by the relative displacement between the upper and lower parts of the shock absorber spring and the vehicle body displacement on the shock absorber spring. The initial ceiling damping force and the initial floor damping force are obtained by measuring the vertical displacement of the unsprung wheel of the shock absorber.

3. The vibration damper control method based on excitation frequency according to claim 2, characterized in that, The initial ceiling damping force and initial ground damping force are obtained by measuring the vertical displacement of the unsprung wheel of the shock absorber, respectively, including: The speed of motion under the shock absorber is obtained by the vertical displacement of the wheel under the shock absorber. The speeds of movement on and off the spring of the shock absorber are determined by the speed of movement under the spring. The initial ceiling damping force and the initial floor damping force are obtained by the speeds of the spring and unsprung motion of the damper, respectively.

4. The vibration damper control method based on excitation frequency according to claim 3, characterized in that, The initial ceiling damping force and initial floor damping force are obtained by measuring the speeds of the spring and unsprung motion of the damper, respectively, including: The initial ceiling damping force and initial floor damping force are obtained by formulas (1) and (2) respectively, based on the on-spring and unsprung motion velocities of the damper: （1） （2） Wherein: F SH K is the initial ceiling damping force. SH V is the ceiling damping force coefficient. damper V represents the speed of motion of the spring and unsprung parts of the shock absorber. wheel K represents the speed of motion of the shock absorber under the spring. GH F is the damping force coefficient of the ground canopy. GH This represents the initial ground-mounted damping force.

5. The vibration damper control method based on excitation frequency according to claim 4, characterized in that, The step of obtaining the vehicle's current driving mode and determining the frequency division point based on it includes: When the vehicle's current driving mode is comfort mode, the frequency division point ranges from 0.08 to 0.12 Hz. When the vehicle's current driving mode is normal mode, the frequency division point ranges from 1.8 to 2.2 Hz. When the vehicle's current driving mode is Sport mode, the frequency division point ranges from 5.8 to 6.2 Hz.

6. A vibration damper control device based on excitation frequency, characterized in that, include: The acquisition module is used to acquire the vertical acceleration of the vehicle body and the relative displacement of the spring and unsprung parts of the shock absorber, determine the initial ceiling damping force based on the vertical acceleration of the vehicle body and the relative displacement of the spring and unsprung parts of the shock absorber, and determine the initial floor damping force based on the vertical acceleration of the vehicle body and the relative displacement of the spring and unsprung parts of the shock absorber. The filtering module is used to obtain the current driving mode of the vehicle and determine the frequency division point based on it. The initial ceiling damping force is determined by high-pass filtering of the frequencies above the frequency division point to determine the final ceiling damping force, and the initial floor damping force is determined by low-pass filtering of the frequencies below the frequency division point to determine the final floor damping force. The current driving mode of the vehicle includes: comfort mode, normal mode and sport mode. The control module 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 current damper speed and the final damping force, and control the damper according to the control current required to achieve the damping force at the current speed.

7. The vibration damper control device based on excitation frequency according to claim 6, characterized in that, The acquisition module is used for: The vehicle body displacement on the shock absorber spring is obtained by the vertical acceleration of the vehicle body. The vertical displacement of the wheel under the shock absorber is determined by the relative displacement between the upper and lower parts of the shock absorber spring and the vehicle body displacement on the shock absorber spring. The initial ceiling damping force and the initial floor damping force are obtained by measuring the vertical displacement of the unsprung wheel of the shock absorber.

8. A vehicle, characterized in that, include: processor; Memory used to store processor-executable instructions; The processor is configured to perform the steps of the vibration damper control method based on excitation frequency as described in any one of claims 1 to 5.

9. A computer-readable storage medium having computer program instructions stored thereon, characterized in that, When executed by the processor, the program instructions implement the steps of the vibration damper control method based on excitation frequency as described in any one of claims 1 to 5.

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