System for controlling magnetorheological damper of vehicle

Abstract

An embodiment of the present disclosure relates to a system for controlling a magnetorheological damper of a vehicle, comprising: an acceleration acquisition device configured to acquire acceleration information about the vehicle; the vehicle attitude acquisition device is configured to acquire attitude information about the vehicle; the control unit is configured to generate a control signal for adjusting the driving current of the magnetorheological damper according to at least one of the acceleration information about the vehicle and the attitude information about the vehicle; and the driving unit is configured to generate a driving current for driving the magnetorheological damper according to the control signal from the control unit. According to the scheme, accurate control over the magnetorheological damper can be achieved, and the excellent damping effect is achieved.

Description

Technical Field

[0001] Embodiments of the present disclosure relate generally to the field, and more particularly to a. Background Art

[0002] Magnetorheological shock absorbers are devices that use the principle of electromagnetic reaction to achieve the vibration reduction effect on vehicles. However, magnetorheological shock absorbers are an emerging technology. In traditional solutions, the control schemes of magnetorheological shock absorbers often have problems such as inaccurate control, resulting in poor vibration reduction effects. Summary of the invention

[0003] In view of the above problems, the present disclosure provides a system for controlling a magnetorheological damper of a vehicle, which can achieve precise control of the magnetorheological damper, thereby achieving excellent vibration reduction effect.

[0004] According to one aspect of the present disclosure, a system for controlling a magnetorheological damper of a vehicle is provided. The system includes: an acceleration acquisition device configured to acquire acceleration information about the vehicle; a vehicle posture acquisition device configured to acquire posture information about the vehicle; a control unit configured to generate a control signal for adjusting a driving current of the magnetorheological damper according to at least one of the acceleration information about the vehicle and the posture information about the vehicle; and a driving unit configured to generate a driving current for driving the magnetorheological damper according to the control signal from the control unit.

[0005] In some embodiments, the control unit is further configured to determine a target damping coefficient of the magnetorheological damper based on at least one of acceleration information about the vehicle and posture information about the vehicle, and to determine a driving current for driving the magnetorheological damper based on the target damping coefficient so as to generate a control signal for adjusting the driving current of the magnetorheological damper.

[0006] In some embodiments, the control unit is further configured to determine the type of operating condition of the vehicle based on acceleration information about the vehicle and posture information about the vehicle, so as to determine a target damping coefficient of the magnetorheological shock absorber based on the type of operating condition of the vehicle.

[0007] In some embodiments, the control unit is further configured to determine the type of road condition the vehicle is in based on acceleration information about the vehicle and posture information about the vehicle, so as to determine a target damping coefficient of the magnetorheological shock absorber based on the type of road condition the vehicle is in.

[0008] In some embodiments, the system also includes: a driving current detection unit, electrically connected to the driving unit, and configured to detect an actual output current of the driving unit; and the control unit is also configured to generate a new control signal based on the detected actual output current of the driving unit and the driving current corresponding to the control signal.

[0009] In some embodiments, the driving current detection unit includes: a sampling resistor, one end of the sampling resistor is electrically connected to the output end of the driving unit, and the other end of the sampling resistor is electrically connected to the current input end of the magnetorheological damper; and an amplifier, the positive input end of the amplifier is electrically connected to one end of the sampling resistor, the reverse input end of the amplifier is electrically connected to the other end of the sampling resistor, and the output end of the amplifier is configured to output a detection signal corresponding to the actual output current.

[0010] In some embodiments, the control signal for adjusting the driving current of the magnetorheological damper is a PWM signal, and the frequency of the control signal for adjusting the driving current of the magnetorheological damper is any value between 15 KHz and 16.5 KHz.

[0011] In some embodiments, the acceleration acquisition device includes: a first acceleration sensor configured to acquire sprung acceleration information of the magnetorheological shock absorber; a second acceleration sensor configured to acquire unsprung acceleration information of the magnetorheological shock absorber; and a third acceleration sensor configured to acquire vehicle body acceleration information.

[0012] In some embodiments, the vehicle posture acquisition device includes: a three-axis gyroscope; and a three-axis accelerometer.

[0013] In some embodiments, the system further includes: an encryption unit electrically connected to the control unit and configured to encrypt the control unit; and the control unit is further configured to generate a signal for resetting the encryption unit in response to determining that the operating state of the encryption unit is abnormal.

[0014] It should be understood that the content described in this section is not intended to identify the key or important features of the embodiments of the present disclosure, nor is it intended to limit the scope of the present disclosure. Other features of the present disclosure will become easily understood through the following description. BRIEF DESCRIPTION OF THE DRAWINGS

[0015] The above and other features, advantages and aspects of the embodiments of the present disclosure will become more apparent with reference to the following detailed description in conjunction with the accompanying drawings. In the accompanying drawings, the same or similar reference numerals represent the same or similar elements.

[0016] Figure 1 A block diagram of a system for controlling a magnetorheological damper of a vehicle according to an embodiment of the present disclosure is shown.

[0017] Figure 2 A partial schematic structural diagram of a system for controlling a magnetorheological damper of a vehicle according to an embodiment of the present disclosure is shown.

[0018] Figure 3A block diagram of a system for controlling a magnetorheological damper of a vehicle according to an embodiment of the present disclosure is shown.

[0019] Figure 4 A schematic diagram showing the connection relationship between the control unit and the encryption unit of an embodiment of the present disclosure.

[0020] Figure 5 A schematic diagram showing the connection relationship between a control unit and an acceleration acquisition device according to an embodiment of the present disclosure.

[0021] Figure 6 A schematic diagram showing the connection relationship between a control unit and a vehicle posture acquisition device according to an embodiment of the present disclosure.

[0022] Figure 7 A schematic block diagram of an example electronic device that can be used to implement embodiments of the present disclosure is shown. DETAILED DESCRIPTION

[0023] The following is a description of exemplary embodiments of the present disclosure in conjunction with the accompanying drawings, including various details of the embodiments of the present disclosure to facilitate understanding, which should be considered as merely exemplary. Therefore, it should be recognized by those of ordinary skill in the art that various changes and modifications may be made to the embodiments described herein without departing from the scope and spirit of the present disclosure. Similarly, for the sake of clarity and conciseness, descriptions of well-known functions and structures are omitted in the following description.

[0024] As used herein, the term "including" and its variations mean open inclusion, i.e., "including but not limited to". Unless otherwise stated, the term "or" means "and / or". The term "based on" means "based at least in part on". The terms "an example embodiment" and "an embodiment" mean "at least one example embodiment". The term "another embodiment" means "at least one additional embodiment". The terms "first", "second", etc. may refer to different or the same objects. Other explicit and implicit definitions may also be included below.

[0025] As described above, in traditional solutions, the solutions for controlling magnetorheological dampers often have problems such as inaccurate control, resulting in poor vibration reduction effects.

[0026] In order to at least partially solve one or more of the above problems and other potential problems, a solution for controlling a magnetorheological damper of a vehicle is provided, wherein a control signal for adjusting a driving current of the magnetorheological damper is generated according to at least one of acceleration information about the vehicle acquired by an acceleration acquisition device and posture information about the vehicle acquired by a vehicle posture acquisition device, and a driving current for driving the magnetorheological damper is generated according to the control signal, thereby achieving precise control of the magnetorheological damper and achieving an excellent damping effect.

[0027] The system of the embodiment of the present disclosure is described in detail below.

[0028] Figure 1 A block diagram of a system 100 for controlling a magnetorheological damper of a vehicle according to an embodiment of the present disclosure is shown. The system 100 includes an acceleration acquisition device 102 , a vehicle posture acquisition device 104 , and a control unit 106 .

[0029] Regarding the acceleration acquisition device 102, it is configured to acquire acceleration information about the vehicle 130. It should be understood that the acceleration acquisition device 102 is disposed on the vehicle 130. In some embodiments, the acceleration acquisition device 102 includes: a first acceleration sensor, a second acceleration sensor, and a third acceleration sensor. Among them, the first acceleration sensor is configured to acquire the sprung acceleration information of the magnetorheological damper; the second acceleration sensor is configured to acquire the unsprung acceleration information of the magnetorheological damper; and the third acceleration sensor is configured to acquire the vehicle body acceleration information.

[0030] Regarding the vehicle attitude acquisition device 104, it is configured to acquire attitude information about the vehicle 130. It should be understood that the vehicle attitude acquisition device 104 is arranged on the vehicle 130. In some embodiments, the vehicle attitude acquisition device includes a three-axis gyroscope and a three-axis accelerometer. The vehicle attitude acquisition device 104, for example, includes an inertial measurement unit (IMU), which is used to measure the three-axis attitude angle (or angular velocity) and acceleration of the object. For example, the vehicle attitude acquisition device 104 can be used to collect inertial measurement information, and the inertial measurement information can be acquired by the control unit 106. The inertial measurement information may include at least acceleration, angular velocity, zero bias of acceleration and zero bias of the gyroscope. Inertial measurement information can be used as the attitude information of the vehicle.

[0031] Regarding the control unit 106, it is configured to generate a control signal for adjusting the driving current of the magnetorheological damper 132 according to at least one of the acceleration information about the vehicle 130 and the posture information about the vehicle 130. It should be understood that the magnetorheological damper 132 is provided on the vehicle 130 and can play a vibration reduction role on the vehicle 130.

[0032] Regarding the driving unit 108 , it is configured to generate a driving current for driving the magnetorheological damper 132 according to a control signal from the control unit 106 .

[0033] In some embodiments, the system 100 further includes a driving current detection unit. The driving current detection unit is electrically connected to the driving unit and configured to detect an actual output current of the driving unit; and the control unit is further configured to generate a new control signal according to the detected actual output current of the driving unit and the driving current corresponding to the control signal.

[0034] In some embodiments, the driving current detection unit includes a sampling resistor and an amplifier. One end of the sampling resistor is electrically connected to the output end of the driving unit, and the other end of the sampling resistor is electrically connected to the current input end of the magnetorheological damper. The positive input end of the amplifier is electrically connected to one end of the sampling resistor, the reverse input end of the amplifier is electrically connected to the other end of the sampling resistor, and the output end of the amplifier is configured to output a detection signal corresponding to the actual output current.

[0035] In some embodiments, the system further includes an encryption unit. The encryption unit is electrically connected to the control unit and is configured to encrypt the control unit. The control unit is further configured to generate a signal for resetting the encryption unit in response to determining that the operation state of the encryption unit is abnormal.

[0036] The control unit 106 can be implemented by MCU (Micro Controller Unit), CPU (Central Processing Unit), GPU (Graphics Processing Unit), GPGPU (General-purpose Computing on Graphics Processing Units), FPGA (Field Programmable Gate Array) or other programmable logic devices, ASIC (Application Specific Integrated Circuit), discrete gate or transistor logic devices, discrete hardware components, etc. The control unit 106 can also be based on Figure 7 The electronic device 700 shown is implemented. In some embodiments, the control unit 106 is implemented using an SPC-5744 (MCU product of NXP Semiconductors) series MCU.

[0037] In some embodiments, the control signal generated by the control unit 106 for adjusting the driving current of the magnetorheological damper is a PWM signal. Accordingly, the driving unit 108 converts the PWM signal into a corresponding driving current.

[0038] The control unit 106 determines the target damping coefficient of the magnetorheological damper 132 according to at least one of the acceleration information about the vehicle 130 and the posture information about the vehicle 130, and determines the driving current for driving the magnetorheological damper 132 according to the target damping coefficient, so as to generate a control signal for adjusting the driving current of the magnetorheological damper. For example, the control unit 106 determines the target damping coefficient required for the magnetorheological damper to achieve the required damping effect according to the sprung acceleration information of the magnetorheological damper obtained by the first acceleration sensor, the unsprung acceleration information of the magnetorheological damper obtained by the second acceleration sensor, the vehicle body acceleration information obtained by the third acceleration sensor, the triaxial gyroscope, and the vehicle posture information obtained by the triaxial accelerometer.

[0039] It is worth noting that the magnetorheological damper 132 is provided with a magnetic induction coil L1, and the magnitude of the driving current flowing through the magnetic induction coil L1 is different, so that the strength of the magnetic field formed by the magnetic induction coil L1 is different. It should be understood that the magnetorheological fluid (damping fluid) in the magnetorheological damper 132 is a magnetic soft particle suspension formed by mixing tiny soft magnetic particles with high magnetic permeability and low magnetic hysteresis and non-magnetic conductive liquid. This suspension exhibits low viscosity characteristics under zero magnetic field conditions, and exhibits high viscosity and low fluidity liquid characteristics under the action of a strong magnetic field. It is this rheological controllability of the magnetorheological fluid that enables it to achieve continuous variability of the damping force, thereby achieving the purpose of active control of vibration. When the magnetorheological fluid is injected into the magnetic induction coil L1 in the piston of the magnetorheological damper 132, the magnetic field of the magnetic induction coil L1 will change its rheological characteristics (or generate fluid resistance), thereby generating a damping force with rapid response and strong controllability in the absence of an electromechanical control valve and a simple mechanical device. The control unit 106 continuously adjusts the magnitude of the damping force of the magnetorheological shock absorber at a frequency of one millionth of a second based on the sprung acceleration information of the magnetorheological shock absorber obtained by the first acceleration sensor, the unsprung acceleration information of the magnetorheological shock absorber obtained by the second acceleration sensor, the vehicle body acceleration information obtained by the third acceleration sensor, the triaxial gyroscope and the vehicle attitude information obtained by the triaxial accelerometer. Due to the effect of the magnetic field on the iron-based particles in the damping fluid, the particle chain formed between the pole plates becomes hard, thereby changing the viscosity of the damping fluid, thereby changing the flow damping coefficient of the damping fluid. The flow damping coefficient of the inertial channel of the magnetorheological shock absorber to the flow of liquid (damping fluid) is Ri=§ / A2, where § is the damping coefficient proportional to the first power of the damping fluid flow rate (unit: Ns / m (Newton seconds per meter)), and A is the area of ​​the cross section of the inertial channel (unit: square meters). When the flow damping coefficient of the damping fluid decreases, the stiffness and damping hysteresis angle of the magnetorheological shock absorber increase. Therefore, by adjusting the current (i.e., driving current) of the magnetic induction coil in the magnetorheological shock absorber, the flow damping coefficient of the fluid (damping fluid) in the hydraulic chamber of the magnetorheological shock absorber can be changed, thereby changing the stiffness and damping of the magnetorheological shock absorber, so that the magnetorheological shock absorber can accurately control the vehicle body and buffer the recoil force exerted on each wheel, thereby maximizing the stability of the vehicle and improving driving performance and comfort.

[0040] Therefore, after determining the target damping coefficient of the magnetorheological damper 132, the control unit 106 determines the driving current for driving the magnetorheological damper 132 according to the target damping coefficient, so as to generate a control signal for adjusting the driving current of the magnetorheological damper 132. It is worth noting that the target damping coefficient has a corresponding relationship with the magnitude of the magnetic field required to achieve the target damping coefficient, and the magnitude of the magnetic field generated by the magnetic induction coil L1 has a corresponding relationship with the driving current (i.e., the current flowing through the magnetic induction coil L1). Therefore, the control unit 106 can determine the driving current for driving the magnetorheological damper 132 according to the target damping coefficient. In addition, the driving current generated by the driving unit has a corresponding relationship with the control signal (such as a PWM signal), so the control unit 106 can generate the required control signal according to the required magnitude of the driving current.

[0041] In some embodiments, the control unit 106 determines the type of working condition of the vehicle 130 according to the acceleration information about the vehicle 130 and the posture information about the vehicle 130, so as to determine the target damping coefficient of the magnetorheological damper 132 according to the type of working condition of the vehicle 130. For example, the control unit 106 determines that the type of working condition of the vehicle 130 is one of the idle working condition, the uniform working condition, the acceleration working condition, the deceleration working condition, and the ignition working condition according to the acceleration information about the vehicle 130 and the posture information about the vehicle 130, and then the target damping coefficient of the magnetorheological damper 132 can be determined according to the type of working condition of the vehicle 130. In some embodiments, a corresponding relationship list of working condition types and corresponding target damping coefficients can be constructed according to empirical data. The working condition types include, for example, idle working condition, uniform working condition, acceleration working condition, deceleration working condition, and ignition working condition. After determining the type of working condition of the vehicle 130, the control unit 106 quickly determines the target damping coefficient.

[0042] In some embodiments, the control unit 106 determines the type of road condition in which the vehicle 130 is located based on the acceleration information about the vehicle 130 and the posture information about the vehicle 130, so as to determine the target damping coefficient of the magnetorheological damper 132 according to the type of road condition in which the vehicle 130 is located. For example, the control unit 106 determines that the type of road condition in which the vehicle 130 is located is one of a flat road condition, an uphill road condition, a downhill road condition, a speed bump road condition, a pothole road condition, and a deep groove road condition based on the acceleration information about the vehicle 130 and the posture information about the vehicle 130, and then the target damping coefficient of the magnetorheological damper 132 can be determined according to the type of road condition in which the vehicle 130 is located. In some embodiments, the correspondence between the flat road condition, the uphill road condition, the downhill road condition, the speed bump road condition, the pothole road condition, and the deep groove road condition and the corresponding target damping coefficient can be determined based on empirical data, so as to quickly determine the target damping coefficient after determining the type of road condition in which the vehicle 130 is located.

[0043] Figure 2 A partial structural schematic diagram of a system 200 for controlling a magnetorheological damper of a vehicle according to an embodiment of the present disclosure is shown. The system 200 further includes a drive current detection unit 110. The drive current detection unit 110 is electrically connected to the drive unit 108, and the drive current detection unit 110 is configured to detect an actual output current of the drive unit 108. Accordingly, the control unit 106 is also configured to generate a new control signal according to the detected actual output current of the drive unit 106 and the drive current corresponding to the control signal.

[0044] In some embodiments, the driving current detection unit 110 includes a sampling resistor R and an amplifier 112. One end of the sampling resistor R is electrically connected to the output end of the driving unit 106, and the other end of the sampling resistor R is electrically connected to the current input end of the magnetorheological damper 132. The positive input end of the amplifier 112 is electrically connected to one end of the sampling resistor R, and the reverse input end of the amplifier 112 is electrically connected to the other end of the sampling resistor R. The output end of the amplifier 112 is configured to output a detection signal corresponding to the detected actual output current. It is worth noting that, according to the detection signal fed back by the driving current detection unit 110, the control unit 106 can determine the magnitude of the actual current provided by the driving unit 108 to the magnetic induction coil L1 of the magnetorheological damper 132. Therefore, the control unit 106 can determine the magnitude relationship between the actual current and the expected current, and the expected current refers to the driving current that the control signal output by the control unit 106 should correspond to, that is, the magnitude of the driving current required to achieve a good damping effect determined by the control unit 106 according to the acceleration information of the vehicle 130 and the posture information about the vehicle 130. By driving the current detection unit 110 , the control unit 106 can determine whether the actual current is consistent with the expected current, so as to generate a new control signal when the actual current does not meet the expected current, so as to make the actual current consistent with the expected current, thereby achieving a good vibration reduction effect.

[0045] In some embodiments, the control signal for adjusting the driving current of the magnetorheological damper 132 is a PWM signal, and the frequency of the control signal for adjusting the driving current of the magnetorheological damper 132 is any value between 15 KHz and 16.5 KHz.

[0046] It should be understood that the control unit 106 can adjust the magnitude of the driving current output by the drive unit 108 by adjusting the duty cycle of the output PWM signal. In some embodiments, the control unit 106 cooperates with the drive unit 108 so that the drive unit 108 generates a driving current of 0 to 3A (ampere) so as to adjust the damping force of the magnetorheological damper 132 to achieve an ideal vehicle body posture control effect, and at the same time, the actual current output by the drive unit 108 is collected through the drive current detection unit 110. The control unit 106 makes corresponding adjustments based on whether the actual current is consistent with the expected current to ensure the accuracy of the driving current output by the drive unit 108.

[0047] It is worth noting that the frequency of the control signal used to adjust the drive current of the magnetorheological damper 132 is between 15KHz and 16.5KHz, which can significantly reduce the noise generated by the system 200 and improve the comfort of the vehicle passengers. In addition, the drive current generated by the drive unit 108 is controlled between 0 and 3A, which can significantly reduce the heat generated by the drive unit 108, effectively avoiding abnormal operation of the system 200 or the magnetorheological damper 132 due to excessive temperature.

[0048] Figure 3 A block diagram of a system 300 for controlling a magnetorheological damper of a vehicle according to an embodiment of the present disclosure is shown. The system 300 further includes an encryption unit 112. The encryption unit 112 is electrically connected to the control unit 106, and the encryption unit 112 is configured to encrypt the control unit 106. The control unit 106 is also configured to generate a signal for resetting the encryption unit 112 in response to determining that the operating state of the encryption unit 112 is abnormal. The system 300 further includes a crystal oscillator, a flash (flash memory), and a JTAG (Joint Test Action Group) interface. The control unit 106 is electrically connected to the flash through its SPI (Serial Peripheral Interface) interface SPI0. The control unit 106 is electrically connected to the drive unit 108 and the drive current detection unit 110 through its GPIO (General-purpose input / output) interface.

[0049] For example, the control unit 106 is electrically connected to the encryption unit 112 via its SPI interface. Figure 4A schematic diagram of the connection relationship between the control unit 106 and the encryption unit 112 of an embodiment of the present disclosure is shown. It should be understood that the SPI interface of the control unit 106 includes a chip select signal line CS, a clock signal line CLK, a master device output slave device input signal line MOSI, and a master device input slave device output signal line MISO. The encryption unit 112 can protect the key data and algorithms inside the control unit 106 to prevent the key data and algorithms inside the control unit 106 from being illegally read (for example, cracked or copied) or illegally modified. In some embodiments, the encryption unit 112 is used to perform verification during the startup process of the control unit 106. If the verification passes, the control unit 106 is allowed to start normally in order to perform control on the magnetorheological damper 132; if the verification fails, the encryption unit 112 prohibits the control unit 106 from starting. In some embodiments, the number of encryption units 112 is multiple, and the multiple encryption units 112 perform encryption / decryption operations based on different encryption algorithms, thereby significantly improving security.

[0050] In some embodiments, the control unit 106 also outputs a power control signal PER_EN to the encryption unit 112, and the power control signal PER_EN can be implemented using the GPIO interface of the control unit 106. When the control unit 106 determines that the operation state of the encryption unit 112 is normal, the control unit 106 enables the power control signal PER_EN, for example, the control unit 106 sets the power control signal PER_EN to a high level "1". Then the encryption unit 112 is normally connected to the power supply to obtain electrical energy. When the control unit 106 determines that the operation state of the encryption unit 112 is abnormal, the control unit 106 sets the power control signal PER_EN to a non-enabled state, for example, the control unit 106 sets the power control signal PER_EN to a low level "0". Then the encryption unit 112 is disconnected from the power supply, and the encryption unit 112 is powered off. Then, the control unit 106 re-enables the power control signal PER_EN, and the encryption unit 112 is powered on again. The encryption unit 112 is reset in the process of powering off and then powering on again. Therefore, through the power control signal PER_EN, the control unit 106 can ensure that the encryption unit 112 returns to a normal working state when the operating state is abnormal.

[0051] In some embodiments, the control unit 106 communicates with the acceleration acquisition device 102 via its SPI interface SPI1. Figure 5 A schematic diagram showing the connection relationship between the control unit 106 and the acceleration acquisition device 102 according to an embodiment of the present disclosure.

[0052] In some embodiments, the control unit 106 is electrically connected to the CAN transceiver 0 via its CAN (Controller Area Network) interface CAN0, so as to be electrically connected to the vehicle posture acquisition device 104 via the CAN transceiver 0. Figure 6 The schematic diagram of the connection relationship between the control unit 106 and the vehicle posture acquisition device 104 of the embodiment of the present disclosure is shown. It should be understood that the CAN interface CAN0 of the control unit 106 includes a sending signal line TX and a receiving signal line RX, and the signal line between the CAN transceiver 0 and the vehicle posture acquisition device 104 includes a high-level signal line CANH and a low-level signal line CANL. The control unit 106 communicates with the three-axis gyroscope and the three-axis accelerometer through the CAN interface to obtain the posture information of the vehicle in real time.

[0053] In some embodiments, the control unit 106 is electrically connected to the CAN transceiver 1 through its CAN interface CAN1, so as to communicate with the host computer via the CAN transceiver 1. The host computer communicates with the control unit 106 to upgrade the software of the control unit 106 and calibrate the entire magnetorheological damper system.

[0054] It is worth noting that, in some embodiments, the acceleration sensor can be arranged at the connection between the magnetorheological shock absorber 132 and the body of the vehicle 130, and the vehicle posture acquisition device 104 can be arranged at the center of mass of the vehicle 130. The control unit 106 eliminates the imbalance of the vehicle 130 during driving by controlling the strength of the damping force of the magnetorheological shock absorber 132, so that the vehicle can maintain a stable posture on a bumpy road, and automatically adjust the forward tilt of the vehicle 130 during emergency braking and the backward tilt during rapid acceleration to ensure riding comfort.

[0055] Figure 7 A schematic block diagram of an example electronic device 700 that can be used to implement an embodiment of the present disclosure is shown. As shown, the electronic device 700 includes a central processing unit (i.e., CPU 701), which can perform various appropriate actions and processes according to computer program instructions stored in a read-only memory (i.e., ROM 702) or loaded from a storage unit 708 into a random access memory (i.e., RAM 703). In RAM 703, various programs and data required for the operation of the electronic device 700 can also be stored. CPU 701, ROM 702, and RAM 703 are connected to each other via a bus 704. An input / output interface (i.e., I / O interface 705) is also connected to the bus 704.

[0056] Multiple components in the electronic device 700 are connected to the I / O interface 705, including: an input unit 706, such as a keyboard, a mouse, a microphone, etc.; an output unit 707, such as various types of displays, speakers, etc.; a storage unit 708, such as a disk, an optical disk, etc.; and a communication unit 709, such as a network card, a modem, a wireless communication transceiver, etc. The communication unit 709 allows the electronic device 700 to exchange information / data with other devices through a computer network such as the Internet and / or various telecommunication networks.

[0057] The various processes and processing described above, such as the control process of the control unit for the magnetorheological damper, can be executed by the CPU 701. For example, in some embodiments, the control process of the control unit for the magnetorheological damper can be implemented as a computer software program, which is tangibly contained in a machine-readable medium, such as a storage unit 708. In some embodiments, part or all of the computer program can be loaded and / or installed on the electronic device 700 via the ROM 702 and / or the communication unit 709. When the computer program is loaded into the RAM 703 and executed by the CPU 701, one or more actions of the control process of the control unit for the magnetorheological damper described above can be performed.

[0058] The present disclosure relates to methods, electronic devices, computer-readable storage media and / or computer program products. The computer program product may include computer-readable program instructions for executing various aspects of the present disclosure.

[0059] A computer-readable storage medium may be a tangible device that can hold and store instructions used by an instruction execution device. A computer-readable storage medium may be, for example, but not limited to, an electrical storage device, a magnetic storage device, an optical storage device, an electromagnetic storage device, a semiconductor storage device, or any suitable combination of the foregoing. More specific examples of computer-readable storage media (a non-exhaustive list) include: 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), a static random access memory (SRAM), a portable compact disk read-only memory (CD-ROM), a digital versatile disk (DVD), a memory stick, a floppy disk, a mechanical encoding device, such as a punch card or a raised structure in a groove on which instructions are stored, and any suitable combination of the foregoing. As used herein, a computer-readable storage medium is not to be interpreted as a transient signal per se, such as a radio wave or other freely propagating electromagnetic wave, an electromagnetic wave propagating through a waveguide or other transmission medium (e.g., a light pulse through a fiber optic cable), or an electrical signal transmitted through a wire.

[0060] The computer-readable program instructions described herein can be downloaded from a computer-readable storage medium to each computing / processing device, or downloaded to an external computer or external storage device via a network, such as the Internet, a local area network, a wide area network, and / or a wireless network. The network can include copper transmission cables, optical fiber transmission, wireless transmission, routers, firewalls, switches, gateway computers, and / or edge electronic devices. The network adapter card or network interface in each computing / processing device receives the computer-readable program instructions from the network and forwards the computer-readable program instructions for storage in a computer-readable storage medium in each computing / processing device.

[0061] The computer program instructions for performing the operation of the present disclosure may be assembly instructions, instruction set architecture (ISA) instructions, machine instructions, machine-related instructions, microcode, firmware instructions, state setting data, or source code or object code written in any combination of one or more programming languages, including object-oriented programming languages, such as Smalltalk, C++, etc., and conventional procedural programming languages, such as "C" language or similar programming languages. Computer-readable program instructions may be executed entirely on a user's computer, partially on a user's computer, as an independent software package, partially on a user's computer, partially on a remote computer, or completely on a remote computer or server. In the case of a remote computer, the remote computer may 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 may be connected to an external computer (e.g., using an Internet service provider to connect via the Internet). In some embodiments, an electronic circuit, such as a programmable logic circuit, a field programmable gate array (FPGA), or a programmable logic array (PLA), may be customized by utilizing the state information of the computer-readable program instructions, and the electronic circuit may execute the computer-readable program instructions, thereby realizing various aspects of the present disclosure.

[0062] Various aspects of the present disclosure are described herein with reference to the flowcharts and / or block diagrams of the methods, devices (systems) and computer program products according to the embodiments of the present disclosure. It should be understood that each box in the flowchart and / or block diagram and the combination of each box in the flowchart and / or block diagram can be implemented by computer-readable program instructions.

[0063] These computer-readable program instructions can be provided to a processing unit of a general-purpose computer, a special-purpose computer, or other programmable data processing device, thereby producing a machine, so that when these instructions are executed by the processing unit of the computer or other programmable data processing device, a device that implements the functions / actions specified in one or more boxes in the flowchart and / or block diagram is generated. These computer-readable program instructions can also be stored in a computer-readable storage medium, and these instructions cause the computer, programmable data processing device, and / or other equipment to work in a specific manner, so that the computer-readable medium storing the instructions includes a manufactured product, which includes instructions for implementing various aspects of the functions / actions specified in one or more boxes in the flowchart and / or block diagram.

[0064] Computer-readable program instructions may also be loaded onto a computer, other programmable data processing apparatus, or other device so that a series of operating steps are performed on the computer, other programmable data processing apparatus, or other device to produce a computer-implemented process, thereby causing the instructions executed on the computer, other programmable data processing apparatus, or other device to implement the functions / actions specified in one or more boxes in the flowchart and / or block diagram.

[0065] The flow chart and block diagram in the accompanying drawings show the possible architecture, function and operation of the equipment, method and computer program product according to multiple embodiments of the present disclosure. In this regard, each square box in the flow chart or block diagram can represent a part of a module, program segment or instruction, and a part of the module, program segment or instruction includes one or more executable instructions for realizing the specified logical function. In some alternative implementations, the functions marked in the square box can also occur in a sequence different from that marked in the accompanying drawings. For example, two continuous square boxes can actually be executed substantially in parallel, and they can sometimes be executed in the opposite order, depending on the functions involved. It should also be noted that each square box in the block diagram and / or flow chart, and the combination of the square boxes in the block diagram and / or flow chart can be implemented with a dedicated hardware-based system that performs the specified function or action, or can be implemented with a combination of special hardware and computer instructions.

[0066] The embodiments of the present disclosure have been described above, and the above description is exemplary, not exhaustive, and is not limited to the disclosed embodiments. Many modifications and changes will be apparent to those of ordinary skill in the art without departing from the scope and spirit of the described embodiments. The selection of terms used herein is intended to best explain the principles of the embodiments, practical applications, or technical improvements in the market, or to enable other persons of ordinary skill in the art to understand the embodiments disclosed herein.

[0067] The above are only optional embodiments of the present disclosure and are not intended to limit the present disclosure. For those skilled in the art, the present disclosure may have various modifications and variations. Any modification, equivalent replacement, improvement, etc. made within the spirit and principle of the present disclosure shall be included in the protection scope of the present disclosure.

Claims

1. A system for controlling a magnetorheological damper of a vehicle, characterized in that: include: an acceleration acquisition device configured to acquire acceleration information about the vehicle; A vehicle posture acquisition device, configured to acquire posture information about the vehicle; a control unit configured to generate a control signal for adjusting a driving current of the magnetorheological damper according to at least one of acceleration information about the vehicle and posture information about the vehicle; as well as The driving unit is configured to generate a driving current for driving the magnetorheological damper according to a control signal from the control unit.

2. The system according to claim 1, characterized in that The control unit is also configured to determine a target damping coefficient of the magnetorheological damper based on at least one of the acceleration information about the vehicle and the posture information about the vehicle, and to determine a driving current for driving the magnetorheological damper based on the target damping coefficient so as to generate a control signal for adjusting the driving current of the magnetorheological damper.

3. The system according to claim 2, characterized in that The control unit is also configured to determine the type of operating condition of the vehicle based on the acceleration information about the vehicle and the posture information about the vehicle, so as to determine the target damping coefficient of the magnetorheological shock absorber based on the type of operating condition of the vehicle.

4. The system according to claim 2, characterized in that The control unit is also configured to determine the type of road condition the vehicle is in based on the acceleration information about the vehicle and the posture information about the vehicle, so as to determine the target damping coefficient of the magnetorheological shock absorber according to the type of road condition the vehicle is in.

5. The system according to claim 1, wherein: Also includes: A driving current detection unit, electrically connected to the driving unit and configured to detect an actual output current of the driving unit; as well as The control unit is further configured to generate a new control signal according to the detected actual output current of the driving unit and the driving current corresponding to the control signal.

6. The system according to claim 5, characterized in that The driving current detection unit includes: a sampling resistor, one end of which is electrically connected to the output end of the driving unit, and the other end of which is electrically connected to the current input end of the magnetorheological damper; and An amplifier, wherein a positive input terminal of the amplifier is electrically connected to one end of the sampling resistor, a reverse input terminal of the amplifier is electrically connected to the other end of the sampling resistor, and an output terminal of the amplifier is configured to output a detection signal corresponding to the actual output current.

7. The system according to claim 1, characterized in that The control signal for adjusting the driving current of the magnetorheological damper is a PWM signal, and the frequency of the control signal for adjusting the driving current of the magnetorheological damper is any value between 15KHz and 16.5KHz.

8. The system of claim 1, wherein: The acceleration acquisition device comprises: A first acceleration sensor configured to obtain sprung acceleration information of the magnetorheological damper; a second acceleration sensor configured to obtain unsprung acceleration information of the magnetorheological damper; and The third acceleration sensor is configured to obtain vehicle body acceleration information.

9. The system according to claim 1, characterized in that The vehicle posture acquisition device comprises: Three-axis gyroscope; and Triaxial accelerometer.

10. The system according to claim 1, wherein: Also includes: an encryption unit, electrically connected to the control unit and configured to encrypt the control unit; as well as The control unit is further configured to generate a signal for resetting the encryption unit in response to determining that the operation state of the encryption unit is abnormal.

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