Damper damping control method and system based on time delay compensation

Abstract

The invention discloses a shock absorber damping control method and system based on time delay compensation, and the method comprises the steps: calculating the current vertical stretching speed of a shock absorber according to the current vertical speed of a vehicle body and the current vertical speed of wheels; if the relative directions of the current vertical speed of the vehicle body and the current vertical stretching speed are the same, the vertical speed of the vehicle body at the previous moment, the vertical speed of wheels at the previous moment and the current time lag of a shock absorber are obtained, and the vertical speed of the vehicle body and the vertical speed of the wheels subjected to the current time lag are calculated in combination with the current vertical speed of the vehicle body and the current vertical speed of the wheels; and according to the vertical speed of the vehicle body and the vertical speed of the wheels experiencing the current time lag, based on a continuously adjustable damping ceiling algorithm, calculating a damping coefficient of the shock absorber experiencing the current time lag, and controlling the damping of the shock absorber according to the damping coefficient. The damping control effect of the shock absorber is effectively improved, the current damping of the shock absorber is matched with current road excitation, vibration of wheels and a vehicle body is reduced in time, and the comfort and controllability of the vehicle are improved.

Description

Technical Field

[0001] The present application relates to the field of automobile suspension control, and in particular to a shock absorber damping control method and system based on time-delay compensation. Background Art

[0002] As an important part of the automobile chassis, the suspension system has the main function of isolating, absorbing and dissipating the vibration caused by uneven roads, and plays an important role in improving driving comfort and safety. Compared with traditional passive suspension, active suspension can improve the smoothness and handling stability of the car. In the automobile suspension control system, the time lag of the semi-active suspension solenoid valve shock absorber mainly includes two parts: one is the relatively short time lag of the electronic control system, which is generally around 3 to 5ms; the other is the time lag of the solenoid valve stepper motor. A large amount of measurement data shows that it generally does not exceed 25ms. The inherent time lag in the system will cause the control of the shock absorber damping to lag behind the road excitation, and the control effect of the shock absorber damping is poor. Summary of the invention

[0003] The present application provides a shock absorber damping control method and system based on time-lag compensation, which can solve the technical problem of poor control effect of shock absorber damping existing in the current shock absorber damping control technology.

[0004] To achieve the above objectives, in a first aspect, the present application provides a shock absorber damping control method based on time lag compensation, the method comprising:

[0005] The current vertical extension speed of the shock absorber is calculated according to the current vehicle body vertical speed and the current wheel vertical speed.

[0006] If the relative directions of the current vehicle body vertical velocity and the current vertical stretching velocity are the same, the vehicle body vertical velocity at the previous moment, the wheel vertical velocity at the previous moment and the current time lag of the shock absorber are obtained, and the vehicle body vertical velocity and the wheel vertical velocity after the current time lag are calculated by combining the current vehicle body vertical velocity and the current wheel vertical velocity.

[0007] According to the vehicle body vertical velocity and wheel vertical velocity after experiencing the current time lag, based on the continuously adjustable damping skyhook algorithm, the damping coefficient of the shock absorber after experiencing the current time lag is calculated, and the damping of the shock absorber is controlled according to the damping coefficient.

[0008] Furthermore, in one embodiment, the current vertical stretching speed of the shock absorber is: the difference between the current vertical speed of the vehicle body and the current vertical speed of the wheel.

[0009] Furthermore, in one embodiment, if the relative directions of the current vehicle body vertical velocity and the current vertical stretching velocity are opposite, the damping coefficient value of the shock absorber is 0.

[0010] Furthermore, in one embodiment, a step control signal is sent to the solenoid valve of the shock absorber to measure and record the time interval from when the current starts to drive the solenoid valve to when the solenoid valve core starts to move. This time interval is the current time lag.

[0011] Further, in one embodiment, the calculating of the vehicle body vertical velocity and the wheel vertical velocity after the current time lag includes:

[0012] The vertical velocity of the vehicle body after the current time lag is calculated by combining the current time lag of the shock absorber, the current vertical velocity of the vehicle body and the vertical velocity of the vehicle body at the previous moment.

[0013] The vertical velocity of the wheel after experiencing the current time lag is calculated by combining the current time lag of the shock absorber, the current vertical velocity of the wheel and the vertical velocity of the wheel at the previous moment.

[0014] Furthermore, in one embodiment, controlling the damping of the shock absorber according to the damping coefficient includes:

[0015] The damping coefficient is fed back to the electronic control unit of the vehicle suspension, and the electronic control unit outputs the corresponding damping control current.

[0016] The solenoid valve of the shock absorber adjusts the current valve core opening according to the damping control current to control the damping of the shock absorber.

[0017] Furthermore, in one embodiment, the damping control current is obtained by querying a preset damping coefficient-current relationship table.

[0018] In a second aspect, based on the above-mentioned shock absorber damping control method based on time lag compensation, the present application provides a shock absorber damping control system based on time lag compensation, the system comprising:

[0019] The current speed calculation module is used to calculate the current vertical stretching speed of the shock absorber according to the current vertical speed of the vehicle body and the current vertical speed of the wheel.

[0020] The judging module is used to judge the relative direction between the current vehicle body vertical velocity and the current vertical stretching velocity.

[0021] The time-delay speed calculation module is used to obtain the vehicle body vertical speed at the previous moment, the wheel vertical speed at the previous moment and the current time lag of the shock absorber when the judgment module determines that the relative directions of the current vehicle body vertical speed and the current vertical stretching speed are the same, and calculate the vehicle body vertical speed and wheel vertical speed after the current time lag in combination with the current vehicle body vertical speed and the current wheel vertical speed.

[0022] The damping coefficient calculation module is used to calculate the damping coefficient of the shock absorber after the current time lag according to the vertical velocity of the vehicle body and the vertical velocity of the wheel after the current time lag based on the continuously adjustable damping ceiling algorithm.

[0023] The shock absorber damping control module is used to control the damping of the shock absorber according to the damping coefficient.

[0024] Furthermore, in one embodiment, the shock absorber damping coefficient prediction system further includes:

[0025] The time lag measurement module is used to measure and record the time interval from the start of current driving the solenoid valve to the start of displacement of the solenoid valve core by sending a step control signal to the solenoid valve of the shock absorber. The time interval is the current time lag.

[0026] Furthermore, in one embodiment, the time-delay velocity module is further configured to set the damping coefficient value of the shock absorber to 0 when the relative directions of the current vehicle body vertical velocity and the current vertical stretching velocity are opposite.

[0027] The beneficial effects brought by the technical solution provided in the embodiments of the present application include:

[0028] The current vertical stretching speed of the shock absorber is calculated according to the current vehicle body vertical speed and the current wheel vertical speed, and the relative direction of the current vehicle body vertical speed and the current vertical stretching speed is determined; if the relative directions are the same: the vehicle body vertical speed at the previous moment, the wheel vertical speed at the previous moment and the current time lag of the shock absorber are obtained, and the vehicle body vertical speed and the wheel vertical speed after the current time lag are calculated in combination with the current vehicle body vertical speed and the current wheel vertical speed; then based on the continuously adjustable damping ceiling algorithm, the damping coefficient of the shock absorber after the current time lag is calculated. The present application adds consideration of time lag in the calculation of controlling the damping of the shock absorber, and uses the damping coefficient of the shock absorber after the current time lag obtained to compensate for the current damping of the shock absorber, which effectively improves the control effect of the shock absorber damping, so that the current damping of the shock absorber matches the current road excitation, timely reduces the vibration of the wheel and the vehicle body, and improves the comfort and handling of the vehicle. BRIEF DESCRIPTION OF THE DRAWINGS

[0029] Figure 1 Schematic diagram of the quarter suspension 2-DOF model.

[0030] Figure 2 This is a flow chart of a shock absorber damping control method based on time lag compensation according to an embodiment of the present application.

[0031] Figure 3 This is a flowchart of step S3 of an embodiment of the present application.

[0032] Figure 4 This is a flowchart of step S4 of an embodiment of the present application.

[0033] Figure 5 This is a block diagram of a shock absorber damping control system based on time-delay compensation according to an embodiment of the present application. DETAILED DESCRIPTION

[0034] In order to enable those skilled in the art to better understand the solution of the present application, the technical solution in the embodiments of the present application will be clearly and completely described below in conjunction with the drawings in the embodiments of the present application. Obviously, the described embodiments are only part of the embodiments of the present application, not all of the embodiments. Based on the embodiments in the present application, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of this application.

[0035] First, some technical terms in the present application are explained to facilitate those skilled in the art to understand the present application.

[0036] (1) Quarter suspension 2-DOF model:

[0037] A simplified vehicle suspension system model is used to study the vibration characteristics of the vehicle in the vertical direction. The model simplifies the vehicle into two main mass blocks: sprung mass (body mass) and unsprung mass (wheel mass), and assumes that each mass block has independent freedom of motion in the vertical direction.

[0038] (2) Traditional adjustable damping ceiling algorithm:

[0039] A control method based on switch (ON-OFF) logic. Its core idea is to dynamically adjust the damping coefficient of the shock absorber according to the directional relationship between the vertical velocity of the vehicle body and the relative motion velocity of the suspension.

[0040] When the vertical speed of the vehicle body and the relative movement speed of the suspension are in the same direction, the shock absorber outputs the maximum damping force (ON state) to suppress the vertical movement of the vehicle body; when the two are in opposite directions, the shock absorber outputs the minimum damping force (OFF state) to reduce energy consumption.

[0041] The algorithm has simple control logic, is easy to implement, and has low hardware requirements. However, due to the switch control, it is prone to "chatter", that is, frequent switching between ON and OFF states, resulting in unstable control effect.

[0042] (3) Continuously adjustable damping ceiling algorithm: an improved control method that aims to overcome the shortcomings of traditional ON-OFF control.

[0043] By calculating the ideal ceiling damping force and mapping it to the actual shock absorber damping force, the shock absorber damping coefficient will continuously change according to the size of the vertical speed of the vehicle body and the relative movement speed of the suspension, rather than simply switching to maximum or minimum damping.

[0044] This algorithm can provide smoother damping force changes, avoid "flutter" phenomenon, and have better control performance. In addition, it can dynamically adjust the damping force according to actual needs to better adapt to different road conditions. Compared with traditional ON-OFF control, the continuous adjustable damping ceiling algorithm is more difficult to implement and requires higher precision for sensors and controllers.

[0045] This application is based on a quarter suspension 2-DOF model and a continuously adjustable damping skyhook algorithm. Figure 1 This is a schematic diagram of a quarter suspension 2-DOF model. Based on this model, the corresponding dynamic model can be established:

[0046]

[0047] Among them, m1 represents the sprung mass, m2 represents the unsprung mass, z1 represents the vertical displacement of the vehicle body, and z2 represents the vertical displacement of the wheel. is the vertical velocity of the vehicle body, is the vertical speed of the wheel, is the vertical acceleration of the vehicle body, is the vertical acceleration of the wheel, C 可调 represents adjustable damping, K represents suspension stiffness, K t represents the tire stiffness and q represents the road excitation.

[0048] The traditional adjustable damping skyhook algorithm uses the relative direction of the vertical velocity of the vehicle body and the vertical stretching velocity of the shock absorber to adjust the damping coefficient in a two-stage switch mode. The damping coefficient is calculated as follows:

[0049]

[0050] Among them, C max and C min Represent the maximum and minimum values ​​of the damping coefficient respectively.

[0051] The damping coefficient value of the traditional adjustable damping ceiling algorithm switches between the maximum and minimum damping values, rather than changing continuously within the entire possible damping range. The calculation of the damping coefficient of the continuously adjustable damping ceiling algorithm is not limited to the range of a few characteristic curves, but can be continuously adjusted to every point in a certain range. 连续 represents the damping coefficient calculated by the continuously adjustable damping ceiling algorithm, C sky represents the calibration parameter in the continuously adjustable damping ceiling algorithm, C 连续 and Csky The relationship is:

[0052]

[0053] when When C approaches 0, 连续 tends to infinity. In practical applications, C 连续 There are certain upper and lower limits, so: When C 连续 =0; when hour,

[0054] In order to make the objectives, technical solutions and advantages of the present application more clear, the implementation methods of the present application will be further described in detail below with reference to the accompanying drawings.

[0055] In a first aspect, an embodiment of the present application provides a shock absorber damping control method based on time-lag compensation.

[0056] In one embodiment, see Figure 2 As shown, the above-mentioned shock absorber damping control method based on time lag compensation includes:

[0057] S1. Calculate the current vertical stretching speed of the shock absorber according to the current vertical speed of the vehicle body and the current vertical speed of the wheel, wherein the current vertical stretching speed of the shock absorber is the difference between the current vertical speed of the vehicle body and the current vertical speed of the wheel.

[0058] S2. Determine whether the relative directions of the current vehicle body vertical velocity and the current vertical stretching velocity are the same. If so, proceed to step S3; if not, proceed to step S5.

[0059] S3, obtaining the vehicle body vertical velocity at the last moment, the wheel vertical velocity at the last moment and the current time lag of the shock absorber, and combining the current vehicle body vertical velocity and the current wheel vertical velocity to calculate the vehicle body vertical velocity and the wheel vertical velocity after the current time lag.

[0060] S4. Calculate the damping coefficient of the shock absorber after the current time lag according to the vertical velocity of the vehicle body and the vertical velocity of the wheel after the current time lag based on a continuously adjustable damping ceiling algorithm, and control the damping of the shock absorber according to the damping coefficient.

[0061] S5. The damping coefficient value of the shock absorber is 0.

[0062] In this embodiment, considering that in the suspension control system, the time lag of the solenoid valve will have a certain influence on the control effect of the shock absorber damping, by calculating the vertical velocity of the vehicle body and the vertical velocity of the wheel after the time lag, combined with the continuously adjustable damping ceiling algorithm, the damping coefficient of the shock absorber after the time lag is further obtained, and the current damping of the shock absorber is compensated by the obtained damping coefficient of the shock absorber after the current time lag, so as to realize the control of the shock absorber damping, so that the current damping of the shock absorber matches and responds to the current road surface excitation in time, that is, the vehicle vibration caused by the road surface excitation can be reduced in time. Therefore, the present application can improve the control effect of the shock absorber damping and improve the comfort and handling of the vehicle.

[0063] Furthermore, in one embodiment, before the above step S1, the method further includes:

[0064] The sensor collects the current vehicle body vertical speed signal and the current wheel vertical speed signal, filters out the high-frequency noise signal through a low-pass filter, and converts the current vehicle body vertical speed signal into the actual current vehicle body vertical speed, and converts the current wheel vertical speed signal into the actual current wheel vertical speed.

[0065] In this embodiment, low-pass filtering is performed on the speed signal to improve the quality and reliability of the speed signal, as well as the accuracy of the current vehicle body vertical speed value and the current wheel vertical speed value, thereby improving the calculation accuracy of the damping coefficient to a certain extent and enhancing the damping control effect of the shock absorber.

[0066] Further, in one embodiment, see Figure 3 As shown, in the above step S3, the vehicle body vertical velocity at the previous moment, the wheel vertical velocity at the previous moment and the current time lag of the shock absorber are obtained, and the vehicle body vertical velocity and the wheel vertical velocity after the current time lag are calculated by combining the current vehicle body vertical velocity and the current wheel vertical velocity, including:

[0067] S301, collecting the vertical velocity of the vehicle body and the vertical velocity of the wheels at the previous moment.

[0068] S302, by sending a step control signal to the solenoid valve of the shock absorber, measuring and recording the time interval from when the current starts to drive the solenoid valve to when the solenoid valve core starts to move, and the time interval is the current time lag of the shock absorber.

[0069] S303, combining the current time lag of the shock absorber, the current vertical velocity of the vehicle body and the vertical velocity of the vehicle body at the previous moment, calculating the vertical velocity of the vehicle body after the current time lag, the calculation formula is:

[0070]

[0071] in, represents the vertical velocity of the vehicle body after the current time lag, T represents the sampling time, τ represents the current time lag of the shock absorber, k represents the sequence number of the sampling time, Indicates the current vertical speed of the vehicle body. Indicates the vertical velocity of the vehicle body at the previous moment.

[0072] S304, combining the current time lag of the shock absorber, the current wheel vertical velocity and the wheel vertical velocity at the previous moment, calculating the wheel vertical velocity after the current time lag, the calculation formula is:

[0073]

[0074] in, represents the vertical velocity of the wheel after the current time lag, Indicates the current vertical speed of the wheel. Indicates the vertical speed of the wheel at the previous moment.

[0075] In this embodiment, based on the current vehicle body vertical velocity and wheel vertical velocity, the vehicle body vertical velocity and wheel vertical velocity at the previous moment, and the current time lag, the vehicle body vertical velocity and wheel vertical velocity after the current time lag are calculated by a differential equation, which has the advantages of simple calculation and high calculation efficiency.

[0076] Further, in one embodiment, see Figure 4 As shown, the specific steps of the above step S4 include:

[0077] S401, according to the vertical velocity of the vehicle body and the vertical velocity of the wheel after the current time lag, based on the continuously adjustable damping ceiling algorithm, calculate the damping coefficient C of the shock absorber after the current time lag, and the calculation formula is:

[0078]

[0079] S402: Feedback the damping coefficient C to the electronic control unit of the vehicle suspension, and the electronic control unit outputs a corresponding damping control current, wherein the damping control current is obtained by querying a preset damping coefficient-current relationship table.

[0080] S403: The solenoid valve of the shock absorber adjusts the current valve core opening according to the damping control current to control the damping of the shock absorber.

[0081] In this embodiment, the damping coefficient after the time lag is obtained by calculating the vertical velocity of the vehicle body and the vertical velocity of the wheel after the time lag, combined with the continuous damping adjustable ceiling algorithm, and fed back to the electronic control unit of the vehicle suspension, and the damping control current is output. The solenoid valve of the shock absorber controls the opening of the valve core according to the damping control current, and adjusts the damping of the shock absorber to adapt to different road conditions and driving requirements, reduce vehicle body vibration, and improve driving comfort and safety.

[0082] In a second aspect, based on the above-mentioned embodiment of the shock absorber damping control method based on time lag compensation, an embodiment of a shock absorber damping control system based on time lag compensation is provided. Figure 5 As shown, the above system includes a current speed calculation module, a judgment module, a time-delay speed calculation module, a damping coefficient calculation module and a shock absorber damping control module, specifically:

[0083] The current speed calculation module is used to calculate the current vertical stretching speed of the shock absorber according to the current vertical speed of the vehicle body and the current vertical speed of the wheel.

[0084] The judging module is used to judge the relative direction between the current vehicle body vertical velocity and the current vertical stretching velocity.

[0085] The time-delay speed calculation module is used to obtain the vehicle body vertical speed, the wheel vertical speed and the current time lag of the shock absorber at the previous moment when the judgment module determines that the relative directions of the current vehicle body vertical speed and the current vertical stretching speed are the same, and calculate the vehicle body vertical speed and the wheel vertical speed after the current time lag in combination with the current vehicle body vertical speed and the current wheel vertical speed; and is also used to make the damping coefficient value of the shock absorber 0 when the relative directions of the current vehicle body vertical speed and the current vertical stretching speed are opposite.

[0086] The damping coefficient calculation module is used to calculate the damping coefficient of the shock absorber after the current time lag based on the vertical velocity of the vehicle body and the vertical velocity of the wheel after the current time lag calculated by the time lag speed calculation module and based on the continuously adjustable damping ceiling algorithm.

[0087] The shock absorber damping control module is used to control the damping of the shock absorber according to the damping coefficient calculated by the damping coefficient calculation module.

[0088] Furthermore, in one embodiment, the shock absorber damping control system also includes a time lag measurement module, which is used to measure and record the time interval from the start of current driving the solenoid valve to the start of displacement of the solenoid valve core by sending a step control signal to the solenoid valve of the shock absorber. This time interval is the current time lag.

[0089] The present application determines the vertical stretching speed of the shock absorber according to the current vertical speed of the vehicle body and the current vertical speed of the wheel, and judges the relative direction of the vertical stretching speed and the vertical speed of the vehicle body. When the relative directions are the same, the vertical speed of the vehicle body and the vertical speed of the wheel after the time lag are calculated based on the differential equation in combination with the current vertical speed of the vehicle body and the current vertical speed of the wheel, the vertical speed of the vehicle body at the previous moment and the vertical speed of the wheel at the previous moment, and the current time lag of the shock absorber. Further, based on the continuously adjustable damping ceiling algorithm, the damping coefficient of the shock absorber after the time lag is calculated and fed back to the electronic control unit of the vehicle suspension to output the damping control current. The solenoid valve of the shock absorber adjusts the valve core opening according to the current, thereby dynamically adjusting the damping, making the damping change smoother, matching the current road surface excitation, and timely reducing the vibration of the wheel and the vehicle body caused by the road surface excitation. In addition, the method also performs low-pass filtering on the speed signal to improve the quality and reliability of the speed signal, thereby improving the calculation accuracy and control effect of the damping coefficient. In this way, the present application effectively reduces the influence of solenoid valve time lag on the shock absorber damping control, realizes the compensation and timely response of the shock absorber damping, and significantly improves the driving comfort and controllability of the vehicle under different road conditions.

[0090] It should be noted that the serial numbers of the above-mentioned embodiments of the present application are only for description and do not represent the advantages or disadvantages of the embodiments.

[0091] The terms "including" and "having" and any variations thereof in the specification and claims of this application and the above-mentioned drawings are intended to cover non-exclusive inclusions. For example, a process, method, system, product or device that includes a series of steps or units is not limited to the listed steps or units, but optionally includes steps or units that are not listed, or optionally includes other steps or units inherent to these processes, methods, products or devices. The terms "first", "second" and "third" are used to distinguish different objects, etc., and do not represent a sequence, nor do they limit "first", "second" and "third" to different types.

[0092] In the description of the embodiments of the present application, "exemplary", "for example" or "for example" are used to indicate examples, illustrations or descriptions. Any embodiment or design described as "exemplary", "for example" or "for example" in the embodiments of the present application should not be interpreted as being more preferred or more advantageous than other embodiments or designs. Specifically, the use of words such as "exemplary", "for example" or "for example" is intended to present related concepts in a specific way.

[0093] In the description of the embodiments of the present application, unless otherwise specified, “ / ” means or, for example, A / B can mean A or B; the “and / or” in the text is merely a description of the association relationship of associated objects, indicating that three relationships may exist, for example, A and / or B can mean: A exists alone, A and B exist at the same time, and B exists alone. In addition, in the description of the embodiments of the present application, “multiple” refers to two or more than two.

[0094] In some processes described in the embodiments of the present application, multiple operations or steps that appear in a specific order are included, but it should be understood that these operations or steps may not be executed in the order in which they appear in the embodiments of the present application or in parallel, and the sequence number of the operation is only used to distinguish the different operations, and the sequence number itself does not represent any execution order. In addition, these processes may include more or fewer operations, and these operations or steps may be executed in sequence or in parallel, and these operations or steps may be combined.

[0095] Through the description of the above implementation methods, those skilled in the art can clearly understand that the above-mentioned embodiment methods can be implemented by means of software plus a necessary general hardware platform, and of course by hardware, but in many cases the former is a better implementation method. Based on such an understanding, the technical solution of the present application is essentially or the part that contributes to the prior art can be embodied in the form of a software product, which is stored in a storage medium (such as ROM / RAM, disk, CD) as described above, and includes a number of instructions for a terminal device to execute the methods described in each embodiment of the present application.

[0096] The above are only preferred embodiments of the present application, and are not intended to limit the patent scope of the present application. Any equivalent structure or equivalent process transformation made using the contents of the present application specification and drawings, or directly or indirectly applied in other related technical fields, are also included in the patent protection scope of the present application.

Claims

1. A shock absorber damping control method based on time lag compensation, characterized in that: The method comprises: Calculate the current vertical stretching speed of the shock absorber according to the current vertical speed of the vehicle body and the current vertical speed of the wheel; If the relative directions of the current vehicle body vertical velocity and the current vertical stretching velocity are the same, the vehicle body vertical velocity, the wheel vertical velocity and the current time lag of the shock absorber at the previous moment are obtained, and the vehicle body vertical velocity and the wheel vertical velocity after the current time lag are calculated by combining the current vehicle body vertical velocity and the current wheel vertical velocity; According to the vehicle body vertical velocity and wheel vertical velocity after experiencing the current time lag, based on the continuously adjustable damping skyhook algorithm, the damping coefficient of the shock absorber after experiencing the current time lag is calculated, and the damping of the shock absorber is controlled according to the damping coefficient.

2. The shock absorber damping control method based on time lag compensation according to claim 1, characterized in that: The current vertical stretching speed of the shock absorber is: the difference between the current vertical speed of the vehicle body and the current vertical speed of the wheel.

3. The shock absorber damping control method based on time lag compensation according to claim 1, characterized in that: If the relative directions of the current vehicle body vertical velocity and the current vertical stretching velocity are opposite, the damping coefficient value of the shock absorber is 0.

4. The shock absorber damping control method based on time lag compensation according to claim 1, characterized in that: By sending a step control signal to the solenoid valve of the shock absorber, the time interval from the start of the current driving the solenoid valve to the start of displacement of the solenoid valve core is measured and recorded. This time interval is the current time lag.

5. The shock absorber damping control method based on time lag compensation according to claim 1, characterized in that: The calculating of the vehicle body vertical velocity and the wheel vertical velocity after the current time delay includes: Calculating the vertical velocity of the vehicle body after the current time lag by combining the current time lag of the shock absorber, the current vertical velocity of the vehicle body and the vertical velocity of the vehicle body at the previous moment; The vertical velocity of the wheel after experiencing the current time lag is calculated by combining the current time lag of the shock absorber, the current vertical velocity of the wheel and the vertical velocity of the wheel at the previous moment.

6. The shock absorber damping control method based on time lag compensation according to claim 1, characterized in that: The controlling the damping of the shock absorber according to the damping coefficient comprises: Feeding back the damping coefficient to an electronic control unit of the vehicle suspension, and the electronic control unit outputs a corresponding damping control current; The solenoid valve of the shock absorber adjusts the current valve core opening according to the damping control current to control the damping of the shock absorber.

7. The shock absorber damping control method based on time lag compensation according to claim 6, characterized in that: The damping control current is obtained by querying a preset damping coefficient-current relationship table.

8. The shock absorber damping coefficient prediction system of the shock absorber damping control method based on time-delay compensation according to any one of claims 1 to 7, characterized in that: The system comprises: A current speed calculation module, which is used to calculate the current vertical stretching speed of the shock absorber according to the current vertical speed of the vehicle body and the current vertical speed of the wheel; A determination module, which is used to determine the relative direction of the current vehicle body vertical velocity and the current vertical stretching velocity; A time-delay speed calculation module, which is used to obtain the vehicle body vertical speed, the wheel vertical speed and the current time lag of the shock absorber at the previous moment when the judgment module determines that the relative directions of the current vehicle body vertical speed and the current vertical stretching speed are the same, and calculate the vehicle body vertical speed and the wheel vertical speed after the current time lag in combination with the current vehicle body vertical speed and the current wheel vertical speed; A damping coefficient calculation module, which is used to calculate the damping coefficient of the shock absorber after the current time lag based on the vertical velocity of the vehicle body and the vertical velocity of the wheel after the current time lag and based on a continuously adjustable damping ceiling algorithm; The shock absorber damping control module is used to control the damping of the shock absorber according to the damping coefficient.

9. The shock absorber damping control system based on time-delay compensation according to claim 8, characterized in that: The shock absorber damping coefficient prediction system also includes: The time lag measurement module is used to send a step control signal to the solenoid valve of the shock absorber to measure and record the time interval from the start of the current driving the solenoid valve to the start of the displacement of the solenoid valve core. This time interval is the current time lag.

10. The shock absorber damping control system based on time lag compensation according to claim 8, characterized in that: The time-delay speed module is also used to set the damping coefficient value of the shock absorber to 0 when the relative directions of the current vehicle body vertical speed and the current vertical stretching speed are opposite.

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