Damping adjusting method and device of shock absorber, vehicle and storage medium

Abstract

The invention relates to the technical field of vehicle control, and provides a damping adjusting method and device of a shock absorber, a vehicle and a storage medium. According to the method, the state information of a vehicle is obtained, the output damping force of each wheel in the vehicle is determined according to the state information, and the initial control current used for conducting damping adjustment on a shock absorber corresponding to the wheel is determined based on the output damping force of each wheel; determining at least one target current enhancement strategy according to the state information, and adjusting the initial control current based on the at least one target current enhancement strategy to obtain a target control current; according to the method, after the initial control current is determined, at least one current enhancement strategy can be determined according to the state information of the vehicle, and then damping adjustment is conducted on the shock absorbers according to the target control current determined according to the target current enhancement strategy; and the adjusted shock absorber can better adapt to the current state of the vehicle.

Description

Technical Field

[0001] The present application relates to the field of vehicle control technology, and in particular to a damping adjustment method, device, vehicle and storage medium for a shock absorber. Background Art

[0002] With the continuous development of science and technology, vehicles have become an indispensable means of transportation in people's daily lives, and comfort is one of the important indicators to measure vehicle performance. As a key component that affects vehicle comfort and handling, shock absorbers play an important role in alleviating road bumps and improving riding experience.

[0003] In recent years, shock absorbers have gradually become popular and widely used in passenger cars of all price ranges. These shock absorbers can intelligently adjust the damping hardness of the shock absorber by real-time monitoring of road conditions, vehicle dynamics and driver needs to achieve a balance between comfort and handling. However, how to efficiently and accurately determine the optimal adjustment parameters of the shock absorber damping has become an important issue that needs to be solved in the current automotive technology field. Summary of the invention

[0004] In view of this, the embodiments of the present application provide a damping adjustment method, device, vehicle and storage medium for a shock absorber to solve the problem in the prior art that the shock absorber damping cannot be accurately adjusted, resulting in poor shock absorption effect of the shock absorber.

[0005] According to a first aspect of an embodiment of the present application, a method for adjusting the damping of a shock absorber is provided, the method comprising: obtaining status information of a vehicle, and determining the output damping force of each wheel in the vehicle based on the status information, and determining an initial control current for performing damping adjustment on the shock absorber corresponding to the wheel based on the output damping force of each wheel; determining at least one target current enhancement strategy based on the status information, and adjusting the initial control current based on the at least one target current enhancement strategy to obtain a target control current; and performing damping adjustment on the shock absorber corresponding to each wheel based on the target control current.

[0006] According to a second aspect of an embodiment of the present application, a damping adjustment device for a shock absorber is provided, the device comprising: an acquisition module, used to acquire status information of a vehicle, and determine the output damping force of each wheel in the vehicle based on the status information, and determine an initial control current for damping adjustment of the shock absorber corresponding to the wheel based on the output damping force of each wheel; a strategy module, used to determine at least one target current enhancement strategy based on the status information, and adjust the initial control current based on the at least one target current enhancement strategy to obtain a target control current; and a control module, used to adjust the damping of the shock absorber corresponding to each wheel based on the target control current.

[0007] According to a third aspect of an embodiment of the present application, a vehicle is provided, comprising a shock absorber, wherein the shock absorber is configured to perform the steps of the above method.

[0008] According to a fourth aspect of an embodiment of the present application, a computer-readable storage medium is provided, which stores a computer program, and when the computer program is executed by a processor, the steps of the above method are implemented.

[0009] Compared with the prior art, the embodiments of the present application have the following beneficial effects: the method in the embodiments of the present application obtains the status information of the vehicle, determines the output damping force of each wheel in the vehicle based on the status information, determines the initial control current for damping adjustment of the shock absorber corresponding to the wheel based on the output damping force of each wheel; determines at least one target current enhancement strategy based on the status information, and adjusts the initial control current based on at least one target current enhancement strategy to obtain the target control current; performs damping adjustment on the shock absorber corresponding to each wheel according to the target control current. After determining the initial control current, the present application determines at least one current enhancement strategy based on the status information of the vehicle, so that the determined current enhancement strategy is more matched with the status of the vehicle, and subsequently adjusts the damping of the shock absorber according to the target control current determined by the target current enhancement strategy, so that the adjusted shock absorber can provide better adaptation to the current status of the vehicle, thereby improving the comfort and / or handling of the vehicle, and avoiding the problem in the related art that the shock absorber damping cannot be accurately adjusted, resulting in poor shock absorption effect of the shock absorber. BRIEF DESCRIPTION OF THE DRAWINGS

[0010] In order to more clearly illustrate the technical solutions in the embodiments of the present application, the drawings required for use in the embodiments or the description of the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying any creative work.

[0011] Figure 1 It is a schematic flow chart of a damping adjustment method of a shock absorber provided in an embodiment of the present application;

[0012] Figure 2 is a flow chart of another damping adjustment method for a shock absorber provided in an embodiment of the present application;

[0013] Figure 3 It is a flow chart of another damping adjustment method of a shock absorber provided in an embodiment of the present application;

[0014] Figure 4 It is a flow chart of another damping adjustment method of a shock absorber provided in an embodiment of the present application;

[0015] Figure 5 is a flow chart of another damping adjustment method for a shock absorber provided in an embodiment of the present application;

[0016] Figure 6 It is a flow chart of another optional damping adjustment method of a shock absorber provided in an embodiment of the present application;

[0017] Figure 7 is a flow chart of another optional damping adjustment method for a shock absorber provided in an embodiment of the present application;

[0018] Figure 8 It is a flow chart of another optional damping adjustment method of a shock absorber provided in an embodiment of the present application;

[0019] Fig. 9 is a flow chart of another optional damping adjustment method for a shock absorber provided in an embodiment of the present application;

[0020] Fig.10 is a structural schematic diagram of a damping adjustment device of a shock absorber provided in an embodiment of the present application;

[0021] Fig.11 It is a structural schematic diagram of an electronic device provided in an embodiment of the present application. DETAILED DESCRIPTION

[0022] In the following description, specific details such as specific system structures, technologies, etc. are provided for the purpose of illustration rather than limitation, so as to provide a thorough understanding of the embodiments of the present application. However, it should be clear to those skilled in the art that the present application may also be implemented in other embodiments without these specific details. In other cases, detailed descriptions of well-known systems, devices, circuits, and methods are omitted to prevent unnecessary details from obstructing the description of the present application.

[0023] A damping adjustment method for a shock absorber and a vehicle according to an embodiment of the present application will be described in detail below in conjunction with the accompanying drawings. The damping adjustment method for a shock absorber provided in this example is applied to a vehicle provided with a shock absorber. Specifically, each wheel corresponds to a shock absorber, and the shock absorber is used to improve the performance of the vehicle by adjusting the damping force, ensuring that the vehicle has the best performance, reducing the impact of vehicle body vibration on passengers, and improving driving experience and safety; the above-mentioned vehicles include vehicles with automatic driving or intelligent driving (including vehicles with passenger functions (such as cars, buses, buses, minibuses, etc.), vehicles with cargo functions (such as ordinary trucks, vans, trailers, closed trucks, tank trucks, flatbed trucks, container trucks, etc.) Box trucks, dump trucks, special structure trucks), special vehicles (such as logistics distribution vehicles, automatic guided transport vehicles AGV, patrol cars, cranes, cranes, excavators, bulldozers, forklifts, rollers, loaders, off-road engineering vehicles, armored engineering vehicles, sewage treatment vehicles, sanitation vehicles, vacuum trucks, floor washing vehicles, sprinkler trucks, sweeping robots, food delivery robots, shopping guide robots, lawn mowers, golf carts, etc.), vehicles with entertainment functions (such as entertainment vehicles, playground automatic driving devices, balance cars, etc.), rescue vehicles (such as fire trucks, ambulances, power repair vehicles, engineering rescue vehicles, etc.), etc.

[0024] Figure 1 A damping adjustment method for a shock absorber provided in an embodiment of the present application is as follows: Figure 1 As shown, the method includes:

[0025] S101, obtaining status information of the vehicle, and determining the output damping force of each wheel in the vehicle according to the status information;

[0026] S102, determining an initial control current for damping adjustment of a shock absorber of the vehicle based on the output damping force;

[0027] S103, determining at least one target current enhancement strategy according to the state information, and adjusting the initial control current based on the at least one target current enhancement strategy to obtain a target control current;

[0028] S104: adjusting the damping of the shock absorber corresponding to each wheel according to the target control current.

[0029] Among them, the vehicle status information includes but is not limited to the acceleration of the vehicle, and the above acceleration includes the vehicle's lateral, longitudinal and vertical acceleration Roll / Pitch / Heave. After obtaining the above lateral, longitudinal and vertical acceleration Roll / Pitch / Heave, the present application will respectively determine the vehicle's restraining damping force in the lateral, longitudinal and vertical directions, and then determine the output damping force corresponding to each wheel based on the restraining damping force in the lateral, longitudinal and vertical directions. For example, first, each wheel corresponds to a basic damping force. If the vehicle's status information indicates that the longitudinal acceleration is forward, the lateral acceleration is to the left, and the vertical acceleration is upward, then the damping force of the vehicle's wheels is that the output damping force of the rear axle wheels is higher than the damping force of the front axle wheels, so it is necessary to increase the basic damping at the rear wheels. The force is increased by a certain value (this value may be a preset calibration value or inferred according to at least one of the longitudinal acceleration, the lateral acceleration and the vertical acceleration), and when the state information indicates that the longitudinal acceleration is forward, the lateral acceleration is to the left and the vertical acceleration is upward, the output damping force of the coaxial wheel on the right side of the vehicle should be higher than the output damping force of the coaxial wheel on the left side. Therefore, a value is added to the basic damping force of the coaxial wheel on the right side (this value may be a preset calibration value or inferred according to at least one of the longitudinal acceleration, the lateral acceleration and the vertical acceleration). At this time, it is necessary to apply a damping force to each wheel to suppress the forward and leftward movement, and then for the vertical acceleration upward, the output damping force of each wheel is reduced as a whole.

[0030] When determining the output damping force of each wheel in the vehicle, the present application will determine the initial control current for damping adjustment of the shock absorber corresponding to the wheel based on the output damping force; it can be understood that different output damping forces correspond to different initial control currents, and the present application pre-sets the correlation between the damping force and the control current. After obtaining the output damping force, the initial control current can be obtained based on the output damping force and the pre-set correlation between the damping force and the control current.

[0031] It can be understood that the preset association relationship between the damping force and the control current can be stored in any form of a table, a model, a formula, a hash value, or a key-value pair, and the present application does not limit this.

[0032] It can be understood that in order to improve the shock absorbing effect of the shock absorber on the vehicle, and thus improve the comfort and / or handling of the vehicle, the present application will further determine at least one target current enhancement strategy based on the vehicle's status information, and then adjust the initial control current based on the target current enhancement strategy to obtain the target control current, so that the target control current can better match the current state of the vehicle.

[0033] After obtaining the target control current corresponding to each shock absorber, the present application will adjust the damping of the shock absorber corresponding to each wheel according to the target control current, so that the adjusted shock absorber can provide better adaptation to the current state of the vehicle, thereby improving the vehicle's comfort and / or handling.

[0034] According to the technical solution provided in the embodiment of the present application, the status information of the vehicle is obtained, and the output damping force of each wheel in the vehicle is determined according to the status information; based on the output damping force of each wheel, the initial control current for damping adjustment of the shock absorber corresponding to the wheel is determined; at least one target current enhancement strategy is determined according to the status information, and the initial control current is adjusted based on at least one target current enhancement strategy to obtain the target control current; the damping of the shock absorber is adjusted according to the target control current. After determining the initial control current, the present application determines at least one current enhancement strategy according to the status information of the vehicle, so that the determined current enhancement strategy is more matched with the status of the vehicle, and subsequently the damping of the shock absorber corresponding to each wheel is adjusted according to the target control current determined by the target current enhancement strategy, so that the adjusted shock absorber can provide better adaptation to the current status of the vehicle, thereby improving the comfort and / or handling of the vehicle, avoiding the problem of the inability to accurately adjust the damping of the shock absorber in the related art, resulting in poor shock absorbing effect of the shock absorber.

[0035] In some embodiments, Figure 2 As shown, at least one target current enhancement strategy is determined according to the state information, including:

[0036] S201, determining a target current enhancement strategy set from a plurality of preset current enhancement strategy sets according to state information;

[0037] S202: Determine at least one target current enhancement strategy from a target current enhancement strategy set according to the state information.

[0038] It can be understood that different current enhancement strategy sets include different current enhancement strategies, and each current enhancement strategy set includes at least two current enhancement strategies. For example, a first current enhancement strategy set and a second current enhancement strategy set are pre-set. Figure 3 As shown, the first current enhancement strategy set and the second current enhancement strategy set include different current enhancement strategies, and the first current enhancement strategy set and the second current enhancement strategy set both include at least two current enhancement strategies.

[0039] It can be understood that different current enhancement strategy sets correspond to different vehicle operating conditions. The present application will pre-set the operating conditions corresponding to each current enhancement strategy set. For example, taking the operating condition corresponding to the first current enhancement strategy set as a steady-state non-emergency condition and the second current enhancement strategy set corresponding to a high-dynamic emergency condition as an example, if the operating condition of the vehicle is determined to be a steady-state non-emergency condition based on the status information, the first current enhancement strategy set is used as the target current enhancement strategy set; if the operating condition of the vehicle is determined to be a high-dynamic emergency condition based on the status information, the second current enhancement strategy set is used as the target current enhancement strategy set.

[0040] It can be understood that different working conditions are associated with different status information, and the association between different working conditions and different status information can be stored in any form of tables, models, formulas, hash values, and key-value pairs, and this application does not limit this.

[0041] In some examples, after determining the target current enhancement strategy set, the present application will further determine at least one target current enhancement strategy from the target current enhancement strategy set according to the state information.

[0042] Specifically, the present application will match the state information with the current enhancement strategies in the target current enhancement strategy set one by one. When the state information successfully matches any current enhancement strategy in the target current enhancement strategy set, the successfully matched current enhancement strategy will be used as the target current enhancement strategy.

[0043] It can be understood that different status information corresponds to different current enhancement strategies. The present application pre-sets a specific association relationship between status information and current enhancement strategies. The association relationship can be stored in any form of a table, model, formula, hash value, or key-value pair. The present application does not limit this. The target current enhancement strategy can be determined by subsequently matching the status information with the association relationship between the above status information and the current enhancement strategy.

[0044] According to the technical solution provided in the embodiment of the present application, a target current enhancement strategy set is determined from a plurality of pre-set current enhancement strategy sets according to status information, different current enhancement strategy sets contain different current enhancement strategies, and each current enhancement strategy set contains at least two current enhancement strategies; at least one target current enhancement strategy is determined from the target current enhancement strategy set according to the status information. The present application introduces the concept of current enhancement strategy set, and preliminarily screens the current enhancement strategy set according to the status information to narrow the matching range, thereby avoiding the tedious calculation problems caused by directly matching the status information with each current enhancement strategy one by one, improving the matching efficiency and system response speed, and subsequently matching the status information with each current enhancement strategy one by one to achieve accurate determination of the target current enhancement strategy that matches the vehicle.

[0045] In some embodiments, when the number of target current enhancement strategies is multiple, such as Figure 4 As shown, the initial control current is adjusted based on at least one target current enhancement strategy to obtain a target control current, including:

[0046] S401, determining an enhanced control current corresponding to each target current enhancement strategy;

[0047] S402: Determine a target enhanced control current according to the multiple enhanced control currents, and adjust the initial control current based on the target enhanced control current to obtain the target control current.

[0048] In some examples, when there are multiple target current enhancement strategies, the present application determines the enhanced control current corresponding to each target current enhancement strategy, determines the target enhanced control current based on the multiple enhanced control currents, and adjusts the initial control current based on the target enhanced control current to obtain the target control current.

[0049] In some examples, a target enhanced control current is determined based on multiple enhanced control currents, including: determining a maximum enhanced control current from multiple enhanced control currents (the maximum enhanced control current can be determined by sorting or bubbling, etc., which will not be repeated here), and using the maximum enhanced control current as the target enhanced control current.

[0050] In some examples, determining the target enhanced control current according to the plurality of enhanced control currents further includes: determining a median enhanced control current from the plurality of enhanced control currents, and using the median enhanced control current as the target enhanced control current.

[0051] In some examples, determining the target enhanced control current according to the plurality of enhanced control currents further includes: determining an average enhanced control current from the plurality of enhanced control currents, and using the average enhanced control current as the target enhanced control current.

[0052] In some examples, after determining the target enhanced control current, the present application adjusts the initial control current based on the target enhanced control current to obtain the target control current. Specifically, the target enhanced control current and the initial control current are weighted to obtain the target control current.

[0053] According to the technical solution provided in the embodiment of the present application, the enhanced control current corresponding to each target current enhancement strategy is determined; the target enhanced control current is determined based on multiple enhanced control currents, and the initial control current is adjusted based on the target enhanced control current to obtain the target control current, so that the target control current can better match the state of the vehicle.

[0054] In some embodiments, the target current enhancement strategy includes a basic control strategy, and the state information includes a driving mode and a driving speed; Figure 5 As shown, determining the enhanced control current corresponding to each target current enhancement strategy includes:

[0055] S501, determining a value range of the enhanced control current according to the driving mode, and determining an initial enhanced control current corresponding to the basic control strategy according to the driving speed and the value range;

[0056] S502, obtaining a road surface environment when the vehicle is traveling, determining a weighted value according to the road surface environment, and performing weighted processing on the initial enhanced control current according to the determined weighted value to obtain an enhanced control current.

[0057] In some examples, when the target current enhancement strategy is the basic control strategy, the present application first determines the value range of the enhanced control current according to the driving mode of the vehicle. For example, taking the vehicle driving mode including three modes: comfort, standard, and sport, the comfort mode is used for low-speed driving in the city, and the adjustable range of the damping force is relatively small. The standard mode is suitable for normal use and daily use conditions, and the damping force adjustment range is moderate. The sport mode is suitable for high-speed and high-dynamic driving, and the adjustable range of damping is the largest. Based on the principle that the greater the current, the greater the damping force, and the smaller the current, the smaller the damping force, the present application sets the current value range corresponding to the comfort mode to 0~1A, and the shock absorber controlled according to this current value range pays more attention to the comfort of the vehicle. , effectively absorb road excitation, avoid resonance with road vibration caused by excessive damping, set the current value range corresponding to the standard mode to 0-1.5A, and the shock absorber controlled according to this current value range can take into account both comfort and handling stability; this application sets the current value range corresponding to the sports mode to 0-2A. There will be driving risks when driving at high speeds. In order to ensure the stability of the vehicle body during driving, a certain degree of comfort needs to be sacrificed (the damping force is large, and the ride may feel bumpy) when performing high dynamic conditions such as steering, acceleration, and braking at high speeds. The shock absorber controlled according to this current value range will increase the damping to better stabilize the vehicle body position and prevent large pitch and roll.

[0058] In some examples, the present application determines the initial enhanced control current corresponding to the basic control strategy according to the driving speed and the value range. Specifically, the higher the driving speed, the greater the current, and the lower the driving speed, the smaller the current. The present application pre-sets the corresponding relationship between the driving speed and the current, and then determines a control current according to the driving speed. If the determined control current is within the value range, the determined control current is directly used as the initial enhanced control current. If the determined control current is not within the value range (since the current will not be less than 0, the situation where the control current is not within the value range must be that the control current is greater than the maximum value of the value range), the maximum value within the value range is used as the initial enhanced control current.

[0059] In some examples, different road surface excitations caused by the road surface to the vehicle will affect the weighting of the current current. The general trend is that the higher the road surface roughness, the greater the wheel excitation, the smaller the current, and the weaker the damping. Based on the above principles, the present application will also obtain the road surface environment when the vehicle is driving, determine the weighted value according to the road surface environment, and weight the initial enhanced control current according to the determined weighted value to obtain the enhanced control current.

[0060] In some examples, the shock absorber current output may also be calibrated based on the vehicle speed; the shock absorber current output may be calibrated based on the vehicle lateral acceleration; and the shock absorber current output may be calibrated based on the vehicle longitudinal acceleration, which will not be described in detail here.

[0061] According to the technical solution provided in the embodiment of the present application, the value range of the enhanced control current is determined according to the driving mode, and the initial enhanced control current corresponding to the basic control strategy is determined according to the driving speed and the value range; the road environment when the vehicle is driving is obtained, and a weighted value is determined according to the road environment. The initial enhanced control current is weighted according to the determined weighted value to obtain the enhanced control current. The above steps of the present application realize the accurate acquisition of the enhanced control current.

[0062] In some embodiments, the target current enhancement strategy includes a skyhook control strategy, and the state information includes a vehicle body movement rate and a wheel movement rate, such as Figure 6 As shown, determining the enhanced control current corresponding to each target current enhancement strategy includes:

[0063] S601, determining an initial enhanced control current corresponding to the skyhook control strategy according to the vehicle body movement rate and the wheel movement rate;

[0064] S602: Obtain a proportionality factor between an input signal and an output signal of a tire vertical velocity, and perform weighted processing on an initial enhanced control current corresponding to a skyhook control strategy according to the proportionality factor to obtain an enhanced control current.

[0065] It can be understood that the present application will determine the initial enhanced control current corresponding to the skyhook control strategy based on the vehicle body movement rate and the wheel movement rate. Specifically, the skyhook control strategy attempts to simulate a system in which a sprung mass is connected to a suspended plane through a shock absorber. When the vehicle body and the wheel move in opposite directions, large damping must be applied to quickly attenuate the vibration. If the vehicle body and the wheel move in the same direction and the body movement rate is greater than the wheel movement rate, large damping must be applied to quickly attenuate the vibration. If the vehicle body and the wheel move in the same direction and the body movement rate is greater than or less than the wheel movement rate, the damping must be reduced. Small damping reduces the transmission of wheel vibration to the vehicle body.

[0066] Based on the above principles, the present application can obtain the initial enhanced control current corresponding to the vehicle body movement rate and the wheel movement rate. In some examples, the present application can directly use the initial enhanced control current as the enhanced control current.

[0067] In some examples, since both the basic control strategy and the skyhook control strategy are for steady-state control, the basic control strategy guarantees driving performance to a certain extent, while the skyhook control strategy focuses more on driving comfort. In order to take into account both driving performance and the skyhook control strategy, the basic control strategy and the skyhook control strategy need to be integrated. Specifically, Figure 7 As shown, the present application will obtain the proportional factor (Gain) between the input signal and the output signal of the tire vertical speed, and perform weighted processing on the enhanced control current corresponding to the basic control strategy according to the proportional factor to obtain a new enhanced control current. In some examples, the initial enhanced control current corresponding to the skyhook control strategy is weighted according to the proportional factor to obtain the enhanced control current, including: determining a weight value according to the proportional factor (the weight value can be determined by subtracting the proportional factor from 1), and then weighting the initial enhanced control current according to the weight value to obtain the enhanced control current.

[0068] In some examples, the target current enhancement strategy is a roll control strategy, and a corresponding enhanced control current is determined according to each target current enhancement strategy, including calculating the lateral acceleration based on the lateral acceleration, and determining the enhanced control current corresponding to different lateral accelerations through calibration, so as to improve the steering ability and control of the vehicle when entering and exiting a curve.

[0069] According to the technical solution provided in the embodiment of the present application, the initial enhanced control current corresponding to the skyhook control strategy is determined according to the vehicle body movement rate and the wheel movement rate; the proportional factor between the input signal and the output signal of the tire vertical velocity is obtained, and the initial enhanced control current corresponding to the skyhook control strategy is weighted according to the proportional factor to obtain the enhanced control current. This method realizes the accurate acquisition of the enhanced control current corresponding to the skyhook control strategy.

[0070] In some embodiments, the target current enhancement strategy includes a pitch control strategy, and the state information includes a driving force and a braking force, such as Figure 8 As shown, determining the enhanced control current corresponding to each target current enhancement strategy includes:

[0071] S801, determining the longitudinal acceleration of the vehicle according to the driving force and the braking force;

[0072] S802: Match the longitudinal acceleration with a preset correspondence between the longitudinal acceleration and the current to obtain an enhanced control current.

[0073] In some examples, the present application determines the driving force and braking force of the vehicle based on the vehicle's driving request and braking request, and calculates the vehicle's longitudinal acceleration based on the driving force and braking force. When the longitudinal acceleration is large, the vehicle generates a large pitch degree. At this time, it is necessary to increase the current to increase the damping force, increase the vehicle body stability and suppress the pitch; when the longitudinal acceleration is small, the vehicle generates a small pitch degree. At this time, there is no need to increase the current to increase the damping force, and there is no need to increase the vehicle body stability to suppress the pitch.

[0074] After the longitudinal acceleration is determined, the present application will match the longitudinal acceleration with a preset correspondence between the longitudinal acceleration and the current to obtain an enhanced control current.

[0075] Exemplarily, when the longitudinal acceleration is set to be greater than or equal to 2 mm / s, the longitudinal acceleration will cause the vehicle to have a greater pitch. Exemplarily, the current value range of the shock absorber is 0 to 2A, and the corresponding relationship between the preset longitudinal acceleration and the current is shown in Table 1 below:

[0076] Table 1: Correspondence between longitudinal acceleration and current

[0077]

[0078] As shown in Table 1 above, when the longitudinal acceleration of the vehicle is ≥ 2 mm·s -2 When the longitudinal acceleration is set, the present application matches the longitudinal acceleration with a preset correspondence table of longitudinal acceleration and current to obtain an enhanced control current to ensure that the pitch suppression effect of the vehicle is not less than 60%.

[0079] In some examples, the present application will also simultaneously differentiate the longitudinal acceleration value to obtain the rate of change of the longitudinal acceleration, and reflect the increasing or decreasing trend of the vehicle body pitch degree according to the rate of change of the longitudinal acceleration, so as to determine the changing trend of the shock absorber damping based on the rate of change (the damping force increases with the increase of the pitch degree) to suppress the vehicle pitch. At the same time, the shock absorber damping will be set to maintain the function, that is, maintain the maximum damping for a period of time.

[0080] In some examples, the target current enhancement strategy also includes a travel limit control strategy (Endstop). The travel limit control strategy is a fast response function under special scenarios and will continue to work. When the wheel position approaches the upper and lower travel end points of the suspension, the EndStop function requests the current to increase rapidly, thereby eliminating the violent impact of tire movement when the vehicle body moves significantly or the road is greatly disturbed.

[0081] In some examples, the target current enhancement strategy also includes a damping control strategy (ESCreq). ESCreq is a shock absorber controller that needs to perform different damping control functions in response to different requests from ESC, which are mainly divided into: ① steering function, which can set current constants for the front and rear axles separately, and the front and rear axles use fixed current control; ② initial pitch control, the current value can be calibrated and lasts for a calibrable time to reduce the initial pitch during braking; ③ wheel grip optimization, which calculates the relative speed and acceleration of the wheel relative to the vehicle body based on the wheel speed and acceleration, and sets the current value through calibration to improve the wheel grip.

[0082] According to the technical solution provided in the embodiment of the present application, the longitudinal acceleration of the vehicle is determined based on the driving force and the braking force; the longitudinal acceleration is matched with the preset correspondence between the longitudinal acceleration and the current to obtain an enhanced control current, thereby controlling the pitch effect of the vehicle and improving the comfort and operability of the vehicle.

[0083] In some embodiments, Fig. 9 As shown, determining a target enhanced control current according to a plurality of enhanced control currents includes:

[0084] S901, determining a candidate enhanced control current from a plurality of enhanced control currents, and comparing the candidate enhanced control current with a limiting current corresponding to the shock absorber;

[0085] S902: When the candidate enhanced control current is lower than the limit current, use the candidate enhanced control current as the target enhanced control current.

[0086] It can be understood that the method of determining a candidate enhanced control current from multiple enhanced control currents is not repeated here (for example, taking the maximum enhanced control current as the candidate enhanced control current, taking the median enhanced control current as the candidate enhanced control current, etc.).

[0087] After determining the candidate enhanced control current, the present application will compare the candidate enhanced control current with the corresponding limiting current of the shock absorber, wherein the limiting current is determined by monitoring the damping current of the shock absorber. Specifically, the damping current monitoring process is as follows: according to the actual current and voltage of the shock absorber, the impedance of the shock absorber valve body is calculated, the shock absorber temperature is inferred through the impedance, and the limiting current of the shock absorber is set according to the inferred temperature.

[0088] In some examples, the present application uses the candidate enhanced control current as the target enhanced control current when the candidate enhanced control current is lower than the limiting current, and directly uses the limiting current as the target enhanced control current if the candidate enhanced control current is greater than or equal to the limiting current.

[0089] According to the technical solution provided in the embodiment of the present application, a candidate enhanced control current is determined from multiple enhanced control currents, and the candidate enhanced control current is compared with the limiting current corresponding to the shock absorber; when the candidate enhanced control current is lower than the limiting current, the candidate enhanced control current is used as the target enhanced control current. By setting a limiting current, the present application avoids the problem of the determined target enhanced control current being too large, causing damage to the shock absorber.

[0090] All the above optional technical solutions can be arbitrarily combined to form optional embodiments of the present application, which will not be described one by one here.

[0091] The following is an embodiment of the device of the present application, which can be used to execute the embodiment of the method of the present application. For details not disclosed in the embodiment of the device of the present application, please refer to the embodiment of the method of the present application.

[0092] This embodiment also provides a damping adjustment device for a shock absorber, such as Fig.10 As shown, the device comprises:

[0093] An acquisition module 1001 is used to acquire state information of the vehicle, and determine the output damping force of each wheel in the vehicle according to the state information, and determine the initial control current for damping adjustment of the shock absorber corresponding to the wheel based on the output damping force of each wheel;

[0094] A strategy module 1002 is used to determine at least one target current enhancement strategy according to the state information, and adjust the initial control current based on the at least one target current enhancement strategy to obtain a target control current;

[0095] The control module 1003 is used to adjust the damping of the shock absorber corresponding to each wheel according to the target control current.

[0096] In some examples, the strategy module 1002 is also used to determine a target current enhancement strategy set from a plurality of pre-set current enhancement strategy sets based on status information, where different current enhancement strategy sets contain different current enhancement strategies, and each current enhancement strategy set contains at least two current enhancement strategies; and determine at least one target current enhancement strategy from the target current enhancement strategy set based on the status information.

[0097] In some examples, the strategy module 1002 is also used to determine the enhanced control current corresponding to each target current enhancement strategy when there are multiple target current enhancement strategies; determine the target enhanced control current based on the multiple enhanced control currents, and adjust the initial control current based on the target enhanced control current to obtain the target control current.

[0098] In some examples, the strategy module 1002 is also used to determine the value range of the enhanced control current according to the driving mode, and determine the initial enhanced control current corresponding to the basic control strategy according to the driving speed and the value range when the target current enhancement strategy includes the basic control strategy and the status information includes the driving mode and the driving speed; obtain the road environment when the vehicle is driving, determine the weighted value according to the road environment, and weight the initial enhanced control current according to the determined weighted value to obtain the enhanced control current.

[0099] In some examples, the strategy module 1002 is also used to carry out the target current enhancement strategy including the skyhook control strategy, and the status information includes the vehicle body movement rate and the wheel movement rate; determine the initial enhanced control current corresponding to the skyhook control strategy according to the vehicle body movement rate and the wheel movement rate; obtain the proportional factor between the input signal and the output signal of the tire vertical velocity, and perform weighted processing on the initial enhanced control current corresponding to the skyhook control strategy according to the proportional factor to obtain the enhanced control current.

[0100] In some examples, the strategy module 1002 is also used when the target current enhancement strategy includes a pitch control strategy and the state information includes driving force and braking force; the longitudinal acceleration of the vehicle is determined based on the driving force and the braking force; the longitudinal acceleration is matched with a preset correspondence between the longitudinal acceleration and the current to obtain an enhanced control current.

[0101] In some examples, the strategy module 1002 is further used to determine a candidate enhanced control current from a plurality of enhanced control currents, and compare the candidate enhanced control current with a limiting current corresponding to the shock absorber; when the candidate enhanced control current is lower than the limiting current, the candidate enhanced control current is used as a target enhanced control current.

[0102] According to the technical solution provided in the embodiment of the present application, the damping adjustment device of the shock absorber provided in the present embodiment obtains the status information of the vehicle, and determines the output damping force of each wheel in the vehicle according to the status information, and determines the initial control current for damping adjustment of the shock absorber corresponding to the wheel based on the output damping force of each wheel; determines at least one target current enhancement strategy according to the status information, and adjusts the initial control current based on at least one target current enhancement strategy to obtain the target control current; performs damping adjustment on the shock absorber corresponding to each wheel according to the target control current. After determining the initial control current, the present application determines at least one current enhancement strategy according to the status information of the vehicle, so that the determined current enhancement strategy is more matched with the status of the vehicle, and subsequently adjusts the damping of the shock absorber according to the target control current determined by the target current enhancement strategy, so that the adjusted shock absorber can provide better adaptation to the current status of the vehicle, thereby improving the comfort and / or handling of the vehicle, and avoiding the problem in the related art that the shock absorber damping cannot be accurately adjusted, resulting in poor shock absorption effect of the shock absorber.

[0103] The present application also provides a vehicle, comprising a shock absorber, wherein the shock absorber is configured to execute the steps of the damping adjustment method of the shock absorber in any of the above embodiments.

[0104] Fig.11 Schematic diagram of an electronic device 11 provided in an embodiment of the present application. Fig.11 As shown, the electronic device 11 of this embodiment includes: a processor 1101, a memory 1102, and a computer program 1103 stored in the memory 1102 and executable on the processor 1101. When the processor 1101 executes the computer program 1103, the steps in each of the above method embodiments are implemented. Alternatively, when the processor 1101 executes the computer program 1103, the functions of each module / unit in each of the above device embodiments are implemented.

[0105] The electronic device 11 may be a desktop computer, a notebook, a PDA, a cloud server, or other electronic device. The electronic device 11 may include, but is not limited to, a processor 1101 and a memory 1102. Those skilled in the art will appreciate that Fig.11 The electronic device 11 is merely an example and does not limit the electronic device 11 , and may include more or less components than those shown in the figure, or different components.

[0106] Processor 1101 can be a central processing unit (CPU), or other general-purpose processors, digital signal processors (DSP), application-specific integrated circuits (ASIC), field-programmable gate arrays (FPGA) or other programmable logic devices, discrete gate or transistor logic devices, discrete hardware components, etc.

[0107] The memory 1102 may be an internal storage unit of the electronic device 11, for example, a hard disk or memory of the electronic device 11. The memory 1102 may also be an external storage device of the electronic device 11, for example, a plug-in hard disk, a smart media card (SMC), a secure digital (SD) card, a flash card (FlashCard), etc. equipped on the electronic device 11. The memory 1102 may also include both an internal storage unit of the electronic device 11 and an external storage device. The memory 1102 is used to store computer programs and other programs and data required by the electronic device.

[0108] Those skilled in the art can clearly understand that for the convenience and simplicity of description, only the division of each functional unit and module is used as an example. In actual application, the above-mentioned function allocation can be completed by different functional units and modules as needed, that is, the internal structure of the device is divided into different functional units or modules to complete all or part of the functions described above. Each functional unit and module in the embodiment can be integrated into a processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit, and the above-mentioned integrated unit can be implemented in the form of hardware or in the form of software functional units.

[0109] If the integrated module / unit is implemented in the form of a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, the present application implements all or part of the processes in the above-mentioned embodiment method, and can also be completed by instructing the relevant hardware through a computer program. The computer program can be stored in a computer-readable storage medium, and the computer program can implement the steps of each of the above-mentioned method embodiments when executed by the processor. The computer program may include computer program code, and the computer program code may be in source code form, object code form, executable file or some intermediate form. The computer-readable medium may include: any entity or device capable of carrying computer program code, recording medium, U disk, mobile hard disk, disk, optical disk, computer memory, read-only memory (ROM), random access memory (RAM), electric carrier distance, telecommunication distance and software distribution medium, etc. It should be noted that the content contained in the computer-readable medium can be appropriately increased or decreased according to the requirements of regional requirements and patent practice. For example, in some areas, according to regional requirements and patent practice, the computer-readable medium does not include electric carrier distance and telecommunication distance.

[0110] The above embodiments are only used to illustrate the technical solutions of the present application, rather than to limit them. Although the present application has been described in detail with reference to the aforementioned embodiments, a person skilled in the art should understand that the technical solutions described in each of the aforementioned embodiments may still be modified, or some of the technical features may be replaced by equivalents. Such modifications or replacements do not deviate the essence of the corresponding technical solutions from the spirit and scope of the technical solutions of each embodiment of the present application, and should all be included in the protection scope of the present application.

Claims

1. A damping adjustment method for a shock absorber, characterized in that: The method comprises: Acquiring status information of a vehicle, and determining an output damping force of each wheel of the vehicle according to the status information; Based on the output damping force of each wheel, determining an initial control current for damping adjustment of a shock absorber corresponding to the wheel; Determining at least one target current enhancement strategy according to the state information, and adjusting the initial control current based on the at least one target current enhancement strategy to obtain a target control current; The damping of the shock absorber corresponding to each wheel is adjusted according to the target control current.

2. The method according to claim 1, characterized in that Determining at least one target current enhancement strategy according to the state information includes: Determine a target current enhancement strategy set from a plurality of preset current enhancement strategy sets according to the state information, wherein different current enhancement strategy sets contain different current enhancement strategies, and each current enhancement strategy set contains at least two current enhancement strategies; At least one of the target current enhancement strategies is determined from the target current enhancement strategy set according to the state information.

3. The method according to claim 2, characterized in that When there are multiple target current enhancement strategies, adjusting the initial control current based on at least one target current enhancement strategy to obtain a target control current includes: Determining an enhanced control current corresponding to each of the target current enhancement strategies; A target enhanced control current is determined according to the plurality of enhanced control currents, and the initial control current is adjusted based on the target enhanced control current to obtain the target control current.

4. The method according to claim 3, characterized in that The target current enhancement strategy includes a basic control strategy, and the state information includes a driving mode and a driving speed; Determining the enhanced control current corresponding to each target current enhancement strategy includes: Determining a value range of the enhanced control current according to the driving mode, and determining an initial enhanced control current corresponding to the basic control strategy according to the driving speed and the value range; A road surface environment when the vehicle is traveling is obtained, a weighted value is determined according to the road surface environment, and a weighted process is performed on the initial enhanced control current according to the determined weighted value to obtain the enhanced control current.

5. The method according to claim 3, characterized in that: The target current enhancement strategy includes a skyhook control strategy, and the state information includes a vehicle body movement rate and a wheel movement rate; Determining the enhanced control current corresponding to each target current enhancement strategy includes: Determining an initial enhanced control current corresponding to the skyhook control strategy according to the vehicle body movement rate and the wheel movement rate; A proportionality factor between an input signal and an output signal of a tire vertical velocity is obtained, and an initial enhanced control current corresponding to the skyhook control strategy is weighted according to the proportionality factor to obtain the enhanced control current.

6. The method according to claim 3, characterized in that The target current enhancement strategy includes a pitch control strategy, and the state information includes a driving force and a braking force; Determining the enhanced control current corresponding to each target current enhancement strategy includes: determining a longitudinal acceleration of the vehicle based on the driving force and the braking force; The longitudinal acceleration is matched with a preset correspondence between the longitudinal acceleration and the current to obtain the enhanced control current.

7. The method according to claim 3, characterized in that Determining a target enhanced control current according to the plurality of enhanced control currents comprises: Determine a candidate enhanced control current from the plurality of enhanced control currents, and compare the candidate enhanced control current with a limiting current corresponding to the shock absorber; When the candidate boost control current is lower than the limit current, the candidate boost control current is used as the target boost control current.

8. A damping adjustment device for a shock absorber, characterized in that: The device comprises: an acquisition module, configured to acquire status information of a vehicle, determine an output damping force of each wheel of the vehicle according to the status information, and determine an initial control current for damping adjustment of a shock absorber corresponding to the wheel based on the output damping force of each wheel; a strategy module, configured to determine at least one target current enhancement strategy according to the state information, and adjust the initial control current based on the at least one target current enhancement strategy to obtain a target control current; A control module is used to adjust the damping of the shock absorber corresponding to each wheel according to the target control current.

9. A vehicle comprising a shock absorber, characterized in that: The shock absorber is configured to perform the steps of the method according to any one of claims 1 to 7.

10. A computer-readable storage medium storing a computer program, characterized in that: When the computer program is executed by a processor, the steps of the method according to any one of claims 1 to 7 are implemented.

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