Vehicle shock absorber control method and device, electronic equipment and storage medium

Abstract

The invention provides a control method and device of a vehicle shock absorber, electronic equipment and a storage medium, and relates to the technical field of vehicle body damping adjustment. The method comprises the steps that a target stroke signal of a shock absorber of the vehicle within a preset frequency range is obtained, and the preset frequency range is determined based on the inherent frequency of the unsprung load; determining a control current of the shock absorber according to the target stroke signal; and performing damping adjustment on the shock absorber based on the control current. According to the technical scheme, wheel unsprung jumping can be intervened timely and accurately, the controllability and stability of a vehicle are improved, and the riding comfort is improved.

Description

Technical Field

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

[0002] During dynamic driving of a vehicle, subjective braking operation often occurs, which will cause strong vehicle body pitching motion, causing discomfort to the passengers. In order to improve the stability and controllability of vehicle suspension, various types of shock absorbers have emerged to enhance the control of suspension, among which solenoid valve shock absorbers, magnetorheological shock absorbers, air spring shock absorbers, etc. help improve comfort. Summary of the invention

[0003] The embodiments of the present application provide a control method, device, electronic device and storage medium for a vehicle shock absorber to solve or alleviate the problems existing in the prior art.

[0004] In a first aspect, an embodiment of the present application provides a method for controlling a vehicle shock absorber, comprising: obtaining a target stroke signal of the vehicle shock absorber within a preset frequency range, wherein the preset frequency range is determined based on the natural frequency of the unsprung load; determining a control current of the shock absorber according to the target stroke signal; and adjusting the damping of the shock absorber based on the control current.

[0005] In a second aspect, an embodiment of the present application provides a control device for a vehicle shock absorber, comprising: a target stroke signal acquisition module, used to acquire a target stroke signal of the vehicle shock absorber within a preset frequency range, wherein the preset frequency range is determined based on the natural frequency of the unsprung load; a control current determination module, used to determine the control current of the shock absorber according to the target stroke signal; and a damping adjustment module, used to adjust the damping of the shock absorber based on the control current.

[0006] In a third aspect, an embodiment of the present application provides an electronic device, including a memory, a processor, and a computer program stored in the memory, wherein the processor implements any of the above methods when executing the computer program.

[0007] In a fourth aspect, an embodiment of the present application provides a computer-readable storage medium, wherein the computer-readable storage medium stores a computer program, and when the computer program is executed by a processor, the method described in any one of the above is implemented.

[0008] Compared with the prior art, the present application has the following advantages: by acquiring the stroke signal and frequency signal of the shock absorber, monitoring the amplitude and frequency of the wheel bounce, and adjusting the control current of the shock absorber accordingly, it is possible to intervene in the wheel unspring bounce in a timely and accurate manner, thereby improving the vehicle's handling and stability, and enhancing ride comfort.

[0009] The above description is only an overview of the technical solution of the present application. In order to more clearly understand the technical means of the present application, it can be implemented in accordance with the contents of the specification. In order to make the above and other purposes, features and advantages of the present application more obvious and easy to understand, the specific implementation methods of the present application are listed below. BRIEF DESCRIPTION OF THE DRAWINGS

[0010] In the accompanying drawings, unless otherwise specified, the same reference numerals throughout the multiple drawings represent the same or similar parts or elements. These drawings are not necessarily drawn to scale. It should be understood that these drawings only depict some embodiments according to the present application and should not be regarded as limiting the scope of the present application.

[0011] Figure 1 A schematic diagram showing a vehicle 100 according to an embodiment of the present application;

[0012] Figure 2 A flow chart showing a method for controlling a vehicle shock absorber according to an embodiment of the present application;

[0013] Figure 3 An application example diagram of an embodiment of the present application is shown;

[0014] Figure 4 A structural block diagram showing a control device 400 for a vehicle shock absorber according to an embodiment of the present application;

[0015] Figure 5 A structural block diagram of an electronic device used to implement an embodiment of the present application is shown. DETAILED DESCRIPTION

[0016] In the following, only some exemplary embodiments are briefly described. As those skilled in the art will appreciate, the described embodiments may be modified in various ways without departing from the concept or scope of the present application. Therefore, the drawings and descriptions are considered to be exemplary in nature and not restrictive.

[0017] To facilitate understanding of the technical solutions of the embodiments of the present application, the following describes the related technologies of the embodiments of the present application. The following related technologies can be combined with the technical solutions of the embodiments of the present application as optional solutions, and they all belong to the protection scope of the embodiments of the present application.

[0018] During the driving process, the vehicle will generate various vibrations due to the uneven road surface, which will affect the driver's driving experience and the comfort of the passengers. In order to solve this problem, the vehicle is usually equipped with shock absorbers, and the control current of the shock absorbers is calculated according to the vehicle's body posture parameters to reduce these vibrations. For example: according to the acceleration sensor installed on the body, the vertical movement speed of the body, the angular velocity of the body pitch movement and the angular velocity of the body roll movement are calculated; then, by looking up the braking control force table, the corresponding body vertical control force, body pitch movement control torque, and body roll movement control torque that suppress the body movement are output; then, based on the body vertical control force, body pitch movement control torque, and body roll movement control torque, the control current that needs to be allocated to the shock absorber is calculated to achieve the effect of suppressing the movement of the body.

[0019] However, this method ignores the impact of wheel hop (wheel bounce) on the shock absorber damping control. Wheel hop refers to the process of the vehicle being driven, in which the wheel loses contact with the road surface for a short period of time due to strong impact or bumps during high-speed driving. In this case, the wheel and shock absorber will experience drastic changes in movement in a short period of time, which brings challenges to the shock absorber damping control. Specifically, when wheel hop occurs, the damping force demand of the shock absorber will increase sharply to prevent the wheel from generating excessive impact when it re-contacts the road surface, which requires the shock absorber damping control system to respond quickly and increase the damping force in time; after the wheel hop ends, the shock absorber needs to quickly restore the normal damping force to ensure the comfort and stability of the vehicle; this requires the shock absorber damping control system to have high-precision control capabilities and be able to accurately control the damping force of the shock absorber; wheel hop may occur in a very short period of time, which requires the shock absorber damping control system to have high-speed response capabilities and be able to quickly adjust the damping force when and when the wheel hop occurs.

[0020] The embodiment of the present application aims to provide a control method for a vehicle shock absorber, which obtains the stroke signal and frequency signal of the shock absorber, monitors the amplitude and frequency of the wheel bounce, and adjusts the control current of the shock absorber accordingly, so as to intervene in the wheel unsprung bounce in a timely and accurate manner, improve the vehicle's handling and stability, and enhance the ride comfort.

[0021] It should be noted that the above-mentioned application scenarios or application examples of the vehicle shock absorber control method provided in the embodiments of the present application are for ease of understanding, and the embodiments of the present application do not specifically limit the application of the vehicle shock absorber control method.

[0022] In addition, the user information (including but not limited to user device information, user personal information, etc.) and data (including but not limited to data used for analysis, stored data, displayed data, etc.) involved in this application are all information and data authorized by the user or fully authorized by all parties, and the collection, use and processing of relevant data must comply with the relevant laws, regulations and standards of relevant countries and regions, and provide corresponding operation entrances for users to choose or edit authorization or rejection.

[0023] The following is a detailed description of the technical solution of the present application and how the technical solution of the present application solves the above-mentioned technical problems with specific embodiments. The listed specific embodiments may be combined with each other, and the same or similar concepts or processes may not be described in detail in some embodiments.

[0024] Figure 1 A schematic diagram of a vehicle 100 according to an embodiment of the present application is shown. In the embodiment of the present application, the vehicle 100 may be a fuel vehicle, an electric vehicle, a solar vehicle, or any other powered vehicle. The vehicle 100 may include a plurality of shock absorbers mounted on the vehicle body.

[0025] For example, Figure 1 As shown, the vehicle 100 may include four shock absorbers 101A, 101B, 101C and 101D, which are respectively installed on the left front part of the vehicle body, the right front part of the vehicle body, the left rear part of the vehicle body and the right rear part of the vehicle body 100. The vehicle 100 may also include four height sensors 102A, 102B, 102C and 102D, which are respectively installed on the left front part of the vehicle body, the right front part of the vehicle body, the left rear part of the vehicle body and the right rear part of the vehicle body 100. According to actual needs, several body acceleration sensors may also be configured. It should be noted that in the embodiment of the present application, the front, rear, left and right directions are defined based on the direction of the head of the vehicle, but are not limited to this. In addition, the embodiment of the present application does not limit the type, quantity and installation position of the shock absorber and height sensor.

[0026] Exemplarily, the vehicle 100 is also provided with an electronic device, including a memory, a processor, and a computer program stored in the memory. When the processor executes the computer program, the control method of the vehicle shock absorber of the embodiment of the present application is implemented.

[0027] Figure 2 A flow chart showing a method for controlling a vehicle shock absorber according to an embodiment of the present application is shown. Figure 2 As shown, the control method of the vehicle shock absorber includes step S201, step S202 and step S203.

[0028] Step S201: obtaining a target travel signal of a shock absorber of a vehicle within a preset frequency range, wherein the preset frequency range is determined based on a natural frequency of an unsprung load;

[0029] Step S202: determining a control current of the shock absorber according to the target stroke signal;

[0030] Step S203: adjusting the damping of the shock absorber based on the control current.

[0031] Among them, the natural frequency of the unsprung load, that is, the natural frequency of the wheel unsprung load, refers to the specific frequency at which the wheel suspension system can generate vibrations when subjected to external disturbances. In the absence of external disturbances, the suspension system will vibrate freely at this frequency. This frequency is mainly determined by the stiffness and mass of the springs (or elastic elements such as rubber) of the suspension system. For example, the natural frequency of the unsprung load can be calibrated in advance, such as in a laboratory environment, by performing a free vibration test on the suspension system, recording the vibration data of the suspension system through sensors, including the amplitude and time of the vibration, and then calculating the natural frequency of the suspension system, that is, the natural frequency of the unsprung load.

[0032] The preset frequency range can be determined based on the upper and lower limit intervals of the natural frequency of the unsprung load, that is, the natural frequency of the unsprung load takes the lower frequency limit value downward, and the natural frequency of the unsprung load takes the upper frequency limit value upward. The preset frequency range is the frequency range between the lower frequency limit value and the upper frequency limit value (including the lower frequency limit value and the upper frequency limit value).

[0033] The stroke signal of the shock absorber usually refers to the change in the distance moved by the piston rod of the shock absorber during operation. The stroke signal of the shock absorber can reflect the movement state of the shock absorber, so as to facilitate the monitoring of the amplitude of wheel bounce. For example, the stroke signal of the shock absorber can be detected or calculated by a displacement sensor installed on the shock absorber, or a distance sensor installed between the wheel and the vehicle body, or a height sensor. The stroke signal of the shock absorber has a frequency because the working process of the shock absorber is periodic. When the vehicle is driving, the bumps on the road will cause the wheels to move up and down, and this movement will be transmitted to the shock absorber, causing the shock absorber to produce periodic compression and extension movements. The target stroke signal is a shock absorber stroke signal with a frequency within a preset frequency range.

[0034] In one implementation, the target stroke signal may be obtained by acquiring a to-be-selected stroke signal of the shock absorber and performing band-pass filtering on the to-be-selected stroke signal within a preset frequency range.

[0035] A bandpass filter is an electronic device that allows signals within a certain frequency range to pass through, while blocking signals of other frequencies. In an embodiment of the present application, a bandpass filter can be used to filter out shock absorber stroke signals with frequencies close to the natural frequency of the unsprung load to obtain a target stroke signal. Specifically, the shock absorber's to-be-selected stroke signal is input into the bandpass filter, and the passband range of the filter is set to a preset frequency range. In this way, only the to-be-selected stroke signals with frequencies within the preset frequency range can pass through the filter, and the to-be-selected stroke signals of other frequencies are blocked.

[0036] After such processing, the target travel signal obtained can better reflect the dynamic response of the suspension system during the actual driving of the vehicle, thereby more accurately controlling the performance of the shock absorber and improving the driving comfort and stability of the vehicle.

[0037] In one embodiment, a plurality of shock absorbers and height sensors are installed on the vehicle, and the selected stroke signal of the shock absorber is obtained, including: determining the selected stroke signal of the shock absorber based on the vehicle body height signal collected by the height sensor corresponding to the shock absorber.

[0038] As an example, Figure 1 The vehicle 100 shown in the figure is equipped with a shock absorber 101A and a height sensor 102A, a shock absorber 101B and a height sensor 102B, a shock absorber 101C and a height sensor 102C, and a shock absorber 101D and a height sensor 102D at the left front part, the right front part, the left rear part and the right rear part of the vehicle body, i.e., near the left front wheel, the right front wheel, the left rear wheel and the right rear wheel of the vehicle. If it is necessary to determine the to-be-selected stroke signal of the shock absorber 101A, it can be calculated by the vehicle body height signal collected by the height sensor 102A; if it is necessary to determine the to-be-selected stroke signal of the shock absorber 101B, it can be calculated by the vehicle body height signal collected by the height sensor 102B; if it is necessary to determine the to-be-selected stroke signal of the shock absorber 101C, it can be calculated by the vehicle body height signal collected by the height sensor 102C; if it is necessary to determine the to-be-selected stroke signal of the shock absorber 101D, it can be calculated by the vehicle body height signal collected by the height sensor 102D.

[0039] Further, the control current of the shock absorber is determined according to the target stroke signal; and the damping of the shock absorber is adjusted based on the control current. For example: the control current of the shock absorber 101A is determined according to the target stroke signal of the shock absorber 101A, and the damping of the shock absorber 101A is adjusted based on the control current; the control current of the shock absorber 101B is determined according to the target stroke signal of the shock absorber 101B, and the damping of the shock absorber 101B is adjusted based on the control current; the control current of the shock absorber 101C is determined according to the target stroke signal of the shock absorber 101C, and the damping of the shock absorber 101C is adjusted based on the control current; the control current of the shock absorber 101D is determined according to the target stroke signal of the shock absorber 101D, and the damping of the shock absorber 101D is adjusted based on the control current.

[0040] It should be noted that, in the embodiment of the present application, each wheel is equipped with a set of shock absorbers and height sensors. For each wheel, the selected stroke signal of the wheel is calculated based on the collected signal of the height sensor of the wheel, and then the target stroke signal is obtained by bandpass filtering using the natural frequency of the unsprung load of the wheel, thereby determining the control current of the wheel shock absorber.

[0041] In one embodiment, in step S202, the control current of the shock absorber is determined according to the target stroke signal, including: in response to the stroke peak-to-valley values ​​in the target stroke signal satisfying a preset threshold condition, the control current of the shock absorber is determined based on the stroke peak-to-valley values ​​and the driving dynamics parameters of the vehicle.

[0042] For example, the preset threshold condition may be that the peak-to-valley value of the travel is greater than the preset threshold value. If the peak-to-valley value of the travel in the target travel signal is greater than the preset threshold value, the wheel hop suppression control logic is triggered, that is, the control current of the shock absorber is determined based on the peak-to-valley value of the travel and the driving dynamics parameters of the vehicle.

[0043] The peak-to-valley value of the stroke can represent the maximum and minimum stroke of the shock absorber within a certain period of time. If the peak-to-valley value of the stroke exceeds the preset threshold, it indicates that the vehicle may be experiencing a large vibration, that is, there may be wheel hop. Therefore, it is necessary to trigger the wheel hop suppression control logic in time, and adjust the shock absorber damping to intervene in the vibration of the wheel, thereby reducing or suppressing the wheel hop phenomenon and improving the stability and driving comfort of the vehicle.

[0044] The driving dynamics parameter may characterize a dynamic performance parameter of the vehicle's driving, and the vehicle's driving dynamics parameter may include at least one of a driving speed, a driving mode, and a road surface grade.

[0045] Driving mode generally refers to different operating modes of a vehicle, which can be switched according to the needs of the driver (which can be user configuration in the autonomous driving scenario) or changes in road conditions to change the vehicle's power performance. Common driving modes include comfort mode, economy mode, sports mode, etc. Different driving modes have different requirements for the vehicle's power performance or braking performance. For example: in comfort mode, the vehicle's suspension system, power system and braking system will be adjusted to provide maximum comfort, such as the suspension system may be set to a softer damping force to absorb more road impact; the power system may be set to a lower response speed to provide smooth acceleration; the braking system may be set to a lower braking force to avoid sudden braking. In economy mode, the vehicle's power system will be adjusted to provide maximum energy economy, such as the engine or drive motor may be set to run at a lower speed to reduce fuel consumption or power consumption; the braking system may be set to provide more energy recovery to improve fuel economy or power consumption economy. In sport mode, the vehicle's suspension, power system and braking system will be adjusted to provide maximum power performance and handling. For example, the suspension system may be set to a harder damping force to provide a better road feel; the power system may be set to a higher response speed to provide fast acceleration; and the braking system may be set to a higher braking force to provide fast braking.

[0046] Road conditions refer to the actual driving conditions of the road, including but not limited to the flatness, wetness, slope, curve radius, traffic conditions, etc. The flatness of the road directly affects the driving stability and comfort of the vehicle. When driving on uneven roads, the suspension system and shock absorber of the vehicle need to have strong vibration absorption capabilities to reduce the vibration of the vehicle and improve the ride comfort. The wetness of the road affects the grip and braking performance of the vehicle. When driving on a wet road, the power system of the vehicle needs to have good grip control capabilities to prevent the wheels from slipping. The slope of the road affects the power demand and braking performance of the vehicle. When driving on an uphill road, the power system of the vehicle needs to have sufficient output torque to ensure the climbing ability of the vehicle; when driving on a downhill road, the brake system needs to have good braking force control capabilities to prevent the vehicle from speeding too fast. The curve radius of the road affects the handling performance of the vehicle. When driving on a curve, the suspension system and steering system of the vehicle need to have good handling to ensure the stability of the vehicle on the curve. The traffic conditions of the road affect the driving speed and safety of the vehicle. When driving on a congested road, the vehicle's power system and brake system need to have good low-speed driving and parking capabilities. Different road conditions have an important impact on the driving performance of the car. Therefore, when designing the power performance and braking system of the car, the impact of different road conditions needs to be fully considered. For example, the road condition can be characterized by the road surface grade, and different road surface grades have different control requirements for the shock absorber. Therefore, by comprehensively considering the driving dynamics parameters, the control current that meets the current vehicle operating conditions can be determined.

[0047] For example, the control current is sent to the solenoid valve of the shock absorber to control the damping force of the shock absorber, thereby adjusting the suspension performance of the vehicle.

[0048] In one embodiment, the driving dynamics parameter of the vehicle is a road surface grade, and a control current of the shock absorber is determined based on the peak-to-valley values ​​of the stroke and the driving dynamics parameter of the vehicle, including: determining a target damping force of the shock absorber according to the peak-to-valley values ​​of the stroke and the driving dynamics parameter of the vehicle; determining a target damping force level at which the target damping force is located from a plurality of pre-divided damping force levels; and selecting a current corresponding to the target damping force level as the control current of the shock absorber.

[0049] For example, the entire damping range can be pre-divided into multiple gears, each corresponding to a specific damping force level. These gears can be defined based on factors such as vehicle speed, road conditions, and driving mode; the target damping force is calculated or determined using a pre-defined algorithm or model in combination with the peak and valley values ​​of the travel and driving dynamics parameters; the calculated target damping force is mapped to the pre-divided damping force gears to determine the gear where the target damping force is located; a corresponding current value is selected for the target damping force gear as the control current of the shock absorber; the selected control current is transmitted to the corresponding shock absorber through the vehicle electronic control unit or a similar system, thereby adjusting the damping force of the shock absorber.

[0050] In the embodiment of the present application, the shock absorber is an active shock absorber, such as a continuous damping control (CDC) shock absorber, that is, the vehicle suspension system of the embodiment of the present application is an active suspension system, which improves the suspension performance, stability and driving comfort of the vehicle under different driving conditions through real-time intelligent adjustment of the vehicle suspension system.

[0051] Combine the following Figure 3 An application example of the embodiment of the present application is introduced. Figure 3 As shown, the vehicle shock absorber control method of the embodiment of the present application may include: calculating the candidate stroke signals of four shock absorbers according to the four height sensors configured on the vehicle respectively; performing band-pass filtering on the shock absorber stroke signals according to the natural frequency of the unsprung load of the wheel, specifically, for each wheel's natural frequency of the unsprung load, performing band-pass filtering on the candidate stroke signal of the shock absorber of the wheel to obtain the target stroke signal of the wheel shock absorber, and then obtaining four target stroke signals; for each shock absorber, calculating the filtered shock absorber stroke signal (target stroke signal) to obtain the shock absorber stroke peak-to-valley value; if the shock absorber stroke peak-to-valley value is greater than a preset threshold value, then outputting the control circuit of the shock absorber strut based on the shock absorber stroke peak-to-valley value and the road surface grade; if the shock absorber stroke peak-to-valley value is less than or equal to the preset threshold value, then continuing the next round of signal acquisition and calculation.

[0052] In another application example, the method of the embodiment of the present application can be implemented by a control system of a vehicle shock absorber, which control system may include: a signal processing subsystem, which is used to obtain and process the stroke signal of the shock absorber, including obtaining the vehicle height signal through a height sensor, and then converting this signal into a selected stroke signal of the shock absorber through a certain algorithm; performing bandpass filtering on the selected stroke signal to screen out the selected stroke signal with a frequency close to the natural frequency of the wheel unsprung load as the target stroke signal, that is, the signal processing subsystem inputs the signals of the height sensors of the four wheels, and outputs the target stroke signals of the shock absorbers of the four wheels; a wheel hop recognition subsystem, which is used to calculate the peak and valley values ​​of the shock absorber stroke based on the filtered shock absorber stroke signal (target stroke signal), and then determine whether the peak and valley values ​​of the stroke exceed a preset threshold. If it exceeds the preset threshold, it is considered that wheel hop has occurred and the wheel hop suppression control logic needs to be triggered, that is, the wheel hop identification subsystem input is the target stroke signal of the four shock absorbers, and the output is four stroke peak and valley values ​​(if any) that exceed the preset threshold; the wheel hop control current calculation (Wheel Hop Current Calculation) subsystem is used to calculate the control current of the shock absorber according to the shock absorber stroke peak and valley values ​​and the current road surface grade to adjust the damping force of the shock absorber, that is, the wheel hop control current calculation subsystem input is the four shock absorber stroke peak and valley values ​​(if any) and the road surface grade, and the output is the control current corresponding to the four shock absorbers.

[0053] According to the technical solution of the embodiment of the present application, by acquiring the stroke signal and frequency signal of the shock absorber, monitoring the amplitude and frequency of the wheel bounce, and adjusting the control current of the shock absorber accordingly, the wheel hop phenomenon can be suppressed in a timely and accurate manner, thereby improving the driving comfort and stability of the vehicle.

[0054] Corresponding to the application scenario and method of the method provided in the embodiment of the present application, the embodiment of the present application provides a control device for a vehicle shock absorber, which is deployed in a vehicle or an electronic device on the vehicle.

[0055] Figure 4 FIG. 4 is a block diagram showing a structure of a control device 400 for a vehicle shock absorber according to an embodiment of the present application. Figure 4 As shown, the control device 400 of the vehicle shock absorber may include: a target stroke signal acquisition module 401, used to obtain a target stroke signal of the vehicle shock absorber within a preset frequency range, wherein the preset frequency range is determined based on the natural frequency of the unsprung load; a control current determination module 402, used to determine the control current of the shock absorber according to the target stroke signal; and a damping adjustment module 403, used to adjust the damping of the shock absorber based on the control current.

[0056] In one implementation, the target stroke signal acquisition module 401 is specifically used to: acquire a candidate stroke signal of the shock absorber; and perform bandpass filtering on the candidate stroke signal within a preset frequency range to obtain the target stroke signal.

[0057] In one implementation, the target stroke signal acquisition module 401 may also be used to determine the candidate stroke signal of the shock absorber based on a vehicle body height signal acquired by a height sensor corresponding to the shock absorber.

[0058] In one embodiment, the control current determination module 402 is specifically used to: in response to the travel peak-to-valley value in the target travel signal satisfying a preset threshold condition, determine the control current of the shock absorber based on the travel peak-to-valley value and the driving dynamics parameters of the vehicle.

[0059] In one embodiment, the driving dynamics parameter includes at least one of a driving speed, a driving mode and a road surface grade.

[0060] In one embodiment, the driving dynamics parameter of the vehicle is a road surface grade, and the control current determination module 402 is specifically used to: determine the target damping force of the shock absorber according to the peak and valley values ​​of the stroke and the driving dynamics parameter of the vehicle; determine the target damping force level at which the target damping force is located from a plurality of pre-divided damping force levels; and select a current corresponding to the target damping force level as the control current of the shock absorber.

[0061] In one embodiment, the shock absorber is an active shock absorber.

[0062] The functions of each module in each device in the embodiments of the present application can be found in the corresponding description in the above method, and have corresponding beneficial effects, which will not be repeated here.

[0063] Figure 5 FIG. 1 is a block diagram of an electronic device used to implement an embodiment of the present application. Figure 5 As shown, the electronic device includes: a memory 501 and a processor 502. The memory 501 stores a computer program that can be run on the processor 502. When the processor 502 executes the computer program, the method in the above embodiment is implemented. The number of the memory 501 and the processor 502 can be one or more.

[0064] The electronic device also includes a communication interface 503 for communicating with external devices and performing data exchange transmission.

[0065] If the memory 501, the processor 502 and the communication interface 503 are implemented independently, the memory 501, the processor 502 and the communication interface 503 can be connected to each other through a bus and communicate with each other. The bus can be an Industry Standard Architecture (ISA) bus, a Peripheral Component Interconnect (PCI) bus or an Extended Industry Standard Architecture (EISA) bus. The bus can be divided into an address bus, a data bus, a control bus, etc. For ease of representation, Figure 5 Only one thick line is used in the diagram, but this does not mean that there is only one bus or only one type of bus.

[0066] Optionally, in a specific implementation, if the memory 501, the processor 502 and the communication interface 503 are integrated on a chip, the memory 501, the processor 502 and the communication interface 503 can communicate with each other through an internal interface.

[0067] An embodiment of the present application provides a computer-readable storage medium storing a computer program, which implements the method provided in the embodiment of the present application when the program is executed by a processor.

[0068] An embodiment of the present application also provides a chip, which includes a processor for calling and executing instructions stored in the memory from the memory, so that a communication device equipped with the chip executes the method provided by the embodiment of the present application.

[0069] An embodiment of the present application also provides a chip, including: an input interface, an output interface, a processor and a memory, wherein the input interface, the output interface, the processor and the memory are connected via an internal connection path, and the processor is used to execute the code in the memory. When the code is executed, the processor is used to execute the method provided in the embodiment of the application.

[0070] It should be understood that the processor may 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. A general-purpose processor may be a microprocessor or any conventional processor, etc. It is worth noting that the processor may be a processor supporting the Advanced RISC Machines (ARM) architecture.

[0071] Further, optionally, the above-mentioned memory may include a read-only memory and a random access memory. The memory may be a volatile memory or a non-volatile memory, or may include both volatile and non-volatile memory. Among them, the non-volatile memory may include a read-only memory (ROM), a programmable read-only memory (PROM), an erasable programmable read-only memory (EPROM), an electrically erasable programmable read-only memory (EEPROM), or a flash memory. The volatile memory may include a random access memory (RAM), which is used as an external cache. By way of exemplary but not limiting description, many forms of RAM are available. For example, static random access memory (SRAM), dynamic random access memory (DRAM), synchronous dynamic random access memory (SDRAM), double data rate synchronous dynamic random access memory (DDR SDRAM), enhanced synchronous dynamic random access memory (ESDRAM), synchronous link dynamic random access memory (SLDRAM) and direct memory bus random access memory (DR RAM).

[0072] In the above embodiments, it can be implemented in whole or in part by software, hardware, firmware or any combination thereof. When implemented using software, it can be implemented in whole or in part in the form of a computer program product. The computer program product includes one or more computer instructions. When the computer program instructions are loaded and executed on a computer, the process or function according to the present application is generated in whole or in part. The computer can be a general-purpose computer, a special-purpose computer, a computer network, or other programmable device. The computer instructions can be stored in a computer-readable storage medium, or transmitted from one computer-readable storage medium to another computer-readable storage medium.

[0073] In the description of this specification, the description with reference to the terms "one embodiment", "some embodiments", "example", "specific example", or "some examples" means that the specific features, structures, materials or characteristics described in conjunction with the embodiment or example are included in at least one embodiment or example of the present application. Moreover, the specific features, structures, materials or characteristics described may be combined in any one or more embodiments or examples in a suitable manner. In addition, those skilled in the art may combine and combine different embodiments or examples described in this specification and the features of different embodiments or examples, unless they are contradictory.

[0074] In addition, the terms "first" and "second" are used for descriptive purposes only and should not be understood as indicating or implying relative importance or implicitly indicating the number of technical features indicated. Therefore, a feature defined as "first" or "second" may explicitly or implicitly include at least one of the features. In the description of this application, the meaning of "plurality" is two or more, unless otherwise clearly and specifically defined.

[0075] Any process or method described in the flow chart or otherwise described herein can be understood as a module, fragment or portion of a code representing one or more executable instructions for implementing the steps of a specific logical function or process. And the scope of the preferred embodiment of the present application includes other implementations, in which the functions may not be performed in the order shown or discussed, including in a substantially simultaneous manner or in a reverse order according to the functions involved.

[0076] The logic and / or steps described in the flowchart or otherwise described herein, for example, can be considered as an ordered list of executable instructions for implementing logical functions, which can be specifically implemented in any computer-readable medium for use by an instruction execution system, device or apparatus (such as a computer-based system, a system including a processor, or other system that can fetch instructions from an instruction execution system, device or apparatus and execute instructions), or used in combination with these instruction execution systems, devices or apparatuses.

[0077] It should be understood that the various parts of the present application can be implemented with hardware, software, firmware or a combination thereof. In the above embodiments, multiple steps or methods can be implemented with software or firmware stored in a memory and executed by a suitable instruction execution system. All or part of the steps of the above embodiment method can be completed by instructing the relevant hardware through a program, which can be stored in a computer-readable storage medium, and when the program is executed, it includes one of the steps of the method embodiment or a combination thereof.

[0078] In addition, each functional unit in each embodiment of the present application can be integrated into a processing module, or each unit can exist physically separately, or two or more units can be integrated into one module. The above-mentioned integrated module can be implemented in the form of hardware or in the form of a software functional module. If the above-mentioned integrated module is implemented in the form of a software functional module and sold or used as an independent product, it can also be stored in a computer-readable storage medium. The storage medium can be a read-only memory, a disk or an optical disk, etc.

[0079] The above is only an exemplary embodiment of the present application, but the protection scope of the present application is not limited thereto. Any technician familiar with the technical field can easily think of various changes or substitutions within the technical scope recorded in the present application, which should be included in the protection scope of the present application. Therefore, the protection scope of the present application shall be based on the protection scope of the claims.

Claims

1. A method for controlling a vehicle shock absorber, include: Acquiring a target travel signal of a shock absorber of the vehicle within a preset frequency range, wherein the preset frequency range is determined based on a natural frequency of an unsprung load; determining a control current of the shock absorber according to the target stroke signal; The damping of the shock absorber is adjusted based on the control current.

2. The method according to claim 1, in, Obtaining a target travel signal of a vehicle's shock absorber within a preset frequency range, including: Acquiring a signal of a to-be-selected stroke of the shock absorber; The target travel signal is obtained by performing bandpass filtering on the selected travel signal within a preset frequency range.

3. The method according to claim 2, in, The vehicle is equipped with multiple groups of shock absorbers and height sensors, and obtaining the to-be-selected stroke signals of the shock absorbers includes: Based on a vehicle body height signal collected by a height sensor corresponding to the shock absorber, a to-be-selected stroke signal of the shock absorber is determined.

4. The method according to claim 1, in, Determining a control current of the shock absorber according to the target stroke signal includes: In response to a stroke peak-to-valley value in the target stroke signal satisfying a preset threshold condition, a control current of the shock absorber is determined based on the stroke peak-to-valley value and a driving dynamics parameter of the vehicle.

5. The method according to claim 4, in, The driving dynamics parameter of the vehicle includes at least one of a driving speed, a driving mode and a road surface grade.

6. The method according to claim 4 or 5, in, The driving dynamics parameter of the vehicle is a road surface grade, and based on the peak-to-valley value of the stroke and the driving dynamics parameter of the vehicle, determining the control current of the shock absorber includes: determining a target damping force of the shock absorber according to the peak-to-valley value of the stroke and the driving dynamics parameter of the vehicle; Determining a target damping force level at which the target damping force is located from a plurality of pre-divided damping force levels; A current corresponding to the target damping force level is selected as the control current of the shock absorber.

7. The method according to any one of claims 1 to 5, in, The shock absorber is an active shock absorber.

8. A control device for a vehicle shock absorber, include: A target travel signal acquisition module, used to acquire a target travel signal of a shock absorber of the vehicle within a preset frequency range, wherein the preset frequency range is determined based on a natural frequency of an unsprung load; A control current determination module, used to determine the control current of the shock absorber according to the target stroke signal; A damping adjustment module is used to adjust the damping of the shock absorber based on the control current.

9. An electronic device comprising a memory, a processor and a computer program stored in the memory, wherein the processor implements the method according to any one of claims 1 to 7 when executing the computer program.

10. A computer-readable storage medium, wherein a computer program is stored in the computer-readable storage medium, and when the computer program is executed by a processor, the method according to any one of claims 1 to 7 is implemented.

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