Vehicle chassis performance optimization method and device, electronic equipment and storage medium

Abstract

The invention provides a vehicle chassis performance optimization method and device, electronic equipment and a storage medium, and relates to the technical field of vehicles. The vehicle chassis performance optimization method comprises the following steps: acquiring initial calibration data of a to-be-optimized shock absorber; performing durability estimation on the to-be-optimized shock absorber to obtain attenuation state data of the to-be-optimized shock absorber; determining adjustment coefficient data according to the initial calibration data and the attenuation state data; and performing optimization control on the to-be-optimized shock absorber according to the adjustment coefficient data. The vehicle chassis performance optimization method can achieve the technical effect of improving the adaptability of vehicle chassis performance optimization.

Description

Technical Field

[0001] This application relates to the field of vehicle technology, and more specifically, to a method, apparatus, electronic device, and storage medium for optimizing vehicle chassis performance. Background Technology

[0002] Currently, in the automotive chassis field, shock absorbers, as one of the core components of a vehicle's suspension system, have a significant impact on a vehicle's steering performance, handling stability, and comfort. This manifests primarily as increased steering response, significantly increased body roll during high-speed cornering, and poor body and unsprung convergence under prolonged driving or complex operating conditions. According to real-world test data, the average damping force of shock absorbers can decrease by 25% after 100,000 kilometers of driving, and in severe cases, even exceed 50%, leading to a sharp deterioration in vehicle attitude control.

[0003] In existing technologies, CDC (Continuous Damping Control) shock absorbers are a type of semi-active suspension technology. They adjust the damping force in real time by regulating the input current to adapt to different road conditions and driving needs, balancing vehicle handling and comfort. During actual operation, the damping force value can be adjusted in real time by monitoring signals such as vehicle speed, vehicle acceleration, vehicle velocity, vehicle displacement, vehicle pitch acceleration, vehicle pitch velocity, vehicle pitch angle, vehicle roll acceleration, vehicle roll velocity, vehicle roll angle, and road surface unevenness.

[0004] As vehicle mileage increases, the damping of the shock absorbers diminishes, leading to a decrease in vehicle handling and comfort. Current common technical solutions, after identifying shock absorber attenuation, use a pre-set database of speed bumps or other standard operating conditions as a benchmark to compare different performances under these conditions and obtain a current correction coefficient or ratio. However, this approach is prone to over-reliance on speed bumps or other standard operating conditions, and the shapes, sizes, and other characteristics of speed bumps on the market vary. Furthermore, factors such as vehicle speed and the angle at which the vehicle passes over obstacles significantly affect vehicle convergence, resulting in poor adaptability. Summary of the Invention

[0005] The purpose of this application is to provide a method, apparatus, electronic device, and computer-readable storage medium for optimizing vehicle chassis performance, which can achieve the technical effect of improving the adaptability of vehicle chassis performance optimization.

[0006] Firstly, this application provides a method for optimizing vehicle chassis performance, including: Obtain the initial calibration data for the vibration damper to be optimized; The durability of the vibration damper to be optimized is estimated to obtain the attenuation state data of the vibration damper to be optimized. The adjustment coefficient data is determined based on the initial calibration data and the attenuation state data; The vibration damper to be optimized is controlled based on the adjustment coefficient data.

[0007] In the above implementation process, by performing durability prediction on the damper to be optimized, the attenuation state data of the damper to be optimized is obtained. Then, based on the attenuation state data and the initial calibration data, the damper to be optimized is optimized and controlled based on the adjustment coefficient data. This method for optimizing vehicle chassis performance does not rely on durability testing of the vehicle under speed bumps or other standard operating conditions. By performing durability prediction on the damper to be optimized to achieve optimization control, the technical effect of improving the adaptability of vehicle chassis performance optimization can be achieved.

[0008] Further, the initial calibration data includes initial recovery damping force calibration data and initial compression damping force calibration data, and the attenuation state data includes recovery damping force attenuation data and compression damping force attenuation data. Before the step of determining the adjustment coefficient data based on the initial calibration data and the attenuation state data, the method further includes: The recovery damping attenuation coefficient is determined based on the initial recovery damping force calibration data and the recovery damping force attenuation data. The compression damping attenuation coefficient is determined based on the initial compression damping force calibration data and the compression damping force attenuation data.

[0009] In the above implementation process, when the performance of the damper to be optimized deteriorates, the deterioration of the compressive damping force and the restoring damping force are inconsistent. The compressive damping force and the restoring damping force of the damper to be optimized are calibrated and adjusted respectively to compensate for the delay caused by the deterioration of the restoring damping force and the compressive damping force.

[0010] Further, the adjustment coefficient data includes a recovery current adjustment coefficient. The step of determining the adjustment coefficient data based on the initial calibration data and the attenuation state data includes: The restoration current adjustment coefficient is determined based on the calibration restoration current in the initial calibration data and the restoration damping attenuation coefficient. The steps of optimizing the vibration damper to be optimized based on the adjustment coefficient data include: If the vehicle body control module intervenes, it controls the damping recovery of the shock absorber to be optimized according to the recovery current adjustment coefficient.

[0011] In the above implementation process, when the body control module intervenes, it controls the damping recovery of the damper to be optimized through the recovery current. Thus, the calibrated recovery current corresponding to the vehicle speed of the damper is adjusted by the recovery current adjustment coefficient to obtain a new recovery current, which makes up for the problem of reduced recovery damping force caused by the decay of recovery damping force.

[0012] Further, the adjustment coefficient data includes a compression current adjustment coefficient. The step of determining the adjustment coefficient data based on the initial calibration data and the attenuation state data includes: The compression current adjustment coefficient is determined based on the calibration compression current in the initial calibration data and the compression damping attenuation coefficient. The steps of optimizing the vibration damper to be optimized based on the adjustment coefficient data include: If the vehicle body control module intervenes, it controls the damping compression of the shock absorber to be optimized according to the compression current adjustment coefficient.

[0013] In the above implementation process, when the body control module intervenes, it controls the damping compression of the shock absorber to be optimized through compression current. Thus, the calibrated compression current corresponding to the shock absorber and the vehicle speed is adjusted through the compression current adjustment coefficient to obtain a new compression current, which makes up for the problem of reduced compression damping force caused by the attenuation of compression damping force.

[0014] Furthermore, the attenuation state data also includes damping force ratio change data, and the adjustment coefficient data includes a base current adjustment coefficient. The step of determining the adjustment coefficient data based on the initial calibration data and the attenuation state data includes: The damping force ratio change data are determined based on the initial recovery damping force calibration data, the recovery damping force attenuation data, the initial compression damping force calibration data, and the compression damping force attenuation data. The base current adjustment coefficient is determined based on the initial base current in the initial calibration data and the damping force ratio change data. The steps of optimizing the vibration damper to be optimized based on the adjustment coefficient data include: The base current of the damper to be optimized is controlled according to the base current adjustment coefficient.

[0015] In the above implementation process, the damping force ratio change data is determined by comprehensively using the initial recovery damping force calibration data, recovery damping force decay data, initial compression damping force calibration data, and compression damping force decay data. When the vehicle body control module is not involved, the base current of the damper to be optimized is adjusted by the damping force ratio change data. When the vehicle body control module is not involved, the vehicle controls the damping recovery and damping compression of the damper to be optimized through the base current. The base current of the damper to be optimized is controlled according to the base current adjustment coefficient. The new base current can compensate for the recovery damping force and compression damping force of the damper to be optimized, improve the ratio of recovery damping force to compression damping force, and thus improve the unsprung vibration performance of the vehicle.

[0016] Further, the initial calibration data includes the initial response time, the attenuation state data includes the attenuation response time, and the adjustment coefficient data includes the entry threshold adjustment coefficient. The step of determining the adjustment coefficient data based on the initial calibration data and the attenuation state data includes: The response time decay coefficient is determined based on the initial response time and the decay response time. The entry threshold adjustment coefficient is determined based on the initial entry threshold in the initial calibration data and the response time decay coefficient. The steps of optimizing the vibration damper to be optimized based on the adjustment coefficient data include: The vehicle body control module controls the intervention conditions of the shock absorber to be optimized based on the entry threshold adjustment coefficient.

[0017] In the above implementation process, the response time decay coefficient is determined by the initial response time and the decay response time. The response time decay coefficient characterizes the response decay of the shock absorber to compensate for the response delay caused by the performance decay of the shock absorber. Here, response decay refers to the response time delay of the body control module intervention control. The entry threshold when the body control module intervenes control is adjusted according to the entry threshold adjustment coefficient. The correction of the entry threshold can compensate for vehicle acceleration-related performance, such as faster vehicle steering response, increased body roll angle acceleration, body roll overshoot, increased body vertical motion acceleration, and increased body pitch angle acceleration.

[0018] Further, the step of performing durability estimation on the damper to be optimized and obtaining attenuation state data of the damper to be optimized includes: Obtain vehicle mileage data; Based on the vehicle mileage data, the durability of the shock absorber to be optimized is estimated to obtain the attenuation state data of the shock absorber to be optimized.

[0019] In the above implementation process, by using vehicle mileage data to predict whether the damping force of the shock absorber has decayed, as well as the decay status data, compared with the model control method to predict the performance decay of the shock absorber to be optimized, the development time can be significantly shortened and the development cycle reduced.

[0020] Secondly, this application provides a device for optimizing vehicle chassis performance, comprising: The initial calibration module is used to obtain the initial calibration data of the vibration damper to be optimized. The attenuation state prediction module is used to perform durability prediction on the vibration damper to be optimized and obtain attenuation state data of the vibration damper to be optimized. An adjustment coefficient module is used to determine adjustment coefficient data based on the initial calibration data and the attenuation state data; An optimization control module is used to optimize the control of the vibration damper to be optimized based on the adjustment coefficient data.

[0021] Furthermore, the initial calibration data includes initial restoring damping force calibration data and initial compressive damping force calibration data, the attenuation state data includes restoring damping force attenuation data and compressive damping force attenuation data, and the adjustment coefficient module is further used to: determine the restoring damping attenuation coefficient based on the initial restoring damping force calibration data and the restoring damping force attenuation data; and determine the compressive damping attenuation coefficient based on the initial compressive damping force calibration data and the compressive damping force attenuation data.

[0022] Furthermore, the adjustment coefficient data includes the recovery current adjustment coefficient, and the adjustment coefficient module is also used to: determine the recovery current adjustment coefficient based on the calibration recovery current in the initial calibration data and the recovery damping attenuation coefficient; The optimization control module is also used to: if the body control module intervenes, control the damping recovery of the shock absorber to be optimized according to the recovery current adjustment coefficient.

[0023] Furthermore, the adjustment coefficient data includes a compression current adjustment coefficient, and the adjustment coefficient module is also used to: determine the compression current adjustment coefficient based on the calibration compression current in the initial calibration data and the compression damping attenuation coefficient; The optimization control module is also used to: if the body control module intervenes, control the damping compression of the shock absorber to be optimized according to the compression current adjustment coefficient.

[0024] Furthermore, the attenuation state data also includes damping force ratio change data, and the adjustment coefficient data includes a base current adjustment coefficient. The adjustment coefficient module is also used to: determine the damping force ratio change data based on the initial recovery damping force calibration data, the recovery damping force attenuation data, the initial compression damping force calibration data, and the compression damping force attenuation data; and determine the base current adjustment coefficient based on the initial base current in the initial calibration data and the damping force ratio change data. The optimization control module is also used to: control the base current of the damper to be optimized according to the base current adjustment coefficient.

[0025] Furthermore, the initial calibration data includes an initial response time, the attenuation state data includes an attenuation response time, the adjustment coefficient data includes an entry threshold adjustment coefficient, and the adjustment coefficient module is further configured to: determine a response time attenuation coefficient based on the initial response time and the attenuation response time; and determine an entry threshold adjustment coefficient based on the initial entry threshold in the initial calibration data and the response time attenuation coefficient. The optimization control module is also used to: control the control intervention conditions of the vehicle body control module on the shock absorber to be optimized according to the entry threshold adjustment coefficient.

[0026] Furthermore, the attenuation state prediction module is also used to: acquire vehicle mileage data; perform durability prediction on the shock absorber to be optimized based on the vehicle mileage data, and obtain attenuation state data of the shock absorber to be optimized.

[0027] Thirdly, this application provides an electronic device comprising: a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor, when executing the computer program, implements the steps of the method described in any of the first aspects.

[0028] Fourthly, this application provides a computer-readable storage medium storing instructions that, when executed on a computer, cause the computer to perform the method described in any of the first aspects.

[0029] Fifthly, this application provides a computer program product that, when run on a computer, causes the computer to perform the method described in any of the first aspects.

[0030] Other features and advantages disclosed in this application will be set forth in the following description, or some features and advantages may be inferred from the description or determined without doubt, or may be learned by practicing the above-described technology disclosed in this application.

[0031] To make the above-mentioned objectives, features and advantages of this application more apparent and understandable, preferred embodiments are described below in detail with reference to the accompanying drawings. Attached Figure Description

[0032] To more clearly illustrate the technical solutions of the embodiments of this application, the accompanying drawings used in the embodiments of this application will be briefly introduced below. It should be understood that the following drawings only show some embodiments of this application and should not be regarded as a limitation of the scope. For those skilled in the art, other related drawings can be obtained based on these drawings without creative effort.

[0033] Figure 1 A flowchart illustrating a method for optimizing vehicle chassis performance provided in an embodiment of this application; Figure 2 A schematic diagram of the process for controlling the damping recovery of the damper to be optimized, provided in an embodiment of this application; Figure 3 A schematic diagram of the process for controlling the damping compression of the damper to be optimized, provided for an embodiment of this application; Figure 4 A schematic diagram illustrating the process of controlling the base current of the vibration damper to be optimized, provided for an embodiment of this application; Figure 5 A flowchart illustrating the control of the response time of the damper to be optimized, provided for an embodiment of this application; Figure 6 A flowchart illustrating another method for optimizing vehicle chassis performance provided in this application embodiment; Figure 7 A schematic diagram illustrating the process for determining the attenuation state of vehicle mileage according to an embodiment of this application; Figure 8 A schematic diagram illustrating the process of damper attenuation estimation provided in an embodiment of this application; Figure 9 A flowchart illustrating the comfort optimization method provided in this application embodiment; Figure 10 A structural block diagram of the vehicle chassis performance optimization device provided in the embodiments of this application; Figure 11 This is a structural block diagram of an electronic device provided in an embodiment of this application. Detailed Implementation

[0034] The technical solutions in the embodiments of this application will now be described with reference to the accompanying drawings.

[0035] It should be noted that similar reference numerals and letters in the following figures indicate similar items; therefore, once an item is defined in one figure, it does not need to be further defined and explained in subsequent figures. Furthermore, in the description of this application, terms such as "first," "second," etc., are used only to distinguish descriptions and should not be construed as indicating or implying relative importance.

[0036] Generally speaking, in the field of automotive chassis, shock absorbers, as one of the core components of a vehicle's suspension system, have a significant impact on the vehicle's steering performance, handling stability, and comfort. This is mainly manifested in issues such as accelerated steering response, significantly increased body roll during high-speed cornering, and poor body and unsprung convergence under prolonged driving or complex operating conditions. According to real-world test data, the average damping force of shock absorbers can decrease by 25% after 100,000 kilometers of driving, and in severe cases, even exceed 50%, leading to a sharp deterioration in vehicle attitude control.

[0037] In existing technologies, CDC (Continuous Damping Control) shock absorbers are a type of semi-active suspension technology. They adjust the damping force in real time by regulating the input current to adapt to different road conditions and driving needs, balancing vehicle handling and comfort. During actual operation, the damping force value can be adjusted in real time by monitoring signals such as vehicle speed, vehicle acceleration, vehicle velocity, vehicle displacement, vehicle pitch acceleration, vehicle pitch velocity, vehicle pitch angle, vehicle roll acceleration, vehicle roll velocity, vehicle roll angle, and road surface unevenness.

[0038] As vehicle mileage increases, the damping of the shock absorbers diminishes, leading to a decrease in vehicle handling and comfort. Current common technical solutions, after identifying shock absorber attenuation, use a pre-set database of speed bumps or other standard operating conditions as a benchmark to compare different performances under these conditions and obtain a current correction coefficient or ratio. However, this approach is prone to over-reliance on speed bumps or other standard operating conditions, and the shapes, sizes, and other characteristics of speed bumps on the market vary. Furthermore, factors such as vehicle speed and the angle at which the vehicle passes over obstacles significantly affect vehicle convergence, resulting in low adaptability.

[0039] To address the aforementioned technical problems, this application provides a method, apparatus, electronic device, and computer-readable storage medium for optimizing vehicle chassis performance. The method involves performing durability estimation on the damper to be optimized to obtain its attenuation state data. Then, based on the attenuation state data and initial calibration data, and using adjustment coefficient data, the method optimizes and controls the damper. This method does not rely on durability testing of the vehicle under speed bumps or other standard operating conditions. By achieving optimization control through durability estimation of the damper, it improves the adaptability of vehicle chassis performance optimization.

[0040] Please see Figure 1 , Figure 1 This is a flowchart illustrating a method for optimizing vehicle chassis performance according to an embodiment of this application. The method includes the following steps: S100: Obtain the initial calibration data of the vibration damper to be optimized; S200: Perform durability prediction on the vibration damper to be optimized and obtain the attenuation state data of the vibration damper to be optimized; S300: Determine the adjustment coefficient data based on the initial calibration data and attenuation status data; S400: Optimizes and controls the damper to be optimized based on the adjustment coefficient data.

[0041] For example, the vehicle chassis performance optimization method provided in this application embodiment is applied to the vehicle's shock absorber; The initial calibration data of the shock absorber to be optimized refers to various parameters calibrated by the vehicle in its initial state (e.g., 0km mileage, factory condition, etc.), such as the shock absorber recovery damping force, shock absorber compression damping force, and shock absorber response time calibrated using a weighted algorithm based on speed and current. This is only an example and not a limitation.

[0042] For example, the durability prediction of the shock absorber to be optimized can be carried out by comprehensively evaluating the shock absorber to be optimized based on multiple dimensions such as vehicle mileage, vehicle usage time, and vehicle usage environment. Optionally, in this embodiment of the application, multiple durability tests are conducted on vehicles of the same type based on multiple dimensions such as vehicle mileage, vehicle usage time, and vehicle usage environment. Based on the durability test results, a decay state mapping table corresponding to the decay state of the shock absorber is obtained. Thus, the decay state of the shock absorber to be optimized in the current vehicle can be estimated based on the decay state mapping table, so as to obtain the decay state data of the shock absorber to be optimized.

[0043] For example, the step of determining the adjustment coefficient data based on the initial calibration data and attenuation state data can be to adjust parameters such as the recovery damping force, compression damping force, and response time of the shock absorber to be optimized, and to adjust the current of the shock absorber to be optimized or the entry threshold of the vehicle body control module through the adjustment coefficient data, thereby optimizing the performance of the shock absorber.

[0044] For example, during the operation of the shock absorber, the main module is the body control (skylight) module; Before the body control module intervenes, the overall control of the shock absorber operates at the base current. When the vehicle's vertical acceleration, pitch acceleration, and roll acceleration exceed the threshold, the system enters the vehicle control module's control mode, where the vehicle control module controls the current of the shock absorbers. The threshold for entering the vehicle control module's control mode refers to the threshold for entering the vehicle control module's control mode, including thresholds for vertical acceleration, pitch acceleration, and roll acceleration, etc., which are presented here as examples rather than limitations. It should be noted that the thresholds for entering the vehicle control module can be increased or decreased according to actual needs, and are not limited to the aforementioned thresholds for vertical acceleration, pitch acceleration, and roll acceleration.

[0045] The vehicle chassis performance optimization method provided in this application obtains the attenuation state data of the shock absorber to be optimized by performing durability prediction on the shock absorber to be optimized, and then optimizes the control of the shock absorber to be optimized based on the attenuation state data and initial calibration data, and based on the adjustment coefficient data. This vehicle chassis performance optimization method does not rely on durability testing of the vehicle under speed bumps or other standard operating conditions. It achieves optimization control by performing durability prediction on the shock absorber to be optimized, and can achieve the technical effect of improving the adaptability of vehicle chassis performance optimization.

[0046] Please see Figure 2 , Figure 2 This is a schematic diagram illustrating the process of controlling the damping recovery of the vibration damper to be optimized, provided in an embodiment of this application. Figure 3 This is a schematic diagram of the process for controlling the damping compression of the damper to be optimized, provided in an embodiment of this application.

[0047] In some embodiments, the initial calibration data includes initial recovery damping force calibration data and initial compression damping force calibration data, and the attenuation state data includes recovery damping force attenuation data and compression damping force attenuation data. Before step S300: determining the adjustment coefficient data based on the initial calibration data and attenuation state data, the method further includes: S301: Determine the recovery damping attenuation coefficient based on the initial recovery damping force calibration data and the recovery damping force attenuation data; S302: Determine the compression damping attenuation coefficient based on the initial compression damping force calibration data and the compression damping force attenuation data.

[0048] For example, when the performance of the damper to be optimized deteriorates, the deterioration of the compressive damping force and the restoring damping force are inconsistent. The compressive damping force and the restoring damping force of the damper to be optimized are calibrated and adjusted separately to compensate for the delay caused by the deterioration of the restoring damping force and the compressive damping force.

[0049] In some implementations, the adjustment coefficient data includes a recovery current adjustment coefficient. S300: The step of determining the adjustment coefficient data based on the initial calibration data and the attenuation state data includes: S303: Determine the restoration current adjustment coefficient based on the calibration restoration current and restoration damping attenuation coefficient in the initial calibration data; S400: The steps for optimizing the control of the damper to be optimized based on the adjustment coefficient data include: S304: If the body control module intervenes, the damping recovery of the damper to be optimized will be controlled according to the recovery current adjustment coefficient.

[0050] For example, when the body control module intervenes, it controls the damping recovery of the damper to be optimized through the recovery current; thereby, the calibrated recovery current corresponding to the vehicle speed of the damper is adjusted by the recovery current adjustment coefficient to obtain a new recovery current, which makes up for the problem of reduced recovery damping force caused by the decay of recovery damping force.

[0051] Optionally, the vehicle speed can be any speed such as the front axle speed, body roll rate, or body pitch rate; this is only an example and not a limitation.

[0052] In some implementations, the adjustment coefficient data includes a compression current adjustment coefficient. S300: The step of determining the adjustment coefficient data based on the initial calibration data and attenuation state data includes: S305: Determine the compression current adjustment coefficient based on the calibration compression current and compression damping attenuation coefficient in the initial calibration data; S400: The steps for optimizing the control of the damper to be optimized based on the adjustment coefficient data include: S306: If the body control module intervenes, the damping compression of the damper to be optimized is controlled according to the compression current adjustment coefficient.

[0053] For example, when the body control module intervenes, it controls the damping compression of the shock absorber to be optimized by compressing the current; thereby, the calibrated compression current corresponding to the shock absorber and the vehicle speed is adjusted by the compression current adjustment coefficient to obtain a new compression current, which makes up for the problem of reduced compression damping force caused by the attenuation of compression damping force.

[0054] Please see Figure 4 , Figure 4 This is a schematic flowchart illustrating the process of controlling the base current of the damper to be optimized, as provided in an embodiment of this application.

[0055] In some implementations, the attenuation state data also includes damping force ratio change data. Prior to step S300: determining the adjustment coefficient data based on the initial calibration data and the attenuation state data, the method further includes: S311: Determine the damping force ratio change data based on the initial restoration damping force calibration data, restoration damping force decay data, initial compression damping force calibration data, and compression damping force decay data.

[0056] For example, the damping force ratio change data is determined by comprehensively using the initial recovery damping force calibration data, recovery damping force decay data, initial compression damping force calibration data, and compression damping force decay data. When the vehicle body control module is not involved, the base current of the damper to be optimized is adjusted by the damping force ratio change data.

[0057] In some implementations, S300: The adjustment coefficient data includes a base current adjustment coefficient. The step of determining the adjustment coefficient data based on the initial calibration data and the attenuation state data includes: S312: Determine the foundation current adjustment coefficient based on the initial foundation current and damping force ratio change data in the initial calibration data; S400: The steps for optimizing the control of the damper to be optimized based on the adjustment coefficient data include: S313: Control the base current of the damper to be optimized according to the base current adjustment coefficient.

[0058] For example, when the body control module does not intervene in the control, the vehicle controls the damping recovery and damping compression of the damper to be optimized through the base current; the base current of the damper to be optimized is controlled according to the base current adjustment coefficient. The new base current can compensate for the recovery damping force and compression damping force of the damper to be optimized, improve the ratio of recovery damping force to compression damping force, and thus improve the unsprung vibration performance of the vehicle.

[0059] Please see Figure 5 , Figure 5 This is a flowchart illustrating the process of controlling the response time of the damper to be optimized, as provided in an embodiment of this application.

[0060] In some implementations, the initial calibration data includes the initial response time, and the attenuation state data includes the attenuation response time. Prior to step S300: determining the adjustment coefficient data based on the initial calibration data and the attenuation state data, the method further includes: S321: Determine the response time decay coefficient based on the initial response time and the decay response time.

[0061] For example, the response time decay coefficient is determined by the initial response time and the decay response time. The response time decay coefficient is used to characterize the response decay of the shock absorber in order to compensate for the response delay caused by the performance decay of the shock absorber. Here, response decay refers to the response time delay of the body control module intervention control.

[0062] In some implementations, the adjustment coefficient data includes an entry threshold adjustment coefficient. S300: The step of determining the adjustment coefficient data based on the initial calibration data and the attenuation state data includes: S322: Determine the entry threshold adjustment coefficient based on the initial entry threshold and response time decay coefficient in the initial calibration data; S400: The steps for optimizing the control of the damper to be optimized based on the adjustment coefficient data include: S323: Control the intervention conditions of the body control module for the shock absorber to be optimized based on the entry threshold adjustment coefficient.

[0063] For example, the entry threshold when the vehicle body control module intervenes in control is adjusted according to the entry threshold adjustment coefficient. The correction of the entry threshold can compensate for vehicle acceleration-related performance, such as faster vehicle steering response, increased vehicle roll angle acceleration, vehicle roll overshoot, increased vehicle vertical motion acceleration, and increased vehicle pitch angle acceleration.

[0064] Please see Figure 6 , Figure 6 This is a flowchart illustrating another method for optimizing vehicle chassis performance provided in an embodiment of this application.

[0065] In some implementations, S200: the step of performing durability estimation on the damper to be optimized and obtaining attenuation state data of the damper to be optimized includes: S210: Obtain vehicle mileage data; S220: Based on vehicle mileage data, perform durability estimation on the shock absorber to be optimized to obtain the attenuation status data of the shock absorber to be optimized.

[0066] For example, by using vehicle mileage data to predict whether the damping force of the shock absorber has decayed, and the decay status data, compared with the model control method to predict the performance decay of the shock absorber to be optimized, the development time can be significantly shortened and the development cycle reduced.

[0067] In some implementation scenarios, combined with Figures 1 to 6 The specific implementation steps of the method for optimizing vehicle chassis performance shown are as follows: 1. Shock absorber attenuation identification; please refer to Figure 7 , Figure 7 A schematic diagram illustrating the process for determining the attenuation state of vehicle mileage according to an embodiment of this application; like Figure 7 As shown, the damper's attenuation status is determined by vehicle mileage, where threshold 1 is less than threshold 2; If the vehicle mileage is less than or equal to the threshold 1, it is determined that the performance of the shock absorber has no degradation. If the vehicle mileage is greater than threshold 1 and less than or equal to threshold 2, it is determined that the damper attenuation is aggravated, and the attenuation characteristic is linear difference; where the attenuation characteristic is linear difference refers to the gradual and regular attenuation of the damper performance, that is, the attenuation of the damper performance is approximately proportional and linear. If the vehicle mileage is greater than the threshold 2, the damper is determined to be stable, and the damping characteristics show a fixed change, that is, the performance of the damper has basically stabilized within a certain range. 2. The attenuation state is defined as follows: State 0 - Vibration damper has no attenuation - corresponding threshold below 1; State 1 - The damper attenuation is in a transitional state - corresponding to between threshold 1 and threshold 2; State 2 - The damper's attenuation has stabilized - corresponding to a threshold of 2 or higher; Optionally, the attenuation state can be mapped to vehicle mileage data, that is, state 0, state 1, and state 2 correspond to different vehicle mileages. Shock absorber attenuation data estimation: Information on shock absorber attenuation is collected through durability tests or other road tests, including damping force attenuation, response hysteresis, and changes in the shock absorber's recovery and compression ratios. For example, at 50,000 km, assuming the vehicle is at 0 km, the shock absorber's recovery damping force is calculated as Pa1 using a weighted algorithm based on speed and current, the shock absorber's compression damping force is calculated as Pc1 using the same weighted algorithm, and the response time (initial response time) is Pw1. Please refer to [link to relevant documentation]. Figure 8 , Figure 8 A schematic diagram illustrating the process of damper attenuation estimation provided in an embodiment of this application; like Figure 8 As shown, after testing the damper's degradation (such as the durability test or other road tests mentioned above), the damper's performance degradation can be calculated based on speed and current, according to different vehicle characteristics. Speed ​​refers to the piston speed of the damper, and current refers to the control current output to the damper. The damper performance degradation estimation can be divided into three aspects: damper damping force degradation estimation, damper response hysteresis estimation, and damping force proportional change estimation. A specific calculation example is shown below. 2.1 Estimation of damper damping force attenuation; 2.1.1 After the vehicle has traveled 50,000 km, the shock absorber's restoring damping force is calculated as Pa2 using a weighted algorithm based on speed and current, and the shock absorber's compressive damping force is calculated as Pc2 using a weighted algorithm based on speed and current. 2.1.2. Confirm the damping force attenuation coefficient Pd. The damping force attenuation coefficient Pd includes: the restoration damping attenuation coefficient Pdl=1+Pa2 / Pa1 and the compression damping attenuation coefficient Pdc=1+Pc2 / Pc1.

[0068] 2.2 Estimation of vibration damper response hysteresis; 2.2.1 The damper attenuation response time Pw2 after the vehicle has traveled 50,000 km; 2.2.2 Confirm the response time decay coefficient Pw, Pw=1+Pw2 / Pw1; 2.3 Estimation of damping force ratio change; 2.3.1 After the vehicle has traveled 50,000 km, the shock absorber's restoring damping force is calculated as Pa2 using a weighted algorithm based on speed and current, and the shock absorber's compressive damping force is calculated as Pc2 using a weighted algorithm based on speed and current. 2.3.2 Confirm the damping force proportional variation coefficient (i.e., damping force proportional variation data): Pv = 1 + (Pa2 / Pc2 - Pa1 / Pc1); 2.4 Different speed and current weighting methods can be defined for different vehicle styles (comfort type, sport type) to obtain different attenuation concerns.

[0069] 3. Methods for optimizing comfort during damping force attenuation; please refer to [link / reference]. Figure 9 , Figure 9 A flowchart illustrating the comfort optimization method provided in this application embodiment; like Figure 9 As shown, the performance degradation of the vibration damper manifests in three aspects: damper damping force attenuation, damper response hysteresis, and change in damping force ratio. Corresponding to the decrease in damping force of the shock absorber, the vehicle's speed will increase: that is, the decrease in damping force of the shock absorber will reduce the vehicle's ability to control its movement, and this will be further amplified as the vehicle's speed increases; therefore, it is necessary to provide a damping force that matches the vehicle's speed and use a damping force attenuation coefficient to compensate for the calibration current; where the calibration current refers to the current output to the shock absorber that matches the vehicle's speed. Corresponding to the damper response lag, the vehicle body acceleration will be increased: that is, the damper response lag means that when the vehicle changes direction of motion, it will be subjected to the lag force in the wrong direction, which will cause the vehicle body acceleration to be abnormally amplified; therefore, it is necessary to use the response time decay coefficient to compensate for the threshold to make up for the performance related to vehicle body acceleration. The change in damping force ratio will lead to an increase in unsprung vibration: that is, the performance degradation of the shock absorber leads to a decrease in the restoring damping force and the compressive damping force, which makes the shock absorber unable to quickly consume the kinetic energy of the spring and the wheel. The unconsumed energy can only oscillate back and forth between unsprung mass components such as the spring, wheel, and swing arm. Therefore, it is necessary to use the damping force ratio change coefficient to compensate for the base current in order to improve the performance of vehicle unsprung vibration. In the comfort-based vehicle CDC damper damping force control system, the main calibration logic of the control includes ceiling damping force entry threshold calibration, damping force calibration during the control process, and control completion exit threshold calibration. This can establish a mapping relationship between damper damping force attenuation, response hysteresis, damping force ratio and entry threshold, damping force during the control process, and exit threshold. Through software control, the performance attenuation of the damper is corrected, reducing the change in vehicle performance caused by the increase in vehicle mileage.

[0070] 3.1 Control the correction of the entry threshold; 3.1.1 Control entry threshold correction: Advancing the control entry threshold allows the current to be output to the CDC damper earlier, in order to compensate for the response delay caused by attenuation; 3.1.2 Specific scheme for control entry threshold correction: Various types of control entry thresholds, such as the threshold for the roof acceleration with the vehicle body, can be divided by the response time decay coefficient Pw to obtain a new threshold. The new threshold is often smaller than the original threshold, which makes up for the response delay caused by decay. 3.1.3 Effect of control entry threshold correction: The correction of the entry threshold can often compensate for vehicle acceleration-related performance, such as faster vehicle steering response, increased roll angle acceleration, overshoot after roll, increased vertical motion acceleration, and increased pitch angle acceleration.

[0071] 3.2 Current correction during control process; 3.2.1 Current correction during control: The magnitude of the CDC damper current (0A-1.6A) is often positively correlated with the damping force. The damping force at a certain vehicle speed corresponds to the damping force at the damper speed. The damping force at the current vehicle speed can be changed by changing the calibrated current at a certain vehicle speed to compensate for the delay caused by the damping force decay. 3.2.2 Specific scheme for current correction during control process: The restoration calibration current corresponding to various types of vehicle speeds, such as the front axle speed, body roll rate, and body pitch rate, can be multiplied by the restoration damping attenuation coefficient Pdl=1+Pa2 / Pa1 and the corresponding compression calibration current compression damping attenuation coefficient Pdc=1+Pc2 / Pc1. The new current obtained is often greater than the original current, which makes up for the reduction in damping force caused by attenuation. 3.2.3 The effect of current correction during control: Speed-related corrections can often compensate for speed-related performance issues, such as increased body roll speed, increased vertical acceleration of the body, increased pitch angle acceleration of the body, and poor body motion balance.

[0072] 3.3 Correction for base current; 3.3.1 Correction of base current: Increasing the base current can simultaneously increase the compression and recovery damping forces of the shock absorber. However, the increase in recovery damping force is often greater than the increase in compression damping force, and the attenuation of the shock absorber is often greater in recovery damping force than in compression damping force. 3.3.2 Correction scheme for base current: The overall base current can be multiplied by the damping force proportional change coefficient Pv. The new base current is often greater than the original base current, which compensates for the recovery damping force and the compression damping force (compensation is more significant), and improves the ratio of recovery damping force to compression damping force. 3.3.2 Correction effect of base current: Improves the performance of unsprung vibration in the vehicle, such as increased wheel vibration.

[0073] By way of example, the optimization of vehicle chassis performance provided in the embodiments of this application includes at least the following beneficial effects: Low cost: Compared with hardware improvements, and existing solutions that improve vehicle performance by changing hardware structure or materials, software has the advantage of low cost while maintaining the same vehicle performance. Short cycle time: Using mileage-related methods to determine whether the damping force of the shock absorber has decayed can significantly shorten the development time compared with model control methods; Highly adaptable: It can be recalibrated at certain intervals during the transition phase to obtain the best performance, and the overall performance is good. However, the workload increases significantly and the applicability is poor, as different models need to be recalibrated.

[0074] Please see Figure 10 , Figure 10 This is a structural block diagram of a vehicle chassis performance optimization device provided in an embodiment of this application. The vehicle chassis performance optimization device includes: Initial calibration module 100 is used to acquire the initial calibration data of the vibration damper to be optimized; The attenuation state prediction module 200 is used to perform durability prediction on the vibration damper to be optimized and obtain attenuation state data of the vibration damper to be optimized. The adjustment coefficient module 300 is used to determine the adjustment coefficient data based on the initial calibration data and the attenuation state data. The optimization control module 400 is used to optimize the control of the damper to be optimized based on the adjustment coefficient data.

[0075] In some implementations, the initial calibration data includes initial restoring damping force calibration data and initial compressive damping force calibration data, and the attenuation state data includes restoring damping force attenuation data and compressive damping force attenuation data. The adjustment coefficient module 300 is further used to: determine the restoring damping attenuation coefficient based on the initial restoring damping force calibration data and the restoring damping force attenuation data; and determine the compressive damping attenuation coefficient based on the initial compressive damping force calibration data and the compressive damping force attenuation data.

[0076] In some implementations, the adjustment coefficient data includes the recovery current adjustment coefficient, and the adjustment coefficient module 300 is further used to: determine the recovery current adjustment coefficient based on the calibration recovery current and the recovery damping attenuation coefficient in the initial calibration data; The optimization control module 400 is also used to: if the body control module intervenes, control the damping recovery of the damper to be optimized according to the recovery current adjustment coefficient.

[0077] In some implementations, the adjustment coefficient data includes a compression current adjustment coefficient, and the adjustment coefficient module 300 is further configured to: determine the compression current adjustment coefficient based on the calibration compression current and compression damping attenuation coefficient in the initial calibration data; The optimization control module 400 is also used to: if the body control module intervenes, control the damping compression of the damper to be optimized according to the compression current adjustment coefficient.

[0078] In some implementations, the attenuation state data also includes damping force ratio change data, and the adjustment coefficient data includes the base current adjustment coefficient. The adjustment coefficient module 300 is further used to: determine the damping force ratio change data based on the initial recovery damping force calibration data, recovery damping force attenuation data, initial compression damping force calibration data, and compression damping force attenuation data; and determine the base current adjustment coefficient based on the initial base current and damping force ratio change data in the initial calibration data. The optimization control module 300 is also used to: control the base current of the damper to be optimized according to the base current adjustment coefficient.

[0079] In some implementations, the initial calibration data includes the initial response time, the attenuation state data includes the attenuation response time, and the adjustment coefficient data includes the entry threshold adjustment coefficient. The adjustment coefficient module 400 is further configured to: determine the response time attenuation coefficient based on the initial response time and the attenuation response time; and determine the entry threshold adjustment coefficient based on the initial entry threshold and the response time attenuation coefficient in the initial calibration data. The optimization control module 400 is also used to: control the intervention conditions of the body control module for the shock absorber to be optimized according to the entry threshold adjustment coefficient.

[0080] In some implementations, the attenuation state prediction module 200 is also used to: acquire vehicle mileage data; perform durability prediction on the shock absorber to be optimized based on the vehicle mileage data, and obtain attenuation state data of the shock absorber to be optimized.

[0081] It should be noted that the vehicle chassis performance optimization device provided in this application embodiment is related to... Figures 1 to 9 The method embodiments shown correspond to each other, and will not be described again here to avoid repetition.

[0082] This application also provides an electronic device, please refer to [link to application]. Figure 11 , Figure 11 This is a structural block diagram of an electronic device provided in an embodiment of this application. The electronic device may include a processor 510, a communication interface 520, a memory 530, and at least one communication bus 540. The communication bus 540 is used to enable direct communication between these components. In this embodiment, the communication interface 520 of the electronic device is used for signaling or data communication with other node devices. The processor 510 may be an integrated circuit chip with signal processing capabilities.

[0083] The processor 510 described above can be a general-purpose processor, including a central processing unit (CPU), a network processor (NP), etc.; it can also be a digital signal processor (DSP), an application-specific integrated circuit (ASIC), an off-the-shelf programmable gate array (FPGA), or other programmable logic devices, discrete gate or transistor logic devices, or discrete hardware components. It can implement or execute the methods, steps, and logic block diagrams disclosed in the embodiments of this application. The general-purpose processor can be a microprocessor, or the processor 510 can be any conventional processor.

[0084] The memory 530 may be, but is not limited to, random access memory (RAM), read-only memory (ROM), programmable read-only memory (PROM), erasable programmable read-only memory (EPROM), electrically erasable programmable read-only memory (EEPROM), etc. The memory 530 stores computer-readable instructions. When these computer-readable instructions are executed by the processor 510, the electronic device can perform the aforementioned operations. Figures 1 to 9 The various steps involved in the method implementation examples.

[0085] Alternatively, the electronic device may also include a storage controller and an input / output unit.

[0086] The memory 530, storage controller, processor 510, peripheral interface, and input / output unit are electrically connected directly or indirectly to achieve data transmission or interaction. For example, these components can be electrically connected to each other through one or more communication buses 540. The processor 510 is used to execute executable modules stored in the memory 530, such as software function modules or computer programs included in electronic devices.

[0087] The input / output unit is used to provide users with the ability to create tasks and to set optional start periods or preset execution times for those tasks, thereby enabling user-server interaction. The input / output unit may be, but is not limited to, a mouse and keyboard.

[0088] Understandable. Figure 11 The structure shown is for illustrative purposes only; the electronic device may also include components that are more advanced than those shown. Figure 11 The more or fewer components shown, or having the same Figure 11 The different configurations shown. Figure 11 The components shown can be implemented using hardware, software, or a combination thereof.

[0089] This application also provides a storage medium storing instructions. When the instructions are run on a computer, the computer program is executed by a processor to implement the method described in the method embodiment. To avoid repetition, the method will not be described again here.

[0090] This application also provides a computer program product that, when run on a computer, causes the computer to perform the method described in the method embodiment.

[0091] In the several embodiments provided in this application, it should be understood that the disclosed apparatus and methods can also be implemented in other ways. The apparatus embodiments described above are merely illustrative. For example, the flowcharts and block diagrams in the accompanying drawings illustrate the architecture, functionality, and operation of possible implementations of apparatus, methods, and computer program products according to various embodiments of this application. In this regard, each block in a flowchart or block diagram may represent a module, segment, or portion of code containing one or more executable instructions for implementing a specified logical function. It should also be noted that in some alternative implementations, the functions marked in the blocks may occur in a different order than those marked in the drawings. For example, two consecutive blocks may actually be executed substantially in parallel, and they may sometimes be executed in reverse order, depending on the functions involved. It should also be noted that each block in a block diagram and / or flowchart, and combinations of blocks in block diagrams and / or flowcharts, can be implemented using a dedicated hardware-based system that performs the specified function or action, or using a combination of dedicated hardware and computer instructions.

[0092] In addition, the functional modules in the various embodiments of this application can be integrated together to form an independent part, or each module can exist independently, or two or more modules can be integrated to form an independent part.

[0093] If the aforementioned functions are implemented as software functional modules and sold or used as independent products, they can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of this application, in essence, or the part that contributes to the prior art, or a portion of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods described in the various embodiments of this application. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, portable hard drives, read-only memory (ROM), random access memory (RAM), magnetic disks, or optical disks.

[0094] The above description is merely an embodiment of this application and is not intended to limit the scope of protection of this application. Various modifications and variations can be made to this application by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this application should be included within the scope of protection of this application. It should be noted that similar reference numerals and letters in the following figures indicate similar items; therefore, once an item is defined in one figure, it does not need to be further defined and explained in subsequent figures.

[0095] The above description is merely a specific embodiment of this application, but the scope of protection of this application is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the scope of the technology disclosed in this application should be included within the scope of protection of this application. Therefore, the scope of protection of this application should be determined by the scope of the claims.

[0096] It should be noted that, in this document, relational terms such as "first" and "second" are used merely to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitations, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes said element.

Claims

1. A method for optimizing vehicle chassis performance, characterized in that, include: Obtain the initial calibration data for the vibration damper to be optimized; The durability of the vibration damper to be optimized is estimated to obtain the attenuation state data of the vibration damper to be optimized. The adjustment coefficient data is determined based on the initial calibration data and the attenuation state data; The vibration damper to be optimized is controlled based on the adjustment coefficient data.

2. The method for optimizing vehicle chassis performance according to claim 1, characterized in that, The initial calibration data includes initial recovery damping force calibration data and initial compression damping force calibration data; the attenuation state data includes recovery damping force attenuation data and compression damping force attenuation data; before the step of determining the adjustment coefficient data based on the initial calibration data and the attenuation state data, the method further includes: The recovery damping attenuation coefficient is determined based on the initial recovery damping force calibration data and the recovery damping force attenuation data. The compression damping attenuation coefficient is determined based on the initial compression damping force calibration data and the compression damping force attenuation data.

3. The method for optimizing vehicle chassis performance according to claim 2, characterized in that, The adjustment coefficient data includes the recovery current adjustment coefficient. The step of determining the adjustment coefficient data based on the initial calibration data and the attenuation state data includes: The restoration current adjustment coefficient is determined based on the calibration restoration current in the initial calibration data and the restoration damping attenuation coefficient. The steps of optimizing the vibration damper to be optimized based on the adjustment coefficient data include: If the vehicle body control module intervenes, it controls the damping recovery of the shock absorber to be optimized according to the recovery current adjustment coefficient.

4. The method for optimizing vehicle chassis performance according to claim 2, characterized in that, The adjustment coefficient data includes a compression current adjustment coefficient. The step of determining the adjustment coefficient data based on the initial calibration data and the attenuation state data includes: The compression current adjustment coefficient is determined based on the calibration compression current in the initial calibration data and the compression damping attenuation coefficient. The steps of optimizing the vibration damper to be optimized based on the adjustment coefficient data include: If the vehicle body control module intervenes, it controls the damping compression of the shock absorber to be optimized according to the compression current adjustment coefficient.

5. The method for optimizing vehicle chassis performance according to claim 2, characterized in that, The attenuation state data also includes damping force ratio change data, and the adjustment coefficient data includes a base current adjustment coefficient. The step of determining the adjustment coefficient data based on the initial calibration data and the attenuation state data includes: The damping force ratio change data are determined based on the initial recovery damping force calibration data, the recovery damping force attenuation data, the initial compression damping force calibration data, and the compression damping force attenuation data. The base current adjustment coefficient is determined based on the initial base current in the initial calibration data and the damping force ratio change data. The steps of optimizing the vibration damper to be optimized based on the adjustment coefficient data include: The base current of the damper to be optimized is controlled according to the base current adjustment coefficient.

6. The method for optimizing vehicle chassis performance according to claim 1, characterized in that, The initial calibration data includes the initial response time, the attenuation state data includes the attenuation response time, and the adjustment coefficient data includes the entry threshold adjustment coefficient. The step of determining the adjustment coefficient data based on the initial calibration data and the attenuation state data includes: The response time decay coefficient is determined based on the initial response time and the decay response time. The entry threshold adjustment coefficient is determined based on the initial entry threshold in the initial calibration data and the response time decay coefficient. The steps of optimizing the vibration damper to be optimized based on the adjustment coefficient data include: The vehicle body control module controls the intervention conditions of the shock absorber to be optimized based on the entry threshold adjustment coefficient.

7. The method for optimizing vehicle chassis performance according to claim 1, characterized in that, The step of performing durability estimation on the vibration damper to be optimized and obtaining attenuation state data of the vibration damper to be optimized includes: Obtain vehicle mileage data; Based on the vehicle mileage data, the durability of the shock absorber to be optimized is estimated to obtain the attenuation state data of the shock absorber to be optimized.

8. A device for optimizing vehicle chassis performance, characterized in that, include: The initial calibration module is used to obtain the initial calibration data of the vibration damper to be optimized. The attenuation state prediction module is used to perform durability prediction on the vibration damper to be optimized and obtain attenuation state data of the vibration damper to be optimized. An adjustment coefficient module is used to determine adjustment coefficient data based on the initial calibration data and the attenuation state data; An optimization control module is used to optimize the control of the vibration damper to be optimized based on the adjustment coefficient data.

9. An electronic device, characterized in that, include: A memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor, when executing the computer program, implements the steps of the method for optimizing vehicle chassis performance as described in any one of claims 1 to 8.

10. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores instructions that, when executed on a computer, cause the computer to perform the method for optimizing vehicle chassis performance as described in any one of claims 1 to 7.

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