Suspension control method and device, computer equipment, storage medium and vehicle

Abstract

The invention relates to the field of vehicle control, and discloses a suspension control method and device, computer equipment, a storage medium and a vehicle, and the method comprises the steps: processing the driving data of the vehicle, and obtaining the characteristics of a road surface; matching middle damping according to pavement features; and adjusting the middle damping to obtain the target control damping of the suspension. The method can improve the riding comfort of passengers by recognizing the road surface features, matching the middle damping according to the road surface features and generating the target control damping in combination with the actual working condition of the vehicle.

Description

Technical Field

[0001] This invention relates to the field of vehicle control, and more particularly to a suspension control method, device, computer equipment, storage medium, and vehicle. Background Technology

[0002] The suspension system is a crucial component of a car, connecting the wheels and the body. Its primary function is to absorb shocks from uneven road surfaces, ensuring vehicle comfort, stability, and safety. Based on control methods and performance characteristics, suspension systems can be categorized into three types: passive suspension, active suspension, and semi-active suspension. Passive suspensions are simple in structure and low in cost, but they cannot adjust the damping and stiffness of the shock absorbers in real time according to road conditions, resulting in relatively poor ride comfort. Active suspensions use sensors to monitor road conditions and vehicle dynamics, then adjust the suspension stiffness and damping in real time via actuators (such as solenoid valves or motors). While this significantly improves vehicle comfort and handling, it is more expensive and the system is more complex. Semi-active suspensions can adjust the suspension damping according to changes in road conditions and vehicle dynamics, but they cannot change the suspension stiffness.

[0003] Semi-active suspension is less expensive and less complex than active suspension, while offering good comfort and handling, making it popular with many automakers. However, existing semi-active suspensions suffer from lag and inaccuracy in response, affecting the passenger experience. Summary of the Invention

[0004] Therefore, it is necessary to provide a suspension control method, device, computer equipment, and storage medium to address the aforementioned technical problems and improve the issues of delayed and inaccurate response in existing semi-active suspensions.

[0005] A suspension control method, comprising:

[0006] The vehicle's driving data is processed to obtain road surface features;

[0007] Match intermediate damping based on the road surface characteristics;

[0008] The intermediate damping is adjusted to obtain the target control damping of the suspension.

[0009] A suspension control device, comprising:

[0010] The road surface feature acquisition module is used to process vehicle driving data to obtain road surface features;

[0011] A matching intermediate damping module is used to match intermediate damping according to the road surface characteristics;

[0012] A target damping module is generated to adjust the intermediate damping to obtain the target control damping of the suspension.

[0013] A computer device includes a memory, a processor, and computer-readable instructions stored in the memory and executable on the processor, wherein the processor implements the suspension control method described above when executing the computer-readable instructions.

[0014] One or more readable storage media storing computer-readable instructions, which, when executed by one or more processors, cause the one or more processors to perform the suspension control method described above.

[0015] A vehicle includes a vehicle controller for performing the suspension control method described above.

[0016] The aforementioned suspension control method, device, computer equipment, storage medium, and vehicle can improve passenger comfort by identifying road surface characteristics, matching intermediate damping based on those characteristics, and generating target control damping in conjunction with the vehicle's actual operating conditions. Attached Figure Description

[0017] To more clearly illustrate the technical solutions of the embodiments of the present invention, the drawings used in the description of the embodiments of the present invention will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0018] Figure 1 This is a flowchart illustrating a suspension control method according to one embodiment of the present invention;

[0019] Figure 2 This is a schematic diagram of a suspension control device in one embodiment of the present invention;

[0020] Figure 3 This is a schematic diagram of a computer device according to an embodiment of the present invention. Detailed Implementation

[0021] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some, not all, of the embodiments of the present invention. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0022] In one embodiment, such as Figure 1 As shown, a suspension control method is provided, including steps S10-S30.

[0023] S10. Process the vehicle's driving data to obtain road surface features.

[0024] Understandably, driving data may include data collected by onboard sensors, including but not limited to speed data, acceleration data, tire force data, onboard navigation location data (such as GPS data, BeiDou data, etc.), onboard camera and radar data, onboard vibration sensor data, vehicle attitude data, driving braking data, and driver control data (such as steering angle, accelerator pedal opening, brake pedal pressure, etc.). In some examples, driving data may also include physical quantities calculated based on sensor data, such as suspension relative speed.

[0025] It can perform feature analysis on driving data to obtain road surface features. Road surface features include, but are not limited to, road surface type, road surface excitation information, and road surface roughness information. The road surface type can be set according to actual needs and can be some characteristic road surfaces, such as speed bumps, convex bulges, and potholes.

[0026] Road surface excitation information refers to the identification information of minor excitations. These minor excitations include small road surface undulations and powertrain vibrations in certain vehicle models. Identifying and filtering out these minor excitations helps address the issue of frequent minor excitations affecting the vertical velocity V at the vehicle's center of gravity. z lateral tilt rate V roll Pitch angular velocity V pitch The relative velocity of the four shock absorbers (taking a four-wheeled car as an example; if the number of vehicles changes, the number of shock absorbers also changes; the relative velocity of the shock absorbers can be the vertical velocity V of the upper pivot point of the vehicle). z_ij Reduce the vertical velocity V at the fulcrum zu_ij (where i can be the front wheel or the rear wheel, and j can be the left wheel or the right wheel) triggering the zero position problem.

[0027] Road surface roughness information can be used to identify rough road surfaces and improve vehicle comfort.

[0028] Optionally, before step S10, that is, before processing the vehicle's driving data to obtain road surface features, the following steps are included:

[0029] S11. Preprocess the original vehicle signal to obtain the driving data.

[0030] In essence, raw vehicle signals refer to unprocessed signal data directly collected by various sensors and systems on the vehicle, including speed data, acceleration data, angular velocity signals, navigation signals, control signals, temperature signals, pressure signals, image signals, communication signals, radar signals, etc. Preprocessing includes, but is not limited to, data synchronization, data cleaning, data transformation, data dimensionality reduction, and data augmentation. After preprocessing, driving data can be obtained from the raw vehicle signals.

[0031] This embodiment obtains driving data by preprocessing the original vehicle signals, which can improve the quality of driving data, increase the processing efficiency of driving data, and enhance the accuracy of data analysis.

[0032] Optionally, step S11, namely, preprocessing the original vehicle signal to obtain the driving data, includes:

[0033] S111. Perform zero-drift removal and noise reduction on the original vehicle signal to obtain the first driving data;

[0034] S112. Extract data of a specified vibration frequency band from the original vehicle signal to obtain second driving data;

[0035] S113. Estimate the third driving data based on the original vehicle signal.

[0036] Understandably, the preprocessing of the vehicle's original signals mainly involves three processes, including steps S111 to S113.

[0037] In step S111, a low-pass filter can be used to filter out noise. The cutoff frequency of the low-pass filter is determined based on the actual noise frequency distribution and signal usage requirements. A high-pass filter or a band-pass filter can be used to remove zero drift. Based on past practical experience, the zero-point offset frequency is relatively low, and the preferred cutoff frequency is 0.3 to 0.5 Hz.

[0038] Regarding filter order selection, using low-order filters can conserve controller resources, while using high-order filters can achieve better attenuation, noise suppression, and zero-drift removal. The appropriate filter order can be selected based on the noise and zero-drift characteristics of the actual signal, taking into account both resource utilization and filtering effectiveness. For example, to conserve embedded system memory resources, a lower-order low-pass or band-pass filter can be used to process signal noise.

[0039] In step S112, the original vehicle-mounted signal, especially the vibration-related input frequencies, is processed to extract the effective vibration frequency band, obtaining data for the specified vibration frequency band. For example, the data for the specified vibration frequency band can be signals filtered out above a cutoff frequency, which here can be 15Hz to 20Hz. Generally, the frequency range above the cutoff frequency is the main frequency range of the suspension springs and shock absorbers on uneven road surfaces. If the vehicle body rigidity is high, the cutoff frequency can be appropriately increased to 30Hz. A higher cutoff frequency can filter out high-frequency signal characteristics caused by some plates and bushings, ensuring signal quality and ensuring that the semi-active suspension suppresses vibration for effective signal input.

[0040] In step S113, the third driving data involves the relative speed of the suspension. Since different vehicle models have different sensor configurations, the calculation method for the relative speed of the suspension also differs. For vehicles equipped with height sensors, the signal can be filtered first to remove high-frequency components, and then the derivative of the height signal can be calculated to obtain the signal reflecting the relative speed of the suspension. If the vehicle is equipped with wheel acceleration sensors and body acceleration sensors, the acceleration signal to be integrated can be offset compensated and zero-drift removed first, and then the acceleration signal can be integrated to obtain the corresponding speed signal. The unsprung speed is then subtracted from the sprung speed to obtain the relative speed of the suspension. The integral transfer function relationships involved include:

[0041]

[0042] Among them, G f (s) is the integral transfer function, where s is a complex variable used for Laplace transform, ζ is the damping ratio, and ω is the angular frequency. ω is adjusted according to the low-frequency attenuation requirements of the signal, and the damping ratio ζ is approximately 0.707. If the vehicle is equipped with a height sensor, a body acceleration sensor, and wheel acceleration sensors, dual signal verification can be performed. The relative speeds of the two suspensions can be calculated using the two methods described above, and then fused.

[0043] Optionally, the road surface features include road surface type;

[0044] Step S10, namely processing the vehicle's driving data to obtain road surface features, includes:

[0045] S101. Determine the road surface type marker position based on the driving data;

[0046] S102. Determine the road surface type based on the value of the road surface type flag.

[0047] Understandably, road surface type flags can be calculated from driving data, and the road surface type can be determined based on the values ​​of these flags. Here, at least one road surface type flag can be set for each road surface type. The values ​​of the road surface type flags can be 0 or 1. Road surface types include, but are not limited to, speed bumps, convex bumps, and / or potholes.

[0048] Optionally, the road surface type markers used to determine the speed bump include speed bump tilt detection markers, speed bump longitudinal change detection markers, speed bump damper relative speed detection markers, and / or speed bump pre-aiming markers.

[0049] Understandably, the speed bump tilt detection flag SpeedBumpFlag_V roll The default value is 1, which characterizes the rate of change in body roll before the vehicle enters a speed bump. SpeedBumpFlag_V roll=0 indicates that the current road surface type is a speed bump. This is determined by SpeedBumpFlag_V. roll The process of determining whether the current road surface is a speed bump is as follows.

[0050] If |V roll |≥V roll_enthreshold Then SpeedBumpFlag_V roll =0;

[0051] If in the previous moment |V roll |≥V roll_enthreshold , current | V roll | <V roll_leavthreshold Then SpeedBumpFlag_V roll =0; when |V roll | <V roll_leavethreshold Keep T leave After a certain time, SpeedBumpFlag_V roll =1, otherwise, SpeedBumpFlag_V roll =0;

[0052] SpeedBumpFlag_V roll =0 indicates that the road surface type is a speed bump;

[0053] Among them, V roll This refers to the roll angular velocity;

[0054] V roll_enthreshold The roll rate has reached the threshold.

[0055] V roll_leavethreshold The roll rate is outside the threshold.

[0056] SpeedBumpFlag_V roll This is a marker for detecting the tilt of a speed bump.

[0057] T leave The duration of time spent holding the vehicle over the speed bump.

[0058] SpeedBumpFlag_a (SpeedBump longitudinal change detection flag) xjerk The default value is 0, which is used to characterize the change in longitudinal acceleration of the vehicle body after it drives over a speed bump.

[0059] SpeedBumpFlag_a xjerk =1 indicates that the current road surface type is a speed bump. (This is determined by SpeedBumpFlag_a) xjerk The process of determining whether the current road surface is a speed bump is as follows.

[0060] when At that time, SpeedBumpFlag_a xjerk =1, otherwise, SpeedBumpFlag_a xjerk =0;

[0061] Among them, SpeedBumpFlag_a xjerk This is a marker for detecting longitudinal changes in speed bumps;

[0062] a x_t Let be the longitudinal acceleration at time t;

[0063] a x_t Let be the longitudinal acceleration at time ti;

[0064] i is the length of the time window;

[0065] cycle refers to the ECU calculation cycle;

[0066] This is the threshold quantity for the derivative of longitudinal acceleration.

[0067] The default value of the SpeedBumpFlag_ΔV flag for relative speed detection is 0, which is used to characterize how quickly the relative speed of the suspension changes when it passes over a speed bump.

[0068] SpeedBumpFlag_ΔV = 1 indicates that the current road surface type is a speed bump. The process of determining whether the current road surface is a speed bump using SpeedBumpFlag_ΔV is as follows.

[0069] Taking the left front wheel as an example, when the relative speed of the left front wheel suspension ΔV fl <ΔV fl_com , ΔV fl_com The threshold value for the damper's compression speed is defined by the start detection time interval and the waiting time T. If ΔV is detected within time T... fl >ΔV fl_rev V fl_rev SpeedBumpFlag_ΔV is the shock absorber recovery speed threshold. fl =1, otherwise, SpeedBumpFlag_ΔV fl =0. Where, ΔV ij =|V z_ij ―V zu_ij |(i=f / r,j=l / r),V z_ij V is the vertical velocity of the upper pivot point of the suspension. zu_ij Let be the vertical velocity of the lower pivot point of the suspension, i = f for forward, i = r for backward, j = l for left, and j = r for right.

[0070] The detection logic for the right front wheel is the same as that for the left front wheel. Then SpeedBumpFlag_ΔV = 1; where, SpeedBumpFlag_ΔV was detected for the left front wheel. fl =1 time, SpeedBumpFlag_ΔV was detected for the right front wheel. fr =1 time, ΔT is the time difference threshold, which is an empirical value.

[0071] The speed bump preview marker can be the result of a single / dual-lens camera, LiDAR, or other preview device identifying the road surface in front of the vehicle. A speed bump preview marker of 1 indicates that a speed bump has been identified, while 0 indicates that a speed bump has not been identified.

[0072] Optionally, the road surface type markers used to determine the convex hump include convex hump tilt detection markers, convex hump relative velocity time difference markers, convex hump damper relative velocity detection markers, and / or convex hump pre-aiming markers.

[0073] Understandably, the convex hull tilt detection flag DBFlag_V roll The default value is 1. This flag detects the magnitude of roll change when the vehicle enters a large bump. (This is achieved through DBFlag_V) roll The process of determining whether the current road surface is a convex hull is as follows.

[0074] If |V roll |>V roll_enthreshold1 Then DBFlag_V roll =0;

[0075] If in the previous moment |V roll |>V roll_enthreshold1 , current | V roll |≤V roll_leavethreshold1 At that time, DBFlag_V roll =0, keep T leave After a certain time, DBFlay_V roll =1, otherwise, DBFlay_V roll =0.

[0076] Among them, V roll V is the roll angular velocity; roll_enthreshold1 For the convex hull side tilt angular velocity to enter the threshold; V roll_leavethreshold1 The convex hull side tilt angular velocity is the value that leaves the threshold.

[0077] Convex hull relative velocity time difference flag DBFlag_ΔV |fl―fr| The default value is 0, which characterizes the time-domain deviation of the relative speed signal, that is, the phase coherence of the relative speeds of the left and right suspensions. This is achieved through DBFlag_ΔV. |fl―fr|The process of determining whether the current road surface is a convex hull is as follows.

[0078] If |V fl ―V fr |≥ΔV |fl―fr| Then DBFlag_ΔV |fl―fr| =0; when |V fl ―V fr |<ΔV |fl―fr| After holding for time T, if |V fl ―V fr |<ΔV |fl―fr| If this condition is always met, then DBFlag_ΔV |fl―fr| =1, otherwise, DBFlag_ΔV |fl―fr| =0.

[0079] The relative velocity detection flag for the convex hull damper is DBFlag_ΔD. ij ( The default value for j = f / r is used to characterize the relative displacement of the left and right shock absorbers. Taking the left front suspension as an example, if D fl Reaching the compression threshold D fl_com During the time interval TT, when D fl Reaching the stretching threshold D fl_strech At this time, DBFlag_ΔD fl =1, the detection logic for the right front suspension is similar.

[0080] The convex hull preview marker can be the result of the preview device, such as a single / dual-lens camera or LiDAR, identifying the road surface in front of the vehicle. A convex hull preview marker of 1 indicates that a speed bump has been identified, while a 0 indicates that no speed bump has been identified.

[0081] Optionally, the road surface type markers used to determine the pothole include pothole tilt detection markers, pothole longitudinal acceleration markers, pothole suspension relative speed detection markers, and / or pothole aiming markers.

[0082] Understandably, pits come in different sizes; the applicable size range for pits here is 300mm to 400mm in width and 30mm to 60mm in depth.

[0083] The patholesFlag_V flag for detecting pit tilt roll The default value is 1. This flag indicates the rate of change in body roll when the vehicle enters a speed bump. (This is determined by `potholesFlag_V`.) roll The process of determining whether the current road surface is a pothole is as follows.

[0084] If |V roll |≥V roll_enthreshold2 Then potholesFlay_Vroll =0;

[0085] If in the previous moment |V roll |≥V roll_enthreshold2 At this time |V roll | <V roll_leavethreshold2 At that time, potholesFlag_V roll =0, when |V roll | <V roll_leavethreshold2 Keep T leave After a certain time, potholesFlag_V roll =1, otherwise, SpeedBumpFlag_V roll =0; where V roll_enthreshold2 For the lateral tilt velocity of the pit to reach the threshold, V roll_leavethreshold2 The angular velocity of the pit tilting away from the threshold.

[0086] Longitudinal acceleration marker of the pit The default value is 0. This flag represents the change in longitudinal acceleration of the vehicle body after it passes over a speed bump. At that time, potholesFlag_a xjerk =1, otherwise, potholesFlag_a xjerk =0.

[0087] Dent suspension relative speed detection mark ΔV ij =|V z_ij ―V zu_ij The default value for |(i=f / r,j=l / r) is 0. This flag characterizes the rate of change of the relative speed of the suspension when it travels over a speed bump. Taking the left front wheel as an example, when the shock absorber extension speed threshold ΔV is reached... fl <ΔV fl_reb The start detection time interval is T, and the waiting time is T. If the compression threshold ΔV is reached within time T, then... fl >ΔV fl_com potholesFlag_ΔV fl =1, otherwise, potholesFlag_ΔV fl =0. The detection logic for the right front suspension is the same as that for the left front suspension. The left and right sides of the front axle are judged separately, and corresponding flags are generated.

[0088] The pothole preview marker can be the result of a preview device such as a single / dual-lens camera or LiDAR identifying the road surface ahead of the vehicle. A pothole preview marker of 1 indicates that a pothole has been identified, while a marker of 0 indicates that no pothole has been identified.

[0089] S20. Match intermediate damping according to the road surface characteristics.

[0090] Understandably, different damping control strategies can be adopted based on different road surface characteristics to match appropriate intermediate damping. In some examples, the ceiling-to-floor damping theory can be used to match appropriate intermediate resistance for characteristic road surfaces. The ceiling-to-floor damping theory is a technique applied to vehicle suspension control. It mainly optimizes the vehicle's suspension system by combining ceiling damping control and floor damping control. This control strategy can significantly improve the vehicle's ride comfort and handling stability, while also achieving vibration energy recovery.

[0091] Optionally, the road surface features include road surface excitation information; the intermediate damping includes roof and ceiling controlled damping;

[0092] If the road surface type is a speed bump, a raised area, a pothole, and / or a general road surface, step S20, namely, matching intermediate damping according to the road surface characteristics, includes:

[0093] S201. Determine whether the road surface excitation information triggers the canopy control condition.

[0094] S202. If the road excitation information triggers the top and bottom control conditions, and the motion state of the suspension meets the top and bottom control conditions, the top and bottom control damping is obtained according to the driving data and preset requirement parameters.

[0095] Understandably, road surface excitation information refers to the identification information of small-amplitude excitations. Road surface excitation information includes three state variables at the vehicle's center of gravity: vertical velocity V. z lateral tilt rate V roll Pitch angular velocity V pitch And the relative speeds of the shock absorbers distributed at the four wheel positions (taking a four-wheeled car as an example, the number of wheel positions changes as the number of vehicles changes). z_ij ―V zu_ij |, where V z_ij V represents the vertical velocity at the upper fulcrum. zu_ij This represents the vertical velocity at the lower pivot point. i can be the front or rear wheel, and j can be the left or right wheel.

[0096] Condition 1: (|V z |≥V z_threshold )||(|V roll |≥V roll_threshold )||(|V pitch |≥V pitch_threshold )

[0097] Condition 2: |V z_ij ―V zu_ij |≥V ij_threshold (i = f / r, j = l / r)

[0098] Among them, V z Vrol l, V pitch If any value in the above conditions is greater than the corresponding threshold, then condition 1 is met. If the relative speed of any of the four suspension dampers is greater than or equal to the corresponding threshold, then condition 2 is met. Only when both conditions 1 and 2 are met is it determined that the road excitation information meets the roof control conditions. Otherwise, no roof control condition is determined, meaning there is no control requirement.

[0099] The overhead and floor control conditions determine the vehicle's operating status by estimating the vehicle's speed and wheel speed, and output overhead and floor control enable flags to indicate whether overhead and floor control should be performed at this time.

[0100] In one example, the ceiling and roof control conditions include:

[0101] Condition 1: V zs_ij ×(V zs_ij ―V zu_ij )≥0(i=f / r;j=l / r)

[0102] Condition 2: (―V zu_ij )×(V zs_ij ―V zu_ij )≥0(i=f / r;j=l / r)

[0103] V zs_ij Indicates the sprung speed (vehicle body), where i indicates forward or backward, and j indicates left or right; V zu_ij Indicates unsprung speed (of the wheel and the links connecting the wheel).

[0104] When the suspension's motion meets condition 1, the overhead control is enabled, triggering the overhead control output current; when the suspension's motion meets condition 2, the ground control is enabled, triggering the ground control output current. When both conditions 1 and 2 are met, both overhead and ground control are triggered simultaneously, and the control current is output in a certain proportion. If neither condition 1 nor condition 2 is met, no current control is output.

[0105] After determining that the suspension's motion state meets the top and bottom control conditions, it is necessary to obtain appropriate top and bottom control damping (controlled by current) by combining road surface characteristics and preset requirement parameters. Here, the preset requirement parameters can be requirement information collected through the vehicle's main unit, hard switches, recognition devices, and other devices with interactive recognition capabilities.

[0106] In one example, preset demand parameters include hardness / softness, driving style, fatigue warning, and / or system energy consumption.

[0107] Regarding the stiffness of the semi-active suspension, to ensure a sufficiently wide differentiation in passenger driving experience and a more intuitive reflection of the effect after selecting the stiffness level, it is recommended to prioritize two levels of stiffness in the comfort settings: "soft" and "firm." Alternatively, more stiffness levels and styles can be offered for drivers to choose from, depending on the actual situation. After the driver selects the desired suspension stiffness, there are many ways for the semi-active suspension to achieve that desired level, such as two-level fixed damping adjustment. This method is simple but doesn't fully utilize the system's potential. The preferred approach is to calibrate control parameters for different stiffness levels, achieving stepless adjustment of damping response to the vehicle body. For different stiffness selections, the vehicle's infotainment system stores different damping control parameters applicable to both general and special road surfaces, allowing the suspension to exhibit different stiffness levels during driving.

[0108] In terms of driving style, to differentiate driving style variations, driving styles can be divided into two levels: "Comfort" and "Sport." This can also be expanded based on actual development needs. Skylight control primarily optimizes vehicle movement and is strongly related to passenger comfort, while floor control mainly controls wheel bounce, ensuring wheel dynamic load and improving wheel grip. The balance between the two needs to be adjusted according to the driving style. The proportion of skylight / floor control, speed-sensitive damping, and road roughness compensation damping can be determined based on the selected "Comfort" or "Sport" driving style. When the driver selects the "Sport" driving style, the semi-active suspension increases the proportion of floor control in the hybrid control, improving vehicle grip, increasing longitudinal and lateral tire adhesion limits, and enhancing the vehicle's lateral and longitudinal performance under "Sport" driving style. When the driver selects the "Comfort" driving style, the semi-active suspension increases the proportion of skylight in the hybrid control, improving vehicle body control and making the ride smoother and more comfortable.

[0109] Regarding fatigue warning, to remind fatigued drivers to drive safely, this function generates discomfort through the suspension, creating a sense of unease for the driver and helping them to get out of trouble. This is achieved by utilizing non-skylight-triggered control timing. That is, according to skylight theory, feedback control should not be performed when it is appropriate, and damping control should be performed when it is not appropriate, thus worsening the driving experience.

[0110] The calibration process aims to induce an "uncomfortable driving experience." Using a universal and characteristic road surface calibration current table, calibration parameters that generate significant pitch and roll are preferred to produce a warning effect. This is because the human body is more sensitive to pitch and roll movements. The fatigue warning is preferably triggered by a fatigue detection device, eliminating the need for driver input and reducing operational safety risks. In other examples, the warning can also be activated by the driver via a hard switch or soft button.

[0111] Regarding system energy consumption, low-power suspension control can be selected. While this will sacrifice some performance of the semi-active suspension system, it helps reduce power consumption, save battery power, reduce the load on the drive chip, lower the thermal load on the solenoid valve, and extend the system's lifespan. Power consumption reduction is achieved by decreasing the triggering current of the solenoid valve, preferably by reducing the semi-active suspension control frequency, thus reducing control over medium- and high-frequency excitations. This allows for some vehicle control even with low-frequency road surface undulations. Alternatively, this can be achieved by switching the algorithm's computation cycle or the actual operating range of the damping calibration module, or by scaling the control current at the execution end using a scaling factor. However, this weakens the overall control effect on road surface excitations, potentially leading to insufficient vehicle control under low-frequency, large-undulation road surface excitations.

[0112] These four requirements can be prioritized. In one example, the priority of the four requirements from highest to lowest is: ① System power consumption; ② Fatigue warning; ③ Driving style; ④ Hardness / softness. Since ① and ② are developed with consideration for very few usage scenarios, the system power consumption requirement is designed to mitigate or avoid abnormal situations, such as low battery power or overheated solenoid valves, and is therefore the highest priority. ② addresses the situation where driver fatigue endangers the safety of the vehicle, so it is the second highest priority. ③ When the driving mode is "Sport Mode," the driver may drive aggressively. To increase the control limits of the lateral and longitudinal control systems (such as ABS, VDC, etc.) and ensure the dynamic performance of the vehicle, it is the third highest priority. ④ Focuses more on ride comfort. When the driving mode is Comfort, the driver can choose the vehicle's hardness / softness according to their needs to improve comfort. This requirement is less related to vehicle status and driving safety, so it has the lowest priority.

[0113] Optionally, if the road surface type is a speed bump, a raised area, and / or a pothole, step S202, namely obtaining the canopy control damping based on the driving data and preset demand parameters, includes:

[0114] S2021. Based on the driving data, look up the table to obtain the ceiling control damping;

[0115] S2022. Process the driving data using a physical model to obtain the canopy control damping; or,

[0116] S2023. Process the driving data through a machine learning model to obtain the ceiling control damping.

[0117] Understandably, input parameters for matching the roof control damping can be extracted from driving data. Here, input parameters include the vertical acceleration and velocity at the vehicle's center of gravity, the roll rate at the center of gravity, the pitch rate at the center of gravity, the vertical acceleration and velocity at the four corners of the vehicle body, the relative velocity and displacement of the four shock absorbers, and the vertical acceleration and velocity of the four wheels. These input parameters can be data collected by physical sensors or data estimated from other parameters. For example, the intermediate control values ​​for the four shock absorbers can be calculated based on roof theory.

[0118] When a vehicle travels on a surface characterized by speed bumps, convexities, and / or potholes, three damping control strategies can be used to calculate the suspension control damping. The first strategy uses a lookup table to obtain the suspension control damping. Here, the number of suspension compression and extension cycles can be distinguished, and the damping of the first or a few suspension extension and compression cycles can be calibrated and adjusted to obtain the suspension control damping. The second strategy uses mathematical solutions and model estimation to distribute the control forces in the four directions of the suspension, thereby obtaining the suspension control damping. The third strategy uses machine learning methods and processes, with offline training and online testing, to allocate control damping. The first damping control strategy is preferred. Obtaining the suspension control damping through a lookup table is timely, fast, easy to modify, and convenient to adjust.

[0119] Optionally, if the road surface type is a general road surface, step S202, namely obtaining the canopy control damping based on the driving data and preset demand parameters, includes:

[0120] S2024. Calculate the intermediate control quantity based on the driving data;

[0121] S2025. Based on the control intermediate quantity, look up the table to obtain the ceiling control damping;

[0122] S2026. Process the intermediate control quantities using a mathematical model to obtain the ceiling / span control damping; or,

[0123] S2027. The control intermediate quantity is processed by a machine learning model to obtain the control damping of the ceiling and ceiling.

[0124] Understandably, a general road surface can be any surface other than speed bumps, convexities, and potholes. Obtaining the control damping of the suspension requires first calculating intermediate control values, and then further calculating the magnitude of the control damping. Depending on the different damper actuators, the form of the output suspension control damping will vary, including but not limited to the target damping force value, target control current value, and target magnetic field magnitude. Calculating the suspension control damping for a general road surface involves, but is not limited to, lookup tables, mathematical models, and machine learning models. In the lookup table method, a damping control table can be created based on the input dimensions, ranging from single-dimensional to multi-dimensional. The intermediate control values ​​calculated for the suspension and vehicle speed are preferred as inputs because these physical quantities are strongly correlated with suspension control and vibration. In the mathematical model method, the control forces in the four directions of the suspension are allocated through mathematical solutions and model estimation. The control effect is affected by the model accuracy, and the control timeliness is related to the complexity of the equations. In the machine learning model method, a control damping calculation algorithm is trained using training samples to allocate the damping magnitude of each suspension component. Of these three methods, the preferred method is to allocate the damping force of each suspension control by looking up a table. This method is fast, efficient, and the calibration tables are easy to modify, facilitating adjustments and avoiding errors in model estimation. It also avoids the large workload of extensive sample collection and experimental verification required by methods similar to machine learning. Furthermore, depending on the adjustment requirements, the damping control table can be calibrated to distinguish between tension and compression states, thus improving the flexibility of the calibration process.

[0125] Optionally, the road surface features include road surface roughness information;

[0126] After step S202, that is, after obtaining the ceiling control damping, the method further includes:

[0127] S203. Based on the road surface roughness information, compensate for the control damping of the roof and ceiling to obtain universal road surface intermediate damping.

[0128] Understandably, after obtaining the control damping of the canopy and ceiling for a general road surface, further compensation for the control damping is needed because intersections on general road surfaces are more complex than those on characteristic road surfaces. In some examples, the control damping of the canopy and ceiling for the general road surface can be compensated based on road roughness information to ensure the comfort of the semi-active suspension on rough roads. Road roughness information can be calculated using the following formula:

[0129]

[0130] A wheel_fiThe acceleration of the left and right wheels is represented by the size, which can be defined according to actual needs. SI calculates the cumulative acceleration of a single wheel, thus characterizing the severity of the road surface input. This recognition method uses the signal directly output by the sensor, resulting in small signal errors. Furthermore, the left-right correlation between wheels is small, while the vehicle body is easily affected by inertia (acceleration, deceleration, etc.). Selecting the response at the wheel location for recognition is more advantageous than using the vehicle body signal.

[0131] Compensation for roof and suspension control damping based on road surface roughness information mainly involves three aspects: speed-dependent compensation, road surface roughness compensation, and damper relative speed compensation. Speed-dependent compensation can be obtained based on vehicle speed signals; road surface roughness compensation can be obtained based on roughness information; and damper relative speed compensation can be obtained based on at least one of the following: vehicle acceleration and velocity, suspension displacement signals, wheel acceleration and velocity signals, vehicle center of gravity pitch angle and angular velocity signals, and roll angle and angular velocity signals.

[0132] Optionally, step S203, calculating the compensation of the canopy control damping based on the road surface roughness information to obtain universal road surface intermediate damping, includes:

[0133] S2031. Calculate the vehicle speed compensation amount, road surface roughness compensation amount, and / or shock absorber relative speed compensation amount based on the road surface roughness information.

[0134] S2032. The control damping of the roof and ceiling is compensated according to the vehicle speed compensation amount, the road surface roughness compensation amount and / or the relative speed compensation amount of the shock absorber to obtain the universal road surface intermediate damping.

[0135] Understandably, the compensation amount can be obtained through the following three compensation strategies. First, the compensation coefficient or compensation damping magnitude can be obtained by looking up a table, and the table dimension can be expanded from a single dimension to a multi-dimensional table according to the amount of demand. Second, the compensation coefficient or compensation damping magnitude can be determined by mathematical or logical operations of the vehicle dynamics model or actuator model. Third, the logic that determines the compensation coefficient or compensation parameter can be obtained by offline training of machine learning on existing data.

[0136] Based on the identified road surface roughness, a correction amount for universal road surface damping is output, preferably by looking up a table. Generally speaking, the greater the road surface roughness, the greater the reduction in calibration current for universal road surfaces; the faster the vehicle speed, the more severe the road surface excitation, and by using an appropriate calibration input correction amount, the vehicle's comfort performance is ensured.

[0137] It is important to note that the speed-sensitive compensation and road surface roughness compensation can be adjusted according to different driving styles to meet the suspension damping requirements of different driving styles.

[0138] Optionally, the intermediate damping includes open-loop controlled damping;

[0139] If the road surface type is a speed bump or a convex bulge, step S20, namely, matching intermediate damping according to the road surface characteristics, includes:

[0140] S204. Obtain open-loop control damping that matches the road surface characteristics; the open-loop control damping includes pre-calibrated state or time-series damping changes.

[0141] Understandably, intermediate damping includes open-loop control damping. When the road surface type is a speed bump or a raised area, the open-loop control damping can also be calculated using open-loop damping calibration. Compared to top and bottom control damping, the calibration process for open-loop control damping is simpler and more convenient, and the control effect is more stable.

[0142] The process of controlling characteristic road surfaces can be achieved through calibrated state or time-series damping changes. Here, the real-time state includes three physical quantities: front and rear axles, damper tension and compression, and time. The calibrated damping table uses output parameters in these three dimensions: front and rear axles, damper tension and compression, and time. The distinction between front and rear axle parameters is due to the differences in vibration characteristics between the front and rear axles, leading to different control requirements. The use of damper tension and compression as output parameters is primarily because tuners have different needs regarding the tension and compression processes. For example, when a vehicle passes over a large bump, it's necessary to reduce tension damping to minimize the feeling of being thrown up and improve vehicle control. Time is used as an output parameter because damping requirements vary at different times. For instance, when a vehicle passes over a large bump, a lower initial damping is preferred to ensure a less abrupt impact experience for passengers, while increasing damping in the middle and later stages reduces vehicle sway after a large excitation.

[0143] S30. Adjust the intermediate damping to obtain the target control damping of the suspension.

[0144] Understandably, after obtaining the intermediate damping, it is necessary to determine the target control damping of the suspension by taking into account the operating state of the shock absorber and the output damping of other control modules.

[0145] Optionally, step S30, namely adjusting the intermediate damping to obtain the target control damping of the suspension, includes:

[0146] S301. Adjust the intermediate damping according to the working state of the shock absorber to obtain adjustable damping;

[0147] S302. Check the priority of the adjusted damping;

[0148] S303. If the adjustment damping has the highest priority, then the adjustment damping is determined as the target control damping.

[0149] Understandably, the intermediate damping can be adjusted according to the operating state of the vibration damper to obtain adjustable damping. The purpose is to optimize the problem of actuator damping lag and abnormal valve noise during high-frequency control. The adjustment of the intermediate damping can be linear or nonlinear correction. Compensating for damping changes through linear correction provides a direct compensation effect, is easy to calibrate and adjust, is simple to calculate, and saves system memory resources.

[0150] The intermediate damping adjustment includes, but is not limited to: correcting the amplitude and phase based on the actual compression or tension force characteristics of the actuator; compensating for the damping lag of the actuator by adjusting the upward or downward slope; correcting based on the relative motion speed stages of the shock absorber to meet the damping requirements of different speed ranges; and correcting the damping of a portion of the vehicle's response based on the vehicle's condition to prevent abnormal vibrations and noises when passing through certain road surfaces.

[0151] After determining the adjustment damping, it is also necessary to check the priority of the current adjustment damping. For example, check the output damping of other modules such as the handling and stability module, braking module, and acceleration module. If there is an output damping with a higher priority than the adjustment damping, then execute that output damping. If the current adjustment damping has the highest priority, then the adjustment damping is determined as the target control damping.

[0152] The suspension control method provided in this embodiment can improve the ride comfort of passengers by identifying road surface features, matching intermediate damping according to the road surface features, and generating target control damping in combination with the actual operating conditions of the vehicle.

[0153] It should be understood that the sequence number of each step in the above embodiments does not imply the order of execution. The execution order of each process should be determined by its function and internal logic, and should not constitute any limitation on the implementation process of the embodiments of the present invention.

[0154] In one embodiment, a suspension control device is provided, which corresponds one-to-one with the suspension control methods described in the above embodiments. For example... Figure 2 As shown, the suspension control device includes:

[0155] The road surface feature acquisition module 10 is used to process vehicle driving data to obtain road surface features;

[0156] The intermediate damping matching module 20 is used to match intermediate damping according to the road surface characteristics;

[0157] A target damping module 30 is generated to adjust the intermediate damping and obtain the target control damping of the suspension.

[0158] Optionally, the suspension control device also includes:

[0159] The vehicle data acquisition module is used to preprocess the original vehicle signals to obtain the vehicle data.

[0160] Optionally, the vehicle data acquisition module includes:

[0161] The first data unit is used to perform zero drift removal and noise reduction on the original vehicle signal to obtain the first driving data.

[0162] The second data unit is used to extract data of a specified vibration frequency band from the original vehicle signal to obtain the second driving data.

[0163] The third data unit is used to estimate the third driving data based on the original vehicle signal.

[0164] Optionally, the road surface features include road surface type; the road surface feature acquisition module 10 includes:

[0165] A marker unit is used to determine the road surface type marker based on the driving data;

[0166] A road surface type determination unit is used to determine the road surface type based on the value of the road surface type flag bit.

[0167] Optionally, the road surface type includes speed bumps, bulges, and / or potholes.

[0168] Optionally, the road surface type markers used to determine the speed bump include speed bump tilt detection markers, speed bump longitudinal change detection markers, speed bump damper relative speed detection markers, and / or speed bump pre-aiming markers.

[0169] Optionally, the road surface type markers used to determine the convex hump include convex hump tilt detection markers, convex hump relative velocity time difference markers, convex hump damper relative velocity detection markers, and / or convex hump pre-aiming markers.

[0170] Optionally, the road surface type markers used to determine the pothole include pothole tilt detection markers, pothole longitudinal acceleration markers, pothole suspension relative speed detection markers, and / or pothole aiming markers.

[0171] Optionally, the road surface features include road surface excitation information; the intermediate damping includes roof and ceiling controlled damping;

[0172] If the road surface type is a speed bump, a raised area, a pothole, and / or a general road surface, the matching intermediate damping module 20 includes:

[0173] The triggering of the canopy determination unit is used to determine whether the road surface excitation information triggers the canopy control conditions;

[0174] The suspension control damping unit is used to obtain the suspension control damping based on the driving data and preset requirement parameters if the road excitation information triggers the suspension control condition and the motion state of the suspension meets the suspension control condition.

[0175] Optionally, the preset requirement parameters include hardness / softness, driving style, fatigue warning, and / or system energy consumption.

[0176] Optionally, if the road surface type is a speed bump, a raised surface, and / or a pothole, the canopy control damping unit includes:

[0177] The first floor canopy damping unit is used to look up the table based on the road surface characteristics to obtain the floor canopy control damping.

[0178] The second day, the ground cover damping unit is used to process the road surface characteristics through a physical model to obtain the ground cover control damping; or,

[0179] The third canopy damping unit is used to process the road surface features through a machine learning model to obtain the canopy control damping.

[0180] Optionally, if the road surface type is a general road surface, the canopy control damping unit includes:

[0181] The intermediate quantity calculation unit is used to calculate intermediate control quantities based on the driving data.

[0182] The fourth ceiling damping unit is used to look up the control intermediate quantity in a table to obtain the ceiling control damping.

[0183] The fifth ceiling damping unit is used to process the control intermediate quantities through a mathematical model to obtain the ceiling control damping; or,

[0184] The sixth ceiling damping unit is used to process the control intermediate quantity through a machine learning model to obtain the ceiling control damping.

[0185] Optionally, the road surface features include road surface roughness information;

[0186] The matching intermediate damping module 20 includes:

[0187] The compensation unit is used to compensate the control damping of the roof and ceiling according to the road surface roughness information to obtain universal road surface intermediate damping.

[0188] Optionally, the compensation unit includes:

[0189] The compensation calculation unit is used to calculate the vehicle speed compensation, road surface roughness compensation, and / or shock absorber relative speed compensation based on the road surface roughness information.

[0190] A universal road surface intermediate damping unit is obtained, which is used to compensate the roof control damping according to the vehicle speed compensation amount, the road surface roughness compensation amount and / or the shock absorber relative speed compensation amount, so as to obtain the universal road surface intermediate damping.

[0191] Optionally, the intermediate damping includes open-loop controlled damping;

[0192] If the road surface type is a speed bump or a raised area, the matching intermediate damping module 20 includes:

[0193] An open-loop control damping unit is used to obtain open-loop control damping that matches the road surface characteristics; the open-loop control damping includes pre-calibrated state or time-series damping changes.

[0194] Optionally, the target damping module 30 includes:

[0195] An adjustable damping unit is generated to adjust the intermediate damping according to the working state of the shock absorber, thereby obtaining adjustable damping;

[0196] A priority check unit is used to check the priority of the adjustable damping;

[0197] A target damping unit is determined, which is used to determine the adjustable damping as the target control damping if the adjustable damping has the highest priority.

[0198] For specific limitations regarding the suspension control device, please refer to the limitations on the suspension control method above, which will not be repeated here. Each module in the aforementioned suspension control device can be implemented entirely or partially through software, hardware, or a combination thereof. These modules can be embedded in or independent of the processor in a computer device in hardware form, or stored in the memory of a computer device in software form, so that the processor can call and execute the corresponding operations of each module.

[0199] In one embodiment, a computer device is provided, which may be a terminal, and its internal structure diagram may be as follows: Figure 3As shown, the computer device includes a processor, memory, network interface, display screen, and input device connected via a system bus. The processor provides computing and control capabilities. The memory includes a readable storage medium and internal memory. The non-volatile storage medium stores an operating system and computer-readable instructions. The internal memory provides an environment for the operation of the operating system and computer-readable instructions in the readable storage medium. The network interface is used to communicate with an external server via a network connection. When the computer-readable instructions are executed by the processor, a suspension control method is implemented. The readable storage medium provided in this embodiment includes both non-volatile and volatile readable storage media.

[0200] In one embodiment, a computer device is provided, including a memory, a processor, and computer-readable instructions stored in the memory and executable on the processor, wherein the processor performs the following steps when executing the computer-readable instructions:

[0201] The vehicle's driving data is processed to obtain road surface features;

[0202] Match intermediate damping based on the road surface characteristics;

[0203] The intermediate damping is adjusted to obtain the target control damping of the suspension.

[0204] In one embodiment, one or more computer-readable storage media storing computer-readable instructions are provided. The readable storage media provided in this embodiment include non-volatile readable storage media and volatile readable storage media. The readable storage media stores computer-readable instructions, which, when executed by one or more processors, perform the following steps:

[0205] The vehicle's driving data is processed to obtain road surface features;

[0206] Match intermediate damping based on the road surface characteristics;

[0207] The intermediate damping is adjusted to obtain the target control damping of the suspension.

[0208] A vehicle includes a vehicle controller for performing the suspension control method described above.

[0209] Those skilled in the art will understand that all or part of the processes in the methods of the above embodiments can be implemented by instructing related hardware with computer-readable instructions. These computer-readable instructions can be stored in a non-volatile readable storage medium or a volatile readable storage medium. When executed, these computer-readable instructions can include the processes of the embodiments of the above methods. Any references to memory, storage, databases, or other media used in the embodiments provided in this application can include non-volatile and / or volatile memory. Non-volatile memory may include read-only memory (ROM), programmable ROM (PROM), electrically programmable ROM (EPROM), electrically erasable programmable ROM (EEPROM), or flash memory. Volatile memory may include random access memory (RAM) or external cache memory. By way of illustration and not limitation, RAM is available in a variety of forms, such as static RAM (SRAM), dynamic RAM (DRAM), synchronous DRAM (SDRAM), dual data rate SDRAM (DDRSDRAM), enhanced SDRAM (ESDRAM), synchronous link DRAM (SLDRAM), RAMbus direct RAM (RDRAM), direct memory bus dynamic RAM (DRDRAM), and memory bus dynamic RAM (RDRAM).

[0210] Those skilled in the art will clearly understand that, for the sake of convenience and brevity, the above-described division of functional units and modules is used as an example. In practical applications, the above functions can be assigned to different functional units and modules as needed, that is, the internal structure of the device can be divided into different functional units or modules to complete all or part of the functions described above.

[0211] The above-described embodiments are only used to illustrate the technical solutions of the present invention, and are not intended to limit it. Although the present invention has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some of the technical features. Such modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of the present invention, and should all be included within the protection scope of the present invention.

Claims

1. A suspension control method, characterized in that, include: The vehicle's driving data is processed to obtain road surface features; Match intermediate damping based on the road surface characteristics; The intermediate damping is adjusted to obtain the target control damping of the suspension.

2. The suspension control method as described in claim 1, characterized in that, Before processing the vehicle's driving data to obtain road surface features, the process includes: The vehicle's original signals are preprocessed to obtain the driving data.

3. The suspension control method as described in claim 2, characterized in that, The preprocessing of the original vehicle signal to obtain the driving data includes: The original vehicle signal is subjected to zero drift removal and noise reduction to obtain the first driving data; Data of a specified vibration frequency band is extracted from the original vehicle signal to obtain the second driving data; The third driving data is estimated based on the original vehicle signal.

4. The suspension control method as described in claim 1, characterized in that, The road surface features include road surface type; The process of processing vehicle driving data to obtain road surface features includes: The road surface type marker is determined based on the driving data; The road surface type is determined based on the value of the road surface type flag.

5. The suspension control method as described in claim 4, characterized in that, The road surface types include speed bumps, bulges, and / or potholes.

6. The suspension control method as described in claim 5, characterized in that, The road surface type markers used to determine the speed bump include speed bump tilt detection markers, speed bump longitudinal change detection markers, speed bump damper relative speed detection markers, and / or speed bump pre-aiming markers.

7. The suspension control method as described in claim 5, characterized in that, The road surface type markers used to determine the convex hump include convex hump tilt detection markers, convex hump relative velocity time difference markers, convex hump damper relative velocity detection markers, and / or convex hump pre-aiming markers.

8. The suspension control method as described in claim 5, characterized in that, Road surface type markers used to determine the pothole include pothole tilt detection markers, pothole longitudinal acceleration markers, pothole suspension relative speed detection markers, and / or pothole aiming markers.

9. The suspension control method as described in claim 5, characterized in that, The road surface features include road surface excitation information; the intermediate damping includes ceiling and roof control damping. If the road surface type is a speed bump, convex bulge, pothole, and / or a general road surface, the step of matching intermediate damping according to the road surface characteristics includes: Determine whether the road surface excitation information triggers the canopy control conditions; If the road surface excitation information triggers the top and bottom control conditions, and the suspension motion state meets the top and bottom control conditions, the top and bottom control damping is obtained based on the driving data and preset requirement parameters.

10. The suspension control method as described in claim 9, characterized in that, The preset requirements parameters include hardness / softness, driving style, fatigue warning, and / or system energy consumption.

11. The suspension control method as described in claim 9, characterized in that, If the road surface type is a speed bump, a raised area, and / or a pothole, obtaining the canopy control damping based on the driving data and preset demand parameters includes: The control damping of the roof and canopy is obtained by looking up the table based on the driving data. The driving data is processed using a physical model to obtain the canopy control damping; or, The driving data is processed by a machine learning model to obtain the roof control damping.

12. The suspension control method as described in claim 9, characterized in that, If the road surface type is a general road surface, obtaining the canopy control damping based on the driving data and preset demand parameters includes: Calculate intermediate control parameters based on the driving data; The control damping of the ceiling and ceiling is obtained by looking up a table based on the intermediate control values. The control intermediate quantities are processed using a mathematical model to obtain the ceiling and roof control damping; or, The control intermediate quantities are processed by a machine learning model to obtain the control damping of the ceiling and ceiling.

13. The suspension control method as described in claim 12, characterized in that, The road surface features include road surface roughness information; After obtaining the ceiling control damping, the method further includes: The damping of the roof and ceiling is compensated based on the road surface roughness information to obtain universal road surface intermediate damping.

14. The suspension control method as described in claim 11, characterized in that, The step of compensating for the control damping of the roof and canopy based on the road surface roughness information to obtain universal road surface intermediate damping includes: Calculate the vehicle speed compensation, road surface roughness compensation, and / or shock absorber relative speed compensation based on the road surface roughness information; The control damping of the roof and ceiling is compensated based on the vehicle speed compensation, the road surface roughness compensation, and / or the relative speed compensation of the shock absorber to obtain the universal road surface intermediate damping.

15. The suspension control method as described in claim 5, characterized in that, The intermediate damping includes open-loop controlled damping; If the road surface type is a speed bump or a raised area, the step of matching intermediate damping according to the road surface characteristics includes: Obtain open-loop control damping that matches the road surface characteristics; The open-loop control damping includes pre-calibrated state or time-series damping changes.

16. The suspension control method as described in claim 1, characterized in that, The step of adjusting the intermediate damping to obtain the target control damping of the suspension includes: Adjust the intermediate damping according to the working state of the shock absorber to obtain adjustable damping; Check the priority of the adjusted damping; If the adjustable damping has the highest priority, then the adjustable damping is determined as the target control damping.

17. A suspension control device, characterized in that, include: The road surface feature acquisition module is used to process vehicle driving data to obtain road surface features; A matching intermediate damping module is used to match intermediate damping according to the road surface characteristics; A target damping module is generated to adjust the intermediate damping to obtain the target control damping of the suspension.

18. A computer device comprising a memory, a processor, and computer-readable instructions stored in the memory and running on the processor, characterized in that, When the processor executes the computer-readable instructions, it implements the suspension control method as described in any one of claims 1 to 16.

19. One or more readable storage media storing computer-readable instructions, which, when executed by one or more processors, cause the one or more processors to perform the suspension control method as described in any one of claims 1 to 16.

20. A vehicle, characterized in that, Includes a vehicle controller for performing the suspension control method as described in any one of claims 1 to 16.

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