Automobile damping control device and method

Abstract

The invention provides an automobile damping control device and method, and belongs to the technical field of automobile control. The device comprises a superior module and four damper modules of the same structure; the superior module is in communication connection with each shock absorber module; the shock absorber module comprises a three-axis acceleration module, a DA conversion module, a comparator module, an MCU module, a laser sensor module and a driving module. The three-axis acceleration module is in communication connection with the DA conversion module; the comparator module is electrically connected with the DA conversion module; the MCU module is electrically connected with the comparator module, the driving module and the laser sensor module; and the driving module is connected with an electromagnetic valve module in the shock absorber assembly. When the upper-level module breaks down, and a communication line between the upper-level module and the shock absorber module is broken and poor in contact, vibration of the spring is reduced to a certain degree, the vibration amplitude of the spring is prevented from being too large, and the comfort and stability of a vehicle are improved.

Description

Technical Field

[0001] This application belongs to the field of vehicle control technology, specifically relating to an automobile shock absorption control device and method. Background Technology The core function of a car's suspension system is to mitigate the impact load of uneven road surfaces on the vehicle frame or body and dampen the resulting vibrations to ensure vehicle ride comfort and driving stability. Its key actuator is the shock absorber assembly, which includes springs and shock absorber modules.

[0002] In existing technology, the shock absorber at a single wheel is controlled by a single control motherboard. The shock absorber obtains relevant information such as vehicle acceleration through a communication line. Under normal communication conditions, the module calculates the target control value based on vehicle data and its own module data, and then adjusts the data of the drive solenoid valve to achieve shock absorber module control. When the upper-level module of the module fails, or when the module communication harness fails due to damage or breakage, the shock absorber module cannot receive data transmitted from the upper level, and the module no longer adjusts the solenoid valve. In this state, the vehicle is only adjusted by the spring on the shock absorber assembly, which can easily cause the vehicle to bounce when passing over potholes.

[0003] Therefore, there is an urgent need for a technical solution that can still achieve vibration reduction control even when the upper-level module is in failure. Summary of the Invention

[0004] The purpose of this invention is to provide an automotive shock absorption control device and method to address the problem in the prior art where, when there are problems such as failure of the upper module of the shock absorber, breakage of the shock absorber wiring harness, or poor contact, the shock absorber module cannot receive control commands, resulting in the vehicle only being able to impact the frame or body through the springs when driving over uneven road surfaces.

[0005] In a first aspect, embodiments of the present invention provide an automotive shock absorption control device, the device comprising: The upper-level module and four identical shock absorber modules; The upper-level module is communicatively connected to each shock absorber module, and the upper-level module is used to send solenoid valve control commands to the shock absorber modules; The shock absorber module includes a triaxial acceleration module, a DA conversion module, a comparator module, an MCU module, a laser sensor module, and a drive module; The triaxial acceleration module is communicatively connected to the DA conversion module. The triaxial acceleration module is used to collect acceleration data of the vehicle in three dimensions and transmit it to the DA analog-to-digital conversion module. The DA conversion module is used to convert the received acceleration data into analog data and output it to the comparator module; The comparator module is electrically connected to the DA conversion module. The comparator module is used to receive analog data from the DA conversion module, compare the analog data with the acceleration standard value, and output the comparison result to the MCU module. The MCU module is electrically connected to the comparator module, the driver module, and the laser sensor module. The MCU module is used to output the acceleration standard value to the comparator module, receive the road condition data collected by the laser sensor module and the comparison result output by the comparator module, and output the PWM drive signal to the driver module. The drive module is connected to the solenoid valve module in the shock absorber assembly. The drive module is used to control the energizing current of the solenoid valve module according to the PWM drive signal output by the MCU module, thereby adjusting the damping force on the shock absorber spring.

[0006] Furthermore, the upper-level module communicates with the four shock absorber modules via FlexRay communication. The upper-level module is either a VDM vertical dynamic management system or a ZGM central gateway.

[0007] Furthermore, when the upper-level module fails, the communication line breaks, or poor contact causes the shock absorber module to fail to receive upper-level control commands, the MCU module determines that the upper-level module is in a fault state and performs pre-control on the solenoid valve module.

[0008] Furthermore, when the vehicle passes over a bumpy road surface, the MCU module monitors the acceleration data of the vehicle in three dimensions from the three-axis acceleration module in real time. If the MCU module determines that the vehicle is experiencing significant vibration, it will control the solenoid valve module in real time.

[0009] Furthermore, the driving module includes a MOSFET Q1, and the PWM driving signal output by the MCU module is used to control the turn-on time of the MOSFET Q1, thereby adjusting the current of the solenoid valve module.

[0010] Furthermore, the triaxial acceleration module and the DA conversion module transmit data via SPI communication.

[0011] Secondly, embodiments of this application also provide a method for controlling vehicle shock absorption, the method comprising the following steps: Step 1: The shock absorber module detects in real time whether it receives control commands sent by the upper-level module. If no control commands are received within a preset time, the MCU module determines that the system is in a fault state and starts the pre-control logic. Step 2: The laser sensor module collects road condition data Sensor1 and transmits it to the MCU module. The MCU module compares Sensor1 with the preset standard value S0, where S0 is the road condition value that the vehicle can pass smoothly when the shock absorber module is not working and only the spring is in action. Step 3: The three-axis acceleration module acquires the vehicle's three-dimensional acceleration data and transmits it to the DA conversion module via SPI communication. The DA conversion module converts the vehicle's three-dimensional acceleration data into analog data ADx, ADy, and ADz and outputs them to the comparator module. Step 4: The comparator module compares ADx, ADy, and ADz with the standard values ​​of vehicle acceleration ADx_norm, ADy_norm, and ADz_norm output by the MCU module, respectively, and outputs the comparison results Vout1, Vout2, and Vout3 to the MCU module. Step 5: The MCU module compares Sensor1 with the preset standard value S0 and the comparison results Vout1, Vout2, and Vout3, and outputs a PWM drive signal with the corresponding duty cycle to the drive module to control the current of the solenoid valve module and adjust the damping force. Step 6: When the vehicle passes over a bumpy road surface, the MCU module monitors the acceleration data of the vehicle in three dimensions from the three-axis acceleration module in real time and executes real-time control logic. Based on the real-time received comparison results Vout1, Vout2, and Vout3, the MCU module adjusts the duty cycle of the PWM drive signal, controls the current of the solenoid valve module, and adjusts the damping force.

[0012] Furthermore, in step 5: When Vout1=0V, Vout2=0V, Vout3=Vcc and Sensor1≤S0, the output duty cycle is 20%. When Vout1=0V, Vout2=0V, Vout3=Vcc and Sensor1>S0, the output duty cycle is 30%. When Vout1=0V, Vout2=Vcc, Vout3=Vcc and Sensor1≤S0, the output duty cycle is 30%. When Vout1=0V, Vout2=Vcc, Vout3=Vcc and Sensor1>S0, the output duty cycle is 40%. When Vout1=Vcc, Vout2=Vcc, Vout3=Vcc and Sensor1≤S0, output a 40% duty cycle; When Vout1=Vcc, Vout2=Vcc, Vout3=Vcc and Sensor1>S0, output a 50% duty cycle; Where Vcc is the power supply voltage of the comparator module.

[0013] Furthermore, in step 6: When Vout1=0V, Vout2=0V, and Vout3=Vcc, the output duty cycle is 35%. When Vout1=0V, Vout2=Vcc, and Vout3=Vcc, the output duty cycle is 45%. When Vout1=Vcc, Vout2=Vcc, and Vout3=Vcc, the output duty cycle is 55%. Where Vcc is the power supply voltage of the comparator module.

[0014] Furthermore, ADx_norm, ADy_norm, and ADz_norm are preset standard values ​​for vehicle acceleration. The acceleration corresponding to the standard values ​​enables the vehicle to maintain stable driving when passing through uneven road surfaces, without generating large-scale back-and-forth vibrations.

[0015] As can be seen from the above technical solutions, the present invention has the following advantages: In this application, an automotive shock absorption control device and method allows the shock absorber module to autonomously collect data via its integrated triaxial acceleration module and laser sensor module. This eliminates the need for upper-level commands and enables adjustment of the solenoid valve module. This overcomes the control limitations imposed by upper-level module failures, broken communication harnesses, or poor contact, avoiding the back-and-forth vibration issues caused by relying solely on spring damping in existing technologies. It ensures the vehicle can still drive smoothly even in fault conditions. The device enhances shock absorption accuracy and flexibility through dual logic of pre-control and real-time control: the pre-control stage relies on the laser sensor to predict road conditions and pre-match the damping force; the real-time control stage dynamically adjusts the duty cycle based on acceleration data, especially for large vibrations on bumpy roads, enabling rapid response and adjustment to attenuate bumps caused by spring deformation recovery, thus improving ride comfort and vehicle stability. Four identical shock absorber modules ensure consistent vehicle shock absorption. The drive module controls the electromagnetic coil current through MOSFET Q1, and combined with data processing via DA conversion and comparator, achieves fine adjustment of the damping force, balancing practicality and control reliability, and possessing significant practical application value. Attached Figure Description

[0016] To more clearly illustrate the technical solution of the present invention, the accompanying drawings used in the description will be briefly introduced below. Obviously, the accompanying 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.

[0017] Figure 1 This is a schematic diagram of the vehicle shock absorption control device of this application.

[0018] Figure 2 This is a schematic diagram of the acceleration data processing logic of this application.

[0019] Figure 3 This is a schematic diagram of the comparator module in the automotive shock absorption control device of this application.

[0020] Figure 4 This is a schematic diagram of the drive module in the automotive shock absorption control device of this application.

[0021] Figure 5 This is a flowchart illustrating the vehicle shock absorption control method of this application.

[0022] Among them, S1 is the upper-level module, S2 is the shock absorber module, S3 is the MCU module, S4 is the comparator module, S5 is the drive module, S6 is the solenoid valve module, S7 is the DA conversion module, S8 is the triaxial acceleration module, and S9 is the laser sensor module. Detailed Implementation

[0023] In the detailed description of the automotive shock absorber control device and method below, various embodiments of the invention will be described more fully. The invention may have various embodiments, and adjustments and changes may be made therein. However, it should be understood that there is no intention to limit the various embodiments of the invention to the specific embodiments disclosed herein, but rather the invention should be understood to cover all adjustments, equivalents, and / or alternatives falling within the spirit and scope of the various embodiments of the invention.

[0024] It should be understood that, when used in this specification, the term "comprising" indicates the presence of the described feature, integral, step, operation, element, and / or component, but does not exclude the presence or addition of one or more other features, integrals, steps, operations, elements, components, and / or collections thereof. The terms "comprising," "including," "having," and variations thereof all mean "including but not limited to," unless otherwise specifically emphasized.

[0025] The terms "one embodiment" or "some embodiments" used in this application mean that one or more embodiments of this application include the specific features, structures, or characteristics described in that embodiment. Therefore, the phrases "in one embodiment," "in some embodiments," "in other embodiments," "in still other embodiments," etc., appearing in different parts of this application do not necessarily refer to the same embodiment, but rather mean "one or more, but not all, embodiments," unless otherwise specifically emphasized.

[0026] To make the objectives, features, and advantages of this invention more apparent and understandable, specific embodiments and accompanying drawings will be used to clearly and completely describe the technical solutions protected by this invention. Obviously, the embodiments described below are only some embodiments of this invention, and not all embodiments. Based on the embodiments of this invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this invention.

[0027] Please see Figure 1 The diagram shown is of a vehicle shock absorber control device, which includes: The upper-level module S1 and four identical shock absorber modules S2; The upper-level module S1 is communicatively connected to each shock absorber module S2, and the upper-level module S1 is used to send solenoid valve control commands to the shock absorber module S2. The shock absorber module S2 includes a triaxial acceleration module S8, a DA conversion module S7, a comparator module S4, an MCU module S3, a laser sensor module S9, and a drive module S5; The triaxial acceleration module S8 is communicatively connected to the DA conversion module S7. The triaxial acceleration module S8 is used to collect acceleration data of the vehicle in three-dimensional directions and transmit it to the DA analog-to-digital conversion module S7. The DA conversion module S7 is used to convert the received acceleration data into analog data and output it to the comparator module S4; The comparator module S4 is electrically connected to the DA conversion module S7. The comparator module S4 is used to receive the analog data from the DA conversion module S7, compare the analog data with the acceleration standard value, and output the comparison result to the MCU module S3. The MCU module S3 is electrically connected to the comparator module S4, the driver module S5, and the laser sensor module S9. The MCU module S3 is used to output the acceleration standard value to the comparator module S4, receive the road condition data collected by the laser sensor module S9 and the comparison result output by the comparator module S4, and output the PWM drive signal to the driver module S5. The drive module S5 is connected to the solenoid valve module S6 in the shock absorber assembly. The drive module S5 is used to control the energizing current of the solenoid valve module S6 according to the PWM drive signal output by the MCU module S3, thereby adjusting the damping force on the shock absorber spring.

[0028] It should be noted that the upper-level module S1 communicates with the four shock absorbers on the vehicle via FlexRay communication. The upper-level module S1 represents the VDM Vertical Dynamic Management System or the ZGM Central Gateway. The four shock absorber modules operate on the same principle. When the upper-level module S1 malfunctions, or when there is a break or poor contact in the communication line between the upper-level module S1 and the shock absorber module S2, the shock absorber module S2 cannot receive the action commands from the upper-level module S1. In this case, the MCU module S3 can determine that the system is currently in a fault state based on the prolonged absence of commands from the upper-level module. The MCU module S3 uses data from the triaxial accelerometer module S8 and the laser sensor module S9 to determine the current operating status of the modules and the vehicle condition, thereby enabling pre-control of the solenoid valve module S6. The MCU module S3 receives road condition data (Sensor1) from the laser sensor module S9 and compares it with the MCU module S3's preset standard value S0. When Sensor1 > S0, it is determined that the nearby road conditions are uneven and have large potholes; when Sensor1 ≤ S0, it is determined that the nearby road conditions are relatively flat. It should be noted that S0 corresponds to the condition where the shock absorber module S2 is not working and only the spring is working, allowing the vehicle to pass through road conditions relatively smoothly.

[0029] The processing logic for acceleration data is as follows: Figure 2 As shown, the triaxial acceleration module S8 communicates with the DA conversion module S7 via SPI. After converting the analog data, the DA conversion module S7 outputs analog acceleration data ADx, ADy, and ADz in the X, Y, and Z directions. The ADx, ADy, and ADz analog inputs are compared with the analog standard values ​​ADx_norm, ADy_norm, and ADz_norm output by the MCU module S3. It should be noted that ADx_norm, ADy_norm, and ADz_norm are reference values ​​established based on the vehicle's driving conditions. Within this allowable range, the vehicle can maintain a relatively smooth driving state when traversing uneven road surfaces without generating large-scale back-and-forth vibrations.

[0030] like Figure 3 As shown, after the comparator module S4 compares the data, it transmits the corresponding comparison results Vout1, Vout2, and Vout3 to the MCU module S3. The MCU module S3 uses the comparison data of the road condition data Sensor1 transmitted from the laser sensor module S9 with the preset standard value S0 of the MCU module S3, along with the comparison results Vout1, Vout2, and Vout3, to determine the solenoid valve adjustment data. Specific adjustment data is shown in Table 1. Table 1 Solenoid valve adjustment data

[0031] When Vout1=0V, Vout2=0V, Vout3=Vcc, and Sensor1≤S0, the MCU module S3 controls the output to have a 20% duty cycle to drive the solenoid valve module S6. When Vout1=0V, Vout2=0V, Vout3=Vcc, and Sensor1>S0, the MCU module S3 controls the output to have a 30% duty cycle to adjust the solenoid valve. When Vout1=0V, Vout2=Vcc, Vout3=Vcc, and Sensor1≤S0, the MCU module S3 controls the output to have a 30% duty cycle to drive the solenoid valve. When Vout1=0V, Vout2=Vcc, Vout3=Vcc, and Sensor1>S0, the MCU module S3 controls the output to have a 40% duty cycle to drive the solenoid valve.

[0032] When Vout1 = Vcc, Vout2 = Vcc, Vout3 = Vcc, and Sensor1 ≤ S0, the MCU module S3 controls the output to have a 40% duty cycle to drive the solenoid valve. When Vout1 = Vcc, Vout2 = Vcc, Vout3 = Vcc, and Sensor1 > S0, the MCU module S3 controls the output to have a 50% duty cycle to drive the solenoid valve.

[0033] Vcc is the power supply voltage for comparator module S4.

[0034] It should be noted that the road condition data Sensor1 is a quantitative data point for road smoothness, used to determine whether the road is smooth or has potholes. When Sensor1 ≤ S0, the MCU module determines that the nearby road conditions are relatively smooth; when Sensor1 > S0, the MCU module determines that the nearby road conditions are uneven and have large potholes. This provides road condition reference for the pre-control logic, ensuring that the damping force adjustment of the solenoid valve can adapt to the current or upcoming road conditions, avoiding bumps caused by relying solely on spring damping.

[0035] The above adjustment logic enables pre-control of the magnetic ring based on the module status and vehicle condition.

[0036] It should be noted that, as Figure 4 As shown, the PWM output by the MCU module S3 drives the MOSFET Q1 in the drive module S5; the output of the solenoid valve is controlled by energizing the coil of the solenoid valve module S6. When the solenoid coil is energized, a magnetic field is generated around the magnetic ring. The MCU module S3 can control the magnitude of the current in the solenoid coil by controlling the on-time of the MOSFET Q1. The larger the current, the stronger the magnetic field around the magnetic ring, and the greater the damping force on the spring; the smaller the current, the weaker the magnetic field around the magnetic ring, and the smaller the damping force.

[0037] As a refinement and extension of the specific implementation of the above embodiments, and in order to fully illustrate the specific implementation process of this embodiment, another automobile shock absorption control device is provided, the device comprising: The upper-level module S1 and four identical shock absorber modules S2; The upper-level module S1 is communicatively connected to each shock absorber module S2, and the upper-level module S1 is used to send solenoid valve control commands to the shock absorber module S2. The shock absorber module S2 includes a triaxial acceleration module S8, a DA conversion module S7, a comparator module S4, an MCU module S3, a laser sensor module S9, and a drive module S5; The triaxial acceleration module S8 is communicatively connected to the DA conversion module S7. The triaxial acceleration module S8 is used to collect acceleration data of the vehicle in three-dimensional directions and transmit it to the DA analog-to-digital conversion module S7. The DA conversion module S7 is used to convert the received acceleration data into analog data and output it to the comparator module S4; The comparator module S4 is electrically connected to the DA conversion module S7. The comparator module S4 is used to receive the analog data from the DA conversion module S7, compare the analog data with the acceleration standard value, and output the comparison result to the MCU module S3. The MCU module S3 is electrically connected to the comparator module S4, the driver module S5, and the laser sensor module S9. The MCU module S3 is used to output the acceleration standard value to the comparator module S4, receive the road condition data collected by the laser sensor module S9 and the comparison result output by the comparator module S4, and output the PWM drive signal to the driver module S5. The drive module S5 is connected to the solenoid valve module S6 in the shock absorber assembly. The drive module S5 is used to control the current of the solenoid valve module S6 according to the PWM drive signal output by the MCU module S3, thereby adjusting the damping force on the shock absorber spring. The solenoid valve module S6 is an electromagnetic coil; It should be noted that the solenoid valve module S6 acts on the magnetorheological fluid within the shock absorber assembly; the magnetorheological fluid is composed of synthetic hydrocarbons and magnetic particles with a particle size of 3 to 10 micrometers. In the absence of an external magnetic field, the fluid's rheological properties are consistent with ordinary liquids. When current passes through the coil, a magnetic field is generated around the magnetic ring coil. This magnetic field causes the magnetic particles in the magnetorheological fluid to rearrange, thereby increasing the fluid's viscosity and shear strength. This increased viscosity and shear strength increase the damping force, thus attenuating the large vertical vibrations caused by the spring's deformation recovery and ensuring the vehicle's smooth operation. Furthermore, the MCU module controls the on-time of the MOSFET Q1 to control the current in the solenoid coil, thereby controlling the damping force of the magnetorheological fluid and controlling the spring's attenuation effect.

[0038] The DA conversion module S7 is used to convert the received acceleration data into analog data and output it to the comparator module S4; The triaxial acceleration module S8 is communicatively connected to the DA conversion module S7. The triaxial acceleration module S8 is used to collect acceleration data of the vehicle in three-dimensional directions and transmit it to the DA analog-to-digital conversion module S7.

[0039] The upper-level module S1 communicates with the four shock absorber modules S2 via FlexRay communication. The upper-level module S1 is either a VDM vertical dynamic management system or a ZGM central gateway.

[0040] When the upper-level module S1 fails, the communication line breaks, or there is poor contact, causing the shock absorber module S2 to fail to receive the upper-level control command, the MCU module S3 determines that the upper-level module S1 is in a fault state and performs pre-control on the solenoid valve module S6.

[0041] When the vehicle passes over a bumpy road, the MCU module S3 monitors the acceleration data of the vehicle in three dimensions in real time from the three-axis acceleration module S8. If the MCU module S3 determines that the vehicle is vibrating significantly, it will control the solenoid valve module S6 in real time.

[0042] It should be noted that the real-time control logic is as follows: When the vehicle is traversing uneven road surfaces, the MCU module S3 monitors the acceleration data of the three-dimensional vehicle direction from the triaxial acceleration module S8 in real time. When the vehicle experiences significant vibration, the solenoid valve module S6 is promptly controlled and adjusted to achieve flexible control of the solenoid valve module S6. The specific implementation method is as follows: Vout1=0V, Vout2=0V, Vout3=Vcc, the MCU module outputs a 35% duty cycle to adjust the solenoid valve output; When Vout1=0V, Vout2=Vcc, and Vout3=Vcc, the MCU module outputs a 45% duty cycle to adjust the output of the solenoid valve. When Vout1=Vcc, Vout2=Vcc, and Vout3=Vcc, the MCU module outputs a 55% duty cycle to adjust the solenoid valve output.

[0043] Through the above control logic, even after the solenoid valve module S6 is pre-controlled by the laser sensor module S9 and the triaxial acceleration sensor module S8, if significant vibration still occurs when driving over bumpy roads, the solenoid valve module S6 can be driven and adjusted in real time to improve control flexibility and thus achieve vehicle stability.

[0044] The drive module S5 includes a MOSFET Q1. The PWM drive signal output by the MCU module S3 is used to control the turn-on time of the MOSFET Q1, thereby adjusting the current of the solenoid valve module S6.

[0045] The triaxial acceleration module S8 and the DA conversion module S7 transmit data via SPI communication.

[0046] Please see Figure 5 The diagram shown illustrates a process flow for a vehicle shock absorption control method, which includes the following steps: Step 1: The shock absorber module detects in real time whether it receives control commands sent by the upper-level module. If no control commands are received within a preset time, the MCU module determines that the system is in a fault state and starts the pre-control logic. Step 2: The laser sensor module collects road condition data Sensor1 and transmits it to the MCU module. The MCU module compares Sensor1 with the preset standard value S0, where S0 is the road condition value that the vehicle can pass smoothly when the shock absorber module is not working and only the spring is in action. Step 3: The three-axis acceleration module acquires the vehicle's three-dimensional acceleration data and transmits it to the DA conversion module via SPI communication. The DA conversion module converts the vehicle's three-dimensional acceleration data into analog data ADx, ADy, and ADz and outputs them to the comparator module. Step 4: The comparator module compares ADx, ADy, and ADz with the standard values ​​of vehicle acceleration ADx_norm, ADy_norm, and ADz_norm output by the MCU module, respectively, and outputs the comparison results Vout1, Vout2, and Vout3 to the MCU module. Step 5: The MCU module compares Sensor1 with the preset standard value S0 and the comparison results Vout1, Vout2, and Vout3, and outputs a PWM drive signal with the corresponding duty cycle to the drive module to control the current of the solenoid valve module and adjust the damping force. Step 6: When the vehicle passes over a bumpy road surface, the MCU module monitors the acceleration data of the vehicle in three dimensions from the three-axis acceleration module in real time and executes real-time control logic. Based on the real-time received comparison results Vout1, Vout2, and Vout3, the MCU module adjusts the duty cycle of the PWM drive signal, controls the current of the solenoid valve module, and adjusts the damping force.

[0047] It should be noted that by determining faults through preset time, the system can quickly identify anomalies and autonomously initiate control logic, completely eliminating dependence on higher-level control commands. This avoids the problem of vehicle vibration caused by the solenoid valve immediately stopping adjustment and relying solely on spring damping in traditional solutions, thus fundamentally ensuring basic damping capability under fault conditions. In the pre-control phase, road condition data is accurately collected by laser sensors to identify potholes or smooth surfaces in advance. At the same time, three-dimensional acceleration data is collected by a three-axis acceleration module. After processing by DA conversion and comparator, the vehicle state is accurately determined, making damping force adjustment more proactive and reducing sudden bumps during subsequent driving. In the real-time control phase, for scenarios with potholes, three-dimensional acceleration data is continuously monitored. Once a large vibration is detected, the PWM duty cycle can be quickly adjusted based on the comparison results, thereby controlling the solenoid valve current and damping force to attenuate the vibration caused by spring deformation recovery, improving vehicle driving stability and ride comfort. The overall solution is highly practical and reliable, adaptable to emergency fault needs under complex road conditions.

[0048] As a refinement and extension of the specific implementation methods described above, and to fully illustrate the specific implementation process in this embodiment, another vehicle shock absorption control method is provided, the method comprising: Step 1: The shock absorber module detects in real time whether it receives control commands sent by the upper-level module. If no control commands are received within a preset time, the MCU module determines that the system is in a fault state and starts the pre-control logic. Step 2: The laser sensor module collects road condition data Sensor1 and transmits it to the MCU module. The MCU module compares Sensor1 with the preset standard value S0, where S0 is the road condition value that the vehicle can pass smoothly when the shock absorber module is not working and only the spring is in action. Step 3: The three-axis acceleration module acquires the vehicle's three-dimensional acceleration data and transmits it to the DA conversion module via SPI communication. The DA conversion module converts the vehicle's three-dimensional acceleration data into analog data ADx, ADy, and ADz and outputs them to the comparator module. Step 4: The comparator module compares ADx, ADy, and ADz with the standard vehicle acceleration values ​​ADx_norm, ADy_norm, and ADz_norm output by the MCU module, respectively, and outputs the comparison results Vout1, Vout2, and Vout3 to the MCU module. ADx_norm, ADy_norm, and ADz_norm are preset standard vehicle acceleration values. The acceleration corresponding to the standard values ​​enables the vehicle to maintain stable driving when passing through uneven road surfaces without generating large-scale back-and-forth vibrations.

[0049] Step 5: The MCU module compares Sensor1 with the preset standard value S0 and the comparison results Vout1, Vout2, and Vout3, and outputs a PWM drive signal with the corresponding duty cycle to the drive module to control the current of the solenoid valve module and adjust the damping force; In step 5: When Vout1=0V, Vout2=0V, Vout3=Vcc and Sensor1≤S0, the output duty cycle is 20%. When Vout1=0V, Vout2=0V, Vout3=Vcc and Sensor1>S0, the output duty cycle is 30%. When Vout1=0V, Vout2=Vcc, Vout3=Vcc and Sensor1≤S0, the output duty cycle is 30%. When Vout1=0V, Vout2=Vcc, Vout3=Vcc and Sensor1>S0, the output duty cycle is 40%. When Vout1=Vcc, Vout2=Vcc, Vout3=Vcc and Sensor1≤S0, output a 40% duty cycle; When Vout1=Vcc, Vout2=Vcc, Vout3=Vcc and Sensor1>S0, output a 50% duty cycle; Where Vcc is the power supply voltage of the comparator module.

[0050] Step 6: When the vehicle traverses uneven road surfaces, the MCU module monitors the vehicle's three-dimensional acceleration data from the triaxial accelerometer module in real time and executes real-time control logic. Based on the real-time comparison results Vout1, Vout2, and Vout3, the MCU module adjusts the duty cycle of the PWM drive signal to control the current of the solenoid valve module and adjust the damping force. In Step 6: When Vout1=0V, Vout2=0V, and Vout3=Vcc, the output duty cycle is 35%. When Vout1=0V, Vout2=Vcc, and Vout3=Vcc, the output duty cycle is 45%. When Vout1=Vcc, Vout2=Vcc, and Vout3=Vcc, the output duty cycle is 55%. Where Vcc is the power supply voltage of the comparator module.

[0051] 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.

[0052] The above description of the disclosed embodiments enables those skilled in the art to make or use the invention. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of the invention. Therefore, the invention is not to be limited to the embodiments shown herein, but is to be accorded the widest scope consistent with the principles and novel features disclosed herein.

Claims

1. A vehicle shock absorption control device, characterized in that, The device includes: The upper module (S1) and four identical shock absorber modules (S2); The upper-level module (S1) is communicatively connected to each shock absorber module (S2), and the upper-level module (S1) is used to send solenoid valve control commands to the shock absorber module (S2); The shock absorber module (S2) includes a triaxial acceleration module (S8), a DA conversion module (S7), a comparator module (S4), an MCU module (S3), a laser sensor module (S9), and a drive module (S5). The triaxial acceleration module (S8) is communicatively connected to the DA conversion module (S7). The triaxial acceleration module (S8) is used to collect acceleration data of the vehicle in three-dimensional directions and transmit it to the DA analog-to-digital conversion module (S7). The DA conversion module (S7) is used to convert the received acceleration data into analog data and output it to the comparator module (S4). The comparator module (S4) is electrically connected to the DA conversion module (S7). The comparator module (S4) is used to receive analog data from the DA conversion module (S7), compare the analog data with the acceleration standard value, and output the comparison result to the MCU module (S3). The MCU module (S3) is electrically connected to the comparator module (S4), the driver module (S5), and the laser sensor module (S9). The MCU module (S3) is used to output the acceleration standard value to the comparator module (S4), receive the road condition data collected by the laser sensor module (S9) and the comparison result output by the comparator module (S4), and output the PWM drive signal to the driver module (S5). The drive module (S5) is connected to the solenoid valve module (S6) in the shock absorber assembly. The drive module (S5) is used to control the energizing current of the solenoid valve module (S6) according to the PWM drive signal output by the MCU module (S3), thereby adjusting the damping force on the shock absorber spring.

2. The automotive shock absorption control device according to claim 1, characterized in that, The upper-level module (S1) communicates with four shock absorber modules (S2) via FlexRay communication. The upper-level module (S1) is either a VDM vertical dynamic management system or a ZGM central gateway.

3. The automotive shock absorption control device according to claim 1, characterized in that, When the upper-level module (S1) fails, the communication line breaks, or the shock absorber module (S2) fails to receive the upper-level control command due to poor contact, the MCU module (S3) determines that the upper-level module (S1) is in a fault state and performs pre-control on the solenoid valve module (S6).

4. The automotive shock absorption control device according to claim 1, characterized in that, When the vehicle passes over a bumpy road, the MCU module (S3) monitors the acceleration data of the vehicle in three dimensions in real time through the triaxial acceleration module (S8). If the vehicle is found to be vibrating significantly, the MCU module (S3) controls the solenoid valve module (S6) in real time.

5. The automotive shock absorption control device according to claim 1, characterized in that, The drive module (S5) includes a MOSFET Q1. The PWM drive signal output by the MCU module (S3) is used to control the turn-on time of the MOSFET Q1, thereby adjusting the current of the solenoid valve module (S6).

6. The automotive shock absorption control device according to claim 1, characterized in that, The triaxial acceleration module (S8) and the DA conversion module (S7) transmit data via SPI communication.

7. A method for controlling vehicle shock absorption, said method being based on the device according to any one of claims 1-6, characterized in that, The method includes the following steps: Step 1: The shock absorber module detects in real time whether it receives control commands sent by the upper-level module. If no control commands are received within a preset time, the MCU module determines that the system is in a fault state and starts the pre-control logic. Step 2: The laser sensor module collects road condition data Sensor1 and transmits it to the MCU module. The MCU module compares Sensor1 with the preset standard value S0, where S0 is the road condition value that the vehicle can pass smoothly when the shock absorber module is not working and only the spring is in action. Step 3: The three-axis acceleration module acquires the vehicle's three-dimensional acceleration data and transmits it to the DA conversion module via SPI communication. The DA conversion module converts the vehicle's three-dimensional acceleration data into analog data ADx, ADy, and ADz and outputs them to the comparator module. Step 4: The comparator module compares ADx, ADy, and ADz with the standard values ​​of vehicle acceleration ADx_norm, ADy_norm, and ADz_norm output by the MCU module, respectively, and outputs the comparison results Vout1, Vout2, and Vout3 to the MCU module. Step 5: The MCU module compares Sensor1 with the preset standard value S0 and the comparison results Vout1, Vout2, and Vout3, and outputs a PWM drive signal with the corresponding duty cycle to the drive module to control the current of the solenoid valve module and adjust the damping force. Step 6: When the vehicle passes over a bumpy road surface, the MCU module monitors the acceleration data of the vehicle in three dimensions from the three-axis acceleration module in real time and executes real-time control logic. Based on the real-time received comparison results Vout1, Vout2, and Vout3, the MCU module adjusts the duty cycle of the PWM drive signal, controls the current of the solenoid valve module, and adjusts the damping force.

8. The vehicle shock absorption control method according to claim 7, characterized in that, In step 5: When Vout1=0V, Vout2=0V, Vout3=Vcc and Sensor1≤S0, the output duty cycle is 20%. When Vout1=0V, Vout2=0V, Vout3=Vcc and Sensor1>S0, the output duty cycle is 30%. When Vout1=0V, Vout2=Vcc, Vout3=Vcc and Sensor1≤S0, the output duty cycle is 30%. When Vout1=0V, Vout2=Vcc, Vout3=Vcc and Sensor1>S0, the output duty cycle is 40%. When Vout1=Vcc, Vout2=Vcc, Vout3=Vcc and Sensor1≤S0, the output duty cycle is 40%. When Vout1=Vcc, Vout2=Vcc, Vout3=Vcc and Sensor1>S0, output a 50% duty cycle; Where Vcc is the power supply voltage of the comparator module.

9. The vehicle shock absorption control method according to claim 7, characterized in that, In step 6: When Vout1=0V, Vout2=0V, and Vout3=Vcc, the output duty cycle is 35%. When Vout1=0V, Vout2=Vcc, and Vout3=Vcc, the output duty cycle is 45%. When Vout1=Vcc, Vout2=Vcc, and Vout3=Vcc, the output duty cycle is 55%. Where Vcc is the power supply voltage of the comparator module.

10. The vehicle shock absorption control method according to claim 7, characterized in that, ADx_norm, ADy_norm, and ADz_norm are preset standard values ​​for vehicle acceleration. The acceleration corresponding to these standard values ​​enables the vehicle to maintain stable driving when passing over uneven road surfaces, without generating large-scale back-and-forth vibrations.

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