Vehicle double-valve shock absorber control method and device and vehicle

Abstract

The invention provides a vehicle double-valve shock absorber control method and device and a vehicle. The double-valve shock absorber comprises a first control valve and a second control valve. According to the method, a first current is used for enabling a double-valve shock absorber to move to offset vehicle shaking; in the process of the first-stage movement, a second current needing to be applied to the second control valve when the double-valve shock absorber moves in the second stage is predicted based on the first peak movement speed, the second current can be predicted before the double-valve shock absorber enters the second-stage movement, and in the process of the first-stage movement of the double-valve shock absorber, the second current needs to be applied to the second control valve. The current applied to the second control valve is applied to the second control valve in advance, so that when the double-valve shock absorber enters the second stage from the first stage, the second control valve directly participates in damping force regulation and control, the current applied to the second control valve does not need to be temporarily calculated, the damping force construction time is shortened, and the connection continuity of the control method during switching of the double-valve shock absorber in the motion stage is improved; and the driving feeling is improved.

Description

Technical Field

[0001] This application belongs to the field of vehicle control, and in particular relates to a vehicle dual-valve shock absorber control method, device and vehicle. Background Technology

[0002] To address the damping switching delay during commutation in single-valve shock absorbers, existing technologies employ dual-valve shock absorbers. These dual-valve shock absorbers utilize separate hydraulic circuits for the compression and extension strokes, thereby increasing the shock absorber's compression damping force and improving vehicle comfort and handling stability. Initially, dual-valve shock absorbers were only used in ultra-luxury brands and sports cars. However, with decreasing component costs and the industry's pursuit of new technologies, dual-valve shock absorbers have become more popular. But with the increased hardware controllability brought about by dual-valve shock absorbers, control methods designed for single-valve shock absorbers cannot fully realize their performance potential, especially during the switching phase between the compression and extension strokes. In dual-valve shock absorbers, the compression and extension strokes are controlled independently, making effective coordination during switching impossible.

[0003] Therefore, how to effectively connect the compression stroke and tension stroke of the dual-valve vibration damper during switching, so as to give full play to the hardware performance of the dual-valve vibration damper, is a technical problem that urgently needs to be solved by those skilled in the art. Summary of the Invention

[0004] This application provides a method, device, and vehicle for controlling a dual-valve shock absorber, which can solve the problem that the damping force of the dual-valve shock absorber cannot be effectively connected when switching between the compression stroke and extension stroke.

[0005] In a first aspect, embodiments of this application provide a method for controlling a dual-valve shock absorber for a vehicle, wherein the dual-valve shock absorber includes a first control valve and a second control valve; The methods include: Based on the vehicle's first motion state information, the first current applied to the first control valve is determined in real time; A first current is applied to the first control valve to control the dual-valve damper to perform the first stage of movement; During the first stage of motion of the dual-valve vibration damper, the first peak motion speed of the dual-valve vibration damper is determined based on the motion speed of the dual-valve vibration damper. When the first peak motion speed is greater than the preset speed threshold, the second current applied to the second control valve is determined based on the first peak motion speed when the dual-valve damper is performing the second stage motion. During the first stage of motion of the dual-valve damper, a second current is applied to the second control valve; When the dual-valve vibration damper begins its second stage of motion, the dual-valve vibration damper is controlled to perform its second stage of motion according to the second current.

[0006] In one feasible implementation, the second current applied to the second control valve during the second stage of motion of the dual-valve damper, based on the first peak motion velocity, includes: Based on the first current corresponding to the moment of the first peak motion velocity, the second current of the dual-valve damper during the second stage of motion is determined.

[0007] In one feasible implementation, after the dual-valve vibration damper begins its second-stage movement, and after controlling the dual-valve vibration damper to perform the second-stage movement according to the second current, the method further includes: During the second stage of motion of the dual-valve vibration damper, the actual motion speed of the dual-valve vibration damper is obtained; When the actual movement speed is less than or equal to the second peak movement speed, the current applied to the second control valve remains the second current. When the actual speed of motion is greater than the second peak speed of motion, the second motion state information of the vehicle is obtained; Based on the second motion state information, determine the third current applied to the second control valve; A third current is applied to the second control valve.

[0008] In one feasible implementation, determining the second current of the dual-valve damper during the second stage of motion based on the first current corresponding to the moment of the first peak motion velocity includes: The product of the first current corresponding to the moment of the first peak velocity and the peak attenuation coefficient is determined as the second current.

[0009] In one feasible implementation, the process of determining the peak attenuation coefficient includes: Acquire several sets of continuous phase motion processes of the dual-valve vibration damper; Determine the peak velocity of the dual-valve damper in each stage of the continuous motion process; Select the peak motion velocity pairs that are in adjacent stages and whose peak motion velocity in the previous stage is greater than a preset velocity threshold, as the peak motion velocity pair set; Statistical analysis was performed on each set of peak motion velocities to determine the peak attenuation coefficient.

[0010] In one feasible implementation, the above-described statistical analysis of each set of peak motion velocities to determine the peak attenuation coefficient includes: Statistical analysis was performed on each set of peak motion velocities to obtain the original peak attenuation coefficient. The original peak attenuation coefficient was verified by using several newly acquired sets of peak motion velocities. If the deviation between the peak velocity predicted based on the original peak attenuation coefficient and the actual peak velocity is less than a preset deviation threshold, the original peak attenuation coefficient is used as the peak attenuation coefficient.

[0011] In one feasible implementation, the above-mentioned determination of the first current applied to the first control valve in real time based on the vehicle's first motion state information includes: Obtain the total change in the current applied to the dual-valve damper as a function of the vehicle's first motion state information; The total change is the product of the total change and the total gain of the dual-valve damper. The sum of the total change in current and the minimum current of the dual-valve damper is taken as the first current.

[0012] In one feasible implementation, the aforementioned first motion state information includes the vehicle's lateral acceleration, vehicle's longitudinal acceleration, and vehicle speed. The above-mentioned acquisition of the total change in the current applied to the dual-valve damper corresponding to the first motion state information of the vehicle includes: The current applied to the dual-valve damper is obtained, and the first, second, and third changes in the current are obtained in relation to the vehicle's lateral acceleration, longitudinal acceleration, and speed. The sum of the first change, the second change, and the third change is taken as the total change.

[0013] Secondly, embodiments of this application provide a vehicle dual-valve shock absorber control device, wherein the dual-valve shock absorber includes a first control valve and a second control valve; the device includes: The first current determination module is used to determine the first current applied to the first control valve in real time based on the first motion state information of the vehicle. The first current application module is used to apply a first current to the first control valve to control the dual-valve damper to perform the first stage of movement; The first peak motion speed determination module is used to determine the first peak motion speed of the dual-valve vibration damper based on the motion speed of the dual-valve vibration damper during the first stage of motion of the dual-valve vibration damper. The second current determination module is used to determine the second current applied to the second control valve when the dual-valve vibration damper is performing the second stage of motion, based on the first peak motion speed when the first peak motion speed is greater than the preset speed threshold. The second current application module is used to apply a second current to the second control valve during the first stage of movement of the dual-valve damper. The control module is used to control the dual-valve vibration damper to perform the second stage of movement according to the second current when the dual-valve vibration damper begins to perform the second stage of movement.

[0014] Thirdly, embodiments of this application provide a vehicle, which includes: a processor and a memory storing computer program instructions; the processor reads and executes the computer program instructions to implement the vehicle dual-valve shock absorber control method as described above.

[0015] Fourthly, embodiments of this application provide a computer storage medium storing computer program instructions, which, when executed by a processor, implement the vehicle dual-valve shock absorber control method described above.

[0016] Fifthly, embodiments of this application provide a computer program product, including a computer program that, when executed, implements any of the vehicle dual-valve shock absorber control methods described in the above embodiments.

[0017] The vehicle dual-valve shock absorber control method, device, and vehicle of this application embodiment determine, in real time, a first current applied to the first control valve of the dual-valve shock absorber based on the vehicle's first motion state information, and apply the first current to the first control valve to control the dual-valve shock absorber to perform a first stage of motion. This first current causes the dual-valve shock absorber to move, allowing it to perform corresponding displacements to counteract vehicle sway based on the vehicle's motion state. During the first stage of motion, a first peak motion speed of the dual-valve shock absorber is determined based on its motion speed. If the first peak motion speed exceeds a preset speed threshold, the second control valve applied to the dual-valve shock absorber during the second stage of motion is determined based on the first peak motion speed. The second current, based on the first peak velocity during the first stage of motion, predicts the second current that the dual-valve damper needs to apply to the second control valve during the second stage of motion. This second current can be predicted before entering the second stage of motion, and applied to the second control valve in advance during the first stage of motion. This allows the second control valve to directly participate in damping force regulation when the dual-valve damper transitions from the first to the second stage, eliminating the need for temporary calculations of the current applied to the second control valve. This reduces the time required for the second control valve to build damping force corresponding to the current, improving the continuity of the control method during the transition between motion stages. Ultimately, this enhances the driving experience for occupants when the dual-valve damper is applied to a vehicle. Attached Figure Description

[0018] To more clearly illustrate the technical solutions of the embodiments of this application, the accompanying drawings used in the embodiments of this application will be briefly introduced below. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0019] Figure 1This is a schematic flowchart of a vehicle dual-valve shock absorber control method provided in an embodiment of this application; Figure 2 This is a schematic diagram of a process for determining a first current based on first motion state information, provided in an embodiment of this application. Figure 3 This is a flowchart illustrating the determination of the total change in current with respect to vehicle motion state information in a vehicle dual-valve shock absorber control method provided in this application embodiment. Figure 4 This is a speed change curve of a speed reducer in each stage according to an embodiment of this application; Figure 5 This is a speed change curve of another reducer provided in this application embodiment in each stage; Figure 6 This is a schematic flowchart of another vehicle dual-valve shock absorber control method provided in the embodiments of this application; Figure 7 This is a flowchart illustrating a method for determining the peak attenuation coefficient provided in an embodiment of this application; Figure 8 This is a flowchart illustrating a method for verifying the peak attenuation coefficient provided in an embodiment of this application; Figure 9 This is a flowchart illustrating a vehicle dual-valve shock absorber control method provided in an embodiment of this application. Figure 10 This is a schematic diagram of the structure of a vehicle dual-valve shock absorber control device provided in an embodiment of this application; Figure 11 This is a schematic diagram of the structure of a vehicle provided in an embodiment of this application. Detailed Implementation

[0020] The features and exemplary embodiments of various aspects of this application will be described in detail below. To make the objectives, technical solutions, and advantages of this application clearer, the application will be further described in detail below with reference to the accompanying drawings and specific embodiments. It should be understood that the specific embodiments described herein are only intended to explain this application and not to limit it. For those skilled in the art, this application can be implemented without some of these specific details. The following description of the embodiments is merely to provide a better understanding of this application by illustrating examples.

[0021] It should be noted that, in this document, relational terms such as "first" and "second" are used merely to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitations, an element defined by the phrase "comprising..." does not exclude the presence of additional identical elements in the process, method, article, or apparatus that includes said element.

[0022] Existing technologies using control methods designed for single-valve vibration dampers to control dual-valve vibration dampers fail to fully utilize their performance. This is particularly problematic during the switching between the compression and extension strokes of a dual-valve vibration damper, where the two strokes are controlled independently. The switching requires calculating the current applied to the corresponding control valve and reconstructing the damping force within that valve, leading to ineffective coordination of the control methods. Therefore, effectively coordinating the control methods for switching between the compression and extension strokes of a dual-valve vibration damper to maximize its hardware performance is a critical technical problem that needs to be solved by those skilled in the art.

[0023] To address the problems in the prior art, this application provides a method, apparatus, and vehicle for controlling a dual-valve shock absorber.

[0024] The following section first introduces a vehicle dual-valve shock absorber control method provided in the embodiments of this application.

[0025] Figure 1 This illustration shows a flowchart of a vehicle dual-valve shock absorber control method according to an embodiment of this application. The dual-valve shock absorber may include a first control valve and a second control valve; as shown... Figure 1 As shown, the method may include the following steps: S101: Based on the vehicle's first motion state information, determine the first current applied to the first control valve in real time; S102: Apply a first current to the first control valve to control the dual-valve damper to perform the first stage of movement; S103: During the first stage of motion of the dual-valve vibration damper, the first peak motion speed of the dual-valve vibration damper is determined based on the motion speed of the dual-valve vibration damper. S104: When the first peak motion speed is greater than the preset speed threshold, determine the second current applied to the second control valve when the dual-valve damper is performing the second stage motion based on the first peak motion speed. S105: During the first stage of motion of the dual-valve damper, a second current is applied to the second control valve; S106: When the dual-valve vibration damper begins to perform the second stage of motion, control the dual-valve vibration damper to perform the second stage of motion according to the second current.

[0026] The vehicle dual-valve shock absorber control method provided in this application can calculate the control current for the next stage (i.e., the second stage) in advance based on the first peak speed of the dual-valve shock absorber during the first stage of movement, and apply it to the corresponding control valve in advance. This allows the dual-valve shock absorber valve to immediately form damping in the corresponding control valve based on the pre-applied current when entering the second stage of movement, thereby controlling the stroke speed of the dual-valve shock absorber. Therefore, it is beneficial to improve the continuity of the control method when the dual-valve shock absorber switches between movement stages, and thus improve the driving and riding experience of the occupants when the dual-valve shock absorber is applied to the vehicle.

[0027] The following is a detailed explanation of each of the above steps.

[0028] The implementation subject of this application embodiment is a vehicle dual-valve shock absorber control system. The dual-valve shock absorber includes a first control valve and a second control valve, which are respectively a compression control valve during the compression stroke and a tension control valve during the extension stroke.

[0029] First, in S101, the first stage of the above control method is the stage when the dual-valve vibration damper is in the compression stroke or the stage when the dual-valve vibration damper is in the extension stroke. The second stage is the opposite of the first stage. When the first stage is the stage when the dual-valve vibration damper is in the compression stroke, the second stage is the stage when the dual-valve vibration damper is in the extension stroke. Correspondingly, when the first stage is the stage when the dual-valve vibration damper is in the extension stroke, the second stage is the stage when the dual-valve vibration damper is in the compression stroke. At this time, the first control valve can be set as an extension solenoid valve and the second control valve can be set as a compression solenoid valve.

[0030] In this embodiment, when the dual-valve shock absorber first begins to move, there is no prior stage where the dual-valve shock absorber has moved. Therefore, at this time, it is necessary to determine the first current to be applied to the first control valve based on the vehicle's current motion state information. Based on the vehicle's first motion state information, the dual-valve shock absorber needs to generate a damping force to counteract vehicle swaying and maintain vehicle stability. Therefore, based on the vehicle's first motion state information, it is determined whether the dual-valve shock absorber needs to apply tensile or compressive damping force, and thus the first current to be applied to the corresponding control valve, i.e., the first control valve, is determined to construct a damping force in the first control valve capable of resisting or counteracting vehicle swaying. In this embodiment, the speeds described below can all be understood as absolute values. Since the direction of movement of the dual-valve shock absorber differs at different stages, the speed of movement of the dual-valve shock absorber at different stages can be positive or negative. This positive or negative value is only used to indicate the direction of movement of the dual-valve shock absorber. In this embodiment of the application, when the movement speed of the dual-valve damper is greater than 0, it indicates that the piston moves upward, corresponding to the extension stroke of the dual-valve damper; when the movement speed of the dual-valve damper is less than 0, it indicates that the piston moves downward, corresponding to the compression stroke of the dual-valve damper.

[0031] In this embodiment, the first current is a current that is updated in real time according to the speed change of the dual-valve vibration damper. Furthermore, in this embodiment, the first current applied to the first control valve can be determined based on the first motion state information, and the reference current applied to the second control valve can also be determined simultaneously. Specifically, refer to the existing electronic control method of dual valves in the same stage in dual-valve vibration dampers.

[0032] In one feasible embodiment, in order to ensure that the current applied to the corresponding control valve can be accurately determined based on the vehicle's motion state information, the aforementioned real-time determination of the first current applied to the first control valve based on the vehicle's first motion state information may include the following steps, which can be referred to in detail. Figure 2 , Figure 2 This is a schematic diagram of a process for determining a first current based on first motion state information, provided in an embodiment of this application.

[0033] S201: Obtain the total change in the current applied to the dual-valve damper as a function of the vehicle's first motion state information; S202: The total change is the product of the total change and the total gain of the dual-valve damper. S203: The sum of the total change in current and the minimum current of the dual-valve damper is used as the first current.

[0034] In this embodiment, the total change in current corresponding to the first motion state information is first obtained, and then multiplied by the total gain to obtain the final current increment. The total gain can be calibrated based on the hardware characteristics of the dual-valve damper to adapt to different working conditions. Then, the minimum current of the dual-valve damper is superimposed to ensure basic damping and avoid damping failure due to insufficient current, and finally the first current is determined.

[0035] In one feasible embodiment, in order to improve the calculation accuracy of the first current, the aforementioned first motion state information may include the vehicle's lateral acceleration, vehicle's longitudinal acceleration, and vehicle speed. The above-mentioned acquisition of the total change in the current applied to the dual-valve shock absorber as a function of the vehicle's first motion state information may include the following steps, which can be referred to for details. Figure 3 , Figure 3 This is a flowchart illustrating the determination of the total change in current as a function of vehicle motion state information in a vehicle dual-valve shock absorber control method provided in this application embodiment.

[0036] S301: Obtain the current applied to the dual-valve damper, and the first, second, and third changes in the current as a function of the vehicle's lateral acceleration, longitudinal acceleration, and speed. S302: The sum of the first change, the second change, and the third change is taken as the total change.

[0037] In this embodiment, the superposition of three variables provides comprehensive coverage, enabling the first current to adapt not only to a single working condition but also to cope with complex superimposed scenarios. This further improves the basic damping control accuracy of the dual-valve vibration damper and provides reliable support for the accurate detection of the subsequent first peak motion speed.

[0038] In S102, after determining the first current based on S101, this embodiment of the application applies the first current to the first control valve to control the dual-valve damper to perform a first-stage movement. At this time, by utilizing the applied first current, a corresponding damping force can be constructed in the first control valve, thereby regulating the stroke of the dual-valve damper in the first-stage movement.

[0039] In S103, during the first stage of movement of the dual-valve vibration damper, based on the movement speed of the dual-valve vibration damper at various moments and according to the trend of the movement speed of the dual-valve vibration damper over time, the first peak movement speed of the dual-valve vibration damper can be determined. In one feasible embodiment, a speed detection device can be directly set at the dual-valve vibration damper. This speed detection device can be set as a sensor capable of measuring speed, without specific limitations. Using this speed detection device, the first peak movement speed of the dual-valve vibration damper can be directly determined. Alternatively, the first peak movement speed of the dual-valve vibration damper during the first stage of movement can also be determined in other ways; that is, the key point of step 103 is to determine this first peak movement speed.

[0040] In S104, in this embodiment, it is first necessary to determine whether the first peak motion speed determined in S103 is greater than a preset speed threshold. If the first peak motion speed is greater than the preset speed threshold, the second current applied to the second control valve when the dual-valve vibration damper is performing the second stage of motion is determined based on the first peak motion speed. In this embodiment, the second current applied to the second control valve when the dual-valve vibration damper is performing the second stage of motion is determined based on the first peak motion speed. The second current can be predicted using the first current corresponding to the first peak motion speed, or the second peak motion speed of the dual-valve vibration damper during the second stage of motion can be predicted using the first peak motion speed, and then the second current can be determined by looking up a table or other methods based on the second peak motion speed.

[0041] In one implementation, this step is specifically referred to Figure 4 To explain, Figure 4 This is a speed change curve of a reducer in each stage according to an embodiment of this application. Where A is a preset speed threshold when the direction of motion is positive, and -A is a preset speed threshold when the direction of motion is negative. Specifically, in this embodiment, the direction of motion of the dual-valve damper can be set to positive during the tensile stroke and negative during the compression stroke. Figure 4 In the first stage of motion, the dual-valve shock absorber is in the extension stroke. During this stage, its speed does not reach the preset speed threshold A. In the next stage, the shock absorber enters the compression stroke. In the second stage, its speed still does not reach the preset speed threshold A. However, in the third stage, its speed exceeds the preset speed threshold A, reaching a peak speed at point B. At this point, the peak speed for the next stage can be predicted. Figure 4Point C can be determined using the formula C = coeff * B. This involves multiplying the peak velocity at point B by a coefficient to obtain the peak velocity at point C. This peak velocity at point C is a predicted value; the actual absolute value of the peak velocity during the target phase can be greater than the absolute value of the peak velocity at point C. Figure 4 middle The absolute value of the peak velocity at point C, or the absolute value of the peak velocity at point C within the target phase, can be less than the absolute value of the peak velocity at point C. Figure 4 middle Point C. As long as the deviation between point C and the peak velocity within the actual target stage is within an acceptable range, the peak velocity at point C can be considered valid. Subsequent stages follow a similar process and will not be elaborated upon here. However, if the velocity of the dual-valve damper remains below the preset velocity threshold in each stage, the method of predicting the peak velocity of the next stage based on the peak velocity of the previous stage is not applicable. This situation can be referred to... Figure 5 , Figure 5 This is a speed change curve of another speed reducer provided in this application embodiment, showing the speed variation at various stages. Figure 5 The movement speed of the dual-valve shock absorber never exceeded the preset speed threshold A.

[0042] In the compression and tension processes of a dual-valve vibration damper, taking the tensioning motion as an example, if the peak velocity during the tensioning phase exceeds a preset velocity threshold, a compression velocity with a large peak velocity will inevitably exist during the subsequent compression stroke. If the applied current is temporarily determined at this point, and corresponding temporary control is implemented based on the current, the timing is too slow, and the damping cannot be established in time before the vibration damper's motion state changes. At this point, the compression velocity with a large peak velocity during the compression stroke differs from the previous stage of the vibration damper's motion. The peak speeds occurring during the extension stroke are correlated. Therefore, based on the peak speed of the dual-valve damper during the extension stroke, the peak speed of the dual-valve damper during the compression stroke is predicted. Furthermore, based on the peak speed of the dual-valve damper during the compression stroke, the second current applied to the control valve corresponding to the compression stroke is determined. This avoids the need to temporarily determine the current applied to the dual-valve damper when the stroke of the dual-valve damper changes, which would lead to inconsistent control methods for the dual-valve damper during the switching between the extension and compression strokes, thus improving the riding experience for drivers and passengers.

[0043] In this embodiment, the preset speed threshold can be determined based on the maximum speed of the dual-valve shock absorber, and different preset speed thresholds can be set according to different vehicle models.

[0044] In one feasible embodiment, to ensure that the determined second current is better suited to the operating conditions of the vehicle's dual-valve shock absorber and to improve the accuracy and efficiency of the predicted second current, the determination of the second current applied to the second control valve during the second stage of movement of the dual-valve shock absorber based on the first peak motion velocity may include: Based on the first current corresponding to the moment of the first peak motion velocity, the second current of the dual-valve damper during the second stage of motion is determined.

[0045] The embodiment of this application clarifies the logic for accurately determining the second current. It directly determines the second current of the dual-valve vibration damper during the second stage of motion based on the first current corresponding to the moment of the first peak motion speed. This improves the connection accuracy, control stability, and feasibility of the dual-valve vibration damper during the switching process between compression and extension strokes.

[0046] This application embodiment combines the principle that if the peak speed of the first-stage dual-valve shock absorber is large, then the peak speed of the adjacent second-stage dual-valve shock absorber will also be large. By directly predicting the second current, it better matches the continuity of road excitation. The second current is the optimal current corresponding to the second peak speed of the second stage. After being applied in advance, the corresponding control valve can complete the valve core pre-adjustment in the first stage. When the second stage of movement begins, the corresponding target damping force is generated immediately, reducing the valve system response delay and making the damping force connection smoother, thereby further improving the vehicle handling stability and ride comfort.

[0047] In one feasible embodiment, to reduce the impact of the second peak motion speed prediction deviation on the second-stage dual-valve damper control and improve the flexibility and adaptability of the vehicle dual-valve damper control, after the dual-valve damper begins its second-stage motion and controls the dual-valve damper to perform the second-stage motion according to the second current, the method may further include the following steps, which can be referred to in detail. Figure 6 , Figure 6 This is a schematic flowchart of another vehicle dual-valve shock absorber control method provided in the embodiments of this application.

[0048] S601: During the second stage of motion of the dual-valve damper, the actual motion speed of the dual-valve damper is obtained; S602: When the actual movement speed is less than or equal to the second peak movement speed, the current applied to the second control valve is maintained at the second current; S603: When the actual speed of motion is greater than the second peak speed of motion, obtain the second motion state information of the vehicle; S604: Based on the second motion state information, determine the third current applied to the second control valve; S605: Apply a third current to the second control valve.

[0049] In this embodiment, during the second stage of movement of the dual-valve shock absorber, the actual movement speed of the dual-valve shock absorber during this second stage is acquired, and this actual movement speed is compared with the aforementioned second peak movement speed. Based on the different magnitudes of the actual movement speed and the second peak movement speed, different controls are applied to the dual-valve shock absorber. This solves the limitation that the deviation between the predicted current and the actual current to be applied causes the damping force constructed by the second control valve in the dual-valve shock absorber to be unable to effectively balance the deformation such as swaying generated by the vehicle during driving. This improves the control accuracy, adaptability, and damping stability of the dual-valve shock absorber under complex working conditions.

[0050] In this embodiment, when the actual motion speed is less than or equal to the second peak motion speed, a second current is continuously applied to the second control valve to ensure that the predicted second current effectively controls the dual-valve damper and avoids the problem of sudden damping changes. When the actual motion speed is greater than the second peak motion speed, a third current is recalculated based on the second motion state information and applied to the second control valve. This can dynamically correct the prediction deviation and avoid the problem of insufficient damping force caused by the mismatch between the predicted second current and the actual current to be applied. Thus, the damping control is comprehensively guaranteed to fit the actual working conditions of the dual-valve damper.

[0051] In one feasible embodiment, in order to accurately reflect the attenuation law of the peak motion speed from the preceding stroke to the peak motion speed of the subsequent stroke, and to improve the accuracy of the predicted second peak motion speed, the determination of the second current of the dual-valve vibration damper during the second stage of motion based on the first current corresponding to the moment of the first peak motion speed may include: The product of the first current corresponding to the moment of the first peak velocity and the peak attenuation coefficient is determined as the second current.

[0052] In this embodiment, the predicted value of the second current can be quickly obtained simply by substituting the first current corresponding to the moment of the first peak motion speed into the formula "second current = first current corresponding to the moment of the first peak motion speed × peak attenuation coefficient". The whole process does not require complex algorithms or empirical judgment.

[0053] In this embodiment, the peak attenuation coefficient can be set to a range of 0.5-1. This coefficient can be flexibly calibrated according to specific vehicle models and shock absorber hardware parameters, reducing the difficulty of adapting the control method to different scenarios and improving its versatility. The peak attenuation coefficient can be determined by acquiring historical data from multiple consecutive historical stages of the vehicle's dual-valve shock absorber's motion, through parameter fitting or other methods.

[0054] In one feasible embodiment, to ensure the adaptability of the peak attenuation coefficient setting and to ensure that the deviation between the predicted second peak velocity and the actual peak velocity in the second stage is within an acceptable range, the process of determining the peak attenuation coefficient may include the following steps, which can be referred to in detail. Figure 7 , Figure 7 This is a flowchart illustrating a method for determining the peak attenuation coefficient provided in an embodiment of this application.

[0055] S701: Acquire several sets of continuous phase motion processes of the dual-valve shock absorber; S702: Determine the peak velocity of the dual-valve damper in each stage during the continuous motion process of each group of stages; S703: Select the peak motion velocity pairs that are located in adjacent stages and whose peak motion velocity in the previous stage is greater than the preset velocity threshold, as the peak motion velocity pair set; S704: Perform statistical analysis on each set of peak motion velocities to determine the peak attenuation coefficient.

[0056] This application embodiment requires acquiring multiple sets of continuous phase motion processes of a dual-valve shock absorber on a vehicle, where each set includes at least two consecutive phases forming a continuous phase motion process. Next, these multiple sets of continuous phase motion processes need to be filtered to identify phases where the peak motion speed is greater than a preset speed threshold, and these phases are not the final phase of the continuous phase motion process. This ensures that in the selected target set of continuous phase motion processes, the peak motion speed in the previous phase is greater than the preset speed threshold, and the peak motion speed in the subsequent phase can be acquired.

[0057] This application provides a systematic calibration process for the peak attenuation coefficient. Based on the historical motion data of the dual-valve vibration damper in continuous phases, the peak attenuation coefficient is obtained by screening effective peak pairs and statistical analysis. This ensures that the peak attenuation coefficient objectively reflects the correlation between the peak motion velocity of the preceding phase and the peak motion velocity of the subsequent phase. For example, by statistically analyzing the actual data of the peak motion velocity of multiple sets of tension stroke phases and the peak motion velocity of the compression stroke phase, the obtained peak attenuation coefficient can accurately match the energy attenuation characteristics of the dual-valve vibration damper, significantly reducing the prediction error of the second peak motion velocity and thus improving the adaptability of the second current.

[0058] In one feasible embodiment, to ensure that the determined peak attenuation coefficient accurately reflects the relationship between the peak velocity of the preceding stage and the peak velocity of the subsequent stage, the above-mentioned statistical analysis of each set of peak velocity pairs to determine the peak attenuation coefficient may include the following steps, which can be referred to in detail. Figure 8 , Figure 8This is a flowchart illustrating a method for verifying the peak attenuation coefficient provided in an embodiment of this application.

[0059] S801: Perform statistical analysis on each set of peak motion velocities to obtain the original peak attenuation coefficient; S802: Use the newly acquired sets of peak motion velocities to verify the original peak attenuation coefficient of the set; S803: If the deviation between the peak motion speed predicted based on the original peak attenuation coefficient and the actual peak motion speed is less than a preset deviation threshold, the original peak attenuation coefficient shall be used as the peak attenuation coefficient.

[0060] This application embodiment utilizes newly acquired sets of peak motion velocity pairs to verify the analyzed original peak attenuation coefficient. When the deviation between the peak motion velocity predicted using the original peak attenuation coefficient for a specified stage and the actual peak motion velocity for that stage is within an acceptable range, the original peak attenuation coefficient is then used as the final determined peak attenuation coefficient. In this application embodiment, the newly acquired sets of peak motion velocity pairs are obtained by processing several sets of continuous stage motion processes of the re-acquired dual-valve vibration damper. These acquired sets of continuous stage motion processes differ from those acquired when the original peak attenuation coefficient was determined.

[0061] In this embodiment, multiple effective peak pairs are used to predict the peak motion velocity at a specified stage using the original coefficients. This prediction is then compared with the actual peak motion velocity at that specified stage to verify the suitability of the determined original peak attenuation coefficient with the current scenario. Furthermore, as an example of a feasible scenario, this embodiment can also use the original peak attenuation coefficient to predict the peak motion velocity of multiple peak pairs (e.g., 10 pairs) at their respective corresponding stages. If the deviation between most (e.g., 8 pairs) of predicted values ​​and actual values ​​is less than a preset deviation threshold, it indicates that the peak attenuation coefficient can reflect the working law of the dual-valve vibration damper.

[0062] In S105, it is clarified that the second current is applied to the second control valve during the first stage of the movement of the dual-valve damper. At this time, the opening of the second control valve can be controlled before the second stage of the movement of the dual-valve damper arrives, and the opening of the second control valve is controlled before the second stage of the movement arrives. However, at this time, no oil flows through the second control valve, which does not affect the movement speed of the dual-valve damper in the first stage.

[0063] It should be noted that the phenomenon in a dual-valve vibration damper where the damping force only takes effect in the next stage after the current is applied in the current stage is not due to a delayed response of the current itself, but is determined by the working stroke characteristics of the dual-valve vibration damper, the oil flow logic, and the valve system control mechanism. Essentially, the current-controlled valve system state must match the oil flow requirements of a specific stroke. There is a corresponding relationship between the stroke of the dual-valve vibration damper and the control valve. The two control valves of the dual-valve vibration damper have a strict stroke binding logic, that is, each valve only participates in damping force regulation in a specific motion stage. The working stroke of the dual-valve vibration damper is divided into two stages, and the oil flow direction and pressure difference in the two stages are completely opposite.

[0064] During the compression stroke, the wheel moves upward due to the impact of the road surface, pushing the piston of the dual-valve shock absorber downward. This causes the pressure in the lower chamber to increase and the pressure in the upper chamber to decrease, resulting in oil flowing from the lower chamber to the upper chamber. At this time, only the compression control valve participates in oil throttling, controlling the flow rate of oil from the lower chamber to the upper chamber. The extension control valve is in a non-operating state because the oil flow direction is opposite. During the extension stroke, the wheel leaves the road surface and moves downward. The piston of the dual-valve shock absorber returns to its original position, causing the pressure in the upper chamber to increase and the pressure in the lower chamber to decrease. Oil flows from the upper chamber to the lower chamber. At this time, only the extension control valve participates in oil throttling, controlling the flow rate of oil from the upper chamber to the lower chamber. The compression control valve is in a non-operating state.

[0065] Therefore, the oil circuits of the two control valves are designed independently, and they are only connected to the oil flow path in the corresponding stroke. In the non-corresponding stroke, even if current is applied to change the valve opening, no oil flows through the control valve, so no damping force can be generated, and thus the movement speed of the dual-valve damper cannot be affected.

[0066] In S106, the second current has already been applied to the second control valve in the previous S105. At this time, the opening degree of the second control valve has been determined. When the dual-valve damper starts to perform the second stage of movement, the process of the oil flowing through the second control valve is controlled by the second control valve, and the damping force is established to reduce the damping force construction time.

[0067] The vehicle dual-valve shock absorber control method provided in this application includes: S101: determining a first current applied to a first control valve based on the vehicle's first motion state information; S102: applying the first current to the first control valve to control the dual-valve shock absorber to perform a first stage of motion; S103: determining a first peak motion speed of the dual-valve shock absorber based on its motion speed during the first stage of motion; S104: when the first peak motion speed is greater than a preset speed threshold, determining a second current applied to a second control valve when the dual-valve shock absorber performs a second stage of motion based on the first peak motion speed; S105: applying the second current to the second control valve during the first stage of motion; S106: controlling the dual-valve shock absorber to perform a second stage of motion according to the second current when the dual-valve shock absorber begins to perform a second stage of motion.

[0068] This application embodiment determines a first current applied to a first control valve based on the vehicle's first motion state information, and applies the first current to the first control valve to control the dual-valve shock absorber to perform a first stage of movement. This first current causes the dual-valve shock absorber to move, allowing it to perform corresponding displacements to counteract vehicle sway based on the vehicle's motion state. During the first stage of movement, a first peak speed of the dual-valve shock absorber is determined based on its movement speed. If the first peak speed exceeds a preset speed threshold, a second current is applied to the second control valve based on the first peak speed during the second stage of movement. During the first stage of movement... Based on the prediction of the first peak motion speed, the second current required to be applied to the second control valve during the second stage of motion of the dual-valve shock absorber can be predicted. The second current can be predicted before entering the second stage of motion, and the second current can be applied to the second control valve in advance during the first stage of motion of the dual-valve shock absorber. When the dual-valve shock absorber enters the second stage from the first stage, the second control valve directly participates in the damping force regulation, without the need to calculate the current applied to the second control valve on the spot. This reduces the time for the second control valve to build up the damping force corresponding to the current, improves the continuity of the control method when the dual-valve shock absorber switches between motion stages, and thus improves the driving experience of the occupants when the dual-valve shock absorber is applied to the vehicle.

[0069] Furthermore, this embodiment first obtains the total change in current corresponding to the first motion state information, and then multiplies it by the total gain to obtain the final current increment. This ensures that the current applied to the corresponding control valve is accurately determined based on the vehicle's motion state information. The use of superimposed three changes provides comprehensive coverage, enabling the first current to adapt not only to single operating conditions but also to handle complex superimposed scenarios, further improving the basic damping control accuracy of the dual-valve damper and providing reliable support for the accurate detection of the subsequent first peak motion speed. Based on the first current corresponding to the moment of the first peak motion speed, the second current of the dual-valve damper during the second stage of motion is determined, improving the connection accuracy, control stability, and feasibility of the dual-valve damper during the switching process between compression and extension strokes. During the second stage of motion of the dual-valve damper, the actual motion speed of the dual-valve damper during this second stage is obtained, and this actual motion speed is compared with the aforementioned second peak motion speed. Based on the difference between the actual motion speed and the second peak motion speed... The system employs different controls for the dual-valve damper to reduce the impact of the second peak velocity prediction deviation on the second-stage dual-valve damper control, thereby improving the flexibility and adaptability of the vehicle's dual-valve damper control. By multiplying the first current corresponding to the moment of the first peak velocity with the peak attenuation coefficient, the second current is determined, accurately reflecting the attenuation law of the peak velocity from the preceding stroke to the peak velocity of the subsequent stroke, thus improving the accuracy of the predicted second current. Based on the historical motion data of the dual-valve damper in continuous stages, the peak attenuation coefficient is obtained by screening effective peak pairs and statistical analysis, ensuring the adaptability of the peak attenuation coefficient setting and ensuring that the deviation between the predicted second peak velocity and the actual peak velocity of the second stage is within an acceptable range. Using several newly acquired sets of peak velocity pairs, the analyzed original peak attenuation coefficient is verified, ensuring that the determined peak attenuation coefficient can accurately reflect the relationship between the peak velocity of the preceding stage and the peak velocity of the subsequent stage.

[0070] To make the embodiments of this application easier to understand, this application also provides a specific application scenario embodiment, in which the dual-valve shock absorber includes a first control valve and a second control valve; the first motion state information includes vehicle lateral acceleration, vehicle longitudinal acceleration and vehicle speed; The methods specifically include: The current applied to the dual-valve damper is obtained, and the first, second, and third changes in the current are obtained in relation to the vehicle's lateral acceleration, longitudinal acceleration, and speed. The sum of the first change, the second change, and the third change is taken as the total change. The total change is the product of the total change and the total gain of the dual-valve damper. The sum of the total change in current and the minimum current of the dual-valve damper is taken as the first current; A first current is applied to the first control valve to control the dual-valve damper to perform the first stage of movement; During the first stage of motion of the dual-valve vibration damper, the first peak motion speed of the dual-valve vibration damper is determined based on the motion speed of the dual-valve vibration damper. The product of the first peak velocity and the peak attenuation coefficient is determined as the second peak velocity of the dual-valve damper during the second stage of motion. The determination process of the peak attenuation coefficient includes acquiring several sets of continuous stage motion processes of the dual-valve damper; determining the peak velocity of the dual-valve damper in each stage of each set of continuous stage motion processes; selecting peak velocity pairs located in adjacent stages where the peak velocity of the previous stage is greater than a preset velocity threshold as a set of peak velocity pairs; performing statistical analysis on each set of peak velocity pairs to obtain the original peak attenuation coefficient; verifying the original peak attenuation coefficient using several newly acquired sets of peak velocity pairs; and using the original peak attenuation coefficient as the peak attenuation coefficient if the deviation between the peak velocity predicted based on the original peak attenuation coefficient and the actual peak velocity is less than a preset deviation threshold.

[0071] From the correspondence between the peak motion speed of the dual-valve damper and the current applied to the corresponding control valve, find the current corresponding to the second peak motion speed and use it as the second current. During the first stage of motion of the dual-valve damper, a second current is applied to the second control valve; When the dual-valve vibration damper begins to perform the second stage of motion, control the dual-valve vibration damper to perform the second stage of motion according to the second current. During the second stage of motion of the dual-valve vibration damper, the actual motion speed of the dual-valve vibration damper is obtained; When the actual movement speed is less than or equal to the second peak movement speed, the current applied to the second control valve remains the second current. When the actual speed of motion is greater than the second peak speed of motion, the second motion state information of the vehicle is obtained; Based on the second motion state information, determine the third current applied to the second control valve; A third current is applied to the second control valve.

[0072] The embodiments of this application can be referred to. Figure 9 , Figure 9This is a flowchart illustrating a vehicle dual-valve shock absorber control method according to an embodiment of this application. After the driver inputs control and road surface excitation feedback, the vehicle 901 generates corresponding physical state information. In this embodiment, the physical state information of the vehicle 901 is input to the shock absorber algorithm function unit 902. Based on the physical state information of the vehicle 901, the shock absorber algorithm function unit 902 determines the current that needs to be applied to the corresponding control valve in the shock absorber, and then sends a current request to the shock absorber current application execution unit 903. This causes the shock absorber current application execution unit 903 to apply the current to the corresponding control valve in the shock absorber on the vehicle 901 to cope with the shaking that occurs during vehicle 901's operation.

[0073] Figure 10 This is a schematic diagram of the structure of a vehicle dual-valve shock absorber control device provided in an embodiment of this application. Figure 10 As shown, the dual-valve vibration damper includes a first control valve and a second control valve. The device may include a first current determination module 1001, a first current application module 1002, a first peak motion speed determination module 1003, a second current determination module 1004, a second current application module 1005, and a control module 1006.

[0074] The first current determination module 1001 is used to determine the first current applied to the first control valve in real time based on the first motion state information of the vehicle. The first current application module 1002 is used to apply a first current to the first control valve to control the dual-valve damper to perform the first stage of movement. The first peak motion speed determination module 1003 is used to determine the first peak motion speed of the dual-valve vibration damper based on the motion speed of the dual-valve vibration damper during the first stage of motion of the dual-valve vibration damper. The second current determination module 1004 is used to determine the second current applied to the second control valve when the dual-valve vibration damper is performing the second stage of motion, based on the first peak motion speed when the first peak motion speed is greater than the preset speed threshold. The second current application module 1005 is used to apply a second current to the second control valve during the first stage of movement of the dual-valve damper. The control module 1006 is used to control the dual-valve vibration damper to perform a second-stage movement according to a second current when the dual-valve vibration damper begins to perform a second-stage movement.

[0075] In one embodiment, the second current determination module 1004 can be configured to determine the second peak motion speed of the dual-valve damper during the second stage of motion based on the first peak motion speed when the first peak motion speed is greater than a preset speed threshold. From the correspondence between the peak motion speed of the dual-valve damper and the current applied to the corresponding control valve, find the current corresponding to the second peak motion speed and use it as the second current.

[0076] In one embodiment, the above-mentioned vehicle dual-valve shock absorber control device may further include: The actual motion speed acquisition module is used to acquire the actual motion speed of the dual-valve shock absorber during the second stage of motion. The module for maintaining the application of the second current is used to maintain the current applied to the second control valve as the second current when the actual movement speed is less than or equal to the second peak movement speed. The second motion state information acquisition module is used to acquire the second motion state information of the vehicle when the actual motion speed is greater than the second peak motion speed. The third current determination module is used to determine the third current applied to the second control valve based on the second motion state information; The third current application module is used to apply a third current to the second control valve.

[0077] In one embodiment, the second current determination module 1004, based on the first peak motion speed, determines the second peak motion speed of the dual-valve damper during the second stage of motion, which can be configured as follows: The product of the first peak velocity and the peak attenuation coefficient is determined as the second peak velocity.

[0078] In one embodiment, the process of determining the peak attenuation coefficient in the above-mentioned vehicle dual-valve shock absorber control device may include the application of: The continuous phase motion process acquisition unit is used to acquire several sets of continuous phase motion processes of the dual-valve shock absorber. The peak motion speed determination unit is used to determine the peak motion speed of the dual-valve damper in each stage during the motion process of each continuous stage. The peak motion speed pair selection unit is used to select peak motion speed pairs located in adjacent stages, where the peak motion speed of the previous stage is greater than a preset speed threshold, as the peak motion speed pair set. The peak attenuation coefficient determination unit is used to perform statistical analysis on each set of peak motion velocity pairs to determine the peak attenuation coefficient.

[0079] In one embodiment, the peak attenuation coefficient determination unit may include: The original peak attenuation coefficient acquisition sub-unit is used to perform statistical analysis on each set of peak motion velocity pairs to obtain the original peak attenuation coefficient. The verification subunit is used to verify the original peak attenuation coefficient of the set using several newly acquired sets of peak motion velocities. The peak attenuation coefficient determination subunit is used to use the original peak attenuation coefficient as the peak attenuation coefficient when the deviation between the peak motion speed predicted based on the original peak attenuation coefficient and the actual peak motion speed is less than a preset deviation threshold.

[0080] In one embodiment, the first current determination module 1001 described above may include: The total change acquisition unit is used to acquire the total change of the current applied to the dual-valve damper as the vehicle’s first motion state information corresponds to the vehicle’s first motion state information. The total current change calculation unit is used to multiply the total change by the total gain of the dual-valve damper as the total current change. The first current calculation unit is used to sum the total change in current with the minimum current of the dual-valve damper as the first current.

[0081] In one embodiment, the first motion state information in the total change acquisition unit includes the vehicle's lateral acceleration, vehicle's longitudinal acceleration, and vehicle speed. The aforementioned total change acquisition unit may include: The change acquisition subunit is used to acquire the first change, second change, and third change of the current applied to the dual-valve damper as a function of the vehicle's lateral acceleration, longitudinal acceleration, and speed. The total change calculation sub-unit is used to sum the first change, the second change, and the third change as the total change.

[0082] The vehicle dual-valve shock absorber control device provided in this application includes a first current determination module 1001, used to determine a first current applied to a first control valve in real time based on the vehicle's first motion state information; a first current application module 1002, used to apply the first current to the first control valve to control the dual-valve shock absorber to perform a first stage of motion; a first peak motion speed determination module 1003, used to determine the first peak motion speed of the dual-valve shock absorber based on the motion speed of the dual-valve shock absorber during the first stage of motion; a second current determination module 1004, used to determine a second current applied to a second control valve when the dual-valve shock absorber is performing a second stage of motion, based on the first peak motion speed being greater than a preset speed threshold; a second current application module 1005, used to apply the second current to a second control valve during the first stage of motion of the dual-valve shock absorber; and a control module 1006, used to control the dual-valve shock absorber to perform a second stage of motion according to the second current when the dual-valve shock absorber begins to perform a second stage of motion.

[0083] This application embodiment determines a first current applied to a first control valve based on the vehicle's first motion state information, and applies the first current to the first control valve to control the dual-valve shock absorber to perform a first stage of movement. This first current causes the dual-valve shock absorber to move, allowing it to perform corresponding displacements to counteract vehicle sway based on the vehicle's motion state. During the first stage of movement, a first peak speed of the dual-valve shock absorber is determined based on its movement speed. If the first peak speed exceeds a preset speed threshold, a second current is applied to the second control valve based on the first peak speed during the second stage of movement. During the first stage of movement... Based on the prediction of the first peak motion speed, the second current required to be applied to the second control valve during the second stage of motion of the dual-valve shock absorber can be predicted. The second current can be predicted before entering the second stage of motion, and the second current can be applied to the second control valve in advance during the first stage of motion of the dual-valve shock absorber. When the dual-valve shock absorber enters the second stage from the first stage, the second control valve directly participates in the damping force regulation, without the need to calculate the current applied to the second control valve on the spot. This reduces the time for the second control valve to build up the damping force corresponding to the current, improves the continuity of the control method when the dual-valve shock absorber switches between motion stages, and thus improves the driving experience of the occupants when the dual-valve shock absorber is applied to the vehicle.

[0084] Figure 11 A schematic diagram of the hardware structure of the vehicle provided in an embodiment of this application is shown.

[0085] The vehicle may include a processor 1101 and a memory 1102 storing computer program instructions.

[0086] Specifically, the processor 1101 may include a central processing unit (CPU), an application specific integrated circuit (ASIC), or one or more integrated circuits that can be configured to implement the embodiments of this application.

[0087] Memory 1102 may include mass storage for data or instructions. For example, and not limitingly, memory 1102 may include a hard disk drive (HDD), floppy disk drive, flash memory, optical disk, magneto-optical disk, magnetic tape, or Universal Serial Bus (USB) drive, or a combination of two or more of these. In one instance, memory 1102 may include removable or non-removable (or fixed) media, or memory 1102 may be non-volatile solid-state memory. Memory 1102 may be internal or external to the integrated gateway disaster recovery device.

[0088] Memory 1102 may include read-only memory (ROM), random access memory (RAM), disk storage media device, optical storage media device, flash memory device, electrical, optical, or other physical / tangible memory storage device. Therefore, generally, memory includes one or more tangible (non-transitory) computer-readable storage media (e.g., memory devices) encoded with software including computer-executable instructions, and when the software is executed (e.g., by one or more processors), it is operable to perform the operations described with reference to the method according to one aspect of this disclosure.

[0089] The processor 1101 reads and executes computer program instructions stored in memory 1102 to achieve... Figure 1 The vehicle dual-valve shock absorber control method in the illustrated embodiment.

[0090] In one example, the vehicle may also include a communication interface 1103 and a bus 1104. For example, Figure 11 As shown, the processor 1101, memory 1102, and communication interface 1103 are connected through bus 1104 and complete communication with each other.

[0091] The communication interface 1103 is mainly used to realize communication between various modules, devices, units and / or equipment in the embodiments of this application.

[0092] Bus 1104 includes hardware, software, or both, that couples components of an online data traffic metering device together. For example, and not as a limitation, the bus may include an Accelerated Graphics Port (AGP) or other graphics bus, an Extended Industry Standard Architecture (EISA) bus, a Front Side Bus (FSB), a Hyper Transport (HT) interconnect, an Industry Standard Architecture (ISA) bus, an Infinite Bandwidth Interconnect, a Low Pin Count (LPC) bus, a memory bus, a Microchannel Architecture (MCA) bus, a Peripheral Component Interconnect (PCI) bus, a PCI-Express (PCI-X) bus, a Serial Advanced Technology Attachment (SATA) bus, a Video Electronics Standards Association Local (VLB) bus, or other suitable buses, or combinations of two or more of these. Where appropriate, bus 1104 may include one or more buses. Although specific buses are described and illustrated in embodiments of this application, this application contemplates any suitable bus or interconnect.

[0093] Furthermore, in conjunction with the vehicle dual-valve shock absorber control method in the above embodiments, this application embodiment can provide a computer storage medium for implementation. This computer storage medium stores computer program instructions; when these computer program instructions are executed by a processor, they implement any of the vehicle dual-valve shock absorber control methods in the above embodiments.

[0094] This application also provides a computer program product, including a computer program that, when executed by a processor, implements any of the vehicle dual-valve shock absorber control methods described in the above embodiments.

[0095] It should be clarified that this application is not limited to the specific configurations and processes described above and shown in the figures. For the sake of brevity, detailed descriptions of known methods are omitted here. In the above embodiments, several specific steps are described and shown as examples. However, the method process of this application is not limited to the specific steps described and shown. Those skilled in the art can make various changes, modifications, and additions, or change the order of steps, after understanding the spirit of this application.

[0096] The functional blocks shown in the above-described block diagram can be implemented as hardware, software, firmware, or a combination thereof. When implemented in hardware, they can be, for example, electronic circuits, application-specific integrated circuits (ASICs), appropriate firmware, plug-ins, function cards, etc. When implemented in software, the elements of this application are programs or code segments used to perform the required tasks. Programs or code segments can be stored on a machine-readable medium or transmitted over a transmission medium or communication link via data signals carried on a carrier wave. "Machine-readable medium" can include any medium capable of storing or transmitting information. Examples of machine-readable media include electronic circuits, semiconductor memory devices, read-only memory (ROM), flash memory, erasable read-only memory (EROM), floppy disks, compact disc read-only memory (CD-ROM), optical disks, hard disks, fiber optic media, radio frequency (RF) links, etc. Code segments can be downloaded via computer networks such as the Internet, intranets, etc.

[0097] It should also be noted that the exemplary embodiments mentioned in this application describe methods or systems based on a series of steps or apparatus. However, this application is not limited to the order of the above steps; that is, the steps can be performed in the order mentioned in the embodiments, or in a different order, or several steps can be performed simultaneously.

[0098] The aspects of this disclosure have been described above with reference to flowchart illustrations and / or block diagrams of methods, apparatus (systems), and computer program products according to embodiments of this disclosure. It should be understood that each block in the flowchart illustrations and / or block diagrams, and combinations of blocks in the flowchart illustrations and / or block diagrams, can be implemented by computer program instructions. These computer program instructions can be provided to a processor of a general-purpose computer, a special-purpose computer, or other programmable data processing apparatus to produce a machine such that these instructions, executable via the processor of the computer or other programmable data processing apparatus, enable the implementation of the functions / actions specified in one or more blocks of the flowchart illustrations and / or block diagrams. Such a processor can be, but is not limited to, a general-purpose processor, a special-purpose processor, a special application processor, or a field-programmable logic circuit. It is also understood that each block in the block diagrams and / or flowcharts, and combinations of blocks in the block diagrams and / or flowcharts, can also be implemented by special-purpose hardware performing the specified functions or actions, or can be implemented by a combination of special-purpose hardware and computer instructions.

[0099] The above description is merely a specific implementation of this application. Those skilled in the art will clearly understand that, for the sake of convenience and brevity, the specific working processes of the systems, modules, and units described above can be referred to the corresponding processes in the foregoing method embodiments, and will not be repeated here. It should be understood that the protection scope of this application is not limited thereto. Any person skilled in the art can easily conceive of various equivalent modifications or substitutions within the technical scope disclosed in this application, and these modifications or substitutions should all be covered within the protection scope of this application.

Claims

1. A vehicle twin valve shock absorber control method characterized by, The double-valve shock absorber comprises a first control valve and a second control valve; The method comprises: determining a first current applied to the first control valve in real time based on first motion state information of the vehicle; applying the first current to the first control valve to control the double-valve shock absorber to perform first-stage motion; determining a first peak motion speed of the double-valve shock absorber based on a motion speed of the double-valve shock absorber during the first-stage motion of the double-valve shock absorber; determining a second current applied to the second control valve when the double-valve shock absorber performs second-stage motion based on the first peak motion speed in a case where the first peak motion speed is greater than a preset speed threshold; applying the second current to the second control valve during the first-stage motion of the double-valve shock absorber; controlling the double-valve shock absorber to perform second-stage motion according to the second current in a case where the double-valve shock absorber starts to perform second-stage motion.

2. The vehicle twin valve shock absorber control method according to claim 1, characterized by, The determination of the second current applied to the second control valve when the double-valve shock absorber performs second-stage motion based on the first peak motion speed comprises: determining the second current when the double-valve shock absorber performs second-stage motion based on a first current corresponding to a moment of the first peak motion speed.

3. The vehicle twin valve shock absorber control method according to claim 2, characterized by, After controlling the double-valve shock absorber to perform second-stage motion according to the second current in a case where the double-valve shock absorber starts to perform second-stage motion, the method further comprises: acquiring an actual motion speed of the double-valve shock absorber during the second-stage motion of the double-valve shock absorber; maintaining the current applied to the second control valve as the second current in a case where the actual motion speed is less than or equal to the second peak motion speed; acquiring second motion state information of the vehicle in a case where the actual motion speed is greater than the second peak motion speed; determining a third current applied to the second control valve based on the second motion state information; applying the third current to the second control valve.

4. The vehicle twin valve shock absorber control method according to claim 2, characterized by, The determination of the second current applied to the second control valve when the double-valve shock absorber performs second-stage motion based on the first peak motion speed comprises: determining the second current as a product of the first current corresponding to the moment of the first peak motion speed and a peak decay coefficient.

5. The vehicle twin valve shock absorber control method according to claim 4, characterized by, The determination of the peak decay coefficient comprises: acquiring a plurality of groups of continuous-stage motion processes of the double-valve shock absorber; determining a peak motion speed of the double-valve shock absorber in each stage during each group of continuous-stage motion processes; selecting, as a peak motion speed pair set, a peak motion speed pair in which a peak motion speed of a previous stage is greater than the preset speed threshold in adjacent stages; performing statistical analysis on each group of the peak motion speed pair set to determine the peak decay coefficient.

6. The vehicle twin valve shock absorber control method according to claim 5, characterized by, The statistical analysis on each group of the peak motion speed pair set to determine the peak decay coefficient comprises: performing statistical analysis on each group of the peak motion speed pair set to obtain an original peak decay coefficient; verify the original peak attenuation coefficient using a plurality of sets of the peak motion velocity newly acquired; in a case where a deviation degree between the peak motion velocity predicted based on the original peak attenuation coefficient and an actual peak motion velocity is less than a preset deviation threshold, taking the original peak attenuation coefficient as the peak attenuation coefficient.

7. The vehicle twin valve shock absorber control method according to claim 1, characterized by, determine, based on the first motion state information of the vehicle, the first current applied to the first control valve in real time, including: obtaining a total variation of the current applied to the double-valve shock absorber corresponding to the first motion state information of the vehicle; multiplying the total variation and the total gain of the double-valve shock absorber to obtain a current total variation; adding the current total variation and the minimum current of the double-valve shock absorber to obtain the first current.

8. The vehicle twin valve shock absorber control method according to claim 7, characterized by, The first motion state information includes vehicle lateral acceleration, vehicle longitudinal acceleration, and vehicle speed. The total variation of the current applied to the double-valve shock absorber corresponding to the first motion state information of the vehicle includes: obtaining a first variation, a second variation, and a third variation of the current applied to the double-valve shock absorber corresponding to the vehicle lateral acceleration, the vehicle longitudinal acceleration, and the vehicle speed; adding the first variation, the second variation, and the third variation to obtain the total variation.

9. A vehicle twin valve shock absorber control device characterized by comprising: The double-valve shock absorber includes a first control valve and a second control valve; the device includes: a first current determination module configured to determine, based on the first motion state information of the vehicle, the first current applied to the first control valve in real time; a first current application module configured to apply the first current to the first control valve to control the double-valve shock absorber to perform first stage motion; a first peak motion velocity determination module configured to determine, based on the motion velocity of the double-valve shock absorber, the first peak motion velocity of the double-valve shock absorber during the first stage motion of the double-valve shock absorber; a second current determination module configured to determine, based on the first peak motion velocity, the second current applied to the second control valve when the double-valve shock absorber performs second stage motion in a case where the first peak motion velocity is greater than a preset speed threshold; a second current application module configured to apply the second current to the second control valve during the first stage motion of the double-valve shock absorber; a control module configured to control the double-valve shock absorber to perform second stage motion according to the second current in a case where the double-valve shock absorber starts to perform second stage motion.

10. A vehicle characterized by comprising: The vehicle includes a processor and a memory storing computer program instructions; the processor reads and executes the computer program instructions to implement the vehicle double-valve shock absorber control method of any one of claims 1-8.

11. A computer storage medium, characterized in that The computer storage medium stores computer program instructions, which are executed by a processor to implement the vehicle double-valve shock absorber control method of any one of claims 1-8.

12. A computer program product, characterised in that, The computer program is executed by a processor to implement the vehicle double-valve shock absorber control method of any one of claims 1-8.

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