Control method, device and equipment for electronic control shock absorber of vehicle and storage medium

Abstract

The invention belongs to the technical field of vehicle control, and particularly relates to a control method, device and equipment for an electric control shock absorber of a vehicle and a storage medium, and the control method comprises the steps that in response to a shock absorption instruction triggered by a user, a target shock absorption effect is obtained; wherein the user can determine a target vibration reduction effect in continuously changing vibration reduction effects, and the continuously changing vibration reduction effects are vibration reduction effects in an interval from a motion mode to a comfortable mode; acquiring a corresponding target damping coefficient range in a continuous damping coefficient parameter space according to the target damping effect; and in the running process of the vehicle, according to the running information of the vehicle and the target damping coefficient range, an expected damping force curve is generated, and according to the expected damping force curve, vibration reduction control is conducted on an electric control vibration damper. According to the method, the personalized preference of the user can be precisely fit; and meanwhile, stable adaptation of the vibration reduction performance can be kept in the variable driving environment, and the driving comfort and the overall experience are effectively improved.

Description

Technical Field

[0001] This application belongs to the field of vehicle control technology, specifically relating to a control method, device, equipment, and storage medium for an electronically controlled shock absorber of a vehicle. Background Technology

[0002] In the modern passenger vehicle sector, electronically controlled shock absorbers are widely used in high-end models and some mid-range models as key components for improving vehicle ride comfort and handling. Their core function is to dynamically adjust damping force to adapt to different road conditions and driving needs, thereby balancing vehicle stability and ride comfort.

[0003] However, the preset modes of existing control logic (such as "Comfort" and "Sport" modes) can only cover a limited number of general scenarios and cannot meet the diverse needs of users for personalized damping performance. Furthermore, driving styles differ significantly (e.g., aggressive drivers prefer Sport mode, while conservative drivers prefer Comfort mode), but the control logic of existing systems cannot accurately adapt to individual preferences. At the same time, vehicle driving conditions are highly dynamic; for example, when switching from a highway to a bumpy mountain road, damping control requirements change drastically, but existing systems cannot respond to such scenario transitions in real time.

[0004] Therefore, there is an urgent need for an intelligent method to maintain stable adaptation under complex working conditions, thereby improving the user's driving experience. Summary of the Invention

[0005] To address the aforementioned problems, this application provides a control method, device, equipment, and storage medium for an electronically controlled shock absorber for a vehicle.

[0006] In a first aspect, this application provides a control method for an electronically controlled shock absorber of a vehicle, comprising:

[0007] In response to a user-triggered vibration reduction command, a target vibration reduction effect is obtained; wherein, the user can determine the target vibration reduction effect from continuously changing vibration reduction effects, and the continuously changing vibration reduction effect is the vibration reduction effect in the range from sports mode to comfort mode;

[0008] Based on the target vibration reduction effect, the corresponding target damping coefficient range is obtained in the continuous damping coefficient parameter space;

[0009] During the vehicle's operation, a desired damping force curve is generated based on the vehicle's driving information and the target damping coefficient range, and the electronically controlled shock absorber is subjected to vibration reduction control based on the desired damping force curve.

[0010] In one possible implementation, obtaining the corresponding target damping coefficient range in the continuous damping coefficient parameter space based on the target vibration reduction effect includes:

[0011] Based on the user's historical driving behavior data, obtain the user's driving style tag;

[0012] Based on the user's driving style label and the target damping effect, the corresponding target damping coefficient range is obtained in the continuous damping coefficient parameter space; wherein, for the same target damping effect, different driving style labels correspond to different target damping coefficient ranges.

[0013] In one possible implementation, before obtaining the corresponding target damping coefficient range in the continuous damping coefficient parameter space based on the target vibration reduction effect, the method further includes:

[0014] Obtain the set of damping coefficient parameters for the comfort mode and the set of damping coefficient parameters for the sport mode of the vehicle;

[0015] Interpolation processing is performed on the comfort mode damping coefficient parameter set and the motion mode damping coefficient parameter set;

[0016] A mapping relationship is established between the continuously varying vibration reduction effect and the continuous damping coefficient parameter space, wherein the vibration reduction effect and the damping coefficient are mapped point-to-point.

[0017] In one possible implementation, obtaining the corresponding target damping coefficient range in the continuous damping coefficient parameter space based on the target vibration reduction effect includes:

[0018] Obtain the target position of the target vibration reduction effect within the continuously changing vibration reduction effect;

[0019] Based on the same target location, the target damping coefficient is obtained in the continuous damping coefficient parameter space;

[0020] The target damping coefficient range is obtained by extending a predetermined length to both sides from the midpoint.

[0021] In one possible implementation, before extending the target damping coefficient outwards by a predetermined length from the midpoint to obtain the range of the target damping coefficient, the method further includes:

[0022] Obtain the current driving scenario;

[0023] Based on the current driving scenario, a length parameter is obtained. The length parameter is used to indicate the preset length of the extension on both sides. The length parameter is different for different driving scenarios.

[0024] In one possible implementation, after controlling the vibration reduction of the electronically controlled vibration damper according to the desired damping force curve, the method further includes:

[0025] The system outputs an evaluation interface to the user through the in-vehicle interactive interface and obtains the feedback information input by the user, including the user's satisfaction and / or experience.

[0026] Based on the user's feedback, adjust the preset length of the extension on both sides.

[0027] In one possible implementation, obtaining the target vibration reduction effect in response to a user-triggered vibration reduction command includes:

[0028] In response to the user's vibration damping operation on the in-vehicle interactive interface, an interval adjustment box is displayed on the in-vehicle interactive interface, with one end of the interval adjustment box corresponding to the sport mode and the other end corresponding to the comfort mode.

[0029] Obtain the target position selected by the user in the interval adjustment box, and obtain the target vibration reduction effect based on the target position.

[0030] Secondly, this application provides a control device for an electronically controlled shock absorber of a vehicle, the device comprising:

[0031] The response module is used to respond to a vibration reduction command triggered by the user and obtain the target vibration reduction effect; wherein, the user can determine the target vibration reduction effect from the continuously changing vibration reduction effect, and the continuously changing vibration reduction effect is the vibration reduction effect in the range from sports mode to comfort mode;

[0032] The acquisition module is used to acquire the corresponding target damping coefficient range in the continuous damping coefficient parameter space based on the target vibration reduction effect;

[0033] The control module is used to generate a desired damping force curve based on the vehicle's driving information and the target damping coefficient range during the vehicle's operation, and to perform vibration reduction control on the electronically controlled shock absorber based on the desired damping force curve.

[0034] In one possible implementation, the acquisition module is specifically used for:

[0035] Based on the user's historical driving behavior data, obtain the user's driving style tag;

[0036] Based on the user's driving style label and the target damping effect, the corresponding target damping coefficient range is obtained in the continuous damping coefficient parameter space; wherein, for the same target damping effect, different driving style labels correspond to different target damping coefficient ranges.

[0037] In one possible implementation, the acquisition module is also used for:

[0038] Obtain the set of damping coefficient parameters for the comfort mode and the set of damping coefficient parameters for the sport mode of the vehicle;

[0039] Interpolation processing is performed on the comfort mode damping coefficient parameter set and the motion mode damping coefficient parameter set;

[0040] A mapping relationship is established between the continuously varying vibration reduction effect and the continuous damping coefficient parameter space, wherein the vibration reduction effect and the damping coefficient are mapped point-to-point.

[0041] In one possible implementation, the acquisition module is specifically used for:

[0042] Obtain the target position of the target vibration reduction effect within the continuously changing vibration reduction effect;

[0043] Based on the same target location, the target damping coefficient is obtained in the continuous damping coefficient parameter space;

[0044] The target damping coefficient range is obtained by extending a predetermined length to both sides from the midpoint.

[0045] In one possible implementation, the acquisition module is also used for:

[0046] Obtain the current driving scenario;

[0047] Based on the current driving scenario, a length parameter is obtained. The length parameter is used to indicate the preset length of the extension on both sides. The length parameter is different for different driving scenarios.

[0048] In one possible implementation, the control module is also used for:

[0049] The system outputs an evaluation interface to the user through the in-vehicle interactive interface and obtains the feedback information input by the user, including the user's satisfaction and / or experience.

[0050] Based on the user's feedback, adjust the preset length of the extension on both sides.

[0051] In one possible implementation, the response module is specifically used for:

[0052] In response to the user's vibration damping operation on the in-vehicle interactive interface, an interval adjustment box is displayed on the in-vehicle interactive interface, with one end of the interval adjustment box corresponding to the sport mode and the other end corresponding to the comfort mode.

[0053] Obtain the target position selected by the user in the interval adjustment box, and obtain the target vibration reduction effect based on the target position.

[0054] Thirdly, this application provides a computer-readable storage medium storing computer-executable instructions, which, when executed by a processor, are used to implement the method as described in any one of the first aspects.

[0055] Fourthly, this application provides an electronic device, comprising: at least one processor, a memory, and an electronically controlled vibration damper; wherein,

[0056] The memory stores computer-executed instructions;

[0057] The at least one processor executes computer execution instructions stored in the memory, causing the at least one processor to perform the method as described in any of the first aspects.

[0058] Fifthly, this application also provides a computer program product, including a computer program that, when executed by a processor, can implement the steps of the method as described in any of the first aspects.

[0059] The control method, device, equipment, and storage medium for an electronically controlled shock absorber for vehicles provided in this application respond to user-triggered damping commands, acquire a user-defined target damping effect, which can be continuously selected within a range from sport mode to comfort mode; based on the target damping effect, a corresponding target damping coefficient range is mapped into a preset continuous damping coefficient parameter space; during vehicle operation, a desired damping force curve is dynamically generated by combining real-time collected driving information with the target damping coefficient range, and the electronically controlled shock absorber is controlled in real-time based on this curve. This method, by providing continuously adjustable damping effect selection, breaks through the limitations of traditional fixed modes and can precisely meet the user's personalized preferences; simultaneously, by dynamically generating a damping force curve based on a continuous parameter space and real-time driving information, the system possesses rapid response capabilities to complex operating conditions, thereby maintaining stable damping performance in varying driving environments and effectively improving driving comfort and overall experience. Attached Figure Description

[0060] The accompanying drawings, which are incorporated in and form part of this specification, illustrate embodiments consistent with this application and, together with the description, serve to explain the principles of this application.

[0061] Figure 1 The flowchart of the control method for the electronically controlled shock absorber of a vehicle provided in the embodiments of this application Figure 1 ;

[0062] Figure 2 The flowchart of the control method for the electronically controlled shock absorber of a vehicle provided in the embodiments of this application Figure 2 ;

[0063] Figure 3 A diagram of a control device for an electronically controlled shock absorber for a vehicle, provided in an embodiment of the present invention;

[0064] Figure 4 This is a hardware schematic diagram of an electronic device provided in an embodiment of the present invention.

[0065] The accompanying drawings illustrate specific embodiments of this application, which will be described in more detail below. These drawings and descriptions are not intended to limit the scope of the concept in any way, but rather to illustrate the concept of this application to those skilled in the art through reference to particular embodiments. Detailed Implementation

[0066] To make the objectives, technical solutions, and advantages of this application clearer, the technical solutions of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0067] The terms "first," "second," "third," "fourth," etc. (if present) in the specification, claims, and accompanying drawings of this invention are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such data can be interchanged where appropriate so that embodiments of the invention described herein can be implemented, for example, in orders other than those illustrated or described herein.

[0068] In this application, the terms "exemplary" or "for example" are used to indicate examples, illustrations, or descriptions. Any embodiment or design described as "exemplary" or "for example" in this application should not be construed as being more preferred or advantageous than other embodiments or designs. Specifically, the use of terms such as "exemplary" or "for example" is intended to present the relevant concepts in a specific manner.

[0069] To address the problems in existing technologies, this application provides a control method for an electronically controlled shock absorber in a vehicle. Responding to a user-triggered damping command, the method acquires a user-defined target damping effect, which can be continuously selected within a range from sport mode to comfort mode. Based on the target damping effect, a corresponding target damping coefficient range is mapped into a preset continuous damping coefficient parameter space. During vehicle operation, combining real-time collected driving information with the target damping coefficient range, a desired damping force curve is dynamically generated, and the electronically controlled shock absorber is controlled in real-time based on this curve. This method, by providing continuously adjustable damping effect selection, breaks through the limitations of traditional fixed modes and can precisely cater to the user's personalized preferences. Simultaneously, the dynamic generation of the damping force curve based on the continuous parameter space and real-time driving information enables the system to have a rapid response capability to complex operating conditions, thereby maintaining stable damping performance in varying driving environments and effectively improving driving comfort and overall experience.

[0070] It should be noted that the user information (including but not limited to user device information, user personal information, etc.) and data (including but not limited to data used for analysis, data stored, data displayed, etc.) involved in one or more embodiments of this specification are all information and data authorized by the user or fully authorized by all parties. Furthermore, the collection, use and processing of related data must comply with relevant laws, regulations and standards, and corresponding operation entry points are provided for users to choose to authorize or refuse.

[0071] The technical solutions of this application and how they solve the aforementioned technical problems are described in detail below with specific embodiments. These specific embodiments may exist independently or in combination with each other. Identical or similar concepts or processes may not be repeated in some embodiments. The embodiments of this application will now be described with reference to the accompanying drawings.

[0072] This embodiment provides a control method for an electronically controlled shock absorber for a vehicle. Figure 1 The flowchart of the control method for the electronically controlled shock absorber of a vehicle provided in the embodiments of this application Figure 1 The method includes:

[0073] S101. Responding to the user-triggered vibration reduction command, obtain the target vibration reduction effect; wherein, the user can determine the target vibration reduction effect from the continuously changing vibration reduction effect, and the continuously changing vibration reduction effect is the vibration reduction effect in the range from sports mode to comfort mode.

[0074] In this step, the user-triggered damping command refers to the explicit operational signal issued by the user intending to adjust the stiffness of the vehicle's suspension. The continuously varying damping effect refers to an adjustable spectrum presented to the user, seamlessly continuing between the comfort and sport ends. This can allow the user to select any point on the spectrum, such as 70% comfort-oriented or 45% sport-oriented. The target damping effect refers to the overall damping characteristics that the user ultimately selects on the aforementioned continuous spectrum, which they expect the vehicle to achieve, and can be expressed as a scalar value (such as a decimal between 0.0 and 1.0) or a percentage.

[0075] Sport mode prioritizes handling stability by setting higher damping force, which effectively controls the vehicle's dynamic posture and enhances road feel, but transmits more road impacts; Comfort mode prioritizes ride smoothness by setting lower damping force, which better filters road bumps and vibrations, but weakens vehicle control during aggressive driving.

[0076] For example, one or more sets of baseline damping force-driving condition mapping curves or strategy libraries representing different styles (from comfort to sport) can be predefined. After the user selects a value (such as 0.7) via a slider, this value is treated as a mixed weight coefficient. Subsequently, during real-time operation, two suggested damping force values ​​are calculated from the pure comfort and pure sport baseline curves respectively, based on the current driving conditions (such as vehicle speed and acceleration). Finally, the two values ​​are weighted and averaged using the weight selected by the user (0.7) to obtain the final target damping force.

[0077] For example, in response to a user-triggered vibration reduction command, obtaining the target vibration reduction effect includes:

[0078] In response to the user's vibration damping operation on the in-vehicle interactive interface, a range adjustment box is displayed on the in-vehicle interactive interface. One end of the range adjustment box corresponds to the sport mode, and the other end corresponds to the comfort mode.

[0079] Obtain the target position selected by the user in the interval adjustment box, and obtain the target vibration reduction effect based on the target position.

[0080] For example, a visual adjustment range box can be presented through an in-vehicle interface (such as a touchscreen), with sport mode and comfort mode clearly marked on the left and right sides, respectively. When the user touches or drags the slider to a target position, the coordinates of that position are captured in real time and converted into a continuous scalar value (e.g., a decimal between 0 and 1, where 0 represents pure comfort and 1 represents pure sport). This scalar value represents the target damping effect and serves as the core input for subsequent control logic, driving the system to search for or calculate the corresponding damping control parameter set in a preset continuous parameter space.

[0081] This example transforms the professional and abstract process of shock absorber tuning into a visually intuitive and user-friendly sliding selection, significantly lowering the barrier to personalization. At the same time, the continuous adjustment method breaks away from the limitations of traditional fixed modes, allowing users to find their most suitable preferences and significantly improving user perception and satisfaction with the vehicle's personalization capabilities.

[0082] S102. Based on the target vibration reduction effect, obtain the corresponding target damping coefficient range in the continuous damping coefficient parameter space.

[0083] In this step, the continuous damping coefficient parameter space refers to a multi-dimensional mathematical space, where each dimension represents a core physical or control parameter that affects the performance of the shock absorber (e.g., the damping coefficient at different speeds on the front / rear axle). Using all parameter values ​​for comfort mode and sport mode as two reference points in the space, the set of all points in between constitutes the continuous space.

[0084] The target damping coefficient range refers to a set of parameter boundaries or reference values ​​found in the aforementioned parameter space based on the user's target vibration reduction effect, used to guide the current vibration damper control. It may be a specific combination of parameter values, or it may be a range of values ​​that can be dynamically adjusted under certain operating conditions.

[0085] For example, through extensive calibration and simulation, a complete set of multidimensional damping parameter tables can be defined for both comfort and sport modes. When the user selects an intermediate value (e.g., 0.6), linear or nonlinear interpolation algorithms are used to interpolate each corresponding parameter in these two sets of parameter tables. For instance, for the low-speed recovery damping coefficient, if the value is A in comfort mode and B in sport mode, then the target value corresponding to 0.6 is 0.4A + 0.6B. By performing this type of interpolation on all dimensional parameters, a completely new set of specific target damping coefficients corresponding to the sport-oriented 0.6 mode is ultimately generated.

[0086] For example, based on the target vibration reduction effect, the corresponding target damping coefficient range is obtained in the continuous damping coefficient parameter space, including:

[0087] Based on the user's historical driving behavior data, obtain the user's driving style tags;

[0088] Based on the user's driving style label and target damping effect, the corresponding target damping coefficient range is obtained in the continuous damping coefficient parameter space; where, for the same target damping effect, different driving style labels correspond to different target damping coefficient ranges.

[0089] In this example, historical driving behavior data refers to raw data continuously collected and recorded over a period of time (such as the past week or month) that reflects a user's driving habits and tendencies. This includes, but is not limited to: vehicle speed distribution (whether high-speed driving is frequent), acceleration characteristics (frequency and intensity of rapid acceleration and deceleration), steering operations (steering angular velocity, cornering speed), driving time and road conditions, etc. Driving style tags are classification labels assigned to users based on cluster analysis of historical driving behavior data. For example, these could include: aggressive (preferring aggressive driving and high dynamic response), balanced (moderate driving style), and conservative (preferring smooth and relaxed driving).

[0090] The slider value can be combined with a user's driving style label (such as aggressive) derived from data analysis to form a two-dimensional query condition. The parameter space itself is also correspondingly constructed or expanded into a two-dimensional or multi-dimensional structure. For example, for the same slider value of 0.7, an aggressive user might be mapped to a parameter subrange with a higher absolute value of the damping coefficient and a faster response to match their strong handling needs; while a conservative user might be mapped to another parameter subrange that is relatively gentle and takes into account smoothness. This can be achieved through a pre-defined, extensively calibrated style-preference-parameter three-dimensional lookup table or a trained fusion model.

[0091] This example, by introducing driving style tags for correction, can give the target damping effect a personalized contextual meaning. This allows the final damping control logic to not only respond to the user's explicit intentions, but also to match their unconscious long-term driving habits. This achieves a deeper level of alignment between damping characteristics and the user's real needs, improving the accuracy of adaptation and user satisfaction.

[0092] For example, before obtaining the corresponding target damping coefficient range in the continuous damping coefficient parameter space based on the target vibration reduction effect, the method further includes:

[0093] Obtain the damping coefficient parameter set for the vehicle's comfort mode and the damping coefficient parameter set for the sport mode;

[0094] Interpolation processing is performed on the damping coefficient parameter sets for comfort mode and motion mode;

[0095] A mapping relationship is established between the continuously varying vibration reduction effect and the continuous damping coefficient parameter space, wherein the vibration reduction effect and the damping coefficient are mapped point-to-point.

[0096] In this example, the damping coefficient parameter set refers to a complete set of core control parameters preset for comfort or sport modes. It is a multi-dimensional vector containing multiple key parameters, such as: compression damping coefficients and recovery damping coefficients for different piston speeds (low speed, high speed), speed / acceleration thresholds for switching between modes, etc. Each mode (comfort / sport) has its own independent and finely calibrated parameter set.

[0097] For example, two complete sets of damping coefficient parameters, pre-calibrated at the factory for comfort and sport modes, can be retrieved as benchmark anchors. Then, for each specific parameter dimension in the parameter set (such as the low-speed compression damping coefficient), linear or nonlinear interpolation calculations are performed between the corresponding values ​​in the two modes. Assuming the value is A for comfort mode and B for sport mode, when the user selects 40% bias towards sport (i.e., effect value = 0.4), a new value (1-0.4)A+0.4B is calculated. By performing this operation synchronously on all parameter dimensions, a completely new set of parameters, falling between the two, is ultimately generated for the effect value of 0.4, thus constructing a parameter space that continuously varies from 0 to 1 and establishing a point-to-point mapping table.

[0098] This example provides a stable and reliable benchmark reference framework for subsequent real-time control, making personalized adjustments both flexible and diverse, while always remaining within engineering controllable limits.

[0099] S103. During vehicle operation, based on the vehicle's driving information and the target damping coefficient range, a desired damping force curve is generated, and the electronically controlled shock absorber is controlled for vibration reduction based on the desired damping force curve.

[0100] In this step, driving information refers to the dynamic data collected in real time by sensors while the vehicle is in motion, including but not limited to: vertical acceleration of the vehicle body, wheel acceleration, vehicle speed, lateral acceleration, longitudinal acceleration, steering wheel angle, and braking pressure. This information collectively describes the precise operating condition of the vehicle (such as smooth cruising, emergency braking, high-speed cornering, and bumpy road conditions). The desired damping force curve refers to the command trajectory calculated by the shock absorber controller, showing how the damping force the shock absorber should output changes over time or with piston speed in the next very short control cycle.

[0101] For example, a target damping coefficient range can be used as a benchmark calibration set. Combined with real-time driving information, the final damping force can be dynamically fine-tuned using a set of preset, experienced control rules. For instance, when emergency braking (high deceleration) is detected, regardless of user preference, the front axle compression damping will be temporarily increased beyond the target range to prevent "nose-diving." When the wheel acceleration sensor detects high-frequency bumps, the damping will be quickly reduced to improve tire grip. The final desired damping force curve is the result of superimposing the target benchmark with corrections based on real-time operating conditions.

[0102] For example, a predictive controller can also be established that includes a vehicle dynamics model, a damper model, and the current target damping coefficient range (reflecting user preferences). This controller uses real-time driving information and short-term predicted road surface inputs as references, and optimizes multiple performance objectives such as ride comfort and handling stability, calculating the optimal expected damping force curve for a future period within each control cycle.

[0103] The control method for the electronically controlled shock absorber of a vehicle provided in this embodiment responds to a user-triggered damping command, obtains the target damping effect determined by the user, and this effect can be continuously selected within the range from sport mode to comfort mode. Based on the target damping effect, a corresponding target damping coefficient range is mapped into a preset continuous damping coefficient parameter space. During vehicle operation, combined with real-time collected driving information and the target damping coefficient range, a desired damping force curve is dynamically generated, and the electronically controlled shock absorber is controlled in real-time based on this curve. This method, by providing continuously adjustable damping effect selection, breaks through the limitations of traditional fixed modes and can accurately meet the user's personalized preferences. Simultaneously, the dynamic generation of the damping force curve based on the continuous parameter space and real-time driving information enables the system to have a rapid response capability to complex working conditions, thereby maintaining stable adaptation of damping performance in varying driving environments and effectively improving driving comfort and overall experience.

[0104] This embodiment provides a control method for an electronically controlled shock absorber for a vehicle. Figure 2 The flowchart of the control method for the electronically controlled shock absorber of a vehicle provided in the embodiments of this application Figure 2 .like Figure 2 As shown, in this embodiment... Figure 1 Based on the embodiments, the process of obtaining the corresponding target damping coefficient range and generating the desired damping force curve is described in detail. The method includes:

[0105] S201: In response to the vibration reduction command triggered by the user, obtain the target vibration reduction effect.

[0106] This step is the same as S101, and will not be repeated here.

[0107] S202. Obtain the target position of the target vibration reduction effect in the continuously changing vibration reduction effect.

[0108] S203. Based on the same target location, obtain the target damping coefficient in the continuous damping coefficient parameter space.

[0109] For example, user actions (such as slider position) can be directly normalized to a scalar value between 0 and 1 (i.e., the target position). The parameter sets for comfort mode and sport mode are treated as two reference coordinate points in the parameter space. Then, using a linear or predefined nonlinear interpolation function, a precise intermediate value is calculated for each damping coefficient dimension in the parameter space (e.g., low-speed compression, high-speed recovery) based on the target position scalar value. Ultimately, the interpolation results across all these dimensions together constitute a defined set of target damping coefficients.

[0110] S204. Extend a preset length to both sides with the target damping coefficient as the midpoint to obtain the range of the target damping coefficient.

[0111] For example, a fixed extension length can be preset for each damping coefficient dimension. This length can be an absolute value (such as the target value ±50 N·s / m) or a relative percentage (such as the target value ±15%). After obtaining the target damping coefficient, the preset extension amount is simply added to and subtracted from the value of each dimension to generate an upper and lower boundary for each dimension. The set of boundaries for all dimensions then constitutes a multidimensional box-shaped parameter range.

[0112] For example, before extending a preset length outwards from the target damping coefficient as the midpoint to obtain the range of the target damping coefficient, the method further includes:

[0113] Obtain the current driving scenario;

[0114] Based on the current driving scenario, obtain the length parameter, which is used to indicate the preset length of the extension on both sides. The corresponding length parameter is different for different driving scenarios.

[0115] In this example, the current driving scenario refers to the specific driving environment and operating condition category in which the vehicle is located, as identified in real time by sensors and algorithms. It can be a high-level scenario judgment after the fusion of multiple information sources. Driving scenarios include, but are not limited to: urban congested roads, highway cruising, continuous winding mountain roads, bumpy unpaved roads, and aggressive driving (rapid acceleration / braking / lane changes), etc.

[0116] The length parameter is a control variable that is dynamically determined based on the current driving scenario and is used to define the range of the target damping coefficient. It determines the degree of freedom that allows the real-time control logic to dynamically adjust around the user-defined target damping coefficient reference value.

[0117] For example, the current driving scenario can be identified and classified in real time by fusing multi-source information (such as positioning, navigation map data, road features perceived by cameras / radar, and vehicle dynamic sensor data). A scenario-length parameter mapping table or decision model can also be preset. For instance, when the scenario is identified as highway cruising, a smaller length parameter (narrow range) is assigned because the operating conditions are stable and users have high consistency requirements; when the scenario is identified as a complex and bumpy road surface, a larger length parameter (wide range) is assigned, providing more parameter optimization space for autonomously optimizing comfort (e.g., softer) or tire grip (e.g., firmer).

[0118] This example can tighten the range in stable scenarios to ensure that the vehicle's behavior strictly meets user expectations, enhancing controllability and trust; in complex and challenging scenarios, it can intelligently loosen the range, allowing the control system to operate in a larger safe zone, prioritizing the vehicle's basic safety and overall driving quality, so that personalized settings are no longer rigid parameters, but an intelligent adaptive strategy that can adapt to the environment.

[0119] S205. During vehicle operation, based on the vehicle's driving information and the target damping coefficient range, a desired damping force curve is generated, and the electronically controlled shock absorber is controlled for vibration reduction based on the desired damping force curve.

[0120] In this step, for example, an initial desired damping force can be directly calculated based on driving information. This desired damping force is then back-calculated to the corresponding damping coefficient, and its range is checked. If it exceeds this range, it is clamped to the nearest boundary value, ultimately generating a desired damping force curve constrained by the user's preferred range.

[0121] For example, a predictive controller incorporating a vehicle model, a shock absorber model, and current driving information can also be established. In each control cycle, the controller uses the midpoint of the target damping coefficient range as a reference trajectory, the range boundary as constraints, and aims to optimize the overall performance (comfort, road grip, etc.) over the next few time steps, performing rolling optimization calculations. Ultimately, it directly outputs an optimal expected damping force curve for the shortest possible time period.

[0122] S206. Output an evaluation interface to the user through the in-vehicle interactive interface and obtain feedback information input by the user, including the user's satisfaction and / or experience.

[0123] S207. Adjust the preset length of the extension on both sides based on user feedback.

[0124] For example, after detecting that specific conditions are met (e.g., completing a continuous drive of more than 30 minutes, or having just experienced road conditions identified as complex by the system), an evaluation interface can automatically pop up on the in-vehicle interactive interface (such as the central control screen). The interface may include a simple satisfaction rating (1-5 stars) and several optional tags (such as too soft, just right, too hard). Alternatively, when sensors detect that the vehicle has just passed over a long-wave undulating road surface or a dense series of speed bumps, the interface can proactively pop up and guide the user to evaluate the comfort of the bumpy road. The evaluation options will be more specific, such as excellent vibration damping, a bit shaky, noticeable impact, etc.

[0125] For example, by accumulating user feedback data over a period of time (such as a week), statistical analysis can be performed to discover patterns. For instance, when a user repeatedly gives unsatisfactory feedback—that the damping is too stiff—at a target position with some motion, it can be determined that the lower limit of the damping coefficient range set for that position and that user is too high. Subsequently, in the next optimization cycle, the extended range corresponding to that position is automatically shifted downwards, that is, the upper and lower boundaries are lowered simultaneously, thereby shifting the effective parameter range that real-time control can use as a whole towards a softer direction.

[0126] The control method for the electronically controlled shock absorber of the vehicle provided in this embodiment achieves a true balance between personalization and adaptability by allowing users to precisely set their damping preferences on a continuous spectrum and dynamically generating a range of elastically controllable damping parameters in conjunction with driving scenarios. At the same time, it introduces a user feedback closed loop, enabling the control logic to continuously learn and self-optimize. This ensures that the system meets users' long-term subjective expectations while proactively responding to complex and ever-changing real-time driving conditions, ultimately achieving synergistic improvements in three dimensions: handling precision, ride comfort, and user satisfaction.

[0127] This embodiment also provides a control device for an electronically controlled shock absorber for a vehicle. Figure 3 A diagram of a control device for an electronically controlled shock absorber for a vehicle provided in an embodiment of the present invention is shown. Figure 3 As shown, the control device 30 of the electronically controlled vibration damper includes:

[0128] The response module 301 is used to respond to the vibration reduction command triggered by the user and obtain the target vibration reduction effect; wherein, the user can determine the target vibration reduction effect from the continuously changing vibration reduction effect, and the continuously changing vibration reduction effect is the vibration reduction effect in the range from sports mode to comfort mode;

[0129] The acquisition module 302 is used to obtain the corresponding target damping coefficient range in the continuous damping coefficient parameter space according to the target vibration reduction effect;

[0130] The control module 303 is used to generate a desired damping force curve based on the vehicle's driving information and the target damping coefficient range during vehicle operation, and to perform vibration reduction control on the electronically controlled shock absorber based on the desired damping force curve.

[0131] In one possible implementation, the acquisition module 302 is specifically used for:

[0132] Based on the user's historical driving behavior data, obtain the user's driving style tags;

[0133] Based on the user's driving style label and target damping effect, the corresponding target damping coefficient range is obtained in the continuous damping coefficient parameter space; where, for the same target damping effect, different driving style labels correspond to different target damping coefficient ranges.

[0134] In one possible implementation, the acquisition module 302 is also used for:

[0135] Obtain the damping coefficient parameter set for the vehicle's comfort mode and the damping coefficient parameter set for the sport mode;

[0136] Interpolation processing is performed on the damping coefficient parameter sets for comfort mode and motion mode;

[0137] A mapping relationship is established between the continuously varying vibration reduction effect and the continuous damping coefficient parameter space, wherein the vibration reduction effect and the damping coefficient are mapped point-to-point.

[0138] In one possible implementation, the acquisition module 302 is specifically used for:

[0139] Obtain the target position of the target vibration reduction effect within the continuously changing vibration reduction effect;

[0140] Based on the same target location, the target damping coefficient is obtained in the continuous damping coefficient parameter space;

[0141] Extend a preset length to both sides with the target damping coefficient as the midpoint to obtain the range of the target damping coefficient.

[0142] In one possible implementation, the acquisition module 302 is also used for:

[0143] Obtain the current driving scenario;

[0144] Based on the current driving scenario, obtain the length parameter, which is used to indicate the preset length of the extension on both sides. The corresponding length parameter is different for different driving scenarios.

[0145] In one possible implementation, the control module 303 is also used for:

[0146] The in-vehicle interactive interface outputs an evaluation interface to the user and obtains the user's feedback information, including the user's satisfaction and / or experience.

[0147] Adjust the preset length of the extension on both sides based on user feedback.

[0148] In one possible implementation, response module 301 is specifically used for:

[0149] In response to the user's vibration damping operation on the in-vehicle interactive interface, a range adjustment box is displayed on the in-vehicle interactive interface. One end of the range adjustment box corresponds to the sport mode, and the other end corresponds to the comfort mode.

[0150] Obtain the target position selected by the user in the interval adjustment box, and obtain the target vibration reduction effect based on the target position.

[0151] This embodiment provides a control device for an electronically controlled shock absorber of a vehicle, which can execute the control method for the electronically controlled shock absorber of a vehicle provided in the above-described method embodiment. Its implementation principle and technical effect are similar, and will not be described in detail here.

[0152] Figure 4 This is a hardware schematic diagram of an electronic device provided in an embodiment of the present invention. For example... Figure 4 As shown, the electronic device 40 provided in this embodiment includes at least one processor 401, a memory 402, and an electronically controlled vibration damper 403. The device 40 also includes a communication component 404. The processor 401, memory 402, electronically controlled vibration damper 403, and communication component 404 are connected via a bus 405.

[0153] In the specific implementation process, at least one processor 401 executes computer execution instructions stored in memory 402, causing at least one processor 401 to perform the above method.

[0154] The specific implementation process of processor 401 can be found in the above method embodiments, and its implementation principle and technical effect are similar. It will not be repeated here.

[0155] In the above Figure 4In the illustrated embodiments, it should be understood that the processor can be a Central Processing Unit (CPU), or other general-purpose processors, digital signal processors (DSPs), application-specific integrated circuits (ASICs), etc. The general-purpose processor can be a microprocessor or any conventional processor. The steps of the method disclosed in this invention can be directly implemented by a hardware processor, or implemented by a combination of hardware and software modules within the processor.

[0156] The memory may include random access memory (RAM) and may also include non-volatile memory (NVM), such as at least one disk storage device.

[0157] The bus can be an Industry Standard Architecture (ISA) bus, a Peripheral Component Interconnect (PCI) bus, or an Extended Industry Standard Architecture (EISA) bus, etc. Buses can be categorized as address buses, data buses, control buses, etc. For ease of illustration, the buses shown in the accompanying drawings are not limited to a single bus or a single type of bus.

[0158] This application also provides a computer-readable storage medium storing computer-executable instructions, which, when executed by a processor, implement the method described above.

[0159] The aforementioned readable storage medium can be implemented by any type of volatile or non-volatile storage device or a combination thereof, such as static random access memory (SRAM), electrically erasable programmable read-only memory (EEPROM), erasable programmable read-only memory (EPROM), programmable read-only memory (PROM), read-only memory (ROM), magnetic storage, flash memory, magnetic disk, or optical disk. The readable storage medium can be any available medium accessible to a general-purpose or special-purpose computer.

[0160] An exemplary readable storage medium is coupled to a processor, enabling the processor to read information from and write information to the readable storage medium. Of course, the readable storage medium can also be a component of the processor. The processor and the readable storage medium can reside in an Application Specific Integrated Circuit (ASIC). Alternatively, the processor and the readable storage medium can exist as discrete components in the device.

[0161] The division of units is merely a logical functional division; in actual implementation, there may be other division methods. For example, multiple units or components may be combined or integrated into another system, or some features may be ignored or not executed. Furthermore, the coupling or direct coupling or communication connection shown or discussed may be indirect coupling or communication connection through some interfaces, devices, or units, and may be electrical, mechanical, or other forms.

[0162] The units described as separate components may or may not be physically separate. The components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple network units. Some or all of the units can be selected to achieve the purpose of this embodiment according to actual needs.

[0163] In addition, the functional units in the various embodiments of the present invention can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit.

[0164] If a function is implemented as a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of this invention, or the part that contributes to the prior art, or a part of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods of the various embodiments of this invention. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, portable hard drives, read-only memory (ROM), random access memory (RAM), magnetic disks, or optical disks.

[0165] Those skilled in the art will understand that all or part of the steps of the above-described method embodiments can be implemented by hardware related to program instructions. The aforementioned program can be stored in a computer-readable storage medium. When executed, the program performs the steps of the above-described method embodiments; and the aforementioned storage medium includes various media capable of storing program code, such as ROM, RAM, magnetic disks, or optical disks.

[0166] The technical solutions of this application have been described above with reference to the preferred embodiments shown in the accompanying drawings. However, it is readily understood by those skilled in the art that the scope of protection of this application is obviously not limited to these specific embodiments. The above embodiments are only used to illustrate the technical solutions of this application and are not intended to limit them. Although this application has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some or all of the technical features therein. These modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the embodiments of this application.

Claims

1. A control method of an electronically controlled shock absorber of a vehicle, characterized by, The method comprises the following steps: in response to a user triggered damping instruction, obtaining a target damping effect; wherein the user can determine the target damping effect in a continuously changing damping effect, and the continuously changing damping effect is a damping effect in a motion mode to a comfort mode interval; according to the target damping effect, obtaining a corresponding target damping coefficient range in a continuous damping coefficient parameter space; during the driving of the vehicle, generating an expected damping force curve according to the driving information of the vehicle and the target damping coefficient range, and performing damping control on the electric control shock absorber according to the expected damping force curve.

2. The method of claim 1, wherein, According to the target damping effect, the target damping coefficient range in the continuous damping coefficient parameter space is obtained, comprising: obtaining the driving style label of the user according to the historical driving behavior data of the user; according to the driving style label of the user and the target damping effect, obtaining a corresponding target damping coefficient range in a continuous damping coefficient parameter space; wherein the same target damping effect corresponds to different target damping coefficient ranges with different driving style labels.

3. The method of claim 1, wherein, Before the target damping effect is obtained in the continuous damping coefficient parameter space, the method further comprises: obtaining a comfort mode damping coefficient parameter set and a motion mode damping coefficient parameter set of the vehicle; interpolating the comfort mode damping coefficient parameter set and the motion mode damping coefficient parameter set; establishing a mapping relationship between the continuously changing damping effect and the continuous damping coefficient parameter space, wherein the damping effect and the damping coefficient are point-to-point mapping.

4. The method of claim 3, wherein, According to the target damping effect, the target damping coefficient range in the continuous damping coefficient parameter space is obtained, comprising: obtaining the target position of the target damping effect in the continuously changing damping effect; based on the same target position, obtaining a target damping coefficient in a continuous damping coefficient parameter space; expanding a preset length to both sides with the target damping coefficient as the midpoint to obtain the target damping coefficient range.

5. The method of claim 4, wherein, Before the target damping coefficient range is obtained by expanding a preset length to both sides with the target damping coefficient as the midpoint, the method further comprises: obtaining a current driving scene; according to the current driving scene, obtaining a length parameter, the length parameter being used to indicate the preset length of the two sides expansion, wherein different driving scenes correspond to different length parameters.

6. The method of claim 4, wherein, After the electric control shock absorber is controlled according to the expected damping force curve, the method further comprises: outputting an evaluation interface to the user through a vehicle-mounted interactive interface, and obtaining feedback information input by the user, the feedback information including the user's satisfaction and / or experience; according to the feedback information of the user, adjusting the preset length of the two sides expansion.

7. The method of claim 1, wherein, In response to the user triggered damping instruction, the target damping effect is obtained, comprising: in response to the user's damping operation on the vehicle-mounted interactive interface, displaying an interval adjustment box in the vehicle-mounted interactive interface, one end of the interval adjustment box corresponding to the motion mode and the other end corresponding to the comfort mode; The target position selected by the user in the interval adjustment box is acquired, and a target damping effect is acquired according to the target position.

8. A control device of an electronically controlled shock absorber of a vehicle, characterized by comprising: The device comprises: A response module is configured to acquire a target damping effect in response to a user-triggered damping instruction, wherein the user can determine the target damping effect in a continuously changing damping effect, and the continuously changing damping effect is a damping effect in a motion mode to a comfort mode interval. An acquisition module is configured to acquire a corresponding target damping coefficient range in a continuous damping coefficient parameter space according to the target damping effect. A control module is configured to generate a desired damping force curve according to driving information of the vehicle and the target damping coefficient range during driving of the vehicle, and perform damping control on the electrically controlled shock absorber according to the desired damping force curve.

9. A computer-readable storage medium, characterized in that, The computer readable storage medium stores computer execution instructions, and the computer execution instructions are executed by the processor to implement the method in any one of claims 1-7.

10. An electronic device, comprising: Comprise: At least one processor, memory, and electrically controlled shock absorber; wherein The memory stores computer execution instructions; The at least one processor executes the computer execution instructions stored in the memory, so that the at least one processor executes the method in any one of claims 1-7.

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