Damping coefficient control method and device for shock absorber in suspension system

Abstract

The invention provides a damping coefficient control method and device for a shock absorber in a suspension system, and belongs to the technical field of vehicles. The method comprises the steps of obtaining a first monitoring data set associated with a vehicle off-ground event, determining a probability value of occurrence of the vehicle off-ground event based on the first monitoring data set, obtaining current potential energy of a shock absorber in a suspension system under the condition that the probability value exceeds a preset threshold value, obtaining a second monitoring data set associated with the running state of a vehicle, and determining the probability value of occurrence of the vehicle off-ground event based on the second monitoring data set. And determining a target damping coefficient based on the second monitoring data set and the potential energy, and controlling a damping coefficient of a shock absorber in the suspension system based on the target damping coefficient. The problems that in the prior art, the recognition accuracy of the vehicle flying state is insufficient, response lags behind, the occurrence of an off-ground event and the movement trend of a suspension are difficult to pre-judge in advance, and therefore stretching limiting impact caused by rapid springback of the suspension is difficult to effectively restrain, and finally the vibration reduction effect is limited; and the problems of smoothness and safety of vehicles under fluctuating road conditions cannot be fundamentally solved.

Description

Technical Field

[0001] This application relates to the field of vehicle technology, and in particular to a method and device for controlling the damping coefficient of a shock absorber in a suspension system. Background Technology

[0002] In off-road driving and traversing complex mountain roads, encountering steep inclines, large potholes, and other undulating road conditions is extremely common. Under such conditions, the vehicle's tires are prone to brief periods of airborne motion, which can cause a drastic change in the vertical load on the suspension system, resulting in a significant impact on the vehicle. This severely affects the ride smoothness and safety of the vehicle. Therefore, it is necessary to determine the damping coefficient of the shock absorbers in the suspension system to suppress this impact.

[0003] In related technologies, existing methods for controlling the damping coefficient of shock absorbers in suspension systems primarily rely on determining the damping coefficient based on the rate of change of acceleration. However, this method suffers from insufficient accuracy in identifying vehicle airborne states and exhibits a delayed response, making it difficult to predict ground-lift events and suspension movement trends in advance. Consequently, it struggles to effectively suppress the tensile and limiting impact caused by rapid suspension rebound. Ultimately, this results in limited damping performance and fails to fundamentally address the issues of ride comfort and safety on undulating road conditions. Summary of the Invention

[0004] The purpose of this application is to provide a method and device for controlling the damping coefficient of a shock absorber in a suspension system, in order to solve the problems of insufficient accuracy in identifying the vehicle's airborne state, delayed response, difficulty in predicting the occurrence of ground-lift events and the movement trend of the suspension, and thus difficulty in effectively suppressing the tensile limit impact caused by rapid suspension rebound, ultimately resulting in limited damping effect and failing to fundamentally solve the problems of vehicle ride comfort and safety under undulating road conditions. The specific technical solution is as follows: In a first aspect of this application, a method for controlling the damping coefficient of a shock absorber in a suspension system is provided, applied to a vehicle, the vehicle including a suspension system, the method comprising: Obtain a first monitoring dataset associated with vehicle off-ground events, and determine the probability value of the vehicle off-ground events based on the first monitoring dataset; If the probability value exceeds a preset threshold, the current potential energy of the shock absorber in the suspension system is obtained; A second monitoring dataset associated with the operating status of the vehicle is obtained, and a target damping coefficient is determined based on the second monitoring dataset and the potential energy; The damping coefficient of the shock absorber in the suspension system is controlled based on the target damping coefficient.

[0005] In an optional implementation, determining the probability value of the vehicle leaving the ground event based on the first monitoring dataset includes: Obtain monitoring data for multiple targets from the first monitoring dataset; For any of the target monitoring data, determine the ground-off characteristic value corresponding to the target monitoring data; Based on the ground-lift feature values ​​corresponding to each of the multiple target monitoring data, the probability value of the vehicle ground-lifting event is determined.

[0006] In an optional implementation, determining the off-ground characteristic value corresponding to the target monitoring data includes: Obtain the off-ground event assessment value and preset monitoring threshold corresponding to the target monitoring data; Based on the off-ground event assessment value corresponding to the target monitoring data and the preset monitoring threshold, the off-ground characteristic value corresponding to the target monitoring data is determined.

[0007] In an optional implementation, determining the probability value of the vehicle leaving the ground event based on the ground-leaving feature values ​​corresponding to each of the plurality of target monitoring data includes: For any of the target monitoring data, determine the weighting coefficient corresponding to the target monitoring data; The product of the weight coefficient corresponding to the target monitoring data and the ground-off feature value corresponding to the target monitoring data is used as the weight sub-item corresponding to the target monitoring data; The probability value of the vehicle leaving the ground event is obtained by summing the weighted components corresponding to each of the multiple target monitoring data.

[0008] In an optional implementation, determining the target damping coefficient based on the second monitoring dataset and the potential energy includes: Based on the second monitoring dataset, the potential energy correction coefficient of the shock absorber in the suspension system is determined; The product of the potential energy correction coefficient of the shock absorber in the suspension system and the potential energy is determined as the target potential energy; The target damping coefficient is determined based on the second monitoring dataset and the target potential energy.

[0009] In an optional implementation, determining the potential energy correction coefficient of the shock absorber in the suspension system based on the second monitoring dataset includes: Obtain multiple evaluation data from the second monitoring dataset; For any of the aforementioned evaluation data, determine the vehicle state characteristic value corresponding to the evaluation data; The potential energy correction coefficient is determined based on the vehicle state characteristic values ​​corresponding to each of the multiple evaluation data.

[0010] In an optional implementation, determining the target damping coefficient based on the second monitoring dataset and the target potential energy includes: Obtain at least one damping correction data from the second monitoring dataset; The basic damping coefficient is obtained by querying the preset damping mapping table based on the target potential energy. Based on at least one of the damping correction data, the basic damping coefficient is corrected to obtain the target damping coefficient.

[0011] In an optional implementation, controlling the damping coefficient of the shock absorber in the suspension system based on the target damping coefficient includes: Obtain the allowable tensile stroke of the shock absorber in the suspension system; When the vehicle lift-off event is detected, the tension stroke of the shock absorber in the suspension system in the current state is obtained; Based on the tension stroke of the shock absorber in the current state and the allowable tension stroke in the suspension system, the damping intervention level is determined; The target damping coefficient is adjusted according to the adjustment ratio corresponding to the damping intervention level, and the damping coefficient of the shock absorber in the suspension system is controlled based on the adjusted target damping coefficient.

[0012] In an optional implementation, determining the damping intervention level based on the tension stroke of the shock absorber in the current state and the allowable tension stroke in the suspension system includes: Determine the ratio of the tension stroke of the shock absorber in the current state to the allowable tension stroke in the suspension system; If the ratio is greater than a preset safety threshold, the damping intervention level is determined to be the first level; The step of adjusting the target damping coefficient according to the adjustment ratio corresponding to the damping intervention level includes: taking the product of the adjustment ratio corresponding to the first level and the target damping coefficient as the adjusted target damping coefficient; If the ratio is not greater than the safety threshold, then the damping intervention level is determined to be the second level; The step of adjusting the target damping coefficient according to the adjustment ratio corresponding to the damping intervention level includes: taking the product of the adjustment ratio corresponding to the second level and the target damping coefficient as the adjusted target damping coefficient; The risk corresponding to the first level is higher than that corresponding to the second level, and the adjustment ratio corresponding to the first level is greater than that corresponding to the second level.

[0013] In a second aspect of this application, a damping coefficient determining device is also provided, applied to a vehicle, the vehicle including a suspension system, the device comprising: The probability value determination module is used to acquire a first monitoring dataset associated with vehicle ground lifting events, and determine the probability value of the vehicle ground lifting event based on the first monitoring dataset. The potential energy determination module is used to obtain the current potential energy of the shock absorber in the suspension system when the probability value exceeds a preset threshold. The target damping coefficient determination module is used to acquire a second monitoring dataset associated with the operating state of the vehicle, and to determine the target damping coefficient based on the second monitoring dataset and the potential energy. The damping coefficient control module of the shock absorber in the suspension system is used to control the damping coefficient of the shock absorber in the suspension system based on the target damping coefficient.

[0014] In a third aspect of the embodiments of this application, a vehicle is also provided, including a processor, a communication interface, a memory, and a communication bus, wherein the processor, the communication interface, and the memory communicate with each other through the communication bus; Memory, used to store computer programs; When the processor executes the program stored in the memory, it implements the damping coefficient control method of the shock absorber in the suspension system described in any one of the first aspects above.

[0015] In a fourth aspect of the embodiments of this application, a storage medium is also provided, wherein the storage medium stores instructions that, when executed on a computer, cause the computer to execute the damping coefficient control method for the shock absorber in any of the first aspects described above.

[0016] In a fifth aspect of the embodiments of this application, a computer program product containing instructions is also provided, which, when run on a computer, causes the computer to execute the damping coefficient control method for a shock absorber in any of the first aspects described above.

[0017] The technical solution provided in this application obtains a first monitoring dataset associated with vehicle ground clearance events, determines the probability value of such events based on the first monitoring dataset, and, if the probability value exceeds a preset threshold, obtains the current potential energy of the shock absorber in the suspension system. It also obtains a second monitoring dataset associated with the vehicle's operating state, and determines a target damping coefficient based on the second monitoring dataset and the potential energy. The damping coefficient of the shock absorber in the suspension system is then controlled based on the target damping coefficient. By determining the probability value of vehicle ground clearance events using the first monitoring dataset associated with the events, and determining the target damping coefficient based on the second monitoring dataset associated with the vehicle's operating state and the current potential energy of the shock absorber in the suspension system, the damping coefficient of the shock absorber in the suspension system can be controlled based on the target damping coefficient. This allows for the prediction of ground clearance events and the movement trend of the suspension in advance, thereby suppressing the tensile and limiting impact caused by rapid suspension rebound. The existing technology suffers from insufficient accuracy and delayed response in recognizing vehicle airborne states, making it difficult to predict the occurrence of ground-leaking events and the movement trend of the suspension. Consequently, it is difficult to effectively suppress the stretching and limiting impact caused by the rapid rebound of the suspension, ultimately resulting in limited vibration reduction and failing to fundamentally solve the problems of vehicle ride comfort and safety under undulating road conditions. Attached Figure Description

[0018] 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.

[0019] To more clearly illustrate the technical solutions in the embodiments of this application or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, for those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0020] One or more embodiments are illustrated by way of example with reference numerals in the accompanying drawings. These illustrations do not constitute a limitation on the embodiments. Elements with the same reference numerals in the drawings are denoted as similar elements. Unless otherwise stated, the figures in the drawings are not to be limited by scale.

[0021] Figure 1 A schematic diagram illustrating the implementation process of a method for controlling the damping coefficient of a shock absorber in a suspension system, provided in an embodiment of this application; Figure 2 A schematic diagram illustrating the implementation process of another method for controlling the damping coefficient of a shock absorber in a suspension system, provided in an embodiment of this application; Figure 3 A schematic diagram illustrating the implementation process of a method for determining ground-off characteristic values ​​provided in this application embodiment; Figure 4A schematic diagram illustrating the implementation process of another method for controlling the damping coefficient of a shock absorber in a suspension system, provided in an embodiment of this application; Figure 5 A schematic diagram illustrating the implementation process of a damping coefficient correction method provided in this application embodiment; Figure 6 This application provides a schematic diagram of the structure of a damping coefficient control device for a shock absorber in a suspension system; Figure 7 This is a structural schematic diagram of a vehicle provided in an embodiment of this application. Detailed Implementation

[0022] To make the objectives, technical solutions, and advantages of the embodiments of this application clearer, the technical solutions of the embodiments 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.

[0023] The following disclosure provides numerous different embodiments or examples for implementing various structures of this application. To simplify the disclosure, specific examples of components and arrangements are described below. These are merely examples and are not intended to limit the scope of this application. Furthermore, reference numerals and / or letters may be repeated in different examples. Such repetition is for simplification and clarity and does not in itself indicate a relationship between the various embodiments and / or arrangements discussed.

[0024] To address the shortcomings of existing technologies in accurately identifying vehicle airborne states, their delayed response, and the difficulty in predicting ground-leaning events and suspension movement trends, which consequently hinders the effective suppression of tensile and limiting impacts caused by rapid suspension rebound and ultimately results in limited damping performance, failing to fundamentally solve the technical problems of vehicle ride comfort and safety under undulating road conditions, this application provides a method and apparatus for controlling the damping coefficient of a shock absorber in a suspension system. The method involves acquiring a first monitoring dataset associated with vehicle ground-leaning events, determining the probability value of such events based on the first monitoring dataset, acquiring the current potential energy of the shock absorber in the suspension system when the probability value exceeds a preset threshold, acquiring a second monitoring dataset associated with the vehicle's operating state, determining a target damping coefficient based on the second monitoring dataset and the potential energy, and controlling the damping coefficient of the shock absorber in the suspension system based on the target damping coefficient. By using a first monitoring dataset associated with vehicle ground clearance events to determine the probability of such events, and a second monitoring dataset associated with the vehicle's operating state and the current potential energy of the shock absorbers in the suspension system to determine the target damping coefficient, the damping coefficient of the shock absorbers in the suspension system can be controlled based on the target damping coefficient. This allows for the prediction of ground clearance events and the movement trend of the suspension, thereby suppressing the tensile limit impact caused by rapid suspension rebound.

[0025] like Figure 1 The diagram shown is a schematic representation of the implementation process of a method for controlling the damping coefficient of a shock absorber in a suspension system according to an embodiment of this application. Specifically, it may include the following steps: S101, acquire the first monitoring dataset associated with the vehicle off-ground event, and determine the probability value of the vehicle off-ground event based on the first monitoring dataset.

[0026] In this embodiment, a first monitoring dataset associated with vehicle ground-lift events is obtained, and a probability value for the occurrence of a vehicle ground-lift event is determined based on the first monitoring dataset. A vehicle ground-lift event refers to an event in which the tires of a vehicle briefly leave the ground due to road surface undulations (such as ramps, potholes, etc.) while the vehicle is in motion. The probability value is used to assess the likelihood of a vehicle ground-lift event occurring. The first monitoring dataset may include vertical acceleration abrupt changes, suspension rebound speed, wheel slip rate, instantaneous tire pressure change rate, etc., but this embodiment does not limit the specific data.

[0027] Specifically, acceleration data can be obtained from acceleration sensors to detect sudden changes in vehicle acceleration in the vertical direction, especially sudden increases in positive acceleration occurring within a very short time; relative displacement data of the suspension can be obtained from travel sensors, and rebound / compression speed data can be obtained through differential calculation to monitor the speed at which the suspension rebounds from the compressed state, reflecting the dynamic process of pressure release between the tire and the ground; wheel speed data can be obtained from wheel speed sensors to determine whether the wheel is spinning freely or rotating abnormally, reflecting changes in tire grip; and tire pressure data can be obtained from tire pressure sensors to monitor instantaneous changes in tire pressure, helping to determine sudden changes in tire contact pressure.

[0028] Furthermore, after acquiring the first monitoring dataset associated with vehicle off-ground events, to ensure data quality and consistency with subsequent fusion calculations, the data in the first monitoring dataset can be preprocessed, including but not limited to: filtering the data in the first monitoring dataset using a low-pass filter or a Kalman filter to eliminate high-frequency noise and interference; synchronizing and aligning the data in the first monitoring dataset according to a unified timestamp to ensure data consistency in the time domain; and normalizing or standardizing monitoring data with different physical units and dimensions to map them to a unified numerical range, so as to facilitate subsequent weighted fusion and probability calculations.

[0029] S102: If the probability value exceeds a preset threshold, obtain the current potential energy of the shock absorber in the suspension system.

[0030] In this embodiment, when the probability value exceeds a preset threshold, the current potential energy of the shock absorber in the suspension system is obtained. The preset threshold is a pre-set probability value used to assess whether the damping coefficient prediction process will be triggered. The current potential energy of the shock absorber in the suspension system refers to the elastic potential energy stored in the vehicle's suspension system due to compression deformation.

[0031] It should be noted that if the above probability value exceeds the preset threshold, it indicates that the vehicle is about to or is highly likely to enter a state of airborne operation, meaning that the vehicle may or is likely to experience a ground-lift event. In this case, it is necessary to estimate the target damping coefficient of the shock absorbers in the suspension system in advance.

[0032] Specifically, the compression stroke of the suspension system can be obtained through a stroke sensor. The stiffness coefficient of the springs in the suspension system and the current compression stroke are then input into the potential energy formula to calculate the current potential energy of the shock absorber in the suspension system. The potential energy formula is as follows: ; in, This represents the current potential energy of the shock absorber in the suspension system. This represents the stiffness coefficient of the spring in the suspension system. This represents the compression stroke of the current suspension system.

[0033] In another embodiment of this application, if the probability value does not exceed a preset threshold, it indicates that the vehicle is currently in a normal driving state, or the probability of the vehicle leaving the ground is extremely low, and the current damping coefficient strategy or conventional road surface adaptation control can continue to be executed.

[0034] S103, acquire the second monitoring dataset associated with the vehicle's operating status, and determine the target damping coefficient based on the second monitoring dataset and potential energy.

[0035] In this embodiment, a second monitoring dataset associated with the vehicle's operating state is acquired, and a target damping coefficient is determined based on the second monitoring dataset and potential energy information. The target damping coefficient refers to the damping coefficient that the shock absorber needs to change to suppress suspension rebound impact. The second monitoring dataset may include the vehicle's longitudinal acceleration, pitch angle / slope information, driving speed, rate of change of vehicle speed, and real-time suspension travel, etc.

[0036] S104, based on the target damping coefficient, controls the damping coefficient of the shock absorber in the suspension system.

[0037] In this embodiment, the damping coefficient of the shock absorber in the suspension system is controlled based on the target damping coefficient. The damping coefficient of the shock absorber in the suspension system is a parameter value used to adjust the damping characteristics of the shock absorber in real time during the vehicle's ground-lift rebound phase and subsequent ground-contact compression phase, so that the shock absorber generates a corresponding damping force during these phases.

[0038] Based on the above description of the technical solution provided in the embodiments of this application, a first monitoring dataset associated with a vehicle ground-lift event is obtained, and the probability value of the vehicle ground-lift event is determined based on the first monitoring dataset. If the probability value exceeds a preset threshold, the current potential energy of the shock absorber in the suspension system is obtained, and a second monitoring dataset associated with the vehicle's operating state is obtained. Based on the second monitoring dataset and the potential energy, a target damping coefficient is determined, and the damping coefficient of the shock absorber in the suspension system is controlled based on the target damping coefficient. In this way, by determining the probability value of a vehicle ground-lift event using the first monitoring dataset associated with the vehicle ground-lift event, and by determining the target damping coefficient based on the second monitoring dataset associated with the vehicle's operating state and the current potential energy of the shock absorber in the suspension system, the damping coefficient of the shock absorber in the suspension system can be controlled based on the target damping coefficient. This allows for the prediction of the occurrence of ground-lift events and the movement trend of the suspension in advance, thereby suppressing the tensile limiting impact caused by rapid suspension rebound. The existing technology suffers from insufficient accuracy and delayed response in recognizing vehicle airborne states, making it difficult to predict the occurrence of ground-leaking events and the movement trend of the suspension. Consequently, it is difficult to effectively suppress the stretching and limiting impact caused by the rapid rebound of the suspension, ultimately resulting in limited vibration reduction and failing to fundamentally solve the problems of vehicle ride comfort and safety under undulating road conditions.

[0039] like Figure 2 The diagram shown is a schematic representation of the implementation flow of another method for controlling the damping coefficient of a shock absorber in a suspension system according to an embodiment of this application. Specifically, it may include the following: S201, Obtain the first monitoring dataset associated with the vehicle off-ground event, and determine the probability value of the vehicle off-ground event based on the first monitoring dataset.

[0040] In this embodiment of the application, this step is similar to step S101 above, and will not be described in detail here.

[0041] S202, Obtain monitoring data for multiple targets from the first monitoring dataset.

[0042] In this embodiment of the application, multiple target monitoring data are obtained from the first monitoring dataset, wherein the target monitoring data refers to a subset of parameters that are strongly correlated with the vehicle off-ground event judgment and are selected from the first monitoring dataset.

[0043] Specifically, data matching the predefined monitoring data type can be obtained from the first monitoring dataset as target monitoring data; alternatively, a specified monitoring data type (such as "vertical acceleration", "suspension rebound speed", etc.) can be read from a predefined configuration file, and the corresponding data can be matched and extracted from the first monitoring dataset as target monitoring data. This application embodiment does not limit this.

[0044] It can also extract data matching the feature dimensions defined in the model from the first monitoring dataset as target monitoring data based on a preset off-ground event feature model. For example, if the feature dimensions defined in the model include "vertical acceleration change", "suspension rebound speed", "wheel slip ratio", and "tire pressure change rate", then the peak value of vertical acceleration, the differential speed of suspension displacement, the slip ratio calculated from wheel speed and vehicle speed, and the numerical derivative of tire pressure sensor data can be extracted from the first monitoring dataset as target monitoring data.

[0045] S203, for any target monitoring data, determine the ground-level characteristic value corresponding to the target monitoring data.

[0046] In this embodiment of the application, for any target monitoring data, the ground-off characteristic value corresponding to the target monitoring data is determined. The ground-off characteristic value is used to quantify the severity of the "anomaly" or "ground-off tendency" represented by the target monitoring data.

[0047] For details on how to determine the ground-based characteristic value corresponding to the target monitoring data, please refer to... Figure 3 The method shown. (As illustrated) Figure 3 The diagram shown illustrates the implementation flow of a method for determining ground-based characteristic values ​​according to an embodiment of this application. Specifically, it may include the following steps: S301, obtain the off-ground event assessment value and preset monitoring threshold corresponding to the target monitoring data.

[0048] In this embodiment, the ground-lift event assessment value and a preset monitoring threshold corresponding to the target monitoring data are obtained. The ground-lift event assessment value refers to a specific numerical value extracted from the real-time sequence or processed data of the target monitoring data to characterize the features of a vehicle ground-lift event. The preset monitoring threshold refers to a pre-calibrated threshold value used to distinguish between normal vehicle driving and a vehicle ground-lift event.

[0049] For example, for acceleration data, the ground clearance event assessment value can be the peak value of vertical acceleration within the current sampling period; for suspension travel data, the ground clearance event assessment value can be the instantaneous speed of the suspension system when it is in a compressed state; for wheel speed data, the ground clearance event assessment value can be the wheel speed, or the slip ratio calculated based on the wheel speed and vehicle speed; for tire pressure data, the ground clearance event assessment value can be the tire pressure drop rate per unit time.

[0050] For example, if the target monitoring data is acceleration data, the corresponding preset monitoring threshold is 2g (g is gravitational acceleration); if the target monitoring data is rebound speed data, the corresponding preset monitoring threshold is 0.5m / s; if the target monitoring data is wheel speed data, the corresponding preset monitoring threshold is 0.2; if the target monitoring data is tire pressure data, the corresponding preset monitoring threshold is 5kPa / s.

[0051] S302, determine the off-ground characteristic value corresponding to the target monitoring data based on the off-ground event assessment value corresponding to the target monitoring data and the preset monitoring threshold.

[0052] In this embodiment of the application, the off-ground characteristic value corresponding to the target monitoring data can be determined based on the off-ground event evaluation value corresponding to the target monitoring data and the preset monitoring threshold.

[0053] In one optional implementation, the off-ground event assessment value and the preset monitoring threshold corresponding to the target monitoring data can be input into the feature value calculation formula to calculate the off-ground feature value corresponding to the target monitoring data. The off-ground feature value calculation formula can be: ; Where S is the off-ground characteristic value corresponding to the target monitoring data, N is the off-ground event evaluation value, and M is the preset monitoring threshold.

[0054] It should be noted that when the off-ground event assessment value is less than the preset monitoring threshold corresponding to the target monitoring data, the off-ground feature value corresponding to the target monitoring data can be set to 0.

[0055] S204. Based on the ground-lift characteristic values ​​corresponding to the monitoring data of multiple targets, determine the probability value of the vehicle leaving the ground event.

[0056] In this embodiment of the application, the probability value of a vehicle leaving the ground can be determined based on the ground-leaning feature values ​​corresponding to each of the multiple target monitoring data.

[0057] Determining the probability of a vehicle leaving the ground based on the ground-leaning characteristic values ​​corresponding to multiple target monitoring data can specifically include the following steps: Step 41: For any target monitoring data, determine the weight coefficient corresponding to the target monitoring data.

[0058] In this embodiment of the application, a weighting coefficient is determined for any target monitoring data. The weighting coefficient is a pre-set value used to characterize the importance and reliability of different target monitoring data in the occurrence of vehicle liftoff events.

[0059] For example, if the target monitoring data is acceleration data, the corresponding weighting coefficient is 0.3; if the target monitoring data is rebound speed data, the corresponding weighting coefficient is 0.5; if the target monitoring data is wheel speed data, the corresponding weighting coefficient is 0.1; if the target monitoring data is tire pressure data, the corresponding weighting coefficient is 0.1.

[0060] Step 42: The product of the weight coefficient corresponding to the target monitoring data and the ground-off feature value corresponding to the target monitoring data is used as the weight sub-item corresponding to the target monitoring data.

[0061] In this embodiment of the application, the product of the weight coefficient corresponding to the target monitoring data and the ground-off feature value corresponding to the target monitoring data is used as the weight sub-item corresponding to the target monitoring data.

[0062] For example, if the weight coefficient corresponding to the target monitoring data is 0.5 and the ground-off characteristic value corresponding to the target monitoring data is 1.2, then the weight component corresponding to the target monitoring data is 0.5 × 1.2 = 0.6.

[0063] Step 43: Sum the weighted components corresponding to each of the multiple target monitoring data to obtain the probability value of the vehicle leaving the ground event.

[0064] In this embodiment of the application, the weighted components corresponding to each of the multiple target monitoring data are summed to obtain the probability value of the vehicle leaving the ground event.

[0065] For example, if there are four target monitoring data points with corresponding weighted components P_acc=0.2, P_stroke=0.6, P_wheel=0.05, and P_pressure=0.05, then the probability value of a vehicle leaving the ground is P=0.2+0.6+0.05+0.05=0.9.

[0066] In another optional implementation, the probability value of a vehicle leaving the ground can be obtained by summing the weighted components corresponding to each of the multiple target monitoring data points, using a pre-trained classification or regression model. For example, a large amount of historical monitoring data can be collected and labeled with the corresponding leave-of-ground event occurrence status (e.g., leaving the ground or not leaving the ground). Then, using the leave-of-ground feature values ​​corresponding to the target monitoring data as input and the probability of leave-of-ground events as output, a machine learning model (such as logistic regression, random forest, neural network, etc.) can be trained. In application, the leave-of-ground feature values ​​corresponding to the real-time acquired target monitoring data are input into this model to obtain the probability value of a vehicle leaving the ground event.

[0067] S205: When the probability value exceeds a preset threshold, obtain the current potential energy of the shock absorber in the suspension system.

[0068] In this embodiment of the application, this step is similar to step S102 above, and will not be described in detail here.

[0069] S206, acquire a second monitoring dataset associated with the vehicle's operating status, and determine the target damping coefficient based on the second monitoring dataset and potential energy.

[0070] In this embodiment of the application, this step is similar to step S103 above, and will not be described in detail here.

[0071] S207, based on the target damping coefficient, controls the damping coefficient of the shock absorber in the suspension system.

[0072] In this embodiment of the application, this step is similar to step S104 above, and will not be described in detail here.

[0073] Based on the above description of the technical solution provided in the embodiments of this application, a first monitoring dataset associated with a vehicle ground-lift event is obtained, and the probability value of the vehicle ground-lift event is determined based on the first monitoring dataset. If the probability value exceeds a preset threshold, the current potential energy of the shock absorber in the suspension system is obtained, and a second monitoring dataset associated with the vehicle's operating state is obtained. Based on the second monitoring dataset and the potential energy, a target damping coefficient is determined, and the damping coefficient of the shock absorber in the suspension system is controlled based on the target damping coefficient. In this way, by determining the probability value of a vehicle ground-lift event using the first monitoring dataset associated with the vehicle ground-lift event, and by determining the target damping coefficient based on the second monitoring dataset associated with the vehicle's operating state and the current potential energy of the shock absorber in the suspension system, the damping coefficient of the shock absorber in the suspension system can be controlled based on the target damping coefficient. This allows for the prediction of the occurrence of ground-lift events and the movement trend of the suspension in advance, thereby suppressing the tensile limiting impact caused by rapid suspension rebound. The existing technology suffers from insufficient accuracy and delayed response in recognizing vehicle airborne states, making it difficult to predict the occurrence of ground-leaking events and the movement trend of the suspension. Consequently, it is difficult to effectively suppress the stretching and limiting impact caused by the rapid rebound of the suspension, ultimately resulting in limited vibration reduction and failing to fundamentally solve the problems of vehicle ride comfort and safety under undulating road conditions.

[0074] like Figure 4 The diagram shown is a schematic representation of the implementation flow of another method for controlling the damping coefficient of a shock absorber in a suspension system according to an embodiment of this application. Specifically, it may include the following: S401, acquire the first monitoring dataset associated with the vehicle off-ground event, and determine the probability value of the vehicle off-ground event based on the first monitoring dataset.

[0075] In this embodiment of the application, this step is similar to step S101 above, and will not be described in detail here.

[0076] S402: When the probability value exceeds a preset threshold, obtain the current potential energy of the shock absorber in the suspension system.

[0077] In this embodiment of the application, this step is similar to step S102 above, and will not be described in detail here.

[0078] S403, determine the potential energy correction coefficient of the shock absorber in the suspension system based on the second monitoring dataset.

[0079] In this embodiment of the application, the potential energy correction coefficient of the shock absorber in the suspension system is determined based on the second monitoring dataset. The potential energy correction coefficient refers to a numerical factor that corrects the potential energy accumulated by the shock absorber in the suspension system under its current state.

[0080] The potential energy correction coefficient for the shock absorber in the suspension system, determined based on the second monitoring dataset, may specifically include the following: Step 1: Obtain multiple evaluation data from the second monitoring dataset.

[0081] In this embodiment, multiple evaluation data are obtained from a second monitoring dataset. These evaluation data characterize the vehicle's motion state or road condition features. The evaluation data may include the vehicle's longitudinal acceleration (reflecting acceleration / deceleration), vehicle pitch angle or slope information obtained from a vehicle attitude sensor, and the vehicle's current speed; however, this embodiment does not limit the specific data collection methods used.

[0082] Step 2: For any given evaluation data, determine the corresponding vehicle state characteristic value.

[0083] In this embodiment of the application, for any assessment data, a vehicle state characteristic value corresponding to the assessment data is determined. The vehicle state characteristic value corresponding to the assessment data can be the degree to which the assessment data deviates from a baseline or median value of the vehicle state, used to quantify the contribution of this dimension to the impact risk.

[0084] For example, if the evaluation data is longitudinal acceleration, its vehicle state characteristic value can be the ratio of its absolute value to a reference acceleration; if the evaluation data is pitch angle (slope), its vehicle state characteristic value can be the difference between the current angle and the horizontal reference angle; if the evaluation data is vehicle speed, its vehicle state characteristic value can be a piecewise function value based on a vehicle speed range.

[0085] Step 3: Determine the potential energy correction coefficient based on the vehicle state characteristic values ​​corresponding to each of the multiple evaluation data.

[0086] In this embodiment, a potential energy correction coefficient is determined based on the vehicle state characteristic values ​​corresponding to multiple evaluation data. This potential energy correction coefficient is used to correct the potential energy currently stored in the shock absorbers of the suspension system, thereby determining the damping force when the vehicle experiences a ground-lift event.

[0087] In one optional implementation, determining the potential energy correction coefficient based on the vehicle state characteristic values ​​corresponding to multiple evaluation data points may include: for each evaluation data point, pre-setting its corresponding weighting factor; calculating a weighted sum based on the vehicle state characteristic value and its corresponding weighting factor for each evaluation data point as the base value of the potential energy correction coefficient; normalizing the base value of the potential energy correction coefficient (e.g., by setting a normalization factor) or performing function mapping to obtain the final potential energy correction coefficient. For example, the final potential energy correction coefficient = 1 + normalization factor × base value of the potential energy correction coefficient. The weighting factor is used to quantify the degree of influence of the evaluation score on the potential energy correction.

[0088] For example, the evaluation data includes: slope characteristic value, longitudinal acceleration characteristic value, and vehicle speed change rate characteristic value. The corresponding preset weighting factors are: 0.5, 0.3, and 0.2. A slope characteristic value of 0.8 (indicating a steep uphill slope), a longitudinal acceleration characteristic value of 0.4 (indicating moderate acceleration), and a vehicle speed change rate characteristic value of 0.2 (indicating a gradual increase in speed) would result in a base value for the potential energy correction coefficient of 0.5 × 0.8 + 0.3 × 0.4 + 0.2 × 0.2 = 0.56. Setting the normalization factor to 0.5, the final potential energy correction coefficient would be 1.0 + 0.5 × 0.56 = 1.28.

[0089] In one optional implementation, a large amount of historical or experimental data covering different vehicle models, road conditions (such as different combinations of gradients, speeds, and accelerations) and driving behaviors can be collected in advance. Based on this data, using evaluation data (such as longitudinal acceleration, pitch angle, vehicle speed change rate, etc.) or their derived vehicle state characteristics as input, and the optimal potential energy correction coefficient obtained through optimization and calibration as the output target, a machine learning model is trained under supervision to obtain a correction coefficient prediction model that can directly map the input features and the potential energy correction coefficient. The correction coefficient prediction model can be a neural network model, a support vector regression model, or a gradient boosting decision tree model, etc., and this application embodiment does not limit this.

[0090] S404 determines the target potential energy as the product of the potential energy correction coefficient of the shock absorber in the suspension system and the potential energy.

[0091] In this embodiment of the application, the product of the potential energy correction coefficient of the shock absorber in the suspension system and the potential energy can be determined as the target potential energy.

[0092] For example, if the potential energy correction coefficient of the shock absorber in the suspension system is 1.2 and the potential energy is 500, then the target potential energy is 1.2 × 500 = 600.

[0093] S405, Determine the target damping coefficient based on the second monitoring dataset and the target potential energy.

[0094] In this embodiment of the application, the target damping coefficient can be determined based on the second monitoring dataset and the target potential energy.

[0095] The determination of the target damping coefficient based on the second monitoring dataset and the target potential energy can specifically include the following steps: Step 61: Obtain at least one damping correction data from the second monitoring dataset.

[0096] In this embodiment, at least one damping correction data is obtained from a second monitoring dataset. The damping correction data refers to data used for secondary fine-tuning of the queried base damping coefficient. It may include real-time suspension extension speed, vehicle lateral acceleration (reflecting cornering conditions), or estimated tire vertical load.

[0097] Step 62: Query the preset damping mapping table based on the target potential energy to obtain the basic damping coefficient.

[0098] In this embodiment, the basic damping coefficient is obtained by querying a preset damping mapping table based on the target potential energy. The preset damping mapping table is a pre-established table containing the correspondence between the target potential energy and the basic damping coefficient.

[0099] For example, the preset damping coefficient mapping table defines the following: when the target potential energy is in the range of [0, 300), the basic damping coefficient is 800 N·s / m; when the target potential energy is in the range of [300, 600), the basic damping coefficient is 1500 N·s / m; and when the target potential energy is in the range of [600, 900), the basic damping coefficient is 2200 N·s / m.

[0100] Step 63: Based on at least one damping correction data, correct the basic damping coefficient to obtain the target damping coefficient.

[0101] In the embodiments of this application, the basic damping coefficient is corrected based on at least one damping correction data to obtain the target damping coefficient.

[0102] In one optional implementation, a corresponding mapping table can be determined based on the damping correction data, a target coefficient can be determined from the mapping table, a comprehensive correction coefficient can be determined based on the target coefficient corresponding to at least one damping correction data, and the product of the comprehensive correction coefficient and the basic damping coefficient can be determined as the target damping coefficient.

[0103] For example, if the damping correction data is the suspension extension speed, the target coefficient is determined from a preset speed-correction coefficient mapping table. The speed-correction coefficient mapping table defines the following: when the suspension extension speed is in the range of (0, 0.3), the correction coefficient is 1; when the suspension extension speed is in the range of [0.3, 0.6], the correction coefficient is 1.2; and when the suspension extension speed exceeds 0.6, the correction coefficient is 1.5.

[0104] For example, the base damping coefficient is 1500 N·s / m, and the damping correction data includes the vehicle's slope (such as pitch angle) and suspension extension speed. By consulting the "Slope-Correction Coefficient Mapping Table" and the "Speed-Correction Coefficient" table respectively, the corresponding correction coefficients are 0.9 for the vehicle's slope and 1.15 for the suspension extension speed. Therefore, the overall correction coefficient is 0.9 × 1.15 = 1.035, and the corrected damping coefficient is 1500 N·s / m × 1.035 = 1552.5 N·s / m.

[0105] S406, based on the target damping coefficient, controls the damping coefficient of the shock absorber in the suspension system.

[0106] In this embodiment of the application, the damping coefficient of the shock absorber in the suspension system can be controlled based on the target damping coefficient.

[0107] For details on how to control the damping coefficient of the shock absorber in the suspension system based on the target damping coefficient, please refer to... Figure 5 The method shown. (As illustrated) Figure 5 The diagram shown illustrates the implementation flow of a damping coefficient correction method provided in this application, which may specifically include the following steps: S501, obtain the allowable extension stroke of the shock absorber in the suspension system.

[0108] In this embodiment, the allowable extension stroke corresponding to the shock absorber in the suspension system is obtained. Here, the allowable extension stroke corresponding to the shock absorber in the suspension system refers to the maximum allowable extension stroke corresponding to the shock absorber in the suspension system.

[0109] S502, when a vehicle liftoff event is detected, acquires the tension stroke of the shock absorber in the suspension system under the current state.

[0110] In this embodiment, when a vehicle liftoff event is detected, the extension stroke of the shock absorber in the suspension system under the current state is acquired. The extension stroke of the shock absorber in the suspension system under the current state refers to the actual length the shock absorber is pulled away from its equilibrium position, as measured in real-time by the suspension travel sensor after the vehicle is confirmed to be airborne. A vehicle liftoff event occurs when the vehicle's tires have left the ground, and the shock absorber in the suspension system enters a free-rebound state without load.

[0111] Specifically, based on the probability value determined in step S402 above, or combined with conditions such as the wheel speed being close to zero for a certain period of time, it can be comprehensively determined whether the vehicle has actually taken off the ground, that is, whether the tires of the current vehicle have left the ground.

[0112] For example, the vehicle's ground lift event can be determined based on the wheel speed of the non-driving wheels (i.e., driven wheels). When the wheel speed of one or more non-driving wheels of the vehicle drops to near zero in a very short time (e.g., 10-50 milliseconds) and continues for a short period (e.g., 20-100 milliseconds), it indicates that the vehicle's tires have lost ground driving force and friction, and the vehicle's tires have now left the ground, i.e., the vehicle ground lift event has occurred.

[0113] S503 determines the damping intervention level based on the tension stroke and allowable tension stroke of the shock absorber in the suspension system under the current state.

[0114] In this embodiment, the damping intervention level is determined based on the tension stroke and allowable tension stroke of the shock absorber in the suspension system under the current state. The damping intervention level is used to determine the aggressiveness of subsequent control of the damping force in the shock absorber of the suspension system.

[0115] Determining the damping intervention level based on the current extension stroke and allowable extension stroke of the shock absorbers in the suspension system can specifically include the following steps: Step 1: Determine the ratio of the current extension stroke of the shock absorber in the suspension system to the allowable extension stroke.

[0116] In this embodiment of the application, the ratio of the tension stroke of the shock absorber in the current state to the allowable tension stroke in the suspension system is determined. This ratio is used to classify different suspension rebound levels.

[0117] For example, if the shock absorber in the suspension system has a current extension stroke of 90mm and an allowable extension stroke of 150mm, then the ratio of the current extension stroke to the allowable extension stroke of the shock absorber in the suspension system is 90÷150=0.6.

[0118] Step 2: If the ratio is greater than the preset safety threshold, the damping intervention level is determined to be the first level.

[0119] In this embodiment, if the ratio is greater than a preset safety threshold, the damping intervention level is determined to be Level 1 (high risk). At this time, it indicates that the suspension system has rebounded rapidly to near its physical limit, and the strongest damping needs to be applied immediately for "emergency braking". The preset safety threshold is a pre-calibrated safety threshold, such as 60%, which can be determined based on the physical travel limit of the suspension system and the response characteristics of the shock absorber.

[0120] For example, if the ratio is 0.7 and the preset safety threshold is 0.6, and the ratio is greater than the preset safety threshold, then the damping intervention level is determined to be the first level.

[0121] Step 3: If the ratio is not greater than the preset safety threshold, then the damping intervention level is determined to be the second level.

[0122] In this embodiment, if the ratio is not greater than a preset safety threshold, the damping intervention level is determined to be level two (low to medium risk), indicating that the suspension system is in a controllable rebound phase and moderate damping can be applied to smoothly dissipate energy. The risk corresponding to level one is higher than that corresponding to level two, and the adjustment ratio corresponding to level one is greater than that corresponding to level two.

[0123] For example, if the ratio is 0.3 and the preset safety threshold is 0.6, and the ratio is not greater than the preset safety threshold, then the damping intervention level is determined to be the second level.

[0124] S504 adjusts the target damping coefficient according to the adjustment ratio corresponding to the damping intervention level, and controls the damping coefficient of the shock absorber in the suspension system based on the adjusted target damping coefficient.

[0125] In this embodiment, the target damping coefficient is adjusted according to the adjustment ratio corresponding to the damping intervention level, and the damping coefficient of the shock absorber in the suspension system is controlled based on the adjusted target damping coefficient. The adjustment ratio refers to a pre-set proportional parameter for scaling the target damping coefficient for each intervention level.

[0126] Specifically, if the damping intervention level is Level 1, the target damping coefficient is adjusted according to the adjustment ratio corresponding to the damping intervention level. The adjusted target damping coefficient is the product of the adjustment ratio corresponding to Level 1 and the target damping coefficient. If the damping intervention level is Level 2, the target damping coefficient is adjusted according to the adjustment ratio corresponding to the damping intervention level. The adjusted target damping coefficient is the product of the adjustment ratio corresponding to Level 2 and the target damping coefficient.

[0127] For example, the adjustment ratio corresponding to level 2 (medium risk) is R_low = 1.0, and the adjustment ratio corresponding to level 1 (high risk) is R_high = 1.2. The target damping coefficient C_final = 2000 N·s / m. If the damping intervention level is level 2, then the damping coefficient of the shock absorber in the suspension system is C_target = 2000 × 1.0 = 2000 N·s / m; if the damping intervention level is level 1, then C_target = 2000 × 1.2 = 2400 N·s / m.

[0128] Corresponding to the above method embodiments, this application also provides a damping coefficient control device for shock absorbers in a suspension system, such as... Figure 6As shown, the device is applied to a vehicle, which includes a suspension system and may include a probability value determination module 601, a potential energy determination module 602, a target damping coefficient determination module 603, and a damping coefficient control module 604 for the shock absorbers in the suspension system.

[0129] The probability value determination module 601 is used to acquire a first monitoring dataset associated with a vehicle off-ground event, and determine the probability value of the vehicle off-ground event based on the first monitoring dataset. The potential energy determination module 602 is used to obtain the current potential energy of the shock absorber in the suspension system when the probability value exceeds a preset threshold. The target damping coefficient determination module 603 is used to acquire a second monitoring dataset associated with the operating state of the vehicle, and determine the target damping coefficient based on the second monitoring dataset and the potential energy. The damping coefficient control module 604 of the shock absorber in the suspension system is used to control the damping coefficient of the shock absorber in the suspension system based on the target damping coefficient.

[0130] This application also provides a vehicle, such as... Figure 7 As shown, it includes a processor 701, a communication interface 702, a memory 703, and a communication bus 704, wherein the processor 701, the communication interface 702, and the memory 703 communicate with each other through the communication bus 704. Memory 703 is used to store computer programs; In one embodiment of this application, when the processor 701 executes a program stored in the memory 703, it performs the following steps: Acquire a first monitoring dataset associated with vehicle ground clearance events, and determine the probability value of vehicle ground clearance events based on the first monitoring dataset; if the probability value exceeds a preset threshold, acquire the current potential energy of the shock absorber in the suspension system; acquire a second monitoring dataset associated with the vehicle's operating state, and determine the target damping coefficient based on the second monitoring dataset and the potential energy; control the damping coefficient of the shock absorber in the suspension system based on the target damping coefficient.

[0131] The communication bus mentioned in the above vehicles can be a Peripheral Component Interconnect (PCI) bus or an Extended Industry Standard Architecture (EISA) bus, etc. This communication bus can be divided into address bus, data bus, control bus, etc. For ease of illustration, only one thick line is used to represent it in the diagram, but this does not indicate that there is only one bus or one type of bus.

[0132] The communication interface is used for communication between the aforementioned vehicle and other devices.

[0133] The memory may include random access memory (RAM) or non-volatile memory, such as at least one disk storage device. Optionally, the memory may also be at least one storage device located remotely from the aforementioned processor.

[0134] The processors mentioned above can be general-purpose processors, including central processing units (CPUs), network processors (NPs), etc.; they can also be digital signal processors (DSPs), application-specific integrated circuits (ASICs), field-programmable gate arrays (FPGAs), or other programmable logic devices, discrete gate or transistor logic devices, or discrete hardware components.

[0135] In another embodiment provided in this application, a storage medium is also provided, which stores instructions that, when run on a computer, cause the computer to execute the damping coefficient control method of the shock absorber in any of the above embodiments.

[0136] In another embodiment provided in this application, a computer program product containing instructions is also provided, which, when run on a computer, causes the computer to execute the damping coefficient control method of the shock absorber in any of the above embodiments.

[0137] In the above embodiments, implementation can be achieved entirely or partially through software, hardware, firmware, or any combination thereof. When implemented using software, it can be implemented entirely or partially in the form of a computer program product. The computer program product includes one or more computer instructions. When the computer program instructions are loaded and executed on a computer, all or part of the processes or functions described in the embodiments of this application are generated. The computer can be a general-purpose computer, a special-purpose computer, a computer network, or other programmable device. The computer instructions can be stored in a storage medium or transmitted from one storage medium to another. For example, the computer instructions can be transmitted from one website, computer, server, or data center to another website, computer, server, or data center via wired (e.g., coaxial cable, fiber optic, digital subscriber line (DSL)) or wireless (e.g., infrared, wireless, microwave, etc.) means. The storage medium can be any available medium that a computer can access or a data storage device such as a server or data center that integrates one or more available media. The available medium can be a magnetic medium (e.g., floppy disk, hard disk, magnetic tape), an optical medium (e.g., DVD), or a semiconductor medium (e.g., solid state disk (SSD)).

[0138] It should be noted that, in this document, relational terms such as "first" and "second" are used only to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitations, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes said element.

[0139] The various embodiments in this specification are described in a related manner. Similar or identical parts between embodiments can be referred to mutually. Each embodiment focuses on describing the differences from other embodiments. In particular, the system embodiments are basically similar to the method embodiments, so the description is relatively simple; relevant parts can be referred to the descriptions of the method embodiments.

[0140] The above description is merely a specific embodiment of this application, enabling those skilled in the art to understand or implement this application. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of this application. Therefore, this application is not to be limited to the embodiments shown herein, but is to be accorded the widest scope consistent with the principles and novel features claimed herein. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this application are included within the protection scope of this application.

Claims

1. A method for controlling the damping coefficient of a shock absorber in a suspension system, applied to a vehicle, said vehicle including a suspension system, characterized in that, The method includes: Obtain a first monitoring dataset associated with vehicle off-ground events, and determine the probability value of the vehicle off-ground events based on the first monitoring dataset; If the probability value exceeds a preset threshold, the current potential energy of the shock absorber in the suspension system is obtained; A second monitoring dataset associated with the operating status of the vehicle is obtained, and a target damping coefficient is determined based on the second monitoring dataset and the potential energy; The damping coefficient of the shock absorber in the suspension system is controlled based on the target damping coefficient.

2. The method according to claim 1, characterized in that, Determining the probability value of the vehicle leaving the ground event based on the first monitoring dataset includes: Obtain monitoring data for multiple targets from the first monitoring dataset; For any of the target monitoring data, determine the ground-off characteristic value corresponding to the target monitoring data; Based on the ground-lift feature values ​​corresponding to each of the multiple target monitoring data, the probability value of the vehicle ground-lifting event is determined.

3. The method according to claim 2, characterized in that, Determining the ground-based feature value corresponding to the target monitoring data includes: Obtain the off-ground event assessment value and preset monitoring threshold corresponding to the target monitoring data; Based on the off-ground event assessment value corresponding to the target monitoring data and the preset monitoring threshold, the off-ground characteristic value corresponding to the target monitoring data is determined.

4. The method according to claim 2, characterized in that, The step of determining the probability value of the vehicle leaving the ground event based on the ground feature values ​​corresponding to each of the multiple target monitoring data includes: For any of the target monitoring data, determine the weighting coefficient corresponding to the target monitoring data; The product of the weight coefficient corresponding to the target monitoring data and the ground-off feature value corresponding to the target monitoring data is used as the weight sub-item corresponding to the target monitoring data; The probability value of the vehicle leaving the ground event is obtained by summing the weighted components corresponding to each of the multiple target monitoring data.

5. The method according to claim 1, characterized in that, The determination of the target damping coefficient based on the second monitoring dataset and the potential energy includes: Based on the second monitoring dataset, the potential energy correction coefficient of the shock absorber in the suspension system is determined; The product of the potential energy correction coefficient of the shock absorber in the suspension system and the potential energy is determined as the target potential energy; The target damping coefficient is determined based on the second monitoring dataset and the target potential energy.

6. The method according to claim 5, characterized in that, The determination of the potential energy correction coefficient of the shock absorber in the suspension system based on the second monitoring dataset includes: Obtain multiple evaluation data from the second monitoring dataset; For any of the aforementioned evaluation data, determine the vehicle state characteristic value corresponding to the evaluation data; The potential energy correction coefficient is determined based on the vehicle state characteristic values ​​corresponding to each of the multiple evaluation data.

7. The method according to claim 5, characterized in that, The step of determining the target damping coefficient based on the second monitoring dataset and the target potential energy includes: Obtain at least one damping correction data from the second monitoring dataset; The basic damping coefficient is obtained by querying the preset damping mapping table based on the target potential energy. Based on at least one of the damping correction data, the basic damping coefficient is corrected to obtain the target damping coefficient.

8. The method according to claim 1, characterized in that, The control of the damping coefficient of the shock absorber in the suspension system based on the target damping coefficient includes: Obtain the allowable tensile stroke of the shock absorber in the suspension system; When the vehicle lift-off event is detected, the tension stroke of the shock absorber in the suspension system in the current state is obtained; Based on the tension stroke of the shock absorber in the current state and the allowable tension stroke in the suspension system, the damping intervention level is determined; The target damping coefficient is adjusted according to the adjustment ratio corresponding to the damping intervention level, and the damping coefficient of the shock absorber in the suspension system is controlled based on the adjusted target damping coefficient.

9. The method according to claim 8, characterized in that, The determination of the damping intervention level based on the current extension stroke of the shock absorber in the suspension system and the allowable extension stroke includes: Determine the ratio of the tension stroke of the shock absorber in the current state to the allowable tension stroke in the suspension system; If the ratio is greater than a preset safety threshold, the damping intervention level is determined to be the first level; The step of adjusting the target damping coefficient according to the adjustment ratio corresponding to the damping intervention level includes: taking the product of the adjustment ratio corresponding to the first level and the target damping coefficient as the adjusted target damping coefficient; If the ratio is not greater than the safety threshold, then the damping intervention level is determined to be the second level; The step of adjusting the target damping coefficient according to the adjustment ratio corresponding to the damping intervention level includes: taking the product of the adjustment ratio corresponding to the second level and the target damping coefficient as the adjusted target damping coefficient; The risk corresponding to the first level is higher than that corresponding to the second level, and the adjustment ratio corresponding to the first level is greater than that corresponding to the second level.

10. A damping coefficient control device for a shock absorber in a suspension system, applied to a vehicle, said vehicle including a suspension system, characterized in that, The device includes: The probability value determination module is used to acquire a first monitoring dataset associated with vehicle ground lifting events, and determine the probability value of the vehicle ground lifting event based on the first monitoring dataset. The potential energy determination module is used to obtain the current potential energy of the shock absorber in the suspension system when the probability value exceeds a preset threshold. The target damping coefficient determination module is used to acquire a second monitoring dataset associated with the operating state of the vehicle, and to determine the target damping coefficient based on the second monitoring dataset and the potential energy. The damping coefficient control module of the shock absorber in the suspension system is used to control the damping coefficient of the shock absorber in the suspension system based on the target damping coefficient.

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