Damping control method, system, vehicle, device, and storage medium

Abstract

This application relates to a damping control method, system, vehicle, device, and storage medium. The method includes: acquiring the suspension motor speed corresponding to a vehicle wheel, the current suspension motor torque of the suspension motor, and the sprung acceleration corresponding to the wheel; calculating the shock absorber speed corresponding to the wheel based on the suspension motor speed; determining the damping control torque corresponding to the wheel based on the shock absorber speed and the sprung acceleration; determining the target control torque corresponding to the suspension motor of the wheel based on the damping control torque and the current suspension motor torque; and driving the suspension motor according to the target control torque to adjust the damping force of the shock absorber. This application reduces the reliance on traditional variable damping shock absorbers in electromechanical active suspension systems, reduces the cost and complexity of high-frequency vibration control, and improves the ride comfort, handling stability, and safety of vehicle suspension under complex road conditions.

Description

Technical Field

[0001] This application relates to the field of vehicle control technology, and in particular to a damping control method, system, vehicle, device and storage medium. Background Technology

[0002] In vehicles, active suspension systems need to respond in real time to complex road conditions (such as potholes, bumps, sharp turns, and high-speed driving) and dynamic driving conditions (such as rapid acceleration, rapid deceleration, cornering, and collision warning) to adjust the vehicle's posture and suppress vibrations. Electromechanical active suspension uses an electric motor to drive a mechanical structure to generate active motion, combined with damping control to achieve precise adjustment of the vehicle's vertical, pitch, and roll movements.

[0003] However, in related technologies, electromechanical active suspensions rely on variable damping shock absorbers for high-frequency vibration control, but such shock absorbers are costly and have high control complexity. Summary of the Invention

[0004] To overcome the problems existing in related technologies, this application provides a damping control method, system, vehicle, device and storage medium, which realizes the generation of electromagnetic damping by simulating electromagnetic damping through suspension drive motor. In electromechanical active suspension system, it significantly reduces the dependence on traditional variable damping shock absorbers, reduces the cost and complexity of high-frequency vibration control, and improves the ride comfort, handling stability and safety of vehicle suspension under complex road conditions.

[0005] In a first aspect, embodiments of this application provide a suspension damping control method, comprising: acquiring the rotational speed of a suspension motor corresponding to a vehicle wheel, the current suspension motor torque of the suspension motor, and the sprung acceleration corresponding to the wheel; calculating the shock absorber speed corresponding to the wheel based on the suspension motor rotational speed; determining the damping control torque corresponding to the wheel based on the shock absorber speed and the sprung acceleration; determining the target control torque corresponding to the suspension motor of the wheel based on the damping control torque and the current suspension motor torque; and driving the suspension motor according to the target control torque to adjust the damping force of the shock absorber.

[0006] Secondly, embodiments of this application provide a suspension damping control device, comprising:

[0007] The acquisition module is used to acquire the suspension motor speed corresponding to at least one wheel of the vehicle, the current suspension motor torque of the suspension motor, and the sprung acceleration corresponding to the wheel;

[0008] The calculation module is used to calculate the speed of the shock absorber corresponding to the wheel based on the speed of the suspension motor;

[0009] The first determining module is used to determine the damping control torque corresponding to the wheel based on the shock absorber speed and the sprung acceleration.

[0010] The second determining module is used to determine the target control torque corresponding to the suspension motor of the wheel based on the damping control torque and the current suspension motor torque.

[0011] A drive module is used to drive the suspension motor according to the target control torque in order to adjust the damping force of the shock absorber.

[0012] Thirdly, embodiments of this application provide a suspension damping control system, comprising:

[0013] The suspension includes a suspension motor and an acceleration sensor configured for each wheel;

[0014] The controller, connected to the suspension motor and the acceleration sensor respectively, is used to execute the method described in any of the above aspects to drive the suspension motor to adjust the damping force of the corresponding wheel shock absorber.

[0015] Fourthly, embodiments of this application provide a vehicle, including:

[0016] The suspension includes a suspension motor and an acceleration sensor configured for each wheel;

[0017] At least one processor connected to the suspension motor and the acceleration sensor; and

[0018] A memory that is communicatively connected to the at least one processor;

[0019] The memory stores instructions executable by the at least one processor, which is configured to execute the instructions to implement the method described in any of the above aspects.

[0020] Fifthly, embodiments of this application provide an electronic device, including:

[0021] At least one processor; and

[0022] A memory that is communicatively connected to the at least one processor;

[0023] The memory stores instructions executable by the at least one processor, which is configured to execute the instructions to implement the method described in any of the above aspects.

[0024] Sixthly, embodiments of this application provide a computer-readable storage medium storing computer-executable instructions, which, when executed by a processor, implement the method described in any of the above aspects.

[0025] In a seventh aspect, embodiments of this application provide a computer program product, including a computer program that, when executed by a processor, implements the methods described in any of the above aspects.

[0026] The damping control method, system, vehicle, device, and storage medium provided in this application acquire the real-time suspension motor speed, current suspension motor torque, and sprung acceleration corresponding to the wheel. Based on the motor speed, the shock absorber speed of the wheel is accurately calculated. Combined with the sprung acceleration, the required damping control torque for the wheel is dynamically determined. Then, by integrating the current suspension motor torque, the target control torque required for the wheel is further determined. Based on this target control torque, the suspension motor corresponding to the wheel is driven, thereby adjusting the damping force of the shock absorber of that wheel. This achieves active suppression of vehicle vibration and precise adjustment of vehicle body posture. In this way, by simulating the generation of electromagnetic damping through the suspension drive motor, the reliance on traditional variable damping shock absorbers in the electromechanical active suspension system is significantly reduced. This reduces the cost and complexity of high-frequency vibration control and improves the ride comfort, handling stability, and safety of the vehicle suspension under complex road conditions. Attached Figure Description

[0027] 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. It is obvious that the drawings described below are some embodiments of this application, and that those skilled in the art can obtain other drawings based on these drawings without any inventive effort.

[0028] Figure 1 This is a schematic diagram of the structure of an electronic device provided in an embodiment of this application;

[0029] Figure 2 A schematic diagram illustrating an application scenario of a suspension damping control system provided in this application embodiment;

[0030] Figure 3 This is a schematic diagram of the structure of an electromechanical suspension actuator provided in an embodiment of this application;

[0031] Figure 4 This is a schematic diagram of the actuator structure of a suspension damping control system according to an embodiment of this application;

[0032] Figure 5 A schematic diagram of an algorithm framework deployed on a domain controller, provided as an embodiment of this application;

[0033] Figure 6 A schematic flowchart illustrating a suspension damping control method provided in an embodiment of this application;

[0034] Figure 7A schematic diagram of the algorithm framework for a suspension damping control method provided in an embodiment of this application;

[0035] Figure 8 A schematic flowchart illustrating a suspension damping control method provided in an embodiment of this application;

[0036] Figure 9 A schematic diagram of the structure of a suspension damping control device provided in an embodiment of this application;

[0037] Figure 10 This is a structural schematic diagram of a vehicle provided in an embodiment of this application.

[0038] 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

[0039] Exemplary embodiments will now be described in detail, examples of which are illustrated in the accompanying drawings. When the following description relates to the drawings, unless otherwise indicated, the same numbers in different drawings denote the same or similar elements. The embodiments described in the following exemplary embodiments do not represent all embodiments consistent with this application. Rather, they are merely examples of apparatuses and methods consistent with some aspects of this application as detailed in the appended claims.

[0040] In this article, the term "and / or" is used to describe the relationship between related objects. Specifically, it means that there can be three kinds of relationships. For example, A and / or B can mean: A exists alone, A and B exist at the same time, or B exists alone.

[0041] 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 this application are all information and data authorized by the user or fully authorized by all parties. Furthermore, the collection, use and processing of the relevant data must comply with the relevant laws, regulations and standards of the relevant countries and regions, and corresponding operation entry points are provided for users to choose to authorize or refuse.

[0042] To clearly describe the technical solutions of the embodiments of this application, the terms involved in this application are first defined as follows:

[0043] MCU: Microcontroller Unit.

[0044] CAN: Controller Area Network.

[0045] VAF: Vehicle Add Function.

[0046] The suspension damping control method of this application embodiment can be applied to any field that requires suspension damping control.

[0047] Taking the automotive scenario as an example, in a vehicle, the active suspension system needs to respond in real time to complex road conditions (such as potholes, bumps, sharp turns, high-speed driving, etc.) and dynamic driving conditions (such as rapid acceleration, rapid deceleration, cornering, collision warning, etc.) to adjust the vehicle's posture and suppress vibrations. The electromechanical active suspension generates active motion through a motor-driven mechanical structure, combined with damping control to achieve precise adjustment of the vehicle's vertical, pitch, and roll movements.

[0048] In related technologies, active suspension is mainly divided into two types based on the driving medium: electro-hydraulic active suspension and electromechanical active suspension. Electro-hydraulic active suspension, as the name suggests, uses a hydraulic pump to drive actuators to provide the main power for suspension control. Its advantages include system stability, good impact resistance, and high integration with the suspension, but its system bandwidth is not as high as that of electromechanical active suspension. Electromechanical active suspension converts the motor's torque into the main power for suspension control through a motor + mechanical conversion mechanism. Its advantages include faster response, high maintenance-free operation, and lower cost, but its impact resistance is lower and its system stability is not as high.

[0049] Electromechanical active suspension mainly includes rocker arm type, ball screw type, and linear motor type. Except for the linear motor type, the other electromechanical active types all require the conversion of torque to force through mechanical structure. In order to avoid damage to the mechanical structure under high-frequency impact, many electromechanical active suspensions use flexible rods or bushings for buffering. However, this will lead to response lag. Therefore, the control of high-frequency ride comfort in electromechanical active suspension still relies on variable damping shock absorbers.

[0050] It is evident that in related technologies, both electro-hydraulic and electromechanical active suspensions are equipped with variable damping shock absorbers to achieve damping control under high-frequency vibrations. However, configuring variable damping shock absorbers first increases costs. Furthermore, cheaper single-valve electronically controlled shock absorbers cannot decouple the control of compression and recovery strokes, resulting in asymmetrical power curves and limited performance calibration. Dual-valve electronically controlled shock absorbers, which can decouple the control of compression and recovery strokes, have a higher unit cost but cannot provide negative damping, thus limiting their ability to control comfort at the boundary.

[0051] To address at least one of the aforementioned problems, this application provides a suspension damping control scheme. By acquiring the real-time suspension motor speed, current suspension motor torque, and sprung acceleration corresponding to the wheel, and accurately calculating the shock absorber speed of the wheel based on the motor speed, the required damping control torque for the wheel is dynamically determined by combining the sprung acceleration. Furthermore, by integrating the current suspension motor torque, the target control torque required for the wheel is further determined. Based on this target control torque, the suspension motor corresponding to the wheel is driven, thereby adjusting the damping force of the shock absorber of that wheel. This achieves active suppression of vehicle vibration and precise adjustment of vehicle body posture. In this way, by simulating the generation of electromagnetic damping through the suspension drive motor, the reliance on traditional variable damping shock absorbers in the electromechanical active suspension system is significantly reduced, decreasing the cost and complexity of high-frequency vibration control and improving the ride comfort, handling stability, and safety of the vehicle suspension under complex road conditions.

[0052] The following detailed description of some embodiments of this application is provided in conjunction with the accompanying drawings. Where there is no conflict between the embodiments, the following embodiments and features can be combined with each other. Furthermore, the timing of the steps in the following method embodiments is merely an example and not a strict limitation.

[0053] like Figure 1 As shown, this embodiment provides an electronic device 1, including: at least one processor 11 and a memory 12. Figure 1 Taking a processor as an example, the processor 11 and the memory 12 are connected via a bus 10. The memory 12 stores instructions that can be executed by the processor 11. The instructions are executed by the processor 11 to enable the electronic device 1 to perform all or part of the process of the method in the following embodiment, so as to realize the generation of electromagnetic damping by using a suspension drive motor. This significantly reduces the dependence on traditional variable damping shock absorbers in the electromechanical active suspension system, reduces the cost and complexity of high-frequency vibration control, and improves the ride comfort, handling stability and safety of the vehicle suspension under complex road conditions.

[0054] In one embodiment, the electronic device 1 may be an in-vehicle device, such as an in-vehicle controller, or a mobile phone, tablet computer, laptop computer, desktop computer, or a large computing system composed of multiple computers.

[0055] Figure 2 This is a schematic diagram illustrating an application scenario 200 of a suspension damping control system provided in an embodiment of this application. Figure 2 As shown, the system includes: a server 210 and a terminal 220, wherein:

[0056] Server 210 could be a data center providing suspension damping control services, such as a vehicle service data center. In a real-world scenario, a vehicle service data center might have multiple servers 210. Figure 2 Taking a single server (210) as an example.

[0057] Terminal 220 can be an electronic device that interacts with the vehicle service data center, such as a vehicle, vehicle controller, computer, mobile phone, tablet, or other device used to access the vehicle service data center. There can also be multiple terminals 220. Figure 2 The following example uses two terminals, 220, for illustration.

[0058] Terminal 220 and server 210 can transmit information via the Internet, enabling terminal 220 to access data on server 210. Both terminal 220 and / or server 210 can be implemented by electronic device 1.

[0059] The suspension damping control scheme of this embodiment can be deployed on server 210, on terminal 220, or partially on server 210 and partially on terminal 220. The appropriate option can be chosen based on actual needs in a real-world scenario, and this embodiment does not impose any limitations.

[0060] When the suspension damping control scheme is deployed entirely or partially on server 210, an interface can be opened to terminal 220 to provide algorithm support to terminal 220.

[0061] The method provided in this application embodiment can be implemented by electronic device 1 executing corresponding software code, and is achieved through data interaction with a server. Electronic device 1 can be a local terminal device. When the method runs on a server, it can be implemented and executed based on a cloud interaction system, which includes a server and client devices.

[0062] In one possible implementation, the method provided in this application provides a graphical user interface through a terminal device, wherein the terminal device may be the aforementioned local terminal device or a client device in the aforementioned cloud interaction system.

[0063] like Figure 3 The diagram shown is a structural schematic of an electromechanical suspension actuator provided in an embodiment of this application. The electromechanical suspension actuator structure includes: a suspension motor, a mechanical transmission structure, and shock absorbers. The electromechanical suspension is assembled with the vehicle body. Taking a four-wheeled vehicle as an example, the electromechanical suspension actuator structure may include: four suspension motors, four sets of mechanical transmission structures, and four shock absorbers. Its working principle is that the suspension motor receives a control torque command, amplifies the motor torque through a reducer integrated into the suspension motor, and then the mechanical transmission structure converts the reducer's output torque into a vertical active driving force acting on the vehicle body to achieve vehicle handling stability and smooth control under different operating conditions.

[0064] In an alternative embodiment, due to the transmission delay of the mechanical transmission mechanism, the control bandwidth of the electromechanical suspension system is relatively low. Therefore, in certain high-frequency ride control conditions, it is often difficult to achieve good ride control solely relying on the active force generated by the motor. Therefore, an electronically controlled damper with adjustable damping can be installed in the electromechanical suspension system. Based on factors such as road excitation frequency and energy consumption, the motor and the electronically controlled damper are integrated for coordinated control, thereby achieving good ride control in daily operating conditions. However, this solution is highly dependent on the electronically controlled damper with adjustable damping and cannot be applied to passive dampers.

[0065] This application provides a suspension damping control system, including:

[0066] The suspension system includes suspension motors and acceleration sensors configured for each wheel.

[0067] The controller, connected to the suspension motor and the acceleration sensor respectively, is used in any of the following embodiments to drive the suspension motor to adjust the damping force of the corresponding wheel shock absorber.

[0068] Optionally, the controller may include a domain controller and sub-controllers configured for each suspension motor.

[0069] like Figure 4 As shown, it is a schematic diagram of the actuator structure of the suspension damping control system according to an embodiment of this application. Taking a vehicle application scenario with 4 wheels as an example, the electromechanical suspension electromagnetic damping control system mainly consists of a domain controller, four sub-controllers of suspension motors and four acceleration sensors.

[0070] The domain controller 410's main functions include calculating the main force of the electromechanical suspension and transmitting and receiving CAN information for the entire vehicle. Each MCU controller is primarily responsible for responding to the active torque commands issued by the domain controller 410, driving the suspension operation.

[0071] The four suspension motors control the damping force of the shock absorbers at each of the four wheels of the vehicle. The sub-controllers can be implemented using an MCU controller. Taking the vehicle's frontal orientation as an example, the four suspension motors and their corresponding sub-controllers are as follows: the right front suspension motor 420 corresponding to the right front wheel is equipped with a right front sub-controller MCUFR; the right rear suspension motor 430 corresponding to the right rear wheel is equipped with a right rear sub-controller MCURR; the left front suspension motor 440 corresponding to the left front wheel is equipped with a left front sub-controller MCUFL; and the left rear suspension motor 450 corresponding to the left rear wheel is equipped with a left rear sub-controller MCURL.

[0072] Four acceleration sensors are mounted near the corresponding wheels to collect the sprung acceleration of the corresponding wheels.

[0073] Domain controller 410 communicates with the four MCUs via a four-channel private CAN network. The MCU controllers can receive vehicle CAN signals forwarded by domain controller 410 and control commands issued by domain controller 410 via the private CAN network. Accelerometers can be connected to both domain controller 410 and the MCU controllers simultaneously. To improve response speed and reduce signal delay, the suspension damping control algorithm described in any of the following embodiments can be integrated into the MCU controllers corresponding to each suspension motor.

[0074] Figure 4 The actuator of the electromechanical suspension electromagnetic damping control system shown is... Figure 3 The main difference between the actuators in the electromechanical suspension shown is that the electronically controlled shock absorber can be replaced by a passive shock absorber, and the suspension motor simulates the electromagnetic damping force output. Simultaneously, the height sensor can be eliminated, and the speed of the shock absorber can be calculated using the speed of the suspension motor. Therefore, the electromechanical suspension electromagnetic damping control system is superior to... Figure 3 The electromechanical suspension system shown greatly reduces cost and system complexity.

[0075] In one embodiment, the active force control algorithm in the domain controller 410 is mainly an event-based control algorithm and may not include a damper damping control algorithm.

[0076] like Figure 5 The diagram shown illustrates an algorithm framework deployed on a domain controller 410 according to an embodiment of this application. The framework includes three main functional modules: a dynamic event control module 411, a static event control module 412, and an arbitration module 413. The functional principles of each module are as follows:

[0077] The dynamic event control module 411 includes rapid acceleration / deceleration vehicle pitch control, stable / transient steering vehicle roll control, speed bump / pothole crossing control, and end-of-life safety control. The dynamic event function primarily collects dynamic signals from the vehicle and calculates and outputs pitch control force, roll control force, speed bump control force, and end-of-life safety control force under the current operating conditions, mainly involving the vehicle's ride comfort and handling stability control.

[0078] The static event control module 412 is a manually triggered control, collectively referred to as VAF function control, including dancing function, convenient entry function, collision warning function, and tire change / repair function, outputting dancing control force, convenient entry control force, collision entry control force, and tire change / repair control force. Static event functions are VAF functions operating under stationary vehicle conditions, primarily for functional demonstration and do not affect vehicle ride comfort or handling stability.

[0079] Arbitration module 413 arbitrates the forces controlled by dynamic events and the forces controlled by static events. The arbitration logic is as follows: first, the dynamic event control forces are added together to obtain the final dynamic event control force; then, the static event control forces are ORed to obtain the final static event control force. Arbitration is then performed between the final dynamic event control force and the final static event control force. That is, when the VAF function mode is activated, the final static event control force is used as the final electromechanical suspension control force output; if the VAF function mode is not activated, the final dynamic event control force is used as the output. Finally, the final electromechanical suspension control force is converted into the electromechanical suspension motor drive torque according to the lever arm conversion relationship of the mechanical structure. Output, where T AsFL T represents the drive torque of the left front suspension motor. AsFR T represents the drive torque of the right front suspension motor. AsRL T represents the drive torque of the left rear suspension motor. AsRR This is the drive torque of the right rear suspension motor.

[0080] Optionally, the arbitration module 413 will control the type status flag bit. The domain controller 410 can also forward vehicle CAN signals, including vehicle suspension mode signals and vehicle speed signals. Outputs are provided, for example, 1 indicates dynamic event control and 0 indicates static event control.

[0081] Please refer to Figure 6 This is a suspension damping control method according to an embodiment of this application. The method can be... Figure 1 The electronic device 1 shown is used to perform this action and can be applied to... Figure 2-5 In the suspension damping control application scenario shown, electromagnetic damping is simulated by using a suspension drive motor. This significantly reduces the reliance on traditional variable damping shock absorbers in the electromechanical active suspension system, reduces the cost and complexity of high-frequency vibration control, and improves the ride comfort, handling stability, and safety of the vehicle suspension under complex road conditions. This embodiment uses a terminal as the execution end as an example, and the method includes the following steps:

[0082] Step 601: Obtain the suspension motor speed corresponding to the vehicle wheel, the current suspension motor torque, and the sprung acceleration corresponding to the wheel.

[0083] In this step, the suspension motor speed refers to the current real-time speed, which can be obtained based on the operating status of the suspension motor. The current torque of the suspension motor can be obtained through the motor torque command output by the domain controller 410. The arbitration module of the domain controller 410 outputs the current suspension motor torque corresponding to the suspension motors of the four wheels based on the current dynamic and static states of the vehicle. Sprout acceleration can be obtained through acceleration sensors mounted on each wheel.

[0084] Step 602: Calculate the speed of the shock absorber corresponding to the wheel based on the speed of the suspension motor.

[0085] In this step, the shock absorber at the wheel can be a passive shock absorber or other types of shock absorbers. In order to accommodate a variety of shock absorbers, for a shock absorber of a wheel, the speed of the shock absorber is calculated by the speed of the suspension motor corresponding to that wheel, thereby reducing the dependence on the performance of the shock absorber itself.

[0086] In one embodiment, step 602 may specifically include: obtaining a preset conversion parameter corresponding to the suspension motor speed, the preset conversion parameter being used to characterize the linear correlation between the suspension motor speed and the shock absorber speed; and calculating the shock absorber speed corresponding to the wheel based on the suspension motor speed and the preset conversion parameter.

[0087] In this embodiment, for the calculation of the shock absorber speed of a single wheel, the preset conversion parameter is a linear parameter predetermined based on the mechanical transmission relationship between the suspension motor speed and the shock absorber of that wheel, directly characterizing the linear correlation between the suspension motor speed and the shock absorber speed. Calculating the shock absorber speed based on the preset conversion parameter can significantly simplify the real-time calculation process, avoid the need for complex algorithms, and reduce the dependence on additional speed sensors, thereby lowering the system hardware cost and computational complexity.

[0088] Optionally, taking a single wheel as an example, it is assumed that the suspension motor speed (Motorspeed) of a wheel is linearly related to the damper speed (Damperspeed) within a certain range. The suspension motor speed (Motorspeed) can be converted into the damper speed according to the kinematic equation using the following formula (1):

[0089] Damperspeed=Ksp Motorspeed + Basicspeed (1)

[0090] Where Damperspeed is the shock absorber speed of the wheel. Ksp is the linear conversion coefficient corresponding to the suspension motor speed of the wheel, and Basicspeed is the linear conversion intercept. The preset conversion parameters include the linear conversion coefficient Ksp and the linear conversion intercept Basicspeed. Both Ksp and Basicspeed are obtained through pre-calibration. Since mechanical actuators always have elastic nonlinearity, Ksp and Basicspeed are not fixed values. They can be pre-calibrated and stored in a mapping table. When in use, both Ksp and Basicspeed can be obtained by looking up the table as the suspension motor speed Motorspeed changes.

[0091] In one embodiment, before obtaining the preset conversion parameters corresponding to the suspension motor speed, the method further includes: controlling the suspension motor to operate at different motor speeds; measuring the speed of the shock absorber during the operation of the suspension motor to obtain the shock absorber speed corresponding to different motor speed conditions; and, based on the different motor speeds and the corresponding shock absorber speeds, fitting the linear correlation characteristics between the different motor speeds and the shock absorber speeds, and determining the preset conversion parameters characterizing the linear correlation characteristics.

[0092] In this embodiment, for each wheel, the linear correlation between the suspension motor speed and the shock absorber speed is pre-calibrated. For example, during the vehicle software calibration stage, the suspension motor is controlled to operate at different speeds, and the shock absorber speed is simultaneously measured using a measuring device. Based on the measured data, the linear relationship between the suspension motor speed and the shock absorber speed for that wheel is fitted, thereby dynamically determining high-precision preset conversion parameters. For example, the values ​​of Ksp and Basicspeed are determined using suspension motor speeds at a certain gradient, with the goal of ensuring that the error between the estimated shock absorber speed Damperspeed and the measured shock absorber speed does not exceed 5%.

[0093] Step 603: Determine the damping control torque corresponding to the wheel based on the shock absorber speed and sprung acceleration.

[0094] In this step, for a single wheel, based on the calculated shock absorber speed and sprung acceleration, the damping control torque corresponding to that wheel is simulated. Here, the damping control torque refers to the control torque required for that wheel to overcome undesirable vibrations of the vehicle.

[0095] In one embodiment, step 603 may specifically include: calculating the target damping coefficient for each wheel based on the sprung acceleration corresponding to each wheel of the vehicle and the horizontal positional relationship between the vehicle's center of gravity and the suspension; and determining the damping control torque for each wheel based on the damper speed corresponding to each wheel and the target damping coefficient.

[0096] In this embodiment, the target damping coefficient for each wheel is first calculated. For each wheel, the required target damping torque is calculated based on the target damping coefficient and the shock absorber speed. Specifically, for a single wheel, the target damping coefficient can be calculated using the sprung acceleration and the horizontal positional relationship between the vehicle's center of gravity and the suspension. For example, by utilizing the horizontal positional relationship between the vehicle's center of gravity and the suspension, pitch or roll moments are dynamically compensated. Combined with the shock absorber speed, the damping control torque is determined, achieving precise perception and adaptive adjustment of the vehicle's attitude. This improves the accuracy of damping control, optimizes the vehicle's ride comfort and handling stability under complex road conditions, and reduces reliance on additional sensors.

[0097] In one embodiment, the target damping coefficient for each wheel is calculated based on the sprung acceleration corresponding to each wheel of the vehicle and the horizontal positional relationship between the vehicle's center of gravity and the suspension. This includes: calculating the sprung velocity corresponding to each wheel based on the sprung acceleration corresponding to each wheel of the vehicle; obtaining a first horizontal distance from the vehicle's center of gravity to the wheel axle and a second horizontal distance from the vehicle's center of gravity to the line connecting the centers of the two target wheels, with the two target wheels mounted on the same side of the vehicle body; calculating the vehicle's pitch and roll angular velocities based on the sprung velocities, the first horizontal distance, and the second horizontal distance; calculating the vertical control damping corresponding to each wheel based on the damper velocities and sprung velocities corresponding to each wheel; determining the pitch control damping corresponding to each wheel based on the pitch angular velocities and preset pitch control parameters for each wheel; determining the roll control damping corresponding to each wheel based on the roll angular velocities and preset roll control parameters for each wheel; and for each individual wheel, determining the maximum value among the vertical control damping, pitch control damping, and roll control damping as the target damping coefficient for that individual wheel.

[0098] In this embodiment, for a single wheel, the sprung acceleration corresponding to that wheel can be acquired by an accelerometer installed at the topmount of the shock absorber. Taking four wheels as an example, four sprung accelerations are acquired by their respective accelerometers: the sprung acceleration AccelerationCornerFL of the left front wheel, the sprung acceleration AccelerationCornerFR of the right front wheel, the sprung acceleration AccelerationCornerRR of the right rear wheel, and the sprung acceleration AccelerationCornerRL of the left rear wheel. Then, the four sprung accelerations are integrated and high-pass filtered to obtain the sprung velocities of the four wheels, which are: the sprung velocity VelCornerFL of the left front wheel, the sprung velocity VelCornerFR of the right front wheel, the sprung velocity VelCornerRL of the left rear wheel, and the sprung velocity VelCornerRR of the right rear wheel.

[0099] Then, based on the sprung speeds of any three of the four wheels, combined with the first and second horizontal distances, the vehicle's pitch and roll angular velocities are calculated. Assuming the sprung speeds of the left front wheel (VelCornerFL), the right front wheel (VelCornerFR), and the left rear wheel (VelCornerRL) are selected for calculation, the vehicle's pitch and roll angular velocities can be calculated using the following formula (2):

[0100] (2)

[0101] In this context, assuming the vehicle is facing forward, and the driver is sitting in the driver's seat facing forward, the driver's left is considered left, and the driver's right is considered right. Pitchrate is the vehicle's pitch rate, Rollrate is the vehicle's roll rate, and MassVel is the vertical velocity at the vehicle's center of gravity. The horizontal distance from the vehicle's center of gravity to the front axle of the suspension can be measured in advance. The horizontal distance from the vehicle's center of gravity to the rear axle of the suspension can be measured in advance. The horizontal distance from the vehicle's center of gravity to the line connecting the centers of the two target wheels on the left can be measured in advance. The horizontal distance from the vehicle's center of gravity to the centers of the two target wheels on the right can be measured in advance. The directions of the pitch and roll angular velocities are determined using the vehicle's driving coordinate system.

[0102] Then, for each wheel, the corresponding vertical control damping, pitch control damping, and roll control damping are calculated, and the maximum value is selected as the target damping coefficient for that wheel. Taking the calculation process for the left front wheel as an example, it mainly consists of the following steps:

[0103] Step 1: Calculate the vertical control damping of the left front wheel according to the following formula (3). The vertical control damping range can be normalized to [0, 100]:

[0104] (3)

[0105] in, FL represents the vertical damping control ratio for the front axle suspension, DamperspeedFL represents the damper speed of the left front wheel, and VelCornerFL represents the sprung speed of the left front wheel. The above two parameters, representing the vertical base damping of the front axle suspension, are calibrated using a speed-based lookup table. When calculating the vertical control damping of the left and right rear wheels, the aforementioned vertical damping control ratio coefficients for the front and rear axles need to be replaced with those for the rear axle suspension, and the vertical base damping of the front and rear axles needs to be replaced with those for the rear axle suspension. The ratio coefficients and base damping of the rear and front axles can be distinguished using different calibration values.

[0106] Step 2: Calculate the pitch control damping of the left front wheel according to the following formula (4). After normalization to the range [0, 100]:

[0107] (4)

[0108] Where Pitchrate is the vehicle's pitch rate. Front axle pitch control damping ratio coefficient of suspension. The above two parameters are obtained by looking up a table based on vehicle speed, and are the basic damping coefficient for pitch control of the front axle of the suspension. The pitch control damping calculation formulas for the left and right wheels on the same axle are the same, and the damping ratio coefficient and the basic damping coefficient used are the same. When calculating the pitch control damping of the left and right wheels of the rear axle of the suspension, the pitch control damping ratio coefficient of the front axle of the suspension in the above formula (4) needs to be replaced with the pitch control damping ratio coefficient of the rear axle of the suspension, and the basic damping coefficient of pitch control of the front axle of the suspension needs to be replaced with the basic damping coefficient of pitch control of the rear axle of the suspension. The rear axle and the front axle can be distinguished by different calibration values.

[0109] Step 3: Calculate the roll control damping c corresponding to the left front wheel according to the following formula (5). rollfrontFL Then normalize to the range [0, 100]:

[0110] (5)

[0111] Where Rollrate is the vehicle's roll rate. This is the front axle roll ratio coefficient for the suspension. For the basic roll damping of the front axle suspension, all calibration parameters are obtained by using a quick lookup table, and the parameters of the front and rear axles are distinguished by different calibration values. The roll control damping calculation formulas for the left and right wheels on the same axle are the same, and the roll ratio coefficient and the basic roll damping are the same. When calculating the roll control damping of the left and right wheels of the rear axle suspension, the front axle roll ratio coefficient in the above formula (4) needs to be replaced with the rear axle roll ratio coefficient, and the basic roll damping of the front axle suspension needs to be replaced with the basic roll damping of the rear axle suspension.

[0112] Step 4: Then compare the vertical control damping, pitch control damping, and roll control damping of the left front wheel, and output the maximum value. The target damping coefficient of the left front wheel can be determined using the following formula (6):

[0113] (6)

[0114] Then, the target damping force of the left front wheel can be calculated using the following formula (7). :

[0115] (7)

[0116] Step 5: Use the following formula (8) to adjust the target damping force of the left front wheel. Converted to damping control torque:

[0117] (8)

[0118] Among them, T dampFL The damping control torque for the left front wheel. This refers to the torque-drive force conversion coefficient of the front axle suspension motor. These are the torque-drive power conversion compensation values ​​for the front axle suspension motor; these two parameters can be pre-calibrated.

[0119] Step 604: Determine the target control torque corresponding to the suspension motor of the wheel based on the damping control torque and the current suspension motor torque.

[0120] In this step, for a single wheel, based on the wheel's damping control torque and the current suspension motor torque of the wheel's suspension motor, the target control torque ultimately required for that wheel is further determined.

[0121] Optionally, taking the left front wheel as an example, the damping control torque T of the left front wheel can be... dampFL and the current suspension motor torque of the left front suspension motor To perform fusion, if the control type status flag bit output by the domain controller 410... The target control torque of the left front suspension motor is... .like The target control torque of the left front suspension motor is... By comprehensively considering the vehicle's current control state, the target control torque required by the suspension motor can be determined more accurately.

[0122] Step 605: Drive the suspension motor according to the target control torque to adjust the damping force of the shock absorber.

[0123] In this step, drive parameters for the suspension motors can be generated based on the target control torque, allowing adjustment of the damping force of the shock absorbers via the suspension motors. These drive parameters include, but are not limited to, quadrature-axis current and direct-axis current. For example, the motor drive module, based on the target control torque corresponding to each suspension motor, uses torque control to output i_q (quadrature-axis current) and i_d (direct-axis current) for each suspension motor. Based on this drive current, the corresponding suspension motor is driven to adjust the damping force of the corresponding wheel shock absorber. This achieves the simulation of electromagnetic damping through the suspension drive motor, significantly reducing the reliance on traditional variable damping shock absorbers in electromechanical active suspension systems. It also reduces the cost and complexity of high-frequency vibration control, improving the ride comfort, handling stability, and safety of the vehicle suspension under complex road conditions.

[0124] like Figure 7The diagram shown illustrates the algorithm framework of a suspension damping control method provided in this application embodiment. This framework deploys the damping control algorithm within the MCU controller of each wheel suspension motor. This not only allows for the estimation of the suspension damper speed using the motor speed signal, saving the use of a height sensor and reducing costs, but also significantly reduces the delay in damping control and increases bandwidth. The algorithm framework mainly includes: a signal estimation and processing module, a ride comfort damping control module, a cooperative control module, and a motor drive module, wherein:

[0125] The MCU controller connects to the domain controller 410, the acceleration sensor, and the high-voltage power supply, and can acquire information such as the motor drive torque of the suspension motor, the vehicle CAN signal, the vehicle control type status, the motor speed, and the acceleration sensor signal.

[0126] The signal estimation and processing module can filter the received sprung acceleration signal to obtain the sprung velocity, and can also perform damper speed estimation, vertical speed estimation, pitch angular velocity estimation, roll angular velocity estimation, vehicle speed calculation, etc.

[0127] The ride comfort damping control module primarily performs vertical, pitch, and roll control on the vehicle body. It can calculate the vertical, pitch, and roll control damping corresponding to each wheel and output the target damping torque through forced configuration. The damping algorithm is consistent for the MCU of each wheel.

[0128] The main function of the collaborative control module is to combine the vehicle's current control type and control mode, integrate the damping control torque corresponding to each wheel with the motor drive torque of the suspension motor (i.e., the current suspension motor torque), and determine the target control torque corresponding to the suspension motor of that wheel.

[0129] The motor drive module is connected to a high-voltage power supply. Based on the target control torque of the final suspension motor, a torque control method is adopted to output i_q (quadrature axis current) and i_d (direct axis current) drive currents to drive the corresponding suspension motor.

[0130] For the specific functions of each of the above modules, please refer to the descriptions of the relevant embodiments above, which will not be repeated here.

[0131] like Figure 8The diagram shown is a flowchart illustrating a suspension damping control method provided in this application. Taking a vehicle with an electromechanical active suspension equipped with passive dampers as an example, the system layout and control algorithm of the above embodiment can simulate the generation of electromagnetic damping through the suspension drive motor. This significantly reduces the reliance on traditional variable damping dampers in the electromechanical active suspension system, reduces the cost and complexity of high-frequency vibration control, and improves the ride comfort, handling stability, and safety of the vehicle suspension under complex road conditions. The main implementation steps are as follows:

[0132] Step 801: Deploy the damping control algorithm into the MCU controller of each wheel suspension motor. Taking four wheels as an example, connect the acceleration sensor signals of the four wheels and the vehicle CAN signal to the MCU controller of the corresponding wheel to realize ride comfort damping control in the MCU controller of a single suspension motor.

[0133] Step 802: Taking the suspension motor of a single wheel as an example, the damper speed (Damperspeed) is first estimated in the corresponding MCU controller based on the suspension motor speed (Motorspeed). Within a certain range, Motorspeed and Damperspeed are linearly correlated. Motorspeed is pre-divided into several linear steps, and Damperspeed is linearly fitted to each step to obtain the Ksp conversion coefficient and the Basicspeed linear conversion intercept. The target fitting error is no more than 5%.

[0134] Step 803: Integrate and high-pass filter the sprung acceleration sensor signals of the four wheels to obtain the sprung velocity signals of the four wheels, and then calculate the pitch and roll angular velocities of the vehicle according to the vehicle kinematic equations.

[0135] Step 804: Calculate the vertical control damping of the corresponding suspension motor based on the sprung speed of each wheel and the speed of the shock absorber. The range is normalized to [0, 100]. The vertical damping control proportional coefficient and the vertical base damping can be calibrated by looking up the table with the vehicle speed.

[0136] Step 805: For each wheel, calculate the pitch control damping based on the pitch angular velocity, and normalize its value to [0, 100]. The pitch control damping proportional coefficient and the pitch control basic damping coefficient are both calibrated by looking up a table at vehicle speed, with different calibration values ​​used for the rear axle and the front axle.

[0137] Step 806: For each wheel, calculate the roll control damping based on the roll angular velocity, and normalize its value to [0, 100]. The parameters of the front axle roll ratio coefficient and the basic roll damping are obtained by looking up a table according to the speed, and the parameters of the front and rear axles are distinguished by different calibration values.

[0138] Step 807: For each wheel, compare the vertical control damping, pitch control damping, and roll control damping, output the maximum value, calculate the damping force corresponding to that wheel, and then convert the damping force into the damping control torque corresponding to that wheel.

[0139] Step 808: Integrate the damping control torque and the current drive torque of the electromechanical suspension motor to determine the target control torque of the suspension motor. Taking the left front wheel as an example, if... Then the final target control torque of the left front suspension motor is the sum of the damping control torque and the electromechanical suspension motor drive torque. Then the target control torque of the left front suspension motor is equal to the drive torque of the electromechanical suspension motor.

[0140] Step 809: For each wheel, based on the target control torque of the suspension motor, a torque control method is used to output i_q and i_d drive currents to drive the corresponding suspension motor, thereby adjusting the damping force of the corresponding wheel shock absorber.

[0141] The above method simulates electromagnetic damping by using a suspension drive motor. It achieves the same functionality as a controllable damping shock absorber and electromechanical suspension using a passive damper and electromechanical suspension, while significantly reducing costs. Furthermore, the ride comfort damping control algorithm is integrated into the suspension motor controller, resulting in lower control latency and higher bandwidth. Additionally, the shock absorber speed can be estimated using the motor speed, achieving the same function as a height sensor, thus saving on the cost of the height sensor and reducing system complexity.

[0142] For details of each step of the above method, please refer to the relevant descriptions in the above embodiments, which will not be repeated here.

[0143] Please refer to Figure 9 This is a suspension damping control device 900 according to an embodiment of this application. This device can be applied to electronic device 1 and can also be applied to... Figure 2-5 In the suspension damping control application scenario shown, electromagnetic damping is simulated by using a suspension drive motor. This significantly reduces the reliance on traditional variable damping shock absorbers in the electromechanical active suspension system, reducing the cost and complexity of high-frequency vibration control, and improving the ride comfort, handling stability, and safety of the vehicle suspension under complex road conditions. The device includes: an acquisition module 901, a calculation module 902, a first determination module 903, a second determination module 904, and a drive module 905. The functional principles of each module are as follows:

[0144] The acquisition module 901 is used to acquire the suspension motor speed, the current suspension motor torque, and the sprung acceleration of at least one wheel of the vehicle.

[0145] The calculation module 902 is used to calculate the speed of the shock absorber corresponding to the wheel based on the speed of the suspension motor.

[0146] The first determining module 903 is used to determine the damping control torque corresponding to the wheel based on the shock absorber speed and the sprung acceleration.

[0147] The second determining module 904 is used to determine the target control torque corresponding to the suspension motor of the wheel based on the damping control torque and the current suspension motor torque.

[0148] Drive module 905 is used to drive the suspension motor according to the target control torque to adjust the damping force of the shock absorber.

[0149] In one embodiment, the calculation module 902 is used to obtain preset conversion parameters corresponding to the suspension motor speed. The preset conversion parameters are used to characterize the linear correlation between the suspension motor speed and the shock absorber speed. Based on the suspension motor speed and the preset conversion parameters, the shock absorber speed corresponding to the wheel is calculated.

[0150] In one embodiment, the device further includes a calibration module, used to control the suspension motor to operate at different motor speeds before acquiring the preset conversion parameters corresponding to the suspension motor speeds. During the operation of the suspension motor, the speed of the shock absorber is measured to obtain the shock absorber speed corresponding to different motor speed conditions. Based on the different motor speeds and the corresponding shock absorber speeds, a linear correlation feature between different motor speeds and the shock absorber speeds is fitted, and a preset conversion parameter characterizing the linear correlation feature is determined.

[0151] In one embodiment, the first determining module 903 is used to calculate the target damping coefficient for each wheel based on the sprung acceleration corresponding to each wheel of the vehicle and the horizontal positional relationship between the vehicle's center of gravity and the suspension. Based on the damper speed corresponding to each wheel and the target damping coefficient, the damping control torque for each wheel is determined.

[0152] In one embodiment, the first determining module 903 is specifically used to calculate the sprung speed of each wheel based on the sprung acceleration of each wheel of the vehicle. It obtains a first horizontal distance from the vehicle's center of mass to the wheel axle and a second horizontal distance from the vehicle's center of mass to the line connecting the centers of two target wheels, which are mounted on the same side of the vehicle body. Based on the sprung speed, the first horizontal distance, and the second horizontal distance, it calculates the vehicle's pitch and roll angular velocities. Based on the damper speed and sprung speed of each wheel, it calculates the vertical control damping of each wheel. Based on the pitch angular velocity and preset pitch control parameters for each wheel, it determines the pitch control damping of each wheel. Based on the roll angular velocity and preset roll control parameters for each wheel, it determines the roll control damping of each wheel. For each individual wheel, the maximum value among the vertical control damping, pitch control damping, and roll control damping is determined as the target damping coefficient for that individual wheel.

[0153] In one embodiment, the second determining module 904 is used to determine the current control type of the vehicle. If the current control type of the vehicle is dynamic event control, the sum of the damping control torque and the current suspension motor torque is determined as the target control torque corresponding to the suspension motor of the wheel. If the current control type of the vehicle is static event control, the current suspension motor torque is determined as the target control torque corresponding to the suspension motor of the wheel.

[0154] For a detailed description of the damping control device 900 of the suspension described above, please refer to the description of the relevant method steps in the above embodiment. Its implementation principle and technical effect are similar, and will not be repeated here in this embodiment.

[0155] In one embodiment, this application also provides a vehicle, which may include:

[0156] The suspension system includes suspension motors and acceleration sensors configured for each wheel.

[0157] At least one processor connected to the suspension motor and acceleration sensor.

[0158] A memory that is communicatively connected to at least one processor.

[0159] The memory stores instructions that can be executed by at least one processor, which is configured to execute the instructions to implement the method of any of the foregoing embodiments.

[0160] Figure 10 This is a block diagram illustrating a vehicle 1000 according to an exemplary embodiment. For example, vehicle 1000 may be a hybrid vehicle, a non-hybrid vehicle, an electric vehicle, a fuel cell vehicle, or other types of vehicle. Vehicle 1000 may be an autonomous vehicle, a semi-autonomous vehicle, or a non-autonomous vehicle.

[0161] Reference Figure 10 The vehicle 1000 may include various subsystems, such as an infotainment system 1010, a perception system 1020, a decision control system 1030, a drive system 1040, and a computing platform 1050. The vehicle 1000 may also include more or fewer subsystems, and each subsystem may include multiple components. Furthermore, each subsystem and component of the vehicle 1000 can be interconnected via wired or wireless means.

[0162] In some embodiments, the infotainment system 1010 may include a communication system, an entertainment system, and a navigation system, etc.

[0163] The perception system 1020 may include several types of sensors for sensing information about the environment surrounding the vehicle 1000. For example, the perception system 1020 may include a global positioning system (which may be a GPS system, a BeiDou system, or another positioning system), an inertial measurement unit (IMU), a lidar, a millimeter-wave radar, an ultrasonic radar, and a camera device.

[0164] The decision control system 1030 may include a computing system, a vehicle controller, a steering system, a throttle, and a braking system.

[0165] The drive system 1040 may include components that provide powered motion to the vehicle 1000. In one embodiment, the drive system 1040 may include an engine, an energy source, a transmission system, and wheels. The engine may be one or a combination of internal combustion engines, electric motors, and compressed air engines. The engine is capable of converting energy provided by the energy source into mechanical energy.

[0166] Some or all of the functions of the vehicle 1000 are controlled by a computing platform 1050. The computing platform 1050 may include at least one processor 1051 and a memory 1052, the processor 1051 being able to execute instructions 1053 stored in the memory 1052.

[0167] The processor 1051 can be any conventional processor, such as a commercially available CPU. The processor may also include graphics processing units (GPUs), field-programmable gate arrays (FPGAs), systems on chips (SoCs), application-specific integrated circuits (ASICs), or combinations thereof.

[0168] The memory 1052 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.

[0169] In addition to instruction 1053, memory 1052 can also store data, such as road maps, route information, vehicle position, direction, speed, and other data. The data stored in memory 1052 can be used by computing platform 1050.

[0170] In this embodiment, processor 1051 may execute instruction 1053 to complete all or part of the steps of the method in any of the above embodiments.

[0171] In some embodiments of this application, a computer-readable storage medium including instructions is also provided, such as a memory including instructions that can be executed by a processor of an electronic device to perform the methods of any of the above embodiments. For example, the computer-readable storage medium may be a ROM, random access memory (RAM), CD-ROM, magnetic tape, floppy disk, and optical data storage device, etc.

[0172] This application also provides a computer-readable storage medium storing computer-executable instructions, which, when executed by a processor, implement the method of any of the foregoing embodiments.

[0173] This application also provides a computer program product, including a computer program that, when executed by a processor, implements the method of any of the foregoing embodiments.

[0174] In the several embodiments provided in this application, it should be understood that the disclosed devices and methods can be implemented in other ways. For example, the device embodiments described above are merely illustrative. For instance, the division of modules is only a logical functional division, and there may be other division methods in actual implementation. For example, multiple modules may be combined or integrated into another system, or some features may be ignored or not executed.

[0175] The integrated modules described above, implemented as software functional modules, can be stored in a computer-readable storage medium. These software functional modules, stored in a storage medium, include several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) or processor to execute some steps of the methods of the various embodiments of this application.

[0176] It should be understood that the aforementioned processor can be a Central Processing Unit (CPU), or other general-purpose processors, digital signal processors (DSPs), application-specific integrated circuits (ASICs), etc. A general-purpose processor can be a microprocessor or any conventional processor. The steps of the method disclosed in the application can be directly manifested as being executed by a hardware processor, or executed by a combination of hardware and software modules within the processor. The memory may include high-speed RAM (Random Access Memory), and may also include non-volatile memory (NVM), such as at least one disk storage device, and may also be a USB flash drive, external hard drive, read-only memory, disk, or optical disc, etc.

[0177] The aforementioned storage media can be implemented from 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 storage media can be any available medium accessible to general-purpose or special-purpose computers.

[0178] An exemplary storage medium is coupled to a processor, enabling the processor to read information from and write information to the storage medium. Alternatively, the storage medium can be an integral part of the processor. Both the processor and the storage medium can reside in an Application Specific Integrated Circuit (ASIC). Alternatively, the processor and storage medium can exist as discrete components in an electronic device or host device.

[0179] Furthermore, the term “exemplary” is used herein to mean serving as an example, instance, or illustration. Any aspect or design described herein as “exemplary” is not necessarily to be construed as advantageous compared to other aspects or designs. Rather, the use of the term “exemplary” is intended to present the concept in a concrete manner. As used herein, the term “or” is intended to mean an inclusive “or” rather than an exclusive “or.” That is, unless otherwise specified or clear from the context, “X applies A or B” is intended to mean any of the natural inclusive arrangements. That is, “X applies A or B” satisfies any of the foregoing instances if X applies A. X applies B. or both X applies A and B. Additionally, unless otherwise specified or clear from the context to refer to the singular form, the articles “a” and “an” as used in this application and the appended claims are generally understood to mean “one or more.”

[0180] Similarly, although this application has been shown and described with respect to one or more implementations, equivalent variations and modifications will occur to those skilled in the art upon reading and understanding the specification and drawings. This application includes all such modifications and variations and is limited only by the scope of the claims. In particular, with respect to the various functions performed by the components described above (e.g., elements, resources, etc.), unless otherwise indicated, the terminology used to describe such components is intended to correspond to any component (functionally equivalent) that performs the specific function of the described component, even if structurally not equivalent to the disclosed structure. Furthermore, although a particular feature of this application may have been disclosed with respect to only one of several implementations, such features may be combined with one or more other features of other implementations, as may be desired and advantageous to any given or particular application. Moreover, with regard to the terms “comprising,” “owning,” “having,” “having,” or variations thereof as used in the Detailed Description or the claims, such terms are intended to be inclusive in a manner similar to the term “including.”

[0181] The sequence numbers of the embodiments in this application are for descriptive purposes only and do not represent the superiority or inferiority of the embodiments.

[0182] Through the above description of the embodiments, those skilled in the art can clearly understand that the methods of the above embodiments can be implemented by means of software plus necessary general-purpose hardware platforms. Of course, they can also be implemented by hardware, but in many cases the former is a better implementation method. Based on this understanding, the technical solution of this application, in essence, or the part that contributes to the prior art, can be embodied in the form of a software product. This computer software product is stored in a storage medium (such as ROM / RAM, magnetic disk, optical disk) and includes several instructions to cause a terminal device (which may be a mobile phone, computer, server, air conditioner, or network device, etc.) to execute the methods of the various embodiments of this application.

[0183] The collection, storage, use, processing, transmission, provision, and disclosure of user data and other information involved in the technical solution of this application all comply with the provisions of relevant laws and regulations and do not violate public order and good morals.

[0184] The above are merely exemplary embodiments of this application and do not limit the patent scope of this application. Any equivalent structural or procedural transformations made using the content of this application's specification and drawings, or direct or indirect applications in other related technical fields, are similarly included within the patent protection scope of this application.

Claims

1. A method for controlling the damping of a suspension, characterized in that, include: The speed of the suspension motor corresponding to the vehicle wheel, the current suspension motor torque, and the sprung acceleration corresponding to the wheel are obtained. The speed of the shock absorber corresponding to the wheel is calculated based on the speed of the suspension motor. The damping control torque corresponding to the wheel is determined based on the shock absorber speed and the sprung acceleration. Based on the damping control torque and the current suspension motor torque, determine the target control torque corresponding to the suspension motor of the wheel; The suspension motor is driven according to the target control torque to adjust the damping force of the shock absorber.

2. The method according to claim 1, characterized in that, The step of calculating the shock absorber speed corresponding to the wheel based on the suspension motor speed includes: Obtain a preset conversion parameter corresponding to the speed of the suspension motor, the preset conversion parameter being used to characterize the linear correlation between the speed of the suspension motor and the speed of the shock absorber; The shock absorber speed corresponding to the wheel is calculated based on the suspension motor speed and the preset conversion parameters.

3. The method according to claim 2, characterized in that, Before obtaining the preset conversion parameters corresponding to the suspension motor speed, the method further includes: The suspension motor is controlled to operate at different motor speeds. During the operation of the suspension motor, the damper speed is measured to obtain the damper speed corresponding to the different motor speed conditions. Based on the different motor speeds and the corresponding vibration damper speeds, a linear correlation feature between the different motor speeds and the vibration damper speeds is fitted, and a preset conversion parameter characterizing the linear correlation feature is determined.

4. The method according to claim 1, characterized in that, The step of determining the damping control torque corresponding to the wheel based on the shock absorber speed and the sprung acceleration includes: Calculate the target damping coefficient for each wheel based on the sprung acceleration corresponding to each wheel of the vehicle and the horizontal position relationship between the vehicle's center of gravity and the suspension. The damping control torque corresponding to each wheel is determined based on the speed of the shock absorber corresponding to each wheel and the target damping coefficient.

5. The method according to claim 4, characterized in that, The step of calculating the target damping coefficient for each wheel based on the sprung acceleration corresponding to each wheel of the vehicle and the horizontal position relationship between the vehicle's center of gravity and the suspension includes: Calculate the sprung velocity of each wheel based on the sprung acceleration of each wheel of the vehicle. Obtain the first horizontal distance from the vehicle's center of gravity to the wheel axle, and the second horizontal distance from the vehicle's center of gravity to the line connecting the centers of the two target wheels, wherein the two target wheels are mounted on the same side of the vehicle's body. The pitch rate and roll rate of the vehicle are calculated based on the sprung speed, the first horizontal distance, and the second horizontal distance. Calculate the vertical control damping corresponding to each wheel based on the shock absorber speed and the sprung speed corresponding to each wheel; Based on the pitch angular velocity and the preset pitch control parameters of each wheel, determine the pitch control damping corresponding to each wheel; based on the roll angular velocity and the preset roll control parameters of each wheel, determine the roll control damping corresponding to each wheel. For each of the aforementioned wheels, the maximum value among the vertical control damping, pitch control damping, and roll control damping is determined as the target damping coefficient corresponding to that single wheel.

6. The method according to claim 1, characterized in that, The step of determining the target control torque corresponding to the suspension motor of the wheel based on the damping control torque and the current suspension motor torque includes: Determine the current control type of the vehicle; If the current control type of the vehicle is dynamic event control, the sum of the damping control torque and the current suspension motor torque is determined as the target control torque corresponding to the suspension motor of the wheel. If the current control type of the vehicle is static event control, the current suspension motor torque is determined as the target control torque corresponding to the suspension motor of the wheel.

7. A suspension damping control system, characterized in that, include: The suspension includes a suspension motor and an acceleration sensor configured for each wheel; The controller, connected to the suspension motor and the acceleration sensor respectively, is used to execute the method according to any one of claims 1-6 to drive the suspension motor to adjust the damping force of the corresponding wheel shock absorber.

8. A vehicle, characterized in that, include: The suspension includes a suspension motor and an acceleration sensor configured for each wheel; At least one processor connected to the suspension motor and the acceleration sensor; as well as A memory that is communicatively connected to the at least one processor; The memory stores instructions executable by the at least one processor, which is configured to execute the instructions to implement the method according to any one of claims 1-6.

9. An electronic device, characterized in that, include: At least one processor; as well as A memory that is communicatively connected to the at least one processor; The memory stores instructions executable by the at least one processor, which is configured to execute the instructions to implement the method according to any one of claims 1-6.

10. A computer-readable storage medium, characterized in that, The storage medium stores a computer program or instructions that, when executed by a processor of an electronic device, enable the electronic device to perform the method described in any one of claims 1-6.

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