Suspension damping adjustment method and device, electronic equipment and vehicle

Abstract

The present application relates to the technical field of vehicle, and discloses a suspension damping adjustment method, device, electronic equipment and vehicle, the suspension damping adjustment method comprises: obtaining the current vehicle speed of a vehicle, and obtaining a target suspension damping style adapted to the current vehicle speed;According to the association relationship between the target suspension damping style and the preset suspension damping, the target suspension damping is obtained;Based on the target suspension damping, the current suspension damping of the vehicle is adjusted, and the present application can accurately match the personalized driving preference of the user in different driving scenes, and improve the driving experience of the whole vehicle.

Description

Technical Field

[0001] This invention relates to the field of vehicle technology, and more specifically to suspension damping adjustment methods, devices, electronic equipment, and vehicles. Background Technology

[0002] As a key component connecting the vehicle body and the road surface, the performance of active suspension directly determines the overall vehicle comfort, handling stability, and safety. However, the damping adjustment of active suspension in related technologies cannot meet the personalized driving needs of users. Summary of the Invention

[0003] This invention provides a suspension damping adjustment method, device, electronic device, and vehicle to solve the problem that the damping adjustment of active suspension in related technologies cannot meet the personalized driving needs of users.

[0004] In a first aspect, the present invention provides a suspension damping adjustment method, comprising: acquiring the current vehicle speed, and acquiring a target suspension damping style adapted to the current vehicle speed based on the correlation between vehicle speed and suspension damping style; obtaining a target suspension damping according to the correlation between the target suspension damping style and a preset suspension damping; and adjusting the current suspension damping of the vehicle based on the target suspension damping.

[0005] The suspension damping adjustment method provided in this invention dynamically adapts the target suspension damping style based on the current vehicle speed, enabling precise matching of the user's personalized driving preferences in different driving scenarios (such as comfort suspension damping style, standard suspension damping style, sport suspension damping style, or sport + suspension damping style for low-speed driving scenarios; comfort suspension damping style, standard suspension damping style, sport suspension damping style, or sport + suspension damping style for medium-speed driving scenarios; comfort suspension damping style, standard suspension damping style, sport suspension damping style, or sport + suspension damping style for medium-high speed driving scenarios; and comfort suspension damping style, standard suspension damping style, sport suspension damping style, or sport + suspension damping style for high-speed driving scenarios). Simultaneously, it quickly determines the target suspension damping using preset correlations, resulting in an efficient and timely adjustment process that significantly optimizes the overall driving experience.

[0006] In an optional implementation, before establishing the correlation between vehicle speed and suspension damping style, the method further includes: obtaining a suspension damping style adjustment command; responding to the suspension damping style adjustment command and displaying a suspension damping style selection interface, wherein the suspension damping style selection interface includes multiple vehicle speed ranges and multiple suspension damping styles; if an interactive operation is detected on the suspension damping style selection interface; responding to the interactive operation and configuring corresponding suspension damping styles for each vehicle speed range to establish a correlation between vehicle speed ranges and suspension damping styles.

[0007] The suspension damping adjustment method provided in this invention allows users to flexibly customize the suspension damping style corresponding to different vehicle speed ranges according to their own driving habits, scenario needs, and personalized preferences, significantly improving the personalization and flexibility of suspension damping adjustment. Through an intuitive selection interface and convenient interactive operation, the technical threshold for user configuration is reduced, enhancing the user's active control over the vehicle's suspension system. This makes subsequent speed-based dynamic adjustments more accurately match the user's actual driving needs, further strengthening the customization and comfort of the overall vehicle driving experience.

[0008] In one optional implementation, based on the correlation between vehicle speed and suspension damping style, a target suspension damping style adapted to the current vehicle speed is obtained, including: obtaining the vehicle speed range to which the current vehicle speed belongs, and obtaining the target suspension damping style corresponding to the vehicle speed range based on the correlation; or, obtaining the vehicle speed range to which the current vehicle speed belongs, and obtaining the basic adjustment style corresponding to the vehicle speed range based on the correlation; displaying the basic adjustment style on the suspension damping style selection interface, detecting the adjustment operation triggered by the user, adjusting the basic adjustment style according to the adjustment operation, and obtaining the target suspension damping style.

[0009] The suspension damping adjustment method provided in this invention can achieve rapid dynamic response of suspension damping by directly matching the associated style corresponding to the vehicle speed range. This ensures the timeliness and accuracy of suspension adjustment when the vehicle speed changes, maintaining a smooth and consistent driving experience. By supporting real-time fine-tuning by users via voice or steering wheel buttons on the basic adjustment style, it retains the convenience of preset configurations while meeting users' personalized adjustments under specific road conditions or temporary needs. This further enhances the user's active control and participation in the suspension system, making the suspension damping adjustment both automatically intelligently adaptable and taking into account the user's immediate personalized needs. This effectively improves the overall driving comfort and customized experience, better meeting the diverse driving habits and scenario needs of different users.

[0010] In one optional implementation, the target suspension damping is obtained based on the correlation between the target suspension damping style and the preset suspension damping, including: obtaining the speed difference between the current vehicle speed and the boundary of the vehicle speed range; if the speed difference is less than the speed difference threshold, obtaining the vertical motion parameters of the vehicle; and obtaining the target suspension damping based on the vertical motion parameters and the correlation between the target suspension damping style and the preset suspension damping.

[0011] The suspension damping adjustment method provided in this invention introduces vertical motion parameters for damping adjustment when the vehicle speed approaches the boundary of the speed range. This effectively addresses complex road condition changes during the transition phase of the speed range, avoiding abrupt switching of suspension damping at the boundary of the range due to small fluctuations in vehicle speed, thus improving the smoothness and continuity of damping adjustment. Simultaneously, by combining the correlation between vertical motion parameters (such as vehicle vertical acceleration and average vehicle vertical speed) and the target suspension damping style, it can dynamically adapt to the real-time vibration state of the vehicle while maintaining the user's preferred style. For example, when the low speed approaches the upper limit of the range and the vehicle's vertical vibration is significant, if the target style is comfort, the damping buffer amplitude can be appropriately increased to enhance vibration absorption; if it is sport, excessive bouncing can be moderately suppressed while maintaining road feel feedback. This balances style consistency and dynamic adaptability, making the driving experience more in line with actual road conditions.

[0012] In one optional implementation, the target suspension damping is obtained based on the vertical motion parameters and the correlation between the target suspension damping style and the preset suspension damping, including: obtaining a threshold value for the vehicle's vertical motion parameters; if the vertical motion parameters are less than or equal to the threshold value, then the target suspension damping is obtained according to the correlation between the target suspension damping style and the preset suspension damping.

[0013] The suspension damping adjustment method provided in this embodiment of the invention obtains the current vertical motion parameters of the vehicle (such as the vertical acceleration of the vehicle body, the average vertical speed of the vehicle body, etc.) and the corresponding vertical motion parameter threshold when the speed difference between the current vehicle speed and the boundary of the vehicle speed range is less than the speed difference threshold. Then, it determines whether the vertical motion parameter exceeds the threshold. If the vertical motion parameter is less than or equal to the vertical motion parameter threshold, the target suspension damping is determined directly based on the correlation between the target suspension damping style and the preset suspension damping to ensure style consistency.

[0014] In one optional implementation, the target suspension damping is obtained based on the vertical motion parameters and the correlation between the target suspension damping style and the preset suspension damping. The method further includes: if the vertical motion parameters are greater than the vertical motion parameter threshold, the target suspension damping is obtained according to the correlation between the suspension damping style of the previous vehicle speed range and the preset suspension damping.

[0015] The suspension damping adjustment method provided in this invention obtains the target damping based on the correlation between the suspension damping style of the previous speed range and the preset damping when the speed difference between the current vehicle speed and the boundary of the speed range is less than the speed difference threshold and the vertical motion parameter is greater than the threshold. This effectively suppresses the sudden switching of damping style when vertical vibration is severe, ensures the temporal continuity of the damping adjustment process, and enables the damping adjustment to be both adaptable to various scenarios and consistent with the style when dealing with complex bumpy road conditions. This further improves the dynamic response quality and robustness of the suspension system and enhances the consistency and reliability of the driving experience.

[0016] In one optional implementation, the target suspension damping is obtained based on the correlation between the target suspension damping style and the preset suspension damping. The method further includes: if the vehicle speed difference is greater than or equal to the vehicle speed difference threshold, the target suspension damping is obtained based on the correlation between the target suspension damping style and the preset suspension damping.

[0017] The suspension damping adjustment method provided in this invention obtains the target damping based on the correlation between the target suspension damping style and the preset suspension damping when the vehicle speed difference is greater than or equal to the vehicle speed difference threshold. This effectively avoids disordered fluctuations in damping adjustment under sudden speed changes, ensuring the rationality and smoothness of damping style switching. When dealing with conditions such as rapid acceleration and deceleration and large changes in vehicle speed, the suspension system not only conforms to the current target style setting requirements but also maintains the consistency of dynamic response. This further improves the adaptability and stability of the suspension system, reduces driving discomfort caused by sudden changes in vehicle posture, enhances driving confidence and ride comfort, and thus increases user recognition and trust in the suspension system.

[0018] In one alternative implementation, adjusting the vehicle's current suspension damping based on the target suspension damping includes: obtaining a damping control current associated with the target suspension damping according to the correlation between suspension damping and damping current; and adjusting the vehicle's current suspension damping based on the damping control current.

[0019] The suspension damping adjustment method provided in this invention converts the target suspension damping into a corresponding damping control current for adjustment. This directly and precisely acts on the suspension damping actuator, effectively improving the response speed and control accuracy of damping adjustment and avoiding lag or deviation problems caused by non-quantitative adjustment methods. Simultaneously, adjusting the suspension damping based on a clear damping current correlation helps ensure the consistency and stability of adjustment actions under different vehicle conditions and target damping, reducing unnecessary fluctuations in vehicle posture caused by adjustment errors. Furthermore, this current-driven adjustment logic can reduce mechanical wear on the suspension actuator, extend its service life, further enhance the reliability and durability of the suspension system, and provide users with a smoother, more controllable driving experience, as well as a greater sense of satisfaction with the vehicle's dynamic performance.

[0020] In a second aspect, the present invention provides a suspension damping adjustment device, comprising: The data acquisition module is used to acquire the vehicle's current speed and, based on the relationship between vehicle speed and suspension damping style, acquire the target suspension damping style that is compatible with the current vehicle speed. The damping determination module is used to obtain the target suspension damping based on the correlation between the target suspension damping style and the preset suspension damping. The damping adjustment module is used to adjust the current suspension damping of the vehicle based on the target suspension damping.

[0021] Thirdly, the present invention provides an electronic device, comprising: a memory and a processor, the memory and the processor being communicatively connected to each other, the memory storing computer instructions, and the processor executing the computer instructions to perform the suspension damping adjustment method of the first aspect or any corresponding embodiment described above.

[0022] Fourthly, the invention provides a vehicle equipped with a suspension damping adjustment system, wherein the suspension damping adjustment is used to perform the suspension damping adjustment method of the first aspect or any corresponding embodiment described above.

[0023] Fifthly, the present invention provides a computer-readable storage medium storing computer instructions for causing a computer to perform the suspension damping adjustment method of the first aspect or any corresponding embodiment described above.

[0024] In a sixth aspect, the present invention provides a computer program product, including computer instructions for causing a computer to execute the suspension damping adjustment method of the first aspect or any corresponding embodiment described above. Attached Figure Description

[0025] To more clearly illustrate the specific embodiments of the present invention or the technical solutions in the prior art, the drawings used in the description of the specific embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of the present invention. For those skilled in the art, other drawings can be obtained from these drawings without creative effort.

[0026] Figure 1 This is a schematic flowchart of the first type of suspension damping adjustment method according to an embodiment of the present invention; Figure 2 This is a schematic diagram of the second process of the suspension damping adjustment method according to an embodiment of the present invention; Figure 3 This is a schematic diagram of the suspension damping adjustment method according to an embodiment of the present invention; Figure 4 This is a schematic diagram of the suspension damping adjustment method according to an embodiment of the present invention; Figure 5 This is a structural block diagram of a suspension damping adjustment device according to an embodiment of the present invention; Figure 6 This is a schematic diagram of the hardware structure of an electronic device according to an embodiment of the present invention. Detailed Implementation

[0027] To make the objectives, technical solutions, and advantages of the embodiments of the present invention clearer, the technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0028] It is understood that before using the technical solutions disclosed in the various embodiments of the present invention, users should be informed of the types, scope of use, and usage scenarios of the personal information involved in the present invention and their authorization should be obtained in accordance with relevant laws and regulations through appropriate means.

[0029] The terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of this invention, "a plurality of" means two or more, unless otherwise explicitly specified.

[0030] According to an embodiment of the present invention, a method for adjusting suspension damping is provided. It should be noted that the steps shown in the flowchart in the accompanying drawings can be executed in a computer system such as a set of computer-executable instructions. Furthermore, although a logical order is shown in the flowchart, in some cases, the steps shown or described may be executed in a different order than that shown here.

[0031] This embodiment provides a suspension damping adjustment method. Figure 1 This is a flowchart of a suspension damping adjustment method according to an embodiment of the present invention, such as... Figure 1 As shown, the process includes the following steps: Step S101: Obtain the current vehicle speed and, based on the relationship between vehicle speed and suspension damping style, obtain the target suspension damping style that is compatible with the current vehicle speed.

[0032] The target suspension damping styles include, but are not limited to, Comfort, Standard, Sport, and Sport+.

[0033] In some optional implementations, when acquiring the vehicle's current speed, the real-time speed signal collected by the vehicle speed sensor can be read via the vehicle's CAN bus, or the speed data message sent by the vehicle's power controller can be received. This ensures that the acquired speed information is real-time and accurate, providing reliable data for subsequent matching of the corresponding target suspension damping style. Simultaneously, the speed data can be verified in conjunction with the vehicle's driving state (such as acceleration, deceleration, or constant speed) to avoid speed data deviations caused by signal interference, further improving the accuracy of suspension damping adjustment.

[0034] Specifically, when the vehicle is accelerating, assuming the real-time speed gradually increases from 60 km / h to 80 km / h, the system first continuously reads the pulse signals from the vehicle speed sensor via the CAN bus and converts them into real-time vehicle speed values. Simultaneously, it receives vehicle speed data messages sent by the powertrain controller every 10 ms. Then, the trends of the two speed data sources are compared: if the increase in the speed value read from the CAN bus every 0.5 seconds matches the acceleration displayed in the powertrain controller message (e.g., both increases are 5 km / h / 0.5s), the speed data is considered valid and directly used to match the target suspension damping style. If an abnormal situation occurs where the CAN bus speed value suddenly jumps to 95 km / h but the acceleration displayed in the powertrain message remains unchanged, the abnormal CAN signal is discarded, and the powertrain controller's message data is used as the current valid speed. A temporary filtering algorithm (such as moving average filtering) is then activated for the CAN bus signal to ensure that subsequently acquired speed data is stable and reliable.

[0035] In some optional implementations, when obtaining the target suspension damping style adapted to the current vehicle speed, multiple speed ranges and suspension damping styles can be pre-defined. For example, a preset mapping relationship can be established where 0-49 km / h corresponds to comfort style (comfort suspension damping style), 50-79 km / h corresponds to standard style (standard suspension damping style), 80-109 km / h corresponds to sport style (sport suspension damping style), and above 110 km / h corresponds to sport+ style (sport+ suspension damping style). After obtaining the real-time vehicle speed, the mapping table is queried based on the real-time vehicle speed to determine the corresponding target suspension damping style.

[0036] Specifically, as the real-time vehicle speed gradually increases from 60 km / h to 80 km / h, if the verified speed falls within the 50-79 km / h range, the target suspension damping style adapted to the current speed is determined to be the standard style. As the speed continues to rise to 80 km / h and above, the query results are updated in real time, switching to the sport style. Simultaneously, the continuity of speed changes is monitored. If the speed fluctuates across speed ranges within a short period (e.g., a sudden drop from 75 km / h to 45 km / h), a damping style transition mechanism is activated to prevent sudden changes in damping parameters from causing discomfort to the driver and passengers. For example, a smooth transition from standard to comfort style is achieved within 0.3 seconds by linearly adjusting the rate of change of the damping coefficient. Furthermore, drivers and passengers can adjust the thresholds for each speed range (e.g., changing the starting speed for sport style from 80 km / h to 75 km / h) or replace the damping style for the corresponding range through the in-vehicle central control system settings interface (e.g., changing the style above 110 km / h from sport+ to custom hard style).

[0037] As an example, when commuting daily in congested urban areas at a slow speed of 30 km / h, the target suspension damping style is set to comfort, with a low damping coefficient to effectively filter out bumps from road obstacles such as manhole covers and speed bumps, improving ride comfort. Upon entering an urban expressway, the speed gradually increases to 65 km / h. At this point, the target suspension damping style is set to standard, with a moderately increased damping coefficient to balance handling stability and ride comfort. Subsequently, as the vehicle enters a highway and the speed continues to rise to 85 km / h, the target suspension damping style is set to sport, with further increased damping to significantly reduce pitch and roll at high speeds, enhancing driver confidence. If the driver encounters an accident ahead and decelerates suddenly, dropping the vehicle speed from 82 km / h to 42 km / h, the transition mechanism is immediately triggered. Within 0.3 seconds, the damping coefficient change rate is linearly adjusted to smoothly switch from sport to comfort mode, avoiding the jerking sensation caused by sudden damping changes. Furthermore, if the driver prefers a more aggressive driving style, they can access the suspension settings interface via the in-vehicle central control screen, adjusting the starting speed threshold for sport mode to 75 km / h and replacing the mode above 110 km / h with a custom hard mode. After adjustment, the system switches to sport mode in advance when the vehicle speed reaches 75 km / h, resulting in more stable vehicle posture during high-speed overtaking, while the hard mode above 110 km / h further enhances suspension support, meeting the driver's personalized handling performance needs.

[0038] Step S102: Obtain the target suspension damping based on the correlation between the target suspension damping style and the preset suspension damping.

[0039] The relationship between the target suspension damping style and the preset suspension damping can be determined by a mapping model constructed through a large number of real vehicle road tests and simulation experiments. This mapping model includes suspension damping or suspension damping ranges corresponding to various preset damping styles such as sport style, standard style, comfort style, sport style, and sport+ style (custom hardcore style).

[0040] In some optional implementations, when obtaining the target suspension damping based on the correlation between the target suspension damping style and the preset suspension damping, a mapping model can be used to match the preset suspension damping value or damping range corresponding to the target suspension damping style. For fixed preset types such as sport, standard, and comfort styles, the optimal damping value stored in the model is directly extracted; if the target style is a custom hardcore style, the specific value is determined within the damping range corresponding to that style, combined with the support strength parameters set by the user through the vehicle's central control interface. Furthermore, the initially determined damping value can be dynamically corrected based on real-time collected vehicle driving data (such as current vehicle speed, steering angle, and road bumpiness) to ensure that the suspension system's response is highly adapted to actual driving conditions, thereby improving vehicle handling stability and ride comfort.

[0041] Specifically, the collected vehicle driving data can be analyzed in real time. If the current condition is determined to be high-speed cruising (vehicle speed ≥ 110 km / h), the initially determined damping value will be increased by 12%-18% to enhance the stability of the vehicle body posture. If an emergency steering condition is detected (steering angle change rate > 5° / s and steering angle > 25°), the damping value will be immediately triggered for rapid response adjustment, increasing the damping value to the upper limit of the corresponding style range within 0.2s to effectively suppress the body roll. For continuous bumpy unpaved road conditions, when the suspension acceleration peak exceeds 1.5g and the duration exceeds 0.3s, dynamic fine-tuning will be performed within ±8% of the initial damping value based on the frequency and intensity of the bumps, in order to mitigate the harsh impact of high-frequency bumps while ensuring suspension support.

[0042] As an example, after a user selects "Sporty Style" on the in-vehicle central control interface, the system first matches the pre-stored optimal damping value corresponding to this style based on the mapping model, which is 550 N·s / m. At this time, the real-time vehicle driving data shows a speed of 125 km / h (meeting the conditions for high-speed cruising). The initial damping value is then increased by 15% according to the rules, resulting in an adjusted damping value of 632.5 N·s / m. Subsequently, the vehicle enters a section of paved road with continuous slight bumps, and real-time monitoring shows that the suspension acceleration peaks at 1.6g for 0.4 seconds. Based on the analysis of bump frequency and intensity, a dynamic fine-tuning of -5% is performed on the current damping value, ultimately determining a damping value of 600.875 N·s / m. This adjustment process enhances the vehicle's posture stability during high-speed cruising while mitigating the harsh impact of continuous bumps, achieving a balance between handling and comfort.

[0043] Step S103: Adjust the current suspension damping of the vehicle based on the target suspension damping.

[0044] The vehicle's current suspension damping can be obtained in real time through the built-in suspension damping sensor.

[0045] In some optional implementations, when adjusting the vehicle's current suspension damping based on a target suspension damping, the opening of the damping valve or the magnitude of the electromagnetic force can be dynamically adjusted according to a preset PID control algorithm or fuzzy control strategy, based on the deviation between the target suspension damping and the real-time collected current damping value, thereby quickly adjusting the suspension damping to the target value. Simultaneously, the damping change trend and vehicle driving status (such as body roll angle, wheel bounce, etc.) can be monitored in real time during the adjustment process. If the adjustment deviation exceeds a preset threshold or a sudden change in vehicle operating conditions occurs (such as emergency braking or sharp turning), a secondary fine-tuning mechanism is immediately triggered to ensure that the suspension damping always matches the current driving requirements, further improving the accuracy and response speed of the adjustment.

[0046] Specifically, taking PID control as an example, the deviation between the target damping value and the current damping value can be used as the proportional term input. Combined with the integral term (reflecting the cumulative error) and the derivative term (predicting the trend of deviation change), the adjustment amount of the damping valve opening is calculated using preset PID parameters (such as proportional coefficient Kp, integral coefficient Ki, and derivative coefficient Kd). If a fuzzy control strategy is adopted, the deviation and the rate of change of the deviation are first mapped to a fuzzy set (such as "large", "medium", "small", "negative large", etc.), and then fuzzy inference is performed according to the set fuzzy rules (such as significantly increasing the damping valve opening when the deviation is large and the rate of change is small). Finally, the specific electromagnetic force adjustment value is obtained by defuzzification. When the secondary fine-tuning mechanism is triggered, for example, if the body roll angle is detected to exceed 3° (preset threshold), the current PID or fuzzy control regular adjustment is paused. The suspension outer damping value is quickly increased based on the difference between the roll angle and the preset safety threshold. After the roll angle returns to the safe range, the regular adjustment process is resumed to ensure the stability of the vehicle under conditions such as sharp turns. In addition, when the wheel bounce exceeds 5cm instantaneously, it is determined to be a sudden change in the road surface. The damping value is immediately reduced to improve comfort, while the change in bounce is continuously monitored until the road surface returns to a stable state before adjusting back to the target damping value.

[0047] The suspension damping adjustment method provided in this embodiment dynamically adapts the target suspension damping style based on the current vehicle speed, enabling precise matching of the user's personalized driving preferences in different driving scenarios (such as comfort suspension damping style, standard suspension damping style, sport suspension damping style, or sport + suspension damping style for low-speed driving scenarios; comfort suspension damping style, standard suspension damping style, sport suspension damping style, or sport + suspension damping style for medium-speed driving scenarios; comfort suspension damping style, standard suspension damping style, sport suspension damping style, or sport + suspension damping style for medium-high speed driving scenarios; and comfort suspension damping style, standard suspension damping style, sport suspension damping style, or sport + suspension damping style for high-speed driving scenarios). Simultaneously, it quickly determines the target suspension damping using preset correlations, resulting in an efficient and timely adjustment process that significantly optimizes the overall driving experience.

[0048] In some alternative implementations, when adjusting the current suspension damping of the vehicle based on the target suspension damping, a damping control current associated with the target suspension damping can also be obtained based on the correlation between suspension damping and damping current; and the current suspension damping of the vehicle can be adjusted based on the damping control current.

[0049] Specifically, a one-to-one correspondence table or fitting curve between suspension damping values ​​and damping control currents can be established first through bench testing or real-vehicle calibration. This table / curve contains the optimal damping current values ​​corresponding to different suspension damping styles (such as comfort, standard, sport, and sport+ styles), while incorporating compensation coefficients for factors such as ambient temperature and the aging degree of suspension components. When suspension damping needs to be adjusted, a matching query is first performed in this table / curve based on the determined target suspension damping value: if the target damping value is discrete, the corresponding current value is directly extracted; if it is a continuous value, the precise damping control current is obtained through linear interpolation or nonlinear fitting. Subsequently, this damping control current is converted into a PWM (pulse width modulation) or analog electrical signal and sent to the damping adjustment actuator in the vehicle suspension system (such as an electromagnetic damping valve, a stepper motor-driven damping adjuster, etc.). After receiving the signal, the damping adjustment actuator adjusts the internal valve core position, damping channel opening, or motor speed, thereby changing the actual output value of the suspension damping. For example, when the target suspension damping is at the comfort level, the corresponding damping current is obtained by querying the relationship table as 1.2A. This current signal is output to the electromagnetic damping valve, and the valve opening is increased to reduce the damping force. If the temperature sensor detects that the ambient temperature is below -5℃, the pre-stored temperature compensation logic is called to correct the current value to 1.3A to offset the damping adjustment actuator response deviation caused by the increased viscosity of the damping medium at low temperatures, ensuring that the suspension damping accurately reaches the target value.

[0050] In some optional implementations, when obtaining the damping control current associated with the target suspension damping based on the correlation between suspension damping and damping current, a correlation model between suspension damping and damping current can be constructed first. Based on this model, the damping control current associated with the target suspension damping can then be obtained. The correlation model between suspension damping and damping control current is as follows:

[0051] in, For suspension damping; For damping control current; The damping force amplification factor of the damping control current (used to convert the damping control current into damping force amplification factor) has a value range of 1200~1800 N / A. The current amplification index of the damping control current (used to increase the effect of the damping control current) ranges from 1.3 to 1.7. The initial damping preload (used to make the entire change process smoother at the moment the damping control current is input) has a value range of 50~150 N.

[0052] further, , , , , The calibration process involves first determining the initial calibration parameters for four suspension damping styles—Comfort, Standard, Sport, and Sport+—based on the vehicle model database (e.g., for Comfort style). , , , Standard style , , , Under the sporty style , , , Sports + Style , , , Then, the actual style effect is evaluated through testing on real vehicles at the test track, and the initial calibration parameters are adjusted according to the test and evaluation results until they meet the expectations. (such as the comfort style) , , , Standard style , , , Under the sporty style , , , Under the sports + style , , )

[0053] The suspension damping adjustment method provided in this invention performs adjustment by converting the target suspension damping into a corresponding damping control current. This directly and precisely acts on the suspension damping actuator, effectively improving the response speed and control accuracy of damping adjustment and avoiding lag or deviation problems caused by non-quantitative adjustment methods. Simultaneously, adjusting suspension damping based on a clear damping current correlation helps ensure the consistency and stability of adjustment actions under different vehicle conditions and target damping, reducing unnecessary fluctuations in vehicle posture caused by adjustment errors. Furthermore, this current-driven adjustment logic can reduce mechanical wear on the suspension actuator, extend its service life, further enhance the reliability and durability of the suspension system, and provide users with a smoother, more controllable driving experience, as well as a greater sense of satisfaction with the vehicle's dynamic performance.

[0054] This embodiment provides a suspension damping adjustment method. Figure 2This is a flowchart of a suspension damping adjustment method according to an embodiment of the present invention, such as... Figure 2 As shown, the process includes the following steps: Step S201: Obtain the current vehicle speed and, based on the relationship between vehicle speed and suspension damping style, obtain the target suspension damping style that is compatible with the current vehicle speed.

[0055] In some optional implementations, before establishing the association between vehicle speed and suspension damping style, a suspension damping style adjustment command can be obtained; in response to the suspension damping style adjustment command, a suspension damping style selection interface can be displayed, wherein the suspension damping style selection interface includes multiple vehicle speed ranges and multiple suspension damping styles; if an interactive operation is detected on the suspension damping style selection interface; in response to the interactive operation, a corresponding suspension damping style can be configured for each vehicle speed range to establish the association between vehicle speed range and suspension damping style.

[0056] The suspension damping style adjustment command can be triggered by the user through the vehicle's central control screen, voice interaction system, or physical buttons; the interactive operation can include user click selection on the interface, swipe switching, or voice command input.

[0057] Specifically, different speed ranges can be flexibly set according to the vehicle model. For example: low speed is >0km / h and <50km / h, medium speed is ≥50km / h and <80km / h, medium-high speed is ≥80km / h and <110km / h, and high speed is ≥110km / h. Each speed range offers four damping adjustment styles (such as Comfort, Standard, Sport, and Sport+), and these four styles can be combined arbitrarily. The suspension damping style associated with each speed range can be adjusted via the energy bar or mode lever corresponding to the speed range under the custom virtual controls. Figure 3 and Figure 4As shown. If energy bar adjustment is used, the number of lit energy bars corresponds to the damping force: 1 lit energy bar indicates a comfortable damping force, 2 lit energy bars indicate a moderate damping force, 3 lit energy bars indicate a sporty damping force, and 4 lit energy bars indicate an extremely sporty damping force. If mode lever adjustment is used, the mode lever head can slide to switch between four preset levels, each corresponding to a different style: the far left is the comfort style, the middle left is the standard style, the middle right is the sport style, and the far right is the sport+ style. After configuring each speed range and damping style, a confirmation and save pop-up window will appear. Users can click the "Confirm" button to save the current configuration or click the "Cancel" button to discard the changes. After successful saving, the relationship will be recorded, and vehicle speed data will be read in real time during subsequent vehicle driving to dynamically adjust the corresponding damping style. In addition, users can create, name, delete, or switch different configuration schemes through the "Scheme Management" option in the style selection interface to adapt to different driving scenarios or personal preferences. For example, users can create "City Commuting" modes (low-speed comfort, medium-speed standard) and "High-Speed ​​Cruise" modes (medium-high speed sport, high-speed sport+), and quickly switch between them according to actual needs. When the vehicle is in motion, the onboard sensors collect the current vehicle speed in real time, determine its speed range, and then call the pre-configured damping style parameters to send adjustment commands to the suspension damping actuator to adjust the damping force. For example, when the vehicle speed enters the high-speed range (≥110km / h) and the sport+ mode is configured, the actuator adjusts the suspension damping force to the maximum to improve vehicle stability and handling; if the vehicle speed drops to the low-speed range (>0km / h and <50km / h) and the comfort mode is configured, the suspension damping force is adjusted to the minimum to enhance ride smoothness.

[0058] The suspension damping adjustment method provided in this invention allows users to flexibly customize the suspension damping style corresponding to different vehicle speed ranges according to their own driving habits, scenario needs, and personalized preferences, significantly improving the personalization and flexibility of suspension damping adjustment. Through an intuitive selection interface and convenient interactive operation, the technical threshold for user configuration is reduced, enhancing the user's active control over the vehicle's suspension system. This makes subsequent speed-based dynamic adjustments more accurately match the user's actual driving needs, further strengthening the customization and comfort of the overall vehicle driving experience.

[0059] In one optional implementation, when obtaining the target suspension damping style adapted to the current vehicle speed based on the correlation between vehicle speed and suspension damping style, the vehicle speed range to which the current vehicle speed belongs can be obtained, and the target suspension damping style corresponding to the speed range can be obtained based on the correlation; alternatively, the vehicle speed range to which the current vehicle speed belongs can be obtained, and the basic adjustment style corresponding to the speed range can be obtained based on the correlation; the basic adjustment style is displayed on the suspension damping style selection interface, the adjustment operation triggered by the user is detected, and the basic adjustment style is adjusted according to the adjustment operation to obtain the target suspension damping style. The adjustment operation triggered by the user can be voice adjustment or steering wheel button adjustment.

[0060] Specifically, the system first collects the current real-time vehicle speed using an onboard speed sensor and determines the corresponding speed range using preset speed range division rules. Then, it extracts the preset damping style parameters corresponding to that range from a pre-stored association mapping table. If the user does not make any real-time adjustments during the current driving process, the preset parameters are directly used as the target suspension damping style. If a temporary adjustment signal triggered by the user via voice command or a physical button on the steering wheel is detected, the user's real-time adjusted style parameters are updated to the target damping style. The system can also determine whether to save this temporary adjustment to the association mapping table for automatic application in subsequent speed ranges. Furthermore, the validity of the acquired target damping style parameters can be verified to ensure they are within the adjustable range of the suspension damping actuator. If the parameters exceed a preset safety threshold, they are automatically corrected to the most recent valid parameter value to prevent malfunctions in the suspension damping actuator due to abnormal parameters. Simultaneously, the process of determining the target damping style and parameter information for each instance is recorded for subsequent function optimization and troubleshooting, further improving the reliability and stability of suspension damping adjustment.

[0061] As an example, suppose the preset vehicle speed ranges are divided as follows: 0-40km / h is the low-speed range, corresponding to the basic adjustment style "Comfort" (damping coefficient preset value of 30); 40-80km / h is the medium-speed range, corresponding to "Standard" (damping coefficient preset value of 50); and above 80km / h is the high-speed range, corresponding to "Sport" (damping coefficient preset value of 70). When the vehicle is driving on a city side road, the onboard speed sensor collects the current real-time vehicle speed as 35km / h. Based on preset rules, it is determined to belong to the low-speed range, and then "Comfort" is extracted from the correlation mapping table as the basic adjustment style, which is displayed on the suspension damping style selection interface of the central control screen. At this time, the user feels that the current damping is too soft due to the presence of continuous speed bumps on the road. They press the damping adjustment button on the right side of the steering wheel upwards three times consecutively. After detecting this adjustment operation, the basic damping coefficient is adjusted from 30 to 42. Next, the adjusted parameter 42 is validated to ensure it falls within the 10-90 effective range allowed by the suspension damping actuator. Therefore, 42 is sent to the actuator as the target damping style parameter. Simultaneously, a prompt appears asking the user whether to save this temporary adjustment. If the user selects "yes," the damping coefficient corresponding to the low-speed range is updated to 42 and stored in the correlation mapping table. Subsequent times the vehicle re-enters this speed range, the updated parameter will be automatically applied. If the user does not choose to save, this adjustment is only valid within the current driving cycle; the next time the vehicle enters the same speed range, the original preset base damping coefficient of 30 will still be used as the base value.

[0062] In practice, when the vehicle is in the mid-speed range and the current base style is Standard, the user can also say "switch to Sport style" or "increase damping force." The in-vehicle system will quickly respond to the voice command, adjust the base adjustment style to Sport style, generate the corresponding target suspension damping style, and synchronize it to the actuator. For steering wheel button adjustments, the vehicle steering wheel usually has a set of dedicated damping adjustment buttons (such as buttons with a damping icon or the word "DAMP"). Users can cycle through the preset style levels in the current speed range by short-pressing the button, and long-press the button to return to the base adjustment style of that speed range. For example, in the high-speed range, when the base style is Sport+, the user can short-press the button once to switch to Sport style, short-press again to switch to Standard style, and long-press for 2 seconds to return to Sport+ style. The in-vehicle system will capture the button operation signals in real time and update the target damping style parameters to ensure rapid adjustment response without affecting driving safety. Furthermore, regardless of whether the adjustment is made by voice or steering wheel buttons, the adjusted target damping style is only effective within the current driving cycle. If the user does not actively save it, the basic adjustment style in the pre-configured association will still be used by default when the vehicle is started next time, balancing the flexibility of temporary adjustments with the stability of long-term configurations.

[0063] As an example, Mr. Li, a car owner who balances daily commuting and weekend road trips, created two suspension damping style options through the interface: "City Commuter" and "Weekend Road Trip." In the "City Commuter" option, the low-speed range (0-50km / h) is set to Comfort, and the mid-speed range (50-80km / h) to Standard. In the "Weekend Road Trip" option, the mid-speed range (50-80km / h) is set to Sport, and the mid-to-high-speed range (80-110km / h) to Sport+. On Monday morning rush hour, Mr. Li drove in congested city traffic at around 25km / h, using the Comfort style of the "City Commuter" option with the suspension damping at its minimum, effectively filtering out bumps from manhole covers and speed bumps. When he entered the city expressway and increased his speed to 65km / h, he switched to Standard, ensuring a smooth ride while enhancing stability during lane changes. When driving to the mountains for the weekend, Xiao Li quickly switched to the "Weekend Driving" mode through the "Plan Management" option. On the winding mountain roads, he maintained a speed of 70 km / h in Sport mode, which increased damping force and significantly improved steering precision. Upon reaching a straight section of road, he accelerated to 95 km / h, activating Sport+ mode, which enhanced suspension support and noticeably reduced body roll when cornering. En route, Xiao Li noticed a series of potholes ahead and temporarily switched to Comfort mode via voice command. The in-vehicle system responded quickly, adjusting the Sport mode in the current mid-speed range to Comfort mode. After successfully navigating the potholes, he switched back to Sport mode via voice command. The entire adjustment process required no looking down, ensuring driving safety.

[0064] The suspension damping adjustment method provided in this invention can achieve rapid dynamic response of suspension damping by directly matching the associated style corresponding to the vehicle speed range. This ensures the timeliness and accuracy of suspension adjustment when the vehicle speed changes, maintaining a smooth and consistent driving experience. By supporting real-time fine-tuning by users via voice or steering wheel buttons on the basic adjustment style, it retains the convenience of preset configurations while meeting users' personalized adjustments under specific road conditions or temporary needs. This further enhances the user's active control and participation in the suspension system, making the suspension damping adjustment both automatically intelligently adaptable and taking into account the user's immediate personalized needs. This effectively improves the overall driving comfort and customized experience, better meeting the diverse driving habits and scenario needs of different users.

[0065] Step S202: Obtain the target suspension damping based on the correlation between the target suspension damping style and the preset suspension damping.

[0066] Step S2021: Obtain the speed difference between the current vehicle speed and the boundary of the vehicle speed interval.

[0067] Among them, the vehicle speed range boundary is a critical value of different vehicle speed ranges pre-divided based on vehicle dynamic performance, typical driving and riding scenario requirements and road environment characteristics. For example, the dividing point between the low speed range (0-50km / h) and the medium speed range (50-80km / h) is set at 80km / h, the dividing point between the medium speed range (50-80km / h) and the medium-high speed range (80-110km / h) is set at 110km / h, and the dividing point between the medium-high speed range (80-110km / h) and the high speed range (110km / h and above) is set at 110km / h.

[0068] When obtaining the speed difference between the current vehicle speed and the speed interval boundary, you can first determine the target speed interval to which the current vehicle speed belongs, and then extract the adjacent boundary values ​​corresponding to the target interval (for example, if the current vehicle speed is in the medium speed interval [50-80km / h], then the adjacent boundary values ​​are 50km / h and 80km / h). Then, calculate the difference between the current vehicle speed and each adjacent boundary value to obtain the speed difference between the current vehicle speed and the speed interval boundary.

[0069] Step S2022: If the vehicle speed difference is less than the vehicle speed difference threshold, then obtain the vertical motion parameters of the vehicle.

[0070] The speed difference threshold is a pre-calibrated critical value based on the dynamic response characteristics of the vehicle's suspension system and the corresponding driving comfort and handling requirements for different speed ranges. It is used to determine how close the current vehicle speed is to the boundary of its target speed range. This speed difference threshold can be adaptively adjusted according to the vehicle type, suspension hardware parameters (such as spring stiffness and initial damping coefficient of the shock absorbers), and the user's preset driving mode (comfort mode, sport mode, etc.). For example, in comfort mode, the speed difference threshold can be appropriately increased to reduce damping adjustments triggered frequently by small fluctuations in vehicle speed, thus improving ride smoothness. In sport mode, the speed difference threshold can be appropriately decreased to make the suspension system more sensitive to changes in vehicle speed, thereby enhancing handling stability. The vehicle's vertical motion parameters include the vehicle's vertical acceleration or the vehicle's average vertical velocity.

[0071] Furthermore, when acquiring the vehicle's vertical acceleration, a vertical acceleration sensor installed in the middle of the vehicle's chassis longitudinal beams or at the bottom of the vehicle body can be used to collect the raw acceleration signal in the vertical direction of the vehicle in real time at a preset sampling frequency (e.g., 100Hz). The raw signal is then preprocessed, including using Butterworth low-pass filtering to eliminate high-frequency noise (such as instantaneous interference caused by road debris impacts) and using the sliding window averaging method to suppress sudden pulse interference, resulting in denoised effective vertical acceleration data. At the same time, combined with the vehicle's wheel speed signal and steering angle signal, it is determined whether the vehicle is in an unstable driving state (such as rapid acceleration, sudden braking, or sharp turning). If it is in such a state, the preprocessed vertical acceleration data is dynamically weighted and corrected to ensure that the data can truly reflect the actual situation of the vehicle's vertical motion, laying the foundation for accurate calculation of subsequent damping adjustment.

[0072] When acquiring the vehicle's vertical average speed, displacement sensors located at the front left, front right, rear left, and rear right of the vehicle are used to collect the raw vertical displacement signals of each wheel's corresponding position in real time at a sampling frequency of 100Hz. The raw signals are then preprocessed, including removing abnormal jump values ​​using the 3σ criterion and filtering out high-frequency interference caused by minor contact between the tires and the road surface using a second-order low-pass filter to obtain effective displacement data. Next, the effective displacement data of the four wheels are synchronized in time and then averaged to obtain the overall vertical displacement sequence of the vehicle. This displacement sequence is then differentially processed at 50ms intervals to obtain the instantaneous vertical speed. The instantaneous speed is then averaged or weighted averaged using a sliding window of length 10 to obtain the vehicle's vertical average speed. Simultaneously, the throttle opening signal and brake pedal travel signal are used to determine whether the vehicle is in an acceleration or braking transition state. If it is in such a state, the vertical average speed is dynamically compensated and corrected based on the duration of the transition phase and the rate of change of acceleration to ensure that the data accurately reflects the smoothness characteristics of the vehicle's vertical motion.

[0073] Step S2023: Based on the vertical motion parameters and the correlation between the target suspension damping style and the preset suspension damping, the target suspension damping is obtained.

[0074] In some optional implementations, when obtaining the target suspension damping based on the vertical motion parameters and the correlation between the target suspension damping style and the preset suspension damping, the vertical motion parameter threshold of the vehicle can be obtained first; if the vertical motion parameters are less than or equal to the vertical motion parameter threshold, the target suspension damping is obtained according to the correlation between the target suspension damping style and the preset suspension damping.

[0075] As an example, when the vehicle is traveling on a smoothly paved highway section, the average vertical speed of the vehicle obtained by the vertical motion parameter calculation method is 0.12 m / s, and the preset threshold of the vertical motion parameter is 0.2 m / s. At this time, the average vertical speed of the vehicle is less than this threshold. If the target suspension damping style preset by the user is "comfortable", and it is specified in the preset association relationship that the suspension damping value corresponding to the "comfortable" style is 1.1 N·s / m (the sporty style corresponds to 1.7 N·s / m, and the standard style corresponds to 1.4 N·s / m), then the target suspension damping is directly determined to be 1.1 N·s / m to ensure the ride comfort and energy consumption optimization effect of the vehicle under smooth road conditions. If the subsequent vertical motion parameter exceeds the threshold (for example, when driving on a potholed section, the average vertical speed rises to 0.21 m / s), further dynamic adjustment logic will be triggered. However, in this example, since the parameter does not exceed the limit, the target damping is directly output according to the style association relationship.

[0076] As another example, assume that the target suspension damping styles are divided into four preset modes: comfortable, standard, sporty, and sporty +, and the corresponding preset suspension damping reference values are C1, C2, C3, and C4 respectively (where C1 < C2 < C3 < C4). When it is detected that the vertical motion parameters of the vehicle (such as the vertical acceleration of the vehicle after noise reduction ≤ 0.3g, or the average vertical speed of the vehicle ≤ 0.2 m / s) are within the threshold range, if the target style is the comfortable mode, the suspension damping is set to C1. In addition, dynamic correction can also be performed based on the current vehicle load signal (collected by the seat pressure sensor) (for example, when the load exceeds 80% of the rated load, the suspension damping is increased by 3% to avoid excessive body sinking). If the target style is the standard mode, C2 is used as the reference. In addition, fine-tuning can also be performed according to the current steering state of the vehicle (for example, when the steering angular velocity ≥ 5 rad / s and the duration ≥ 0.5 s, the suspension damping is increased by 2% to optimize the steering response; when the load is lower than 50% of the rated load, it is decreased by 1% to balance comfort and handling). For the sporty mode, with C3 as the reference, correction can also be performed based on the lateral acceleration signal (for example, when the lateral acceleration > 0.4 g, the suspension damping is increased by 5% to enhance the anti-roll ability of the vehicle body); if the target style is the sporty + mode, with C4 as the reference, dynamic adjustment can also be performed based on the reference load, lateral acceleration, and throttle opening: for example, when the throttle opening ≥ 70% and the duration ≥ 0.3 s, the suspension damping is increased by 4% to meet the needs of aggressive driving; when emergency braking is detected: the brake pedal stroke ≥ 80% and the deceleration > 0.6 g, the suspension damping is temporarily increased by 6% to ensure a stable body posture during braking). In addition, in all modes, if the suspension stroke exceeds 90% of the maximum stroke, a protection mechanism that immediately triggers a temporary 8% increase in suspension damping is activated to prevent component damage caused by hard suspension impacts.

[0077] As shown above, when the speed difference between the current vehicle speed and the speed interval boundary is less than the speed difference threshold, the current vertical motion parameters of the vehicle (such as the vertical acceleration of the vehicle body, the average vertical speed of the vehicle body, etc.) and the corresponding vertical motion parameter threshold are obtained; then it is determined whether the vertical motion parameter exceeds the threshold: if the vertical motion parameter is less than or equal to the vertical motion parameter threshold, the target suspension damping is determined directly based on the correlation between the target suspension damping style and the preset suspension damping to ensure style consistency.

[0078] In some optional implementations, if the vertical motion parameter is greater than the vertical motion parameter threshold, the target suspension damping is obtained based on the correlation between the suspension damping style of the previous vehicle speed range and the preset suspension damping.

[0079] As an example, suppose the vertical motion parameter is the suspension vertical acceleration, and its corresponding vertical motion parameter threshold is set to 0.5g. If the vehicle's previous speed range was 80-100km / h, and the pre-associated suspension damping style for this speed range was comfort, and the pre-defined association between comfort style and suspension damping explicitly states that when the vertical acceleration is greater than 0.5g, the target suspension damping is comfort style. In this case, if the real-time detected suspension vertical acceleration reaches 0.6g (greater than the threshold of 0.5g), the comfort style information corresponding to the previous speed range is retrieved, and combined with the pre-defined association rules, the target suspension damping is determined as the reference damping for the comfort style.

[0080] As another example, suppose the vertical motion parameter is the average vertical displacement velocity of the vehicle, and its corresponding vertical motion parameter threshold is set to 0.2 m / s. If the vehicle's previous speed range is 60-80 km / h, and the pre-associated suspension damping style for this speed range is sport style, and the pre-defined association between sport style and suspension damping explicitly states that when the average vertical displacement velocity of the vehicle is greater than 0.2 m / s, the target suspension damping is enhanced sport style damping. In this case, if the average vertical displacement velocity of the vehicle is detected to reach 0.3 m / s in real time (greater than the threshold of 0.2 m / s), the sport style information corresponding to the previous speed range is retrieved, and combined with the pre-defined association rules, the target suspension damping is determined to be enhanced sport style damping.

[0081] As mentioned above, when the speed difference between the current vehicle speed and the speed interval boundary is less than the speed difference threshold, and the vertical motion parameter is greater than the threshold, the target damping is obtained based on the correlation between the suspension damping style of the previous speed interval and the preset damping. This can effectively suppress the sudden switching of damping style when vertical vibration is severe, ensure the temporal continuity of the damping adjustment process, and enable the damping adjustment to be both adaptable to various scenarios and consistent with the style when dealing with complex bumpy road conditions. This further improves the dynamic response quality and robustness of the suspension system and enhances the consistency and reliability of the driving experience.

[0082] In some optional implementations, if the vehicle speed difference is greater than or equal to the vehicle speed difference threshold, the target suspension damping is obtained based on the correlation between the target suspension damping style and the preset suspension damping.

[0083] As an example, suppose the speed difference threshold is set to 15 km / h, and the vehicle's previous speed range was 0-50 km / h, corresponding to a comfort suspension damping style. The current speed is 10 km / h higher than the average speed of the previous speed range, and the speed difference of 10 km / h is greater than the speed difference threshold of 8 km / h. At this point, the target suspension damping style is switched to the standard style corresponding to the current speed range of 50-80 km / h.

[0084] As mentioned above, by converting the target suspension damping into a corresponding damping control current for adjustment, the system can directly and precisely act on the suspension damping actuator, effectively improving the response speed and control accuracy of damping adjustment and avoiding lag or deviation problems caused by non-quantitative adjustment methods. At the same time, adjusting the suspension damping based on a clear damping current correlation helps ensure the consistency and stability of adjustment actions under different vehicle conditions and different target damping, reducing unnecessary fluctuations in vehicle posture caused by adjustment errors. In addition, this current-driven adjustment logic can also reduce the mechanical wear of the suspension actuator, extend its service life, further enhance the reliability and durability of the suspension system, and bring users a smoother and more controllable driving experience, as well as a greater sense of satisfaction with the vehicle's dynamic performance.

[0085] The suspension damping adjustment method provided in this embodiment introduces vertical motion parameters for damping adjustment when the vehicle speed approaches the boundary of the corresponding speed range. This effectively copes with complex road condition changes during the transition phase of the vehicle speed range, avoiding abrupt switching of suspension damping at the boundary of the range due to small fluctuations in vehicle speed, and improving the smoothness and continuity of damping adjustment. At the same time, by combining the correlation between vertical motion parameters (such as vehicle vertical acceleration, vehicle vertical average speed, etc.) and the target suspension damping style, it can dynamically adapt to the real-time vibration state of the vehicle while maintaining the user's preferred style. For example, when the low speed approaches the upper limit of the range and the vertical vibration of the vehicle body is more obvious, if the target style is comfort, the damping buffer amplitude can be appropriately increased to enhance the vibration absorption effect. If it is sport, excessive bouncing can be moderately suppressed while maintaining road feel feedback, thereby balancing style consistency and dynamic adaptability, making the driving experience more in line with the actual road conditions.

[0086] Step S203: Adjust the vehicle's current suspension damping based on the target suspension damping. For details, please refer to [link to relevant documentation]. Figure 1 Step S103 of the illustrated embodiment will not be described again here.

[0087] This embodiment also provides a suspension damping adjustment device for implementing the above embodiments and preferred embodiments; details already described will not be repeated. As used below, the term "module" can refer to a combination of software and / or hardware that performs a predetermined function. Although the devices described in the following embodiments are preferably implemented in software, hardware implementation, or a combination of software and hardware, is also possible and contemplated.

[0088] This embodiment provides a suspension damping adjustment device, such as... Figure 5 As shown, it includes: The data acquisition module 501 is used to acquire the current vehicle speed and, based on the relationship between vehicle speed and suspension damping style, acquire the target suspension damping style that is compatible with the current vehicle speed. The damping determination module 502 is used to obtain the target suspension damping based on the correlation between the target suspension damping style and the preset suspension damping. The damping adjustment module 503 is used to adjust the current suspension damping of the vehicle based on the target suspension damping.

[0089] In some optional implementations, the data acquisition module 501 includes: The adjustment command acquisition unit is used to acquire suspension damping style adjustment commands; An adjustment command response unit is used to respond to the suspension damping style adjustment command and display the suspension damping style selection interface, wherein the suspension damping style selection interface includes multiple vehicle speed ranges and multiple suspension damping styles. An interactive operation detection unit is used to detect an interactive operation on the suspension damping style selection interface. The association creation unit is used to respond to the interactive operation and configure the corresponding suspension damping style for each vehicle speed range to establish the association between the vehicle speed range and the suspension damping style.

[0090] In some optional implementations, the data acquisition module 501 further includes: The first data acquisition unit is used to acquire the vehicle speed range to which the current vehicle speed belongs, and based on the correlation, acquire the target suspension damping style corresponding to the vehicle speed range; The second data acquisition unit is used to acquire the vehicle speed range to which the current vehicle speed belongs, acquire the basic adjustment style corresponding to the vehicle speed range based on the correlation, display the basic adjustment style based on the suspension damping style selection interface, detect the adjustment operation triggered by the user, adjust the basic adjustment style according to the adjustment operation, and obtain the target suspension damping style.

[0091] In some alternative implementations, the damping determination module 502 includes: The vehicle speed difference acquisition unit is used to acquire the speed difference between the current vehicle speed and the boundary of the vehicle speed interval; The motion parameter acquisition unit is used to acquire the vertical motion parameters of the vehicle if the vehicle speed difference is less than the vehicle speed difference threshold. The target damping acquisition unit is used to obtain the target suspension damping based on the vertical motion parameters and the correlation between the target suspension damping style and the preset suspension damping.

[0092] In some optional implementations, the target damping acquisition unit includes: The parameter threshold acquisition subunit is used to acquire the vertical motion parameter thresholds of the vehicle. The target damping acquisition subunit is used to obtain the target suspension damping based on the correlation between the target suspension damping style and the preset suspension damping if the vertical motion parameter is less than or equal to the vertical motion parameter threshold.

[0093] In some optional implementations, the target damping acquisition subunit is also used to obtain the target suspension damping based on the correlation between the suspension damping style of the previous vehicle speed range and the preset suspension damping if the vertical motion parameter is greater than the vertical motion parameter threshold.

[0094] In some optional implementations, the target damping acquisition unit is further configured to obtain the target suspension damping based on the correlation between the target suspension damping style and the preset suspension damping if the vehicle speed difference is greater than or equal to the vehicle speed difference threshold.

[0095] In some alternative implementations, the damping adjustment module 503 includes: The control current acquisition unit is used to acquire the damping control current associated with the target suspension damping based on the correlation between suspension damping and damping current. The suspension damping adjustment unit is used to adjust the current suspension damping of the vehicle based on the damping control current.

[0096] The suspension damping adjustment device provided in this embodiment of the invention can execute the suspension damping adjustment method provided in any embodiment of the invention, and has the corresponding functional modules and beneficial effects for executing the method. Further functional descriptions of the above modules and units are the same as in the corresponding embodiments described above, and will not be repeated here.

[0097] Figure 6 This is a schematic diagram of the structure of an electronic device provided in an embodiment of the present invention.

[0098] The following is a detailed reference. Figure 6This diagram illustrates a suitable structural design for implementing an electronic device according to embodiments of the present invention. The electronic device may include a processor (e.g., a central processing unit, graphics processor, etc.) 601, which can perform various appropriate actions and processes based on a program stored in read-only memory (ROM) 602 or a program loaded from memory 608 into random access memory (RAM) 603. RAM 603 also stores various programs and data required for the operation of the electronic device. The processor 601, ROM 602, and RAM 603 are interconnected via a bus 604. An input / output (I / O) interface 605 is also connected to the bus 604.

[0099] Typically, the following devices can be connected to I / O interface 605: input devices 606 including, for example, touchscreens, touchpads, keyboards, mice, cameras, microphones, accelerometers, gyroscopes, etc.; output devices 607 including, for example, liquid crystal displays (LCDs), speakers, vibrators, etc.; memory devices 608 including, for example, magnetic tapes, hard disks, etc.; and communication devices 609. Communication device 609 allows electronic devices to communicate wirelessly or wiredly with other devices to exchange data. Although Figure 6 Electronic devices with various devices are shown, but it should be understood that it is not required to implement or have all of the devices shown, and more or fewer devices may be implemented or have instead.

[0100] In particular, according to embodiments of the present invention, the processes described above with reference to the flowcharts can be implemented as computer software programs. For example, embodiments of the present invention include a computer program product comprising a computer program carried on a non-transitory computer-readable medium, the computer program containing program code for performing the methods shown in the flowcharts. In such embodiments, the computer program can be downloaded and installed from a network via a communication device 609, or installed from a memory 608, or installed from a ROM 602. When the computer program is executed by the processor 601, it performs the functions defined in the suspension damping adjustment method of the embodiments of the present invention.

[0101] Figure 6 The electronic device shown is merely an example and should not be construed as limiting the functionality and scope of use of the embodiments of the present invention.

[0102] This invention also provides a vehicle equipped with a suspension damping adjustment system, which is used to perform the suspension damping adjustment method shown in the above embodiments.

[0103] This invention also provides a computer-readable storage medium. The methods described above according to embodiments of the invention can be implemented in hardware or firmware, or implemented as computer code that can be recorded on a storage medium, or implemented as computer code downloaded via a network and originally stored on a remote storage medium or a non-transitory machine-readable storage medium and then stored on a local storage medium. Thus, the methods described herein can be processed by software stored on a storage medium using a general-purpose computer, a dedicated processor, or programmable or dedicated hardware. The storage medium can be a magnetic disk, optical disk, read-only memory, random access memory, flash memory, hard disk, or solid-state drive, etc.; further, the storage medium can also include combinations of the above types of memory. It is understood that computers, processors, microprocessor controllers, or programmable hardware include storage components capable of storing or receiving software or computer code. When the software or computer code is accessed and executed by the computer, processor, or hardware, the suspension damping adjustment method shown in the above embodiments is implemented.

[0104] A portion of this invention can be applied as a computer program product, such as computer program instructions, which, when executed by a computer, can invoke or provide the methods and / or technical solutions according to the invention through the operation of the computer. Those skilled in the art will understand that the forms in which computer program instructions exist in a computer-readable medium include, but are not limited to, source files, executable files, installation package files, etc. Correspondingly, the ways in which computer program instructions are executed by a computer include, but are not limited to: the computer directly executing the instructions, or the computer compiling the instructions and then executing the corresponding compiled program, or the computer reading and executing the instructions, or the computer reading and installing the instructions and then executing the corresponding installed program. Here, the computer-readable medium can be any available computer-readable storage medium or communication medium accessible to a computer.

[0105] Although embodiments of the invention have been described in conjunction with the accompanying drawings, those skilled in the art can make various modifications and variations without departing from the spirit and scope of the invention, and such modifications and variations all fall within the scope defined by the appended claims.

Claims

1. A method for adjusting suspension damping, characterized in that, The method includes: Obtain the vehicle's current speed, and based on the correlation between vehicle speed and suspension damping style, obtain the target suspension damping style that is adapted to the current vehicle speed. The target suspension damping is obtained based on the correlation between the target suspension damping style and the preset suspension damping. Based on the target suspension damping, the current suspension damping of the vehicle is adjusted.

2. The method according to claim 1, characterized in that, Prior to the correlation between vehicle speed and suspension damping style, the method also includes: Get the suspension damping style adjustment command; In response to the suspension damping style adjustment command, a suspension damping style selection interface is displayed, wherein the suspension damping style selection interface includes multiple vehicle speed ranges and multiple suspension damping styles. If an interactive operation is detected on the suspension damping style selection interface; In response to the interactive operation, a corresponding suspension damping style is configured for each vehicle speed range to establish the correlation between the vehicle speed range and the suspension damping style.

3. The method according to claim 1, characterized in that, The process of obtaining a target suspension damping style adapted to the current vehicle speed based on the correlation between vehicle speed and suspension damping style includes: Obtain the vehicle speed range to which the current vehicle speed belongs, and based on the correlation, obtain the target suspension damping style corresponding to the vehicle speed range; or, Obtain the vehicle speed range to which the current vehicle speed belongs, and based on the correlation, obtain the basic adjustment style corresponding to the vehicle speed range; display the basic adjustment style on the suspension damping style selection interface, detect the adjustment operation triggered by the user, adjust the basic adjustment style according to the adjustment operation, and obtain the target suspension damping style.

4. The method according to claim 1, characterized in that, The step of obtaining the target suspension damping based on the correlation between the target suspension damping style and the preset suspension damping includes: Obtain the speed difference between the current vehicle speed and the boundary of the vehicle speed interval; If the speed difference is less than the speed difference threshold, then the vertical motion parameters of the vehicle are obtained. Based on the vertical motion parameters and the correlation between the target suspension damping style and the preset suspension damping, the target suspension damping is obtained.

5. The method according to claim 4, characterized in that, The process of obtaining the target suspension damping based on the vertical motion parameters and the correlation between the target suspension damping style and the preset suspension damping includes: Obtain the threshold values ​​of the vertical motion parameters of the vehicle; If the vertical motion parameter is less than or equal to the vertical motion parameter threshold, then the target suspension damping is obtained according to the correlation between the target suspension damping style and the preset suspension damping.

6. The method according to claim 4, characterized in that, The process of obtaining the target suspension damping based on the vertical motion parameters and the correlation between the target suspension damping style and the preset suspension damping further includes: If the vertical motion parameter is greater than the vertical motion parameter threshold, the target suspension damping is obtained based on the correlation between the suspension damping style of the previous vehicle speed range and the preset suspension damping.

7. The method according to claim 4, characterized in that, The step of obtaining the target suspension damping based on the correlation between the target suspension damping style and the preset suspension damping further includes: If the speed difference is greater than or equal to the speed difference threshold, the target suspension damping is obtained based on the correlation between the target suspension damping style and the preset suspension damping.

8. The method according to claim 1, characterized in that, The adjustment of the vehicle's current suspension damping based on the target suspension damping includes: Based on the relationship between suspension damping and damping current, obtain the damping control current associated with the target suspension damping; The current suspension damping of the vehicle is adjusted based on the damping control current.

9. A suspension damping adjustment device, characterized in that, The device includes: The data acquisition module is used to acquire the vehicle's current speed and, based on the correlation between vehicle speed and suspension damping style, acquire the target suspension damping style that is compatible with the current vehicle speed. The damping determination module is used to obtain the target suspension damping based on the correlation between the target suspension damping style and the preset suspension damping. The damping adjustment module is used to adjust the current suspension damping of the vehicle based on the target suspension damping.

10. An electronic device, characterized in that, include: A memory and a processor, the memory and the processor being communicatively connected to each other, the memory storing computer instructions, the processor executing the computer instructions to perform the method of any one of claims 1 to 8.

11. A vehicle, characterized in that, The vehicle is equipped with a suspension damping adjustment system, which is used to enable a computer to execute the method of any one of claims 1 to 8.

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