An electromagnetic shock absorber damping adjustment method, device and medium with reference to road conditions

Abstract

The present application provides a method, device and medium for damping adjustment of an electromagnetic shock absorber with reference to road conditions. The method includes: obtaining the road surface type by detecting the unevenness of the road surface on which the vehicle is traveling, querying the first database to obtain the current gain corresponding to the current road surface type, and then respectively calculating the first control current and the second control current according to the obtained current gain, and outputting the first control current to the first electromagnetic component and outputting the second control current to the second electromagnetic component. The first control current and the second control current are respectively used to generate a first acting force between the first electromagnetic component and the second electromagnetic component; the first acting force is used to adjust the damping of the shock absorber and reduce the vibration peak value of the vehicle. Through the above control method, it is possible to detect road conditions in advance during the vehicle driving process, and adjust the damping of the shock absorber in advance according to the road surface type, so as to reduce the vehicle body vibration under various different road conditions.

Description

Technical Field

[0001] The present disclosure generally relates to the technical field of shock absorbers, and particularly to a method, device and medium for damping adjustment of an electromagnetic shock absorber with reference to road conditions. Background Art

[0002] The shock absorber assembly weakens the impact of road surface vibrations on the driver during vehicle operation. Currently, the common shock absorber assemblies are of two types: hydraulic springs and compression springs, and the comfort they provide for the vehicle is gradually increasing; however, air springs require a compressor to provide compressed air, as well as matching throttle components and relatively high sealing requirements, etc., and the system is relatively complex; hydraulic springs rely on their own hydraulic oil to provide damping and cooperate with the springs to complete shock absorption, but they cannot actively adapt to the vehicle driving conditions; therefore, it is necessary to develop a new shock absorber that can not only meet the shock absorption function but also actively adapt to the vehicle state to further increase vehicle comfort.

[0003] In the existing electromagnetic shock absorber, damping is increased by installing two electromagnets, one above and one below, and connecting a rated current. In some existing embodiments, it is only possible to detect data when the vehicle travels to the uneven part of the road surface to obtain motion data, and then adjust the damping of the shock absorber after calculation. When the vehicle speed is relatively fast and the length of the uneven road surface is relatively short, after detecting the data and adjusting the damping of the shock absorber, the vehicle has already traveled through the uneven road surface. Therefore, such a method has hysteresis and cannot adjust in advance according to the actual road conditions, and it is difficult to adjust the damping of the shock absorber in advance in the face of various road conditions, thereby reducing the vibration of the vehicle body. Summary of the Invention

[0004] In view of the above-mentioned defects or deficiencies in the prior art, it is desirable to provide a method, device and medium for damping adjustment of an electromagnetic shock absorber with reference to road conditions.

[0005] In a first aspect, the present application provides a method for damping adjustment of an electromagnetic shock absorber with reference to road conditions. The shock absorber has a first electromagnetic component installed on the shock absorber telescopic rod and a second electromagnetic component installed inside the shock absorber housing. The first electromagnetic component and the second electromagnetic component are arranged along the telescopic direction of the telescopic rod; the specific method includes:

[0006] Continuously obtain the road surface type at a first set time interval; the road surface type includes the unevenness of the road surface on which the vehicle travels;

[0007] According to the road surface type, query a first database to obtain a first current gain; the first database stores the current gain corresponding to each road surface type;

[0008] Calculate a first control current and a second control current respectively according to the first current gain; the first control current is used to control a first electromagnetic component to generate a magnetic field, and the second control current is used to control a second electromagnetic component to generate a magnetic field, so as to generate a first acting force between the first electromagnetic component and the second electromagnetic component; the first acting force is used to adjust the damping of the shock absorber;

[0009] Output the first control current to the first electromagnetic component and output the second control current to the second current component.

[0010] According to the technical solution provided by the embodiment of the present application, the specific steps of calculating the first control current and the second control current according to the first current gain include:

[0011] Obtain the rated current of the first electromagnetic component to obtain a first rated current value, and obtain the rated current of the second electromagnetic component to obtain a second rated current value;

[0012] Calculate the first control current according to the first rated current value and the first current gain;

[0013] Calculate the second control current according to the second rated current value and the first current gain.

[0014] According to the technical solution provided by the embodiment of the present application, after performing the steps of calculating the first control current and the second control current according to the first current gain, and before performing the steps of outputting the first control current to the first electromagnetic component and outputting the second control current to the second current component, further include:

[0015] Set the output direction of the first control current as a first current direction;

[0016] According to the first current direction, search a second database to obtain a second current direction of the second electromagnetic component; the second current direction is used to make the like magnetic poles of the second electromagnetic component and the first electromagnetic component face each other.

[0017] According to the technical solution provided by the embodiment of the present application, after the steps of outputting the first control current to the first electromagnetic component and outputting the second control current to the second electromagnetic component, further include:

[0018] Obtain the wheel speeds of all tires at the current moment to obtain a plurality of first wheel speed values;

[0019] Calculate a wheel speed difference according to the plurality of first wheel speed values and the wheel speed of the detected tire;

[0020] Obtain the scale values of the uneven scales on the shock absorber telescopic rods at the current moment to obtain a plurality of third scale values;

[0021] Calculate the average value of multiple third scale values to obtain the average scale value;

[0022] Obtain a scale difference by subtracting the average scale value from the third scale value of the detected tire;

[0023] Calculate a second current gain based on the wheel speed difference and the scale difference;

[0024] Calculate a compensation current based on the second current gain; the compensation current is used to additionally generate a second acting force between the first electromagnetic component and the second electromagnetic component, and the second acting force is used to vectorially superpose with the first acting force to adjust the magnitude of the first acting force;

[0025] Output the compensation current to the first electromagnetic component.

[0026] According to the technical solution provided by the embodiment of the present application, the specific calculation process of calculating the wheel speed difference based on multiple first wheel speed values and the wheel speed of the detected tire includes:

[0027] Calculate the average value of multiple first wheel speed values to obtain the average wheel speed;

[0028] Calculate the difference between the wheel speed of the detected tire and the average wheel speed to obtain the wheel speed difference.

[0029] According to the technical solution provided by the embodiment of the present application, after performing the step of calculating the compensation current based on the wheel speed and before performing the step of outputting the compensation current to the first electromagnetic component, it further includes:

[0030] Judge the positive or negative of the wheel speed difference;

[0031] When the wheel speed difference is positive, output a first control current to the first electromagnetic component in a first current direction and output a second control current to the second electromagnetic component in a second current direction, so that the first acting force and the second acting force are numerically added to increase the magnitude of the first acting force;

[0032] When the wheel speed difference is negative, output a first control current to the first electromagnetic component in a third current direction and output a second control current to the second electromagnetic component in a fourth current direction, so that the first acting force and the second acting force are numerically subtracted to reduce the magnitude of the first acting force.

[0033] According to the technical solution provided by the embodiment of the present application, after performing the step of calculating the compensation current based on the wheel speed and before performing the step of outputting the compensation current to the first electromagnetic component, it further includes:

[0034] Judge whether the magnitude after adding the first control current and the compensation current exceeds the peak current of the first electromagnetic component;

[0035] When the magnitude after adding the first control current and the compensation current is greater than the peak current of the first electromagnetic component, the difference between the peak current of the first electromagnetic component and the first control current is used as the final compensation current.

[0036] After performing the step of outputting the compensation current to the first electromagnetic component according to the technical solution provided by the embodiment of the present application, the following steps are further included:

[0037] Obtain the road surface type of the current cycle as the first road surface type, and obtain the road surface type of the previous cycle as the second road surface type;

[0038] Judge whether the first road surface type is the same as the second road surface type;

[0039] When they are the same, repeat the steps of obtaining the wheel speeds of all tires at the current moment to obtain a plurality of first wheel speed values to output the compensation current to the first electromagnetic component;

[0040] When they are different, repeat the steps of continuously obtaining the road surface type at a first set time interval as a cycle to output the first control current to the first electromagnetic component and output the second control current to the second current component.

[0041] In a second aspect, the present application provides a computer device, including:

[0042] A memory, a processor, and a design program of an electromagnetic shock absorber damping adjustment method for reference road conditions stored on the memory; the design program for the electromagnetic shock absorber damping adjustment method for reference road conditions is configured to:

[0043] Perform an electromagnetic shock absorber damping adjustment method for reference road conditions as described in the above embodiment.

[0044] In a third aspect, the present application provides a storage medium, including:

[0045] A design program of an electromagnetic shock absorber damping adjustment method for reference road conditions is stored on the storage medium. When the design program of the electromagnetic shock absorber damping adjustment method for reference road conditions is executed, it is used for:

[0046] Perform an electromagnetic shock absorber damping adjustment method for reference road conditions as described in the above embodiment.

[0047] The beneficial effects of the present application are as follows:

[0048] The shock absorber is provided with a first electromagnetic component and a second electromagnetic component installed along the telescopic direction of the telescopic rod. By detecting the unevenness of the road surface on which the vehicle travels to obtain the road surface type, querying the first database to obtain the current gain corresponding to the current road surface type, and then respectively calculating the first control current and the second control current according to the obtained current gain, outputting the first control current to the first electromagnetic component, and outputting the second control current to the second electromagnetic component. The first control current is used to control the first electromagnetic component to generate a magnetic field, and the second control current is used to control the second electromagnetic component to generate a magnetic field, so as to generate a first acting force between the first electromagnetic component and the second electromagnetic component; the first acting force is used to adjust the damping of the shock absorber and reduce the vibration peak value of the vehicle. Through the above control method, it is possible to detect the road conditions in advance during the vehicle driving process, and adjust the damping of the shock absorber in advance according to the road surface type, so as to reduce the vehicle body vibration under various different road conditions. BRIEF DESCRIPTION OF THE DRAWINGS

[0049] Other features, objects, and advantages of the present application will become more apparent by reading the detailed description of the non-limiting embodiments with reference to the following drawings:

[0050] Figure 1 is a schematic structural diagram of the shock absorber;

[0051] Figure 2 is a schematic diagram of an electromagnetic shock absorber damping adjustment method for reference road conditions provided by the present application;

[0052] Figure 3 is a schematic diagram of the vehicle driving into the tunnel;

[0053] Wherein: 1. Telescopic rod; 2. Contact plate; 3. First electromagnetic component; 4. Second electromagnetic component; 5. First elastic member; 6. Second elastic member; 7. Housing; 8. Vehicle; 9. Image recognition module; 10. Tunnel; 11. Uneven scale; 12. Position sensor. DETAILED DESCRIPTION OF THE EMBODIMENTS

[0054] The present application will be further described in detail below with reference to the drawings and embodiments. It can be understood that the specific embodiments described herein are only used to explain the related invention, rather than limiting the invention. In addition, it should be noted that for the convenience of description, only the parts related to the invention are shown in the drawings.

[0055] It should be noted that, without conflict, the embodiments in the present application and the features in the embodiments can be combined with each other. The present application will be described in detail below with reference to the drawings and embodiments.

[0056] Reference Figure 1 is a schematic structural diagram of the shock absorber; its specific structure includes:

[0057] A housing 7, at the bottom of the inner side wall of the housing 7, a second elastic member 6 is fixedly installed;

[0058] A telescopic rod 1, the telescopic rod 1 is installed on the housing 7 and can move relative to the housing 7; one end of the telescopic rod 1 located inside the housing 7 is fixedly installed with an abutting plate 2, and the abutting plate 2 can move relative to the housing 7 inside the housing 7 along with the telescopic rod 1;

[0059] A first electromagnetic assembly 3, the first electromagnetic assembly 3 is fixedly installed on the side of the abutting plate 2 away from the telescopic rod 1, and the two magnetic poles of the first electromagnetic assembly 3 are arranged along the telescopic direction of the telescopic rod 1;

[0060] A second electromagnetic assembly 4, the second electromagnetic assembly 4 is fixedly connected to one end of the second elastic member 6; the two magnetic poles of the second electromagnetic assembly 4 are arranged along the telescopic direction of the telescopic rod 1;

[0061] A first elastic member 5, both ends of the first elastic member 5 are fixedly connected to the second electromagnetic assembly 4 and the first electromagnetic assembly 3 respectively.

[0062] The working principle of the electromagnetic shock absorber:

[0063] Both the first elastic member and the second elastic member inside the shock absorber are used to generate repulsive forces to support the vehicle when the vehicle is powered off. Generally, after the rated current is connected between the first electromagnetic assembly and the second electromagnetic assembly, a magnetic field with like magnetic poles facing each other will be generated, and then a repulsive force will be generated. Adjusting the current output to the two electromagnetic assemblies can change the magnitude of the repulsive force between the magnetic fields; if the current direction of one side of the electromagnetic assembly is changed, an attractive force will also be generated between the two electromagnetic assemblies.

[0064] Embodiment 1

[0065] Please refer to Figure 2 , which is a schematic diagram of a method for adjusting the damping of an electromagnetic shock absorber with reference to road conditions provided in this embodiment, including:

[0066] S1: Continuously obtain the road surface type at a first set time interval; the road surface type includes the unevenness of the road surface on which the vehicle travels;

[0067] S2: According to the road surface type, query the first database to obtain a first current gain; the first database stores the current gain corresponding to each road surface type;

[0068] S3: Calculate a first control current and a second control current respectively according to the first current gain; the first control current is used to control a first electromagnetic component to generate a magnetic field, and the second control current is used to control a second electromagnetic component to generate a magnetic field, so as to generate a first acting force between the first electromagnetic component and the second electromagnetic component; the first acting force is used to adjust the damping of the shock absorber.

[0069] S4: Output the first control current to the first electromagnetic component, and output the second control current to the second current component.

[0070] In some embodiments, an image recognition module 9 recognizes road conditions in front of the driving direction of the vehicle 8 to obtain image information of the road surface, and outputs the image information to a control module. The control module matches according to all the images included in the road surface type database to identify the road surface type to which the current image information belongs. If the similarity between the current image information and the image of one of the road surface types is higher than 0.8, it is determined that the current image information is this type of road surface.

[0071] Among them, the road surface type database includes multiple images of multiple road surface types, and the unevenness of each road surface type.

[0072] In some embodiments, the control module is an ECU, and the program design of the above adjustment method is stored in the ECU of the vehicle. After the vehicle is ignited and started, the ECU starts to execute the program of the above steps and performs corresponding step operations including S1 - S4.

[0073] Specifically, through the solution of this embodiment, the image recognition module 9 can recognize the road conditions in front of the vehicle in advance, obtain road surface information, match and recognize the road surface type with the road surface types in the road surface type database, obtain the road surface type, and then query the first database to obtain the current gain. After the control module calculates the first control current, it is output to the first electromagnetic component, and after calculating the second control current, it is output to the second electromagnetic component. This way of recognizing, analyzing, calculating in advance before the vehicle travels to an uneven road surface and outputting a control current to adjust the damping of the shock absorber can adjust the damping of the shock absorber in advance according to the actual road conditions that the vehicle is about to travel on, and can adjust the damping of the shock absorber in advance in the face of various road conditions, thereby greatly reducing the vibration of the vehicle body when the vehicle passes through an uneven road surface.

[0074] Specifically, referring to Figure 3 , one end in the traveling direction of the vehicle 8 is provided with an image recognition module 9 for detecting the road surface type in front of the vehicle 8. Taking Figure 3 the road surface type as an example, the image recognition module 9 detects the image information of the tunnel 10. Figure 3If the similarity between the image information detected by the image recognition module 9 and the image of the tunnel in the road surface type database reaches 0.85, it is determined that the image information belongs to the tunnel type. The detailed principles and working processes of image recognition and similarity calculation are all prior arts and will not be elaborated here.

[0075] In some embodiments, the image recognition module 9 is a radar.

[0076] Specifically, the first database contains multiple road surface types and the current gains required for calculating the control current under each road surface type. As shown in Table 1, it is part of the road surface types and current gains included in the first database.

[0077] Table 1 First Database

[0078]

[0079] In some embodiments, both the first electromagnetic component and the second electromagnetic component are electromagnets. When no control current is input, they are respectively connected to their corresponding rated currents, and the output current directions are combined with the coil winding directions, so that the first electromagnetic component and the second electromagnetic component are default to have the same-named magnetic poles facing each other without control current, that is, a repulsive force is default generated.

[0080] Specifically, according to the superposition theorem of current, when currents are connected in the same direction, they will generate superposed currents, and when currents are connected in the opposite direction, they will generate canceling currents. On the basis of connecting the rated current, additionally connecting the control current again will cause the rated magnetic field generated by the electromagnetic component to change. When the forward current is connected, the rated magnetic field is enhanced, and when the reverse current is connected, the rated magnetic field is weakened. The rated magnetic field is the magnetic field generated by the electromagnetic component when only the rated current is connected. This phenomenon can be equivalent to the superposition of the magnetic field generated by the rated current and the magnetic field generated by the control current. Furthermore, it can be equivalent to that the actual force between the first electromagnetic component and the second electromagnetic component is equal to the vector superposition of the force generated between the rated magnetic fields and the first force.

[0081] In some embodiments, in combination with the above principle description, the first force is the interaction force generated between the first electromagnetic component and the second electromagnetic component under the interaction of the control magnetic fields when the first electromagnetic component is connected to the first control current and the second electromagnetic component is connected to the second control current. Since in this embodiment, the first electromagnetic component and the second electromagnetic component are default to generate a repulsive force between them when connected to their respective rated currents, the change in the magnitude and direction of the first force can adjust the default repulsive force between the first electromagnetic component and the second electromagnetic component.

[0082] Further derivation shows that the effect of the force between the first electromagnetic component and the second electromagnetic component will directly affect the vibration reduction effect of the shock absorber, that is, the damping effect of the shock absorber on vibration. At the same time, the rated current is a fixed value, and it can be concluded that the default repulsive force remains unchanged. Therefore, by adjusting the first acting force, the damping of the shock absorber can be adjusted.

[0083] In summary, the present application detects the road conditions, obtains the current gain according to the road surface type, then calculates and outputs the control current, and finally changes the current on the first electromagnetic component and the second electromagnetic component. At the same time, the present application adjusts the current applied to the first electromagnetic component and the second electromagnetic component to change the first acting force, and further adjusts the damping of the shock absorber. In this way, the damping of the shock absorber is adjusted in advance before the vehicle travels on the uneven road surface, ultimately improving the shock absorption effect and reducing the vehicle body vibration.

[0084] In some embodiments, the first set time interval can be set to any value between 1 and 5 seconds. Because it is necessary to compare whether the road surface types before and after are the same, considering the vehicle speed factor, in extreme cases when the vehicle quickly passes through a very short uneven road surface, it takes about 1 second at the fastest from detecting the uneven road surface to passing through it. Therefore, the shortest first set time interval can be set to 1 second. The first set time interval of 1 second can improve the detection sensitivity and adjust the damping of the shock absorber in real time.

[0085] Generally, the time required for a vehicle with normal speed to travel from one road surface to another is about 5 seconds; a longer first set time interval can reduce the redundant operations of the control module and improve the calculation efficiency.

[0086] This embodiment only provides a feasible scheme for setting the first set time interval. According to the vehicle type and actual road conditions, the first set time interval can be set to other values. For example, when detecting an urban highway, it can be known that the highway generally has a long distance, ranging from several kilometers to dozens of kilometers. In this road surface type, the first set time interval can be appropriately adjusted and can be set to 5 seconds or even 10 seconds.

[0087] For example, when passing through a speed bump, the tire will continuously pass through multiple raised road surfaces in a short time. At this time, the first set time interval needs to be adjusted to 0.5 seconds.

[0088] All in all, the first set time interval can be adjusted according to the road surface type.

[0089] Further, the specific steps for calculating the first control current and the second control current according to the first current gain include:

[0090] Obtain the rated current of the first electromagnetic component to get the first rated current value, and obtain the rated current of the second electromagnetic component to get the second rated current value;

[0091] Calculate the first control current according to the first rated current value and the first current gain;

[0092] Calculate the second control current according to the second rated current value and the first current gain.

[0093] In some embodiments, the magnitude of the first control current is equal to the magnitude obtained by multiplying the first current gain by the first rated current.

[0094] In some embodiments, the magnitude of the second control current is equal to the magnitude obtained by multiplying the second current gain by the second rated current.

[0095] Specifically, calculate the first control current according to the first current gain using formula (1); calculate the second control current using formula (2);

[0096] (1);

[0097] Wherein, N1 represents the first current gain, I1 represents the first control current; i1 represents the first rated current value;

[0098] (2);

[0099] Wherein, N1 represents the first current gain, I2 represents the second control current, and i2 represents the second rated current value.

[0100] Further, after performing the step of calculating the first control current and the second control current according to the first current gain, and before performing the step of outputting the first control current to the first electromagnetic component and outputting the second control current to the second current component, it further includes:

[0101] Set the output direction of the first control current as the first current direction;

[0102] According to the first current direction, search the second database to obtain the second current direction of the second electromagnetic component; the second current direction is used to set the like poles of the second electromagnetic component and the first electromagnetic component to face each other.

[0103] In some embodiments, according to the principle of adjusting the shock absorber damping by controlling the current described above, first set the output direction of the first control current as the first current direction. Since a repulsive force is default generated between the first electromagnetic component and the second electromagnetic component of the present application, the first acting force is also default defined as a repulsive force. At this time, search the second database according to the first current direction to obtain the current direction of the second electromagnetic component corresponding to the generation of the repulsive force, which is the third current direction.

[0104] When the first acting force is defined as an attractive force, search the second database according to the first current direction to obtain the current direction of the second electromagnetic component corresponding to the generation of the attractive force, which is the fourth current direction.

[0105] In some embodiments, the output direction of the first control current can also be set as the second current direction. Similarly, the first acting force is default defined as a repulsive force. At this time, search the second database according to the second current direction to obtain the current direction of the second electromagnetic component corresponding to the generation of the repulsive force, which is the fourth current direction.

[0106] When the first acting force is defined as an attractive force, search the second database according to the first current direction to obtain the current direction of the second electromagnetic component corresponding to the generation of the attractive force, which is the third current direction.

[0107] Specifically, the second database is shown in Table 2, and the corresponding relationship between the current direction and the attractive or repulsive force therein combines the winding direction of the electromagnetic component coil and is set in advance through the right-hand rule.

[0108] Table 2 Second Database

[0109]

[0110] In some embodiments, the winding directions of the first electromagnetic component and the second electromagnetic component are the same.

[0111] Specifically, by querying the second database, the direction of the control current can be quickly determined, reducing the time consumption of the calculation process. Compared with the method of obtaining the winding direction of the coil and then making a right-hand rule judgment, it has a faster response time and higher accuracy, and can still output the control current in advance when a shorter response time is required at a higher vehicle speed.

[0112] Further, after the steps of outputting the first control current to the first electromagnetic component and outputting the second control current to the second electromagnetic component, it further includes:

[0113] Obtain the wheel speeds of all tires at the current moment, a plurality of first wheel speed values; the wheel speed values are detected by a wheel speed sensor for the detected tires;

[0114] Calculate the average value of the plurality of first wheel speed values to obtain the average wheel speed;

[0115] Subtract the average wheel speed from the first detected wheel speed of the detected tire to obtain a wheel speed difference;

[0116] Obtain the scale values of the uneven scales on all shock absorber telescopic rods at the current moment to obtain a plurality of third scale values;

[0117] Calculate the average value of the plurality of third scale values to obtain an average scale value;

[0118] Subtract the average scale value from the third scale value of the detected tire to obtain a scale difference;

[0119] Calculate a second current gain according to the wheel speed difference and the scale difference;

[0120] Calculate a compensation current according to the second current gain; the compensation current is used to cause an additional second acting force to be generated between the first electromagnetic component and the second electromagnetic component, and the second acting force is used to vectorially superimpose with the first acting force to adjust the magnitude of the first acting force;

[0121] Output the compensation current to the first electromagnetic component.

[0122] Specifically, by querying the first database to provide a current gain and outputting a control current, the damping of the shock absorber can only be roughly adjusted. Since there are also differences between the same type of road surfaces, the above adjustment method can only greatly reduce vehicle vibration and cannot reduce vehicle vibration to the greatest extent. At this time, when the vehicle travels to an uneven road surface, the damping of the shock absorber needs to be adjusted secondly to adapt to different uneven road surfaces to reduce vehicle vibration to the greatest extent.

[0123] Specifically, when the vehicle travels to an uneven road surface, the tire will abut against the uneven road surface. The actual travel distance of the tire is greater than the displacement of the vehicle itself, which affects the magnitude of the wheel speed. At the same time, when the vehicle enters and exits the uneven road surface, there will be a mutual conversion between gravitational potential energy and kinetic energy, which affects the magnitude of the vehicle speed. Therefore, under the influence of various factors, the vehicle speed and the wheel speed will not strictly satisfy the original linear relationship, but still have a positive correlation.

[0124] At this time, detect all wheel speeds through a wheel speed sensor, and then obtain a wheel speed difference. Using the wheel speed difference, a compensation current can be calculated and output to the first electromagnetic component, which can realize the secondary adjustment of the damping of the shock absorber when the vehicle travels to an uneven road surface to adapt to different uneven road surfaces.

[0125] Specifically, according to the superposition theorem of current described above, at this time, an additional compensation current is input to the first electromagnetic component to cause the first electromagnetic component to generate an additional compensation magnetic field, and then an additional compensation acting force is generated between the first electromagnetic component and the second electromagnetic component.

[0126] At this time, the first electromagnetic component has the rated current, the first control current and the compensation current of the first electromagnetic component, and the second electromagnetic component has the rated current and the second control current of the second electromagnetic component.

[0127] The actual acting force between the first electromagnetic component and the second electromagnetic component is equal to the vector superposition of the force generated between the rated magnetic fields, the first acting force and the compensation acting force.

[0128] According to the above calculation process, the force generated between the rated magnetic fields and the first acting force are constants during the process of detecting the road surface for the first time, calculating the control current and outputting the value of the shock absorber. Therefore, by changing the magnitude and direction of the compensation acting force, the magnitude of the first acting force between the first electromagnetic component and the second electromagnetic component can be changed, which can be equivalently regarded as changing the magnitude of the actual acting force between the two, thereby realizing the secondary adjustment of the damping of the shock absorber.

[0129] Specifically, the method of detecting the wheel speed to perform secondary adjustment of the damping of the shock absorber can make up for the defect that the method of querying the first database to provide the current gain and output the control current can only roughly adjust the damping of the shock absorber. When the vehicle travels to the uneven road surface, the wheel speed is detected twice successively, and the compensation current is calculated and output, so that the shock absorber can also automatically adjust the damping according to the actual road conditions to minimize the vehicle body vibration to the greatest extent.

[0130] Further, the specific calculation process of calculating the wheel speed difference according to the multiple first wheel speed values and the wheel speed of the detected tire includes:

[0131] Calculating the average value of the multiple first wheel speed values to obtain the average wheel speed;

[0132] Calculating the difference between the wheel speed of the detected tire and the average wheel speed to obtain the wheel speed difference.

[0133] Specifically, the wheel speed difference is calculated according to formula (III);

[0134] (III);

[0135] Wherein, Δv represents the wheel speed difference, v1 represents the wheel speed of the detected tire, and v2, v3, and v4 represent the wheel speeds of the other three tires.

[0136] Specifically, referring to Figure 2 , an uneven scale 11 is further provided on the telescopic rod of the shock absorber, the uneven scale is arranged along the telescopic direction of the telescopic rod, and a position sensor 12 corresponding to the uneven scale is further provided on the inner side wall of the housing, and the position sensor is used to detect the scale value of the uneven scale.

[0137] The scale intervals on the non-uniform scale are zeroed at the equilibrium position and gradually increase in both directions along which the telescopic rod expands and contracts. The scale values increase sequentially along the stretching direction of the telescopic rod. The equilibrium position is the position where the telescopic rod is located under the action of the vehicle weight in the stationary state.

[0138] Specifically, the scale is designed in a non-uniform form. In the natural state where the vehicle is stationary and the shock absorber only supports the vehicle weight, the detection end of the position sensor is aligned with the zero scale of the equilibrium position.

[0139] The scale values on the side closer to the compression direction of the telescopic rod relative to the equilibrium position are negative, and the scale values on the side closer to the stretching direction of the telescopic rod relative to the equilibrium position are positive.

[0140] In some embodiments, the intervals between the non-uniform scales satisfy the following corresponding relationship:

[0141] Along the direction away from the equilibrium position, the values between adjacent scales satisfy the increasing law of a geometric sequence, and the intervals between adjacent scales also satisfy the law of increasing along the direction away from the equilibrium position of the geometric sequence.

[0142] In some embodiments, the common ratio of the geometric sequence is any value between e 0.56 and e 0.9 where e is the natural logarithm.

[0143] Specifically, the position sensor 12 continuously detects the scale value on the non-uniform scale 11 at a second set time interval, takes the scale value at the current moment as the first scale value, and takes the scale value at the previous moment of the current moment as the second scale value.

[0144] In some embodiments, the scale difference is calculated by subtracting the first scale value from the second scale value. According to the wheel speed difference and the scale difference, the second current gain is calculated in combination with formula (IV);

[0145] (IV);

[0146] where N2 represents the second current gain, Δv represents the wheel speed difference, and Δx represents the scale difference.

[0147] The compensation current is calculated according to formula (V);

[0148] (V);

[0149] where I’ represents the compensation current, i1 represents the first rated current, and N2 represents the second current gain.

[0150] Specifically, after calculating the compensation current, since other conditions such as the number of turns of the coil, the winding direction of the coil, and the facing area between the first electromagnetic component and the second electromagnetic component remain unchanged, by calculating the magnitude of the compensation current, the magnitude of the second acting force can be indirectly obtained.

[0151] Further, after the step of calculating the compensation current based on the wheel speed and before the step of outputting the compensation current to the first electromagnetic component, the following steps are further included:

[0152] Judge the positive or negative of the wheel speed difference;

[0153] When the wheel speed difference is positive, output the first control current to the first electromagnetic component in the first current direction and output the second control current to the second electromagnetic component in the second current direction, so that the first acting force and the second acting force are numerically added to increase the magnitude of the first acting force;

[0154] When the wheel speed difference is negative, output the first control current to the first electromagnetic component in the third current direction and output the second control current to the second electromagnetic component in the fourth current direction, so that the first acting force and the second acting force are numerically subtracted to reduce the magnitude of the first acting force.

[0155] Specifically, according to the description of the second acting force principle above, after calculating the compensation current, only by determining the current direction of the compensation current output and outputting it can the effect of adjusting the first acting force by using the second acting force and further adjusting the shock absorber damping be achieved.

[0156] Specifically, combined with Figure 3 , taking a pitted road surface as an example, the process of a vehicle driving through a pitted road surface can be simplified into two situations: the tire driving into the edge of the pit and the tire driving out of the edge of the pit.

[0157] Although the linear relationship between the vehicle speed and the wheel speed is not satisfied at this time, they still maintain a positive correlation. Therefore, when the tire drives into the edge of the pit, the gravitational potential energy of the tire will be converted into kinetic energy, resulting in an increase in the vehicle speed and the wheel speed. When the tire drives out of the edge of the pit, the kinetic energy of the tire will be converted into gravitational potential energy, resulting in a decrease in the vehicle speed and the wheel speed.

[0158] Further derivation shows that when the tire drives into the edge of the pit, after the wheel speed increases and abuts against the inner wall of the pit, a large vibration impact will be generated. At this time, it is necessary to increase the damping of the shock absorber, that is, to increase the first acting force, which means making the second acting force and the first acting force in the same direction.

[0159] When the tire exits the edge of the tunnel, the tire abuts against the horizontal road surface, and the abutting force generated will cause the tire to vibrate and impact again. Through experimental measurement, it is known that reducing the abutting force will effectively reduce the secondary vibration impact. Therefore, reducing the elastic force of the shock absorber can reduce this abutting force. Further derivation shows that reducing the first force can reduce the elastic force of the shock absorber, that is, making the second force opposite to the first force.

[0160] The same principle applies to the raised road surface: when the tire enters the edge of the raised part, the kinetic energy of the tire will be converted into gravitational potential energy, resulting in a decrease in vehicle speed and wheel speed; when the tire exits the edge of the raised part, the gravitational potential energy of the tire will be converted into kinetic energy, resulting in an increase in vehicle speed and wheel speed.

[0161] Further derivation shows that when the tire enters the edge of the raised part, increasing the first force, that is, making the second force in the same direction as the first force; when the tire exits the edge of the raised part, reducing the first force, that is, making the second force opposite to the first force. Finally, when the vehicle travels on the uneven road surface, the damping after the rough adjustment of the shock absorber is adjusted for the second time to adapt to the actual road conditions, and the maximum shock absorption effect can be achieved for various road surface types.

[0162] In some embodiments, when it is necessary to increase the first force to make the second force in the same direction as the first force, the second force is defined as a repulsive force; when reducing the first force to make the second force opposite to the first force, the second force is defined as an attractive force.

[0163] Since there is already a current flowing in the third current direction on the second electromagnetic component, when the second force generated by the compensation current output to the first electromagnetic component is a repulsive force, the compensation current is output in the first current direction; when the second force is an attractive force, when the second force is a repulsive force, the compensation current is output in the second current direction.

[0164] Further, after the step of calculating the compensation current according to the wheel speed and before the step of outputting the compensation current to the first electromagnetic component, it further includes:

[0165] Judging whether the magnitude of the sum of the first control current and the compensation current exceeds the peak current of the first electromagnetic component;

[0166] When the magnitude of the sum of the first control current and the compensation current is greater than the peak current of the first electromagnetic component, the difference between the peak current of the first electromagnetic component and the first control current is used as the final compensation current.

[0167] In some embodiments, when the rated current of the first electromagnetic component, the first control current, and the compensation current are all in the same direction, if the value obtained by adding the three exceeds the peak current of the first electromagnetic component, only the peak current of the first electromagnetic component is output to avoid the first electromagnetic component being burned out due to excessive current after mutual superposition.

[0168] Further, after the step of outputting the compensation current to the first electromagnetic component, the following steps are further included:

[0169] Obtain the road surface type of the current cycle as the first road surface type, and obtain the road surface type of the previous cycle as the second road surface type;

[0170] Determine whether the first road surface type is the same as the second road surface type;

[0171] When they are the same, repeatedly execute the steps from obtaining the wheel speeds of all tires at the current moment to obtain a plurality of first wheel speed values to outputting the compensation current to the first electromagnetic component;

[0172] When they are different, repeatedly execute the steps of continuously obtaining the road surface type at a first set time interval as a cycle to output the first control current to the first electromagnetic component and output the second control current to the second current component.

[0173] In some embodiments, considering that the vehicle needs to travel for a long time and will experience various different road surface types during the journey, and each type of road surface will also have different unevenness degrees respectively. The present application also designs a method for switching the shock absorber damping according to the road surface type during driving. Combining the rough adjustment of the shock absorber damping according to the database and the secondary adjustment according to the actual road conditions described in the above embodiments, when it is detected that the road surface type has not changed, repeatedly execute the secondary adjustment steps; when it is detected that the road surface type has changed, re-execute the steps of adjusting the control current according to the road surface type and perform secondary adjustment according to the actual road conditions.

[0174] Such an adjustment method can further utilize the detected road surface type, simplify the adjustment process of the shock absorber damping, and improve the adaptability of the shock absorber to various types and various mileage road surfaces.

[0175] Embodiment 2

[0176] In this embodiment, uneven scales are further provided on the telescopic rod of the shock absorber. The uneven scales are arranged along the telescopic direction of the telescopic rod, and a position sensor corresponding to the uneven scales is further provided on the inner side wall of the housing. The position sensor is used to detect the scale value of the uneven scales.

[0177] In some embodiments, both the first elastic member and the second elastic member are springs.

[0178] Further, the scale values on the uneven scales gradually decrease along the compression direction of the telescopic rod; the scale intervals on the uneven scales gradually increase along the stretching direction of the telescopic rod.

[0179] In some embodiments, the intervals between the uneven scales satisfy the following corresponding relationship:

[0180] Along the stretching direction of the telescopic rod, the values between adjacent scales satisfy the increasing rule of a geometric sequence, and the intervals between adjacent scales also satisfy the rule of increasing along the stretching direction of the telescopic rod for the said geometric sequence.

[0181] In some embodiments, the common ratio of the geometric sequence is a value between e 0.56 and e 0.9 Any value therebetween. Wherein, e is the natural logarithm.

[0182] Specifically, setting the intervals between scales as a geometric sequence with gradually increasing intervals can adaptively increase the difference between readings as the actual total compression of the shock absorber increases, can reduce the influence of minute vibration changes on the damping adjustment of the shock absorber, and further adjust the sensitivity of the shock absorber according to the actual road conditions.

[0183] In some embodiments, during the running of the vehicle, the first control current and the second control current are obtained according to the changes of the uneven scales on the telescopic rod. The specific steps include:

[0184] Continuously reading the scale values on the uneven scales at a second set time interval; the scale values are obtained by a position sensor reading the uneven scales on the telescopic rod;

[0185] Taking the scale value of the uneven scales at the current moment as the second scale value; taking the scale value of the uneven scales at the previous moment of the current moment as the first scale value;

[0186] Calculating the first control current and the second control current respectively according to the first scale value, the second scale value and the second set time interval.

[0187] Specifically, calculating the scale value change rate according to the first scale value and the second scale value; the scale value change rate is calculated according to formula (Six);

[0188] (Six);

[0189] Wherein, δ represents the scale value change rate, x1 represents the first scale value, x2 represents the second scale value, and Δt represents the second set time interval.

[0190] Calculating the third current gain according to the scale value change rate by using formula (Seven);

[0191] (Seven);

[0192] Wherein, N3 represents the third current gain, and |δ| represents the absolute value of the scale value change rate.

[0193] In some embodiments, the second set time interval is 0.1 - 1 second.

[0194] Example 3

[0195] In this embodiment, the structure of the shock absorber includes: a plurality of first electromagnetic components and second electromagnetic components, and its structure specifically includes:

[0196] A housing;

[0197] A telescopic rod, and a plurality of the telescopic rods are provided and arranged in parallel inside the housing; one end of each telescopic rod is hinged with a connecting rod, and the other ends of the plurality of connecting rods are fixedly connected with a connecting disk, and the connecting disk is fixedly connected with the vehicle body;

[0198] A second electromagnetic component, which is arranged inside the housing and connected to the housing through a third elastic member;

[0199] A first electromagnetic component, and a plurality of the first electromagnetic components are provided and respectively installed on the plurality of telescopic rods, and each first electromagnetic component and the second electromagnetic component have a maximum facing area;

[0200] Uneven scales, and a plurality of the uneven scales are provided and respectively arranged on each telescopic rod;

[0201] Position sensors, and a plurality of the position sensors are provided and all installed on the housing, and are respectively used for reading the uneven scales on one telescopic rod.

[0202] In some embodiments, the control method for the plurality of first electromagnetic components on the plurality of telescopic rods includes:

[0203] According to the first scale value, the second scale value read by the position sensor on each telescopic rod and the first set time interval, respectively calculate the first control current corresponding to the first electromagnetic component of each telescopic rod;

[0204] Take the rated current of the second electromagnetic component as the second control current;

[0205] Respectively output each first control current to the corresponding first electromagnetic component, and output the second control current to the second electromagnetic component, so that a first acting force is generated between each first electromagnetic component and the second electromagnetic component, and each first acting force is used to adjust the damping of the shock absorber.

[0206] In some embodiments, when the vehicle vibrates, since the vibrations generated at each stress point are different, a plurality of telescopic rods arranged non-collinearly are provided, and when the vehicle travels on various road surfaces, in combination with the method of Embodiment 2, the damping of each first electromagnetic component can be independently adjusted according to the stress points, and then the posture of the vehicle tires can be adjusted to adapt to different road surfaces.

[0207] Example 4

[0208] This embodiment provides a computer device, including: a memory, a processor, and a design program of an electromagnetic shock absorber damping adjustment method for reference road conditions stored in the memory; the design program for the electromagnetic shock absorber damping adjustment method for reference road conditions is configured to:

[0209] Perform the electromagnetic shock absorber damping adjustment method for reference road conditions described in the above embodiment.

[0210] The computer device includes a central processing unit (CPU), which can perform various appropriate actions and processes according to the program stored in the read-only memory (ROM) or the program loaded from the storage part into the random access memory (RAM). In the RAM, various programs and data required for system operation are also stored. The CPU, ROM, and RAM are connected to each other via a bus. The input / output (I / O) interface is also connected to the bus.

[0211] The following components are connected to the I / O interface; an output part including a cathode ray tube (CRT), a liquid crystal display (LCD), etc. and a speaker, etc.; a storage part including a hard disk, etc.; and a communication part including a network interface card such as a LAN card, a modem, etc. The communication part performs communication processing via a network such as the Internet. A drive is also connected to the I / O interface as needed. Removable media, such as magnetic disks, optical disks, magneto-optical disks, semiconductor memories, etc., are installed on the drive as needed, so that the computer programs read from them can be installed into the storage part as needed.

[0212] Specifically, according to the embodiments of the present invention, the processes described above can be implemented as computer software programs. For example, this embodiment includes a computer program product, which includes a computer program carried on a computer-readable medium, and the computer program contains program codes for executing the method. In such an embodiment, the computer program can be downloaded and installed from the network through the communication part, and / or installed from the removable media. When the computer program is executed by the central processing unit (CPU), the above functions defined in the system of the present application are executed.

[0213] It should be noted that the computer-readable medium shown in the present invention can be a computer-readable signal medium, a computer-readable storage medium, or any combination of the two. A computer-readable storage medium can be, for example, but not limited to, an electrical, magnetic, optical, electromagnetic, infrared, or semiconductor system, apparatus, or device, or any combination of the above. More specific examples of the computer-readable storage medium can include, but are not limited to: an electrical connection with one or more wires, a portable computer disk, a hard disk, a random access memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM or flash memory), an optical fiber, a portable compact disk read-only memory (CD-ROM), an optical storage device, a magnetic storage device, or any suitable combination of the above. In the present invention, the computer-readable storage medium can be any tangible medium that contains or stores a program, and this program can be used by or in conjunction with an instruction execution system, apparatus, or device. In the present invention, the computer-readable signal medium can include a data signal propagated in a baseband or as part of a carrier wave, which carries the computer-readable program code. Such a propagated data signal can take various forms, including but not limited to electromagnetic signals, optical signals, or any suitable combination of the above. The computer-readable signal medium can also be any computer-readable medium other than the computer-readable storage medium, and this computer-readable medium can send, propagate, or transmit a program for use by or in conjunction with an instruction execution system, apparatus, or device. The program code contained on the computer-readable medium can be transmitted by any appropriate medium, including but not limited to: wireless, wire, optical cable, RF, etc., or any suitable combination of the above.

[0214] Embodiment 5

[0215] This embodiment provides a storage medium, on which a design program of a method for adjusting the damping of an electromagnetic shock absorber based on a reference road condition is stored. When the design program of the method for adjusting the damping of the electromagnetic shock absorber based on the reference road condition is executed, it is used for:

[0216] Performing the method for adjusting the damping of an electromagnetic shock absorber based on a reference road condition described in the above embodiment.

[0217] On the other hand, the present application also provides a computer-readable medium, which can be included in the electronic device described in the above embodiment; or it can exist independently without being assembled into the electronic device. The above computer-readable medium carries one or more programs, and when the above one or more programs are executed by an electronic device, the electronic device is enabled to implement the method for adjusting the damping of an electromagnetic shock absorber based on a reference road condition described in the above embodiment.

[0218] The above description is only a preferred embodiment of the present application and an explanation of the technical principles applied. Those skilled in the art should understand that the scope of the invention involved in the present application is not limited to the technical solutions formed by the specific combination of the above technical features, but should also cover other technical solutions formed by any combination of the above technical features or their equivalent features without departing from the inventive concept. For example, the technical solutions formed by mutually replacing the above features with the technical features (but not limited to) disclosed in the present application that have similar functions.

Claims

1. An electromagnetic shock absorber damping adjustment method with reference to road conditions, characterized in that The shock absorber has a first electromagnetic component mounted on the telescopic rod of the shock absorber and a second electromagnetic component mounted inside the shock absorber housing. The first electromagnetic component and the second electromagnetic component are arranged along the telescopic direction of the telescopic rod. The method includes: Continuously obtaining the road surface type at a first set time interval; the road surface type includes the unevenness of the road surface on which the vehicle travels; Adjusting the first set time interval according to the road surface type; According to the road surface type, querying a first database to obtain a first current gain; the first database stores the current gain corresponding to each road surface type; Calculating a first control current and a second control current respectively according to the first current gain; the first control current is used to control the first electromagnetic component to generate a magnetic field, and the second control current is used to control the second electromagnetic component to generate a magnetic field, so as to generate a first acting force between the first electromagnetic component and the second electromagnetic component; the first acting force is used to adjust the damping of the shock absorber; Outputting the first control current to the first electromagnetic component and outputting the second control current to the second current component; Obtaining the wheel speeds of all tires at the current moment to obtain a plurality of first wheel speed values; Calculating a wheel speed difference according to the plurality of first wheel speed values and the wheel speed of the detected tire; Obtaining the scale values of the uneven scales on all shock absorber telescopic rods at the current moment to obtain a plurality of third scale values; Calculating the average value of the plurality of third scale values to obtain an average scale value; Obtaining a scale difference by subtracting the average scale value from the third scale value of the detected tire; Calculating a second current gain according to the wheel speed difference and the scale difference; Calculating a compensation current according to the second current gain; the compensation current is used to additionally generate a second acting force between the first electromagnetic component and the second electromagnetic component, and the second acting force is used to vectorially superimpose with the first acting force to adjust the magnitude of the first acting force; Outputting the compensation current to the first electromagnetic component.

2. The electromagnetic shock absorber damping adjustment method with reference to road conditions according to claim 1, characterized in that, The specific steps of calculating the first control current and the second control current according to the first current gain include: Obtaining the rated current of the first electromagnetic component to obtain a first rated current value, and obtaining the rated current of the second electromagnetic component to obtain a second rated current value; Calculating the first control current according to the first rated current value and the first current gain; Calculating the second control current according to the second rated current value and the first current gain.

3. A method for damping adjustment of an electromagnetic shock absorber with reference to road conditions according to claim 1, characterized in that, After performing the steps of calculating the first control current and the second control current according to the first current gain, and before performing the steps of outputting the first control current to the first electromagnetic component and outputting the second control current to the second current component, it further includes: Setting the output direction of the first control current as the first current direction; According to the first current direction, searching a second database to obtain the second current direction of the second electromagnetic component; the second current direction is used to make the like magnetic poles of the second electromagnetic component and the first electromagnetic component face each other.

4. A method for damping adjustment of an electromagnetic shock absorber with reference to road conditions according to claim 1, characterized in that, The specific calculation process of calculating the wheel speed difference according to the plurality of first wheel speed values and the wheel speed of the detected tire includes: Calculating the average value of the plurality of first wheel speed values according to the plurality of first wheel speed values to obtain an average wheel speed; Calculate the difference between the wheel speed of the detected tire and the average wheel speed to obtain the wheel speed difference.

5. A method for adjusting the damping of an electromagnetic shock absorber with reference to road conditions according to claim 1, characterized in that, After performing the step of calculating the compensation current based on the wheel speed and before performing the step of outputting the compensation current to the first electromagnetic component, it further includes: Judge the positive or negative of the wheel speed difference; When the wheel speed difference is positive, output the first control current to the first electromagnetic component in the first current direction and output the second control current to the second electromagnetic component in the second current direction, so that the first acting force and the second acting force are numerically added to increase the magnitude of the first acting force; When the wheel speed difference is negative, output the first control current to the first electromagnetic component in the third current direction and output the second control current to the second electromagnetic component in the fourth current direction, so that the first acting force and the second acting force are numerically subtracted to reduce the magnitude of the first acting force.

6. A method for damping adjustment of an electromagnetic shock absorber with reference to road conditions according to claim 1, characterized in that, After performing the step of calculating the compensation current based on the wheel speed and before performing the step of outputting the compensation current to the first electromagnetic component, it further includes: Judge whether the magnitude after adding the first control current and the compensation current exceeds the peak current of the first electromagnetic component; When the magnitude after adding the first control current and the compensation current is greater than the peak current of the first electromagnetic component, use the difference between the peak current of the first electromagnetic component and the first control current as the final compensation current.

7. A method for damping adjustment of an electromagnetic shock absorber with reference to road conditions according to any one of claims 1, 4 - 6, characterized in that After performing the step of outputting the compensation current to the first electromagnetic component, it further includes: Obtain the road surface type of the current cycle as the first road surface type, and obtain the road surface type of the previous cycle as the second road surface type; Judge whether the first road surface type is the same as the second road surface type; When they are the same, repeatedly execute the steps from obtaining the wheel speeds of all tires at the current moment to obtaining multiple first wheel speed values to outputting the compensation current to the first electromagnetic component; When they are different, repeatedly execute the steps of continuously obtaining the road surface type at a first set time interval as the cycle to output the first control current to the first electromagnetic component and output the second control current to the second current component.

8. A computer device, characterized in that, It includes: A memory, a processor, and a design program of an electromagnetic shock absorber damping adjustment method for reference road conditions stored in the memory; the design program for the electromagnetic shock absorber damping adjustment method for reference road conditions is configured to: Perform an electromagnetic shock absorber damping adjustment method for reference road conditions as described in any one of claims 1-7.

9. A storage medium, characterized in that, A design program of an electromagnetic shock absorber damping adjustment method for reference road conditions is stored on the storage medium. When the design program of the electromagnetic shock absorber damping adjustment method for reference road conditions is executed, it is used to: Perform an electromagnetic shock absorber damping adjustment method for reference road conditions as described in any one of claims 1-7.

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