Method and device for determining shock absorber current in vehicle, vehicle and storage medium

Abstract

The present disclosure discloses a method and device for determining shock absorber current in a vehicle, a vehicle and a storage medium. The method comprises: determining a current working current of a shock absorber in the vehicle when the vehicle is in a low temperature state; determining a target temperature that the shock absorber can actually reach under the current working current, wherein the target temperature comprises an ambient temperature in which the shock absorber is currently located; determining a temperature compensation coefficient corresponding to the target temperature, wherein the temperature compensation coefficient is used to modify the current working current; and adjusting the current working current by the temperature compensation coefficient to obtain a target working current, wherein the target working current is used to control the damping force of the shock absorber. The present disclosure solves the technical problem of abnormal increase of the damping force in the shock absorber in the low temperature state.

Description

TECHNICAL FIELD

[0001] The present disclosure relates to the field of vehicles, and in particular, to a method and device for determining shock absorber current in a vehicle, a vehicle and a storage medium. BACKGROUND

[0002] At present, as a new type of shock absorber structure, the magneto-rheological shock absorber has a series of advantages such as fast response speed, large damping force at low speed, good symmetry of stretching and compression damping force, and simple structure, which can effectively improve the comfort and handling of the vehicle. However, the viscosity of the magneto-rheological fluid of the magneto-rheological shock absorber increases greatly with the decrease of temperature, and if the magneto-rheological shock absorber is in a low temperature environment, the damping force will abnormally increase, thereby affecting the comfort of the vehicle, and thus the technical problem of abnormally high damping force of the shock absorber in a low temperature state.

[0003] At present, there is no effective solution to the technical problem of abnormally high damping force of the shock absorber in a low temperature state. SUMMARY

[0004] The embodiments of the present disclosure provide a method and device for determining shock absorber current in a vehicle, a vehicle and a storage medium to at least solve the technical problem of abnormally high damping force of the shock absorber in a low temperature state.

[0005] According to an aspect of an embodiment of the present disclosure, a method for determining shock absorber current in a vehicle is provided. The method can include: determining a current working current of a shock absorber in the vehicle when the vehicle is in a low temperature state; determining a target temperature that the shock absorber will actually reach under the current working current, wherein the target temperature includes an ambient temperature in which the shock absorber is currently located; determining a temperature compensation coefficient corresponding to the target temperature, wherein the temperature compensation coefficient is used to modify the current working current; adjusting the current working current by the temperature compensation coefficient to obtain a target working current, wherein the target working current is used to control the damping force of the shock absorber.

[0006] Optionally, determining the target temperature of the shock absorber under the current working current includes: obtaining a current damping force coefficient of the shock absorber, a resistance of the shock absorber, a moving speed of the shock absorber and a mass of the shock absorber; determining the target temperature of the shock absorber under the current working current based on the current damping force coefficient, the resistance, the moving speed and the mass.

[0007] Optionally, determining the target temperature of the shock absorber under the influence of the current working current comprises: determining a product of the damping force coefficient, the current working current and the square of the moving speed, to obtain a first product, and determining a product of the square of the current working current and the resistance, to obtain a second product; determining a product of the mass and the specific heat capacity of the shock absorber, to obtain a third product, and determining a product of the thermal conductivity of the shock absorber and the heat dissipation surface area of the shock absorber, to obtain a fourth product; determining a sum of the first product and the second product, to obtain a first sum, and determining a sum of the third product and the fourth product, to obtain a second sum; determining a quotient of the first sum and the second sum, and determining a sum of the quotient and the current ambient temperature as the target temperature.

[0008] Optionally, determining the temperature compensation coefficient corresponding to the target temperature comprises: determining a minimum value between the target temperature and a target value as the temperature compensation coefficient.

[0009] According to another aspect of the embodiments of the present disclosure, a device for determining a shock absorber current in a vehicle is further provided. The device can comprise: a first determining unit configured to determine a current working current of a shock absorber in the vehicle when the vehicle is in a low-temperature state; a second determining unit configured to determine a target temperature that the shock absorber will actually reach under the current working current, wherein the target temperature comprises a current ambient temperature of the shock absorber; a third determining unit configured to determine a temperature compensation coefficient corresponding to the target temperature, wherein the temperature compensation coefficient is used to modify the current working current; and a processing unit configured to adjust the current working current by the temperature compensation coefficient to obtain a target working current, wherein the target working current is used to control a damping force of the shock absorber.

[0010] According to another aspect of the embodiments of the present disclosure, a computer readable storage medium is further provided. The computer readable storage medium comprises a stored program, wherein the program, when executed, controls a device in which the computer readable storage medium is located to perform the method for determining a shock absorber current in a vehicle according to the embodiments of the present disclosure.

[0011] According to another aspect of the embodiments of the present disclosure, a processor is further provided. The processor is configured to execute a program, wherein the program, when executed, performs the method for determining a shock absorber current in a vehicle according to the embodiments of the present disclosure.

[0012] According to another aspect of the embodiments of the present disclosure, a vehicle is further provided. The vehicle is configured to perform the method for determining a shock absorber current in a vehicle according to the embodiments of the present disclosure.

[0013] In the embodiment of the present disclosure, when the vehicle is in a low-temperature state, the current working current of the shock absorber in the vehicle is determined; the target temperature that the shock absorber can actually reach under the current working current is determined, wherein the target temperature includes the ambient temperature in which the shock absorber is currently located; the temperature compensation coefficient corresponding to the target temperature is determined, wherein the temperature compensation coefficient is used to modify the current working current; and the current working current is adjusted by the temperature compensation coefficient to obtain a target working current, wherein the target working current is used to control the damping force of the shock absorber. That is, the present disclosure determines the target temperature that the shock absorber can actually reach under the influence of the current working current, determines the temperature compensation coefficient of the shock absorber based on the target temperature, adjusts the current working current by the temperature compensation coefficient to obtain the target working current actually controlled, and controls the damping force of the shock absorber in a more reasonable range by changing the target working current, thereby achieving the technical effect of avoiding abnormal increase of the damping force in the shock absorber in a low-temperature state, and solving the technical problem of abnormal increase of the damping force in the shock absorber in a low-temperature state. BRIEF DESCRIPTION OF DRAWINGS

[0014] The accompanying drawings, which are included to provide a further understanding of the present disclosure and constitute a part of this application, illustrate certain illustrative embodiments of the present disclosure and are used to explain the present disclosure, but do not limit the present disclosure. In the drawings:

[0015] Figure 1 is a flowchart of a method for determining the current of a shock absorber in a vehicle according to an embodiment of the present disclosure;

[0016] Figure 2 is a schematic diagram of a viscosity-temperature curve according to an embodiment of the present disclosure;

[0017] Figure 3 is a flowchart of a method for determining a target working current according to an embodiment of the present disclosure;

[0018] Figure 4 is a schematic diagram of a device for determining the current of a shock absorber in a vehicle according to an embodiment of the present disclosure. DETAILED DESCRIPTION

[0019] In order to enable those skilled in the art to better understand the present disclosure, the technical solutions in the embodiments of the present disclosure will be clearly and completely described below with reference to the drawings in the embodiments of the present disclosure. Obviously, the described embodiments are only a part of the embodiments of the present disclosure, but not all the embodiments. Based on the embodiments in the present disclosure, all other embodiments obtained by those skilled in the art without creative labor should be within the scope of protection of the present disclosure.

[0020] It is to be understood that the terms "first", "second", and the like, used in the description and the claims of the present disclosure as well as the foregoing drawings should not be construed as necessarily implying a specific order or sequence of steps. It is to be understood that the data thus used might be interchanged, where appropriate, so that the embodiments of the present disclosure described herein could be carried out in other than the order shown or described herein. Furthermore, the terms "comprise" and "include" and variations thereof as used in the specification and in the claims are intended to cover a non-exclusive inclusion such that a process, method, system, product, or apparatus that comprises a list of steps or units does not necessarily comprise only those steps or units but can include other steps or units not expressly listed or inherent to such process, method, product, or apparatus.

[0021] Embodiment 1

[0022] According to the embodiments of the present disclosure, an embodiment of a method for determining shock absorber current in a vehicle is provided. It should be noted that the steps shown in the flowchart of the accompanying drawings can be executed in a computer system such as a set of computer-executable instructions, and although a logical order is shown in the flowchart, in some cases, the steps shown or described herein can be executed in an order different from that shown herein.

[0023] Figure 1 is a flowchart of a method for determining shock absorber current in a vehicle according to the embodiments of the present disclosure, as Figure 1 shown in the flowchart of the method for determining shock absorber current in a vehicle, the method comprises the following steps:

[0024] Step S102, determining the current working current of the shock absorber in the vehicle when the vehicle is in a low temperature state.

[0025] In the technical solution provided in the above step S102 of the present disclosure, when the vehicle is in a low temperature state, the current working current of the shock absorber in the vehicle is determined. Wherein, the current working current can be the current shock absorber current, which can be represented as , which can be the current of the shock absorber at the last working time. The shock absorber can be a magneto-rheological shock absorber.

[0026] Optionally, the current vehicle driving state can be monitored to determine the current working current of the shock absorber in the vehicle.

[0027] Step S104, determining the target temperature that the shock absorber will actually reach under the current working current, wherein the target temperature includes the ambient temperature in which the shock absorber is currently located.

[0028] In the technical solution provided in the foregoing step S104 of the present disclosure, the target temperature that the shock absorber actually reaches under the current working current is determined, wherein the target temperature comprises a temperature generated by the shock absorber under the current working current and an ambient temperature of the shock absorber, and the target temperature can be represented as Ttarget=Tambient+Tefficiency. The ambient temperature can be represented as Tambient.

[0029] Optionally, since the heat generated by the shock absorber during movement is closely related to the size of the current working current and the damping size of the shock absorber, the target temperature that the shock absorber actually reaches under the current working current can be determined.

[0030] In step S106, a temperature compensation coefficient corresponding to the target temperature is determined, wherein the temperature compensation coefficient is used to modify the current working current.

[0031] In the technical solution of the foregoing step S106 of the present disclosure, the temperature compensation coefficient corresponding to the target temperature can be determined based on the target temperature, and the current working current is modified by using the temperature compensation coefficient. The temperature compensation coefficient can be a temperature compensation coefficient during vehicle driving, and can be represented as Tcomp.

[0032] Optionally, considering that the basic damping force of the magnetorheological shock absorber rises under a low-temperature state, the output of the target working current can be reduced during control, and thus the damping force of the shock absorber is reduced. That is, the performance of the magnetorheological shock absorber under a low-temperature state can be improved by increasing the temperature compensation coefficient and thus reducing the final output current to reduce the output damping force, wherein the temperature compensation coefficient is related to the current ambient temperature and the temperature characteristics of the magnetorheological fluid in the magnetorheological shock absorber.

[0033] In step S108, the current working current is adjusted by using the temperature compensation coefficient to obtain a target working current, wherein the target working current is used to control the damping force of the shock absorber.

[0034] In the technical solution of the foregoing step S108 of the present disclosure, the current working current is adjusted by using the temperature compensation coefficient to obtain a target working current. The target working current can be used to control the damping force of the shock absorber, and can be represented as Itarget. Itarget can also be referred to as an output current.

[0035] ​​Optionally, the magneto-rheological damper, as a new type of damper structure, has a series of advantages such as fast response speed, large damping force at low speed, good symmetry of stretching and compression damping force, simple structure, and can effectively improve the comfort and handling of the vehicle. However, the magneto-rheological damper has a large increase in viscosity with the decrease of temperature, so if the magneto-rheological damper is in a low-temperature environment, the damping force will abnormally increase, thereby affecting the comfort of the vehicle. In the embodiment of the present disclosure, the problem that the damping force will abnormally increase in a low-temperature state is considered, and a low-temperature compensation algorithm for the magneto-rheological damper is proposed in the low-temperature state. The method changes the target working current through a temperature compensation coefficient, reduces the final target working current, which is equivalent to reducing the output damping force, so as to control the damping force of the damper in a relatively reasonable range, thereby effectively solving the problems of high damping force of the magneto-rheological damper in a low-temperature environment and poor comfort of the vehicle, and achieving the technical effect of avoiding abnormal increase of the damping force of the magneto-rheological damper, and solving the technical problem of abnormal increase of the damping force of the magneto-rheological damper.

[0036] In the above steps S102 to S108 of the present application, the target temperature actually reached by the damper under the influence of the current working current is determined, the temperature compensation coefficient of the damper is determined based on the target temperature, the current working current is adjusted through the temperature compensation coefficient to obtain the actually controlled target working current, and the damping force of the damper is controlled in a relatively reasonable range by changing the target working current, thereby achieving the technical effect of avoiding abnormal increase of the damping force in the damper in a low-temperature state, and solving the technical problem of abnormal increase of the damping force in the damper in a low-temperature state.

[0037] The above method of the embodiment will be further introduced below.

[0038] As an optional implementation, determining the target temperature of the damper under the current working current comprises: obtaining the current damping force coefficient of the damper, the resistance of the damper, the moving speed of the damper and the mass of the damper; and determining the target temperature of the damper under the current working current based on the current damping force coefficient, the resistance, the moving speed and the mass.

[0039] In the embodiment, the current damping force coefficient of the damper, the resistance of the damper, the moving speed of the damper and the mass of the damper can be obtained, and the target temperature of the damper under the influence of the current working current can be determined based on the current damping force coefficient, the resistance, the moving speed and the mass. The current damping force coefficient can also be referred to as the damping force coefficient, which can be represented by The resistance of the damper can be represented by The moving speed of the damper can also be referred to as the motion speed of the damper, which can be represented by The mass of the shock absorber can also be referred to as the shock absorber mass, which can be represented by m.

[0040] Optionally, the heat of the shock absorber is composed of the heat generated by the current (I) ) and the work done by the up and down movement of the shock absorber (W) ) and the work done by the up and down movement of the shock absorber (W) ) and the work done by the up and down movement of the shock absorber (W)

[0041]

[0042] Wherein the heat generated by the work of the shock absorber is related to the damping force of the shock absorber (F):

[0043]

[0044] Wherein, The damping force of the shock absorber can be represented by F; The speed of the shock absorber can be represented by v; The damping coefficient of the shock absorber can be represented by c;

[0045] And the heat generated by the current (I) ) is related to the size of the current and the resistance of the shock absorber, that is:

[0046]

[0047] At the same time, the shock absorber is always dissipating heat to the outside world, and the dissipation work (W ) is:

[0048]

[0049] Therefore, the temperature change of the shock absorber (T ) is the temperature rise of the shock absorber caused by the difference between the generated heat and the dissipated heat (T ), that is:

[0050]

[0051] Wherein, m is the mass of the shock absorber, and c is the specific heat capacity of the shock absorber.

[0052] Through the above formula, the target temperature of the final shock absorber (T ) is:

[0053]

[0054] Wherein, K is the thermal conductivity of the shock absorber, A is the heat dissipation surface area of the shock absorber, The ambient temperature can be represented by T

[0055] The target temperature of the damper under the influence of the current working current can be determined based on the current damping force coefficient, the resistance, the moving speed and the mass.

[0056] As an optional implementation, determining the target temperature of the damper under the influence of the current working current based on the current damping force coefficient, the resistance, the moving speed and the mass comprises: determining a product of the damping force coefficient, the current working current and the square of the moving speed to obtain a first product, and determining a product of the square of the current working current and the resistance to obtain a second product; determining a product of the mass and the specific heat capacity of the damper to obtain a third product, and determining a product of the thermal conductivity of the damper and the heat dissipation surface area of the damper to obtain a fourth product; determining a sum of the first product and the second product to obtain a first sum, and determining a sum of the third product and the fourth product to obtain a second sum; determining a quotient of the first sum and the second sum, and determining a sum of the quotient and the current ambient temperature as the target temperature.

[0057] In this embodiment, the target temperature can be calculated by a derived calculation formula of the target temperature, and thus determining the target temperature of the damper under the influence of the current working current based on the current damping force coefficient, the resistance, the moving speed and the mass can comprise: determining a product of the damping force coefficient, the current working current and the square of the moving speed to obtain a first product ( ), and determining a product of the square of the current working current and the resistance to obtain a second product ( ); determining a product of the mass and the specific heat capacity of the damper to obtain a third product ( ), and determining a product of the thermal conductivity of the damper and the heat dissipation surface area of the damper to obtain a fourth product ( ). A sum of the first product and the second product can be determined to obtain a first sum ( ), and a sum of the third product and the fourth product can be determined to obtain a second sum ( ). A quotient of the first sum and the second sum is determined, and a sum of the quotient and the current ambient temperature is determined as the target temperature.

[0058] Optionally, the target temperature can be determined by the following formula:

[0059]

[0060] As an optional implementation, determining the temperature compensation coefficient corresponding to the target temperature comprises: determining the minimum value between the target temperature and a target value as the temperature compensation coefficient.

[0061] In this embodiment, the minimum value between the target temperature and the target value can be determined as the temperature compensation coefficient.

[0062] Optionally, The temperature compensation coefficient should be gradually close to 1 in relation to the current damper temperature until 1 is reached and no longer increased. Therefore, the temperature compensation coefficient can be determined by the following formula:

[0063]

[0064] Wherein, Refers to selecting the minimum value between 0 and 1 as the temperature compensation coefficient. . .

[0065] This embodiment determines the target temperature that the damper will actually reach under the influence of the current working current, determines the temperature compensation coefficient of the damper based on the target temperature, adjusts the current working current through the temperature compensation coefficient, obtains the actual control target working current, and controls the damping force of the damper in a more reasonable range by changing the target working current, thereby achieving the technical effect of avoiding abnormal increase of the damping force in the damper in a low temperature state, and solving the technical problem of abnormal increase of the damping force in the damper in a low temperature state.

[0066] Embodiment 2

[0067] The technical solutions of the embodiments of the present disclosure will be illustrated below in combination with preferred embodiments.

[0068] At present, as a new type of damper structure, the magneto-rheological damper has a series of advantages such as fast response speed, large damping force at low speed, good symmetry of stretching and compression damping force, and simple structure, which can effectively improve the comfort and handling of the vehicle. However, the viscosity of the magneto-rheological fluid increases greatly with the decrease of temperature, which leads to the abnormal increase of the damping force of the magneto-rheological damper in a low temperature environment, thereby affecting the comfort of the vehicle. Figure 2 is a schematic diagram of a viscosity-temperature curve according to an embodiment of the present disclosure, as shown in Figure 2 Taking the damping force at 20℃ as the benchmark, when the environmental temperature is-35℃, the zero-field viscosity of the magneto-rheological fluid increases by 20-50 times, at this time the damping force of the damper will also be increased in response, thereby affecting the comfort of the vehicle.

[0069] In one embodiment, a low-temperature compensation method for a magneto-rheological damper is proposed, but this method is to heat the magneto-rheological damper by a heater, and still has the technical problem of abnormal increase of the damping force of the magneto-rheological damper.

[0070] In another embodiment, a temperature compensation-based control method for a magneto-rheological damper is also proposed, which introduces an external environment temperature as an independent variable and a target control current as a dependent variable to construct an inverse model of the magneto-rheological damper. However, the constructed inverse model of the magneto-rheological damper cannot consider the influence of temperature on the damping force of the damper, and the technical problem of abnormal increase in the damping force of the magneto-rheological damper cannot be avoided.

[0071] In another embodiment, a failure and fault detection method for a magneto-rheological damper is also proposed, which detects whether the damper is faulty by current back sampling. However, this method ignores the influence of the environment temperature on the damping force of the damper, and the technical problem of abnormal increase in the damping force of the magneto-rheological damper cannot be avoided.

[0072] To solve the above technical problem of abnormal increase in the damping force of the magneto-rheological damper, the present embodiment proposes a low-temperature compensation algorithm for a magneto-rheological damper in a low-temperature state. The algorithm can control the damping force of the damper in a reasonable range by changing the current, thereby effectively solving the problem of high damping force of the magneto-rheological damper and poor vehicle comfort in a low-temperature environment, and achieving the technical effect of avoiding abnormal increase in the damping force of the magneto-rheological damper, and solving the technical problem of abnormal increase in the damping force of the magneto-rheological damper.

[0073] The present embodiment is further described below.

[0074] In this embodiment, considering that the basic damping force of the magneto-rheological damper rises in a low-temperature state, the system should consciously reduce the output of the current during control, thereby reducing the damping force of the damper. That is, a temperature compensation coefficient (T) less than 1 is added to the control system of the magneto-rheological damper, which can multiply the current by the temperature compensation coefficient, thereby reducing the output current and the output damping force, and improving the performance of the magneto-rheological damper in a low-temperature state, wherein the temperature compensation coefficient is related to the current environment temperature and the temperature characteristics of the magneto-rheological fluid in the magneto-rheological damper.

[0075] Optionally, the target working current (I) can be determined by the following formula:

[0076]

[0077] wherein, The current damper current (current working current) can be the current damper current (current working current).

[0078] ​​Optionally, the temperature compensation coefficient should only take effect when the vehicle is just started. Because once the vehicle is started, as the vehicle travels, the up-and-down movement of the shock absorber itself dissipates heat, in turn heating the shock absorber and the magnetorheological fluid, so that the performance of the shock absorber gradually recovers to room temperature level, reaching the normal state. Among them, the heat of the shock absorber ( ) is composed of current heating ( ) and shock absorber up-and-down movement work ( ), that is:

[0079]

[0080] Among them, the heat generated by the shock absorber work is related to the shock absorber damping force:

[0081]

[0082] Among them, may be the damping force of the shock absorber; may be the movement speed of the shock absorber; may be the damping force coefficient of the shock absorber.

[0083] The heat generated by the current work ( ) is related to the current size and the shock absorber resistance, that is:

[0084]

[0085] is the resistance of the shock absorber.

[0086] At the same time, the shock absorber is always dissipating heat to the outside world, and the dissipation work ( ) is:

[0087]

[0088] Therefore, the temperature change of the shock absorber ( ) is the temperature rise of the shock absorber caused by the difference between the generated heat and the dissipated heat ( ), that is:

[0089]

[0090] Among them, m is the mass of the shock absorber, and c is the specific heat capacity of the shock absorber.

[0091] Through the above formula, the final target temperature of the shock absorber ( ) is:

[0092]

[0093] Among them, K is the heat conduction coefficient of the shock absorber, A is the heat dissipation surface area of the shock absorber, The ambient temperature can be acquired.

[0094] Therefore The current damper temperature should be related to gradually approaching 1 until reaching 1, and no longer increasing. Therefore:

[0095]

[0096] Wherein, Refers to selecting the minimum value between And 1 as .

[0097] Figure 3 A flow chart for determining a target working current according to an embodiment of the present disclosure, as shown in FIG. 1, the method can include the following steps. Figure 3

[0098] Step S301, acquiring vehicle parameters.

[0099] In this embodiment, the current ambient temperature (T0) is acquired, the parking time (t) of the vehicle, the damping force coefficient (K) of the damper, and the damper resistance (R) are acquired.

[0100] Step S302, determining a temperature compensation coefficient in the vehicle driving process based on the vehicle parameters.

[0101] In this embodiment, the vehicle parking coefficient (Kp) is determined according to the parking period and the parking time, and the temperature compensation coefficient in the vehicle driving process is determined according to the current ambient temperature (T0), the parking time (t) of the vehicle, the damping force coefficient (K) of the damper, and the damper resistance (R).

[0102] Optionally, the temperature compensation coefficient in the vehicle driving process can be determined by the following formula:

[0103]

[0104] Wherein, The initial damper temperature correction coefficient can be a preset value; The final target temperature of the damper can be calculated by the following formula:

[0105]

[0106] ​​​​​​​​​​Optionally, the current working current of the shock absorber can be determined based on a mapping relationship between the required damping force of the shock absorber and the working current .

[0107] In step S303, a target compensation coefficient is determined based on a temperature compensation coefficient in the process of vehicle driving.

[0108] In step S304, a target working current is determined according to the target compensation coefficient.

[0109] In the embodiments of the present application, by the control algorithm of the magneto-rheological shock absorber, a target compensation coefficient is added in a low-temperature environment to reduce the output of the final target working current, and the damping force of the shock absorber is no longer compensated after the temperature of the shock absorber reaches a normal value, thereby realizing the technical effect of avoiding abnormal increase of the damping force in the shock absorber in a low-temperature state and solving the technical problem of abnormal increase of the damping force in the shock absorber in a low-temperature state.

[0110] It should be noted that the above embodiments are merely specific implementations of the present disclosure, used to illustrate the technical solutions of the present disclosure, rather than limit the same, and the protection scope of the present disclosure is not limited thereto. Although the present disclosure has been described in detail with reference to the foregoing embodiments, it should be understood by those skilled in the art that any modification or easy-to-think change or equivalent replacement of the technical solutions recorded in the foregoing embodiments can be made within the technical range disclosed by the present disclosure by any person skilled in the art; and these modifications, changes or replacements do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of the present disclosure, and should be covered within the protection scope of the present disclosure. Therefore, the protection scope of the present disclosure should be subject to the protection scope of the claims.

[0111] Embodiment 3

[0112] According to the embodiments of the present disclosure, a vehicle shock absorber current determination device is also provided. It should be noted that the vehicle shock absorber current determination device can be used to execute the vehicle shock absorber current determination method in embodiment 1.

[0113] Figure 4 is a schematic diagram of a vehicle shock absorber current determination device according to an embodiment of the present disclosure. As shown in Figure 4 the vehicle shock absorber current determination device 400 can include a first determination unit 402, a second determination unit 404, a third determination unit 406, and a processing unit 408.

[0114] The first determination unit 402 is configured to determine the current working current of the shock absorber in the vehicle when the vehicle is in a low-temperature state.

[0115] The second determining unit 404 is configured to determine a target temperature that the shock absorber can actually reach under the current working current, wherein the target temperature comprises an ambient temperature in which the shock absorber is currently located.

[0116] The third determining unit 406 is configured to determine a temperature compensation coefficient corresponding to the target temperature, wherein the temperature compensation coefficient is used to modify the current working current.

[0117] The processing unit 408 is configured to adjust the current working current by using the temperature compensation coefficient to obtain a target working current, wherein the target working current is used to control a damping force of the shock absorber.

[0118] Optionally, the second determining unit 404 further comprises a first processing module configured to acquire a current damping force coefficient of the shock absorber, an electric resistance of the shock absorber, a moving speed of the shock absorber and a mass of the shock absorber; and determine the target temperature of the shock absorber under the current working current based on the current damping force coefficient, the electric resistance, the moving speed and the mass.

[0119] Optionally, the first processing module comprises a processing sub-module configured to determine a product of the damping force coefficient, the current working current and the square of the moving speed to obtain a first product, and determine a product of the square of the current working current and the electric resistance to obtain a second product; determine a product of the mass and a specific heat capacity of the shock absorber to obtain a third product, and determine a product of a heat conduction coefficient of the shock absorber and a heat dissipation surface area of the shock absorber to obtain a fourth product; determine a sum of the first product and the second product to obtain a first sum, and determine a sum of the third product and the fourth product to obtain a second sum; determine a quotient between the first sum and the second sum, and determine a sum between the quotient and the ambient temperature to be the target temperature.

[0120] Optionally, the processing unit 408 comprises a determining module configured to determine the temperature compensation coefficient as a target compensation coefficient; and adjust the current working current to the target working current based on the target compensation coefficient.

[0121] Optionally, the determining module comprises a first determining sub-module configured to determine a product between the target compensation coefficient and the current working current as the target working current.

[0122] Optionally, the apparatus further comprises a fourth determining unit configured to determine a temperature compensation coefficient as a minimum value between the target temperature and a target value.

[0123] In the embodiment of the present disclosure, the first determining unit is configured to determine a current working current of the shock absorber in the vehicle when the vehicle is in a low-temperature state; the second determining unit is configured to determine a target temperature that the shock absorber can actually reach under the current working current, wherein the target temperature comprises an ambient temperature in which the shock absorber is currently located; the third determining unit is configured to determine a temperature compensation coefficient corresponding to the target temperature, wherein the temperature compensation coefficient is used to modify the current working current; and the processing unit is configured to adjust the current working current by using the temperature compensation coefficient to obtain a target working current, wherein the target working current is used to control the damping force of the shock absorber, thereby achieving the technical effect of avoiding abnormal increase of the damping force in the shock absorber in the low-temperature state, and solving the technical problem of abnormal increase of the damping force in the shock absorber in the low-temperature state.

[0124] Embodiment 4

[0125] According to the embodiments of the present disclosure, a computer readable storage medium is also provided, which comprises a stored program, wherein the program performs the method for determining the shock absorber current in the vehicle described in Embodiment 1.

[0126] Embodiment 5

[0127] According to the embodiments of the present disclosure, a processor is also provided, which is used to run a program, wherein the program performs the method for determining the shock absorber current in the vehicle described in Embodiment 1 when running.

[0128] According to the embodiments of the present disclosure, a vehicle is also provided, which is used to perform the method for determining the shock absorber current in the vehicle described in Embodiment 1 of the present disclosure.

[0129] The above-mentioned serial numbers of the embodiments of the present disclosure are only for description, and do not represent the advantages and disadvantages of the embodiments.

[0130] In the above-mentioned embodiments of the present disclosure, the description of each embodiment has its own focus, and the parts not described in detail in a certain embodiment can be referred to the relevant description of other embodiments.

[0131] In several embodiments provided in the present application, it should be understood that the disclosed technical contents can be implemented by other ways. Among them, the above-mentioned device embodiments are only schematic, for example, the division of the units can be a logical function division, and in actual implementation, there can be another division way, for example, a plurality of units or components can be combined or integrated into another system, or some features can be ignored or not executed. In addition, the coupling or direct coupling or communication connection between the displayed or discussed each other can be through some interface, indirect coupling or communication connection between units or modules, which can be electrical or other forms.

[0132] The units described as separate components for the determination can or can not be physically separate, and the components shown as units for the determination can or can not be physical units, i.e., can be located in one place, or can be distributed to multiple units. Part or all of the units can be selected according to actual needs to achieve the purposes of the embodiments of the present application.

[0133] In addition, each functional unit in various embodiments of the present disclosure can be integrated in one processing unit, or each unit can exist physically, or two or more units can be integrated in one unit. The integrated unit can be realized in the form of hardware, or in the form of a software functional unit.

[0134] The integrated unit, if realized in the form of a software functional unit and determined as a product for sale or use independently, can be stored in a computer readable storage medium. Based on this understanding, the technical solutions of the present disclosure, essentially or the part that contributes to the prior art, or all or part of the technical solutions can be embodied in the form of a software product. The computer software product is stored in a storage medium, and includes several instructions for causing a computer device (which can be a personal computer, a server, or a network device, etc.) to execute all or part of the steps of the methods described in various embodiments of the present disclosure. The aforementioned storage medium includes various media that can store program codes, such as a U disk, a read-only memory (ROM, Read-Only Memory), a random access memory (RAM, Random Access Memory), a mobile hard disk, a magnetic disk or an optical disk, etc.

[0135] The above is only the preferred embodiments of the present disclosure, and it should be pointed out that for those skilled in the art, without departing from the principles of the present disclosure, several improvements and refinements can be made, and these improvements and refinements should be considered as the protection scope of the present disclosure.

Claims

1. A method for determining the shock absorber current in a vehicle, characterized in that, include: Determine the current operating current of the shock absorbers in the vehicle when the vehicle is in a low-temperature condition; Determine the target temperature that the shock absorber will actually reach under the current operating current, wherein the target temperature includes the ambient temperature where the shock absorber is currently located and the temperature generated by the shock absorber doing work under the current operating current; Determine the temperature compensation coefficient corresponding to the target temperature, wherein the temperature compensation coefficient is used to modify the current operating current; The current operating current is adjusted by the temperature compensation coefficient to obtain the target operating current, wherein the target operating current is used to control the damping force of the shock absorber; The determination of the temperature compensation coefficient corresponding to the target temperature includes: determining the minimum value between the product of the target temperature and the initial shock absorber temperature correction coefficient and the target value as the temperature compensation coefficient. Determining the target temperature of the shock absorber under the current operating current includes: acquiring the current damping force coefficient, the resistance of the shock absorber, the moving speed of the shock absorber, and the mass of the shock absorber; determining the product of the damping force coefficient, the current operating current, and the square of the moving speed to obtain a first product, and determining the product of the square of the current operating current and the resistance to obtain a second product; determining the product of the mass and the specific heat capacity of the shock absorber to obtain a third product, and determining the product of the thermal conductivity coefficient and the heat dissipation surface area of ​​the shock absorber to obtain a fourth product; determining the sum of the first product and the second product to obtain a first sum, and determining the sum of the third product and the fourth product to obtain a second sum; determining the quotient between the first sum and the second sum, and determining the sum of the quotient and the current ambient temperature as the target temperature.

2. A device for determining the shock absorber current in a vehicle, characterized in that, include: The first determining unit is used to determine the current operating current of the shock absorber in the vehicle when the vehicle is in a low-temperature state; The second determining unit is used to determine the target temperature that the shock absorber will actually reach under the current operating current, wherein the target temperature includes the ambient temperature where the shock absorber is currently located and the temperature generated by the shock absorber doing work under the current operating current. The third determining unit is used to determine the temperature compensation coefficient corresponding to the target temperature, wherein the temperature compensation coefficient is used to modify the current operating current; The processing unit is used to adjust the current operating current through the temperature compensation coefficient to obtain a target operating current, wherein the target operating current is used to control the damping force of the shock absorber; The device is further configured to: determine the minimum value between the product of the target temperature and the initial shock absorber temperature correction coefficient and the target value as the temperature compensation coefficient; The device is further configured to: acquire the current damping force coefficient of the shock absorber, the resistance of the shock absorber, the moving speed of the shock absorber, and the mass of the shock absorber; determine the product of the damping force coefficient, the current operating current, and the square of the moving speed to obtain a first product, and determine the product of the square of the current operating current and the resistance to obtain a second product; determine the product of the mass and the specific heat capacity of the shock absorber to obtain a third product, and determine the product of the thermal conductivity coefficient and the heat dissipation surface area of ​​the shock absorber to obtain a fourth product; determine the sum of the first product and the second product to obtain a first sum, and determine the sum of the third product and the fourth product to obtain a second sum; determine the quotient between the first sum and the second sum, and determine the sum of the quotient and the current ambient temperature as the target temperature.

3. A vehicle, characterized in that, Used to perform the method of claim 1.

4. A computer-readable storage medium, characterized in that, The computer-readable storage medium includes a stored program, wherein, when the program is executed, it controls the device on which the computer-readable storage medium is located to perform the method of claim 1.

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