A pitch gradient acquisition method and device based on a CDC damper

Abstract

The application discloses a pitch gradient acquisition method and device based on a CDC damper, and the method comprises the following steps: constructing a whole vehicle stress analysis model, and inputting parameters for calculating a pitch gradient into the whole vehicle stress analysis model; in a pitch state during vehicle driving, a first whole vehicle torque based on a whole vehicle centroid point is calculated, and pitch stiffness is determined according to the first whole vehicle torque; in a state of vehicle axle load transfer, a second whole vehicle torque generated at the whole vehicle centroid point during axle load transfer is calculated, and a pitch gradient value is determined according to the pitch stiffness, the second whole vehicle torque and an acceleration value. According to the application, a relatively accurate braking pitch gradient result can be obtained without real vehicle testing, data of multiple sensors is not needed, and the calculation cost is reduced.

Description

Technical Field

[0001] This invention relates to the field of vehicle vibration control technology, and in particular to a method and apparatus for obtaining pitch gradient based on a CDC damper. Background Technology

[0002] In both normal and aggressive driving, vehicle dynamics can be summarized by two dynamic constants: pitch and roll. The degree of pitch of a vehicle while in motion reflects its dynamic balance along its longitudinal axis.

[0003] Pitch can be divided into steady-state pitch and dynamic pitch: Steady-state pitch refers to the dynamic changes in the vehicle body when it is traveling at a constant speed, accelerating at a constant G-force, and decelerating at a constant G-force. Dynamic pitch can also be called transient pitch to some extent; in contrast to steady-state, dynamic or transient describes the process of changes in the vehicle's driving state. For example, at the moment the brake pedal is pressed, the vehicle changes from a state of constant forward motion to a state of deceleration. During this process, the vehicle's center of gravity shifts forward, the front suspension compresses, the rear suspension extends, and the vehicle tilts forward. Since these actions are constantly changing, the pitch movement in which the vehicle is in an unstable state is called dynamic pitch.

[0004] Because pitch compresses suspension travel, thus consuming some acceleration and deceleration force, engineering teams generally try their best to control the vehicle's longitudinal axis pitch. The smaller the pitch, the more direct the transmission of acceleration and deceleration force, thereby increasing the vehicle's limits. Vehicles that score high in acceleration and braking tests generally do not have excessive pitch.

[0005] Based on the above explanation, effectively suppressing pitch during acceleration and deceleration is crucial for improving vehicle limits and ride comfort. Therefore, pitch gradient is an important quantitative indicator used to determine the change in pitch angle of the vehicle per g of acceleration / deceleration. Furthermore, since traditional shock absorbers rely on a single damping force curve, they cannot provide diverse adjustments for the damping force. Therefore, CDC shock absorbers offer a damping force curve adjustment range suitable for various road conditions or driving modes. Thus, the pitch gradient calculation method provided by this invention can provide reasonable target parameters as control objectives for CDC calibration under special operating conditions, thereby improving vehicle ride comfort.

[0006] In the process of vehicle development, obtaining pitch gradient parameters often requires the vehicle to be equipped with professional multi-degree-of-freedom sensors for measurement and calibration, which often consumes a lot of time, manpower and equipment costs. Summary of the Invention

[0007] To address the aforementioned technical problems, this invention provides a method and apparatus for obtaining pitch gradient based on CDC dampers, which can quickly determine pitch gradient and reduce manpower and equipment costs.

[0008] A first aspect of the present invention provides a method for obtaining pitch gradient based on a CDC damper, comprising:

[0009] Construct a vehicle stress analysis model and input parameters for calculating the pitch gradient into the vehicle stress analysis model;

[0010] In the pitch state when the vehicle is in motion, calculate the first vehicle torque based on the vehicle's center of gravity, and determine the pitch stiffness based on the first vehicle torque.

[0011] Under the condition of vehicle axle load transfer, calculate the second vehicle torque generated at the vehicle's center of gravity during axle load transfer, and determine the pitch gradient value based on the pitch stiffness, the second vehicle torque, and the acceleration value.

[0012] In an optional embodiment, parameters for calculating the pitch gradient are input into the vehicle force analysis model, including: front suspension wheel center stiffness K1, rear suspension wheel center stiffness K2, front axle force F1 due to braking, rear axle force F2 due to braking, distance X from the center of mass to the front axle and distance Y from the center of mass to the rear axle in the horizontal direction, vehicle weight, and braking parameters of the CDC damper.

[0013] In an optional embodiment, the step of calculating the first vehicle torque based on the vehicle's center of gravity during the vehicle's pitch state, and determining the pitch stiffness based on the first vehicle torque, includes:

[0014] Perform a force analysis using the center of mass as the fulcrum to determine the first total vehicle torque generated during braking; and calculate the first total vehicle torque based on the following formula.

[0015]

[0016] F1 is the force generated by braking on the front axle, X is the distance from the center of mass to the front axle in the horizontal direction, F2 is the force generated by braking on the rear axle, and Y is the distance from the center of mass to the rear axle in the horizontal direction.

[0017] In an optional embodiment, the step of calculating a first vehicle torque based on the vehicle's center of gravity during the vehicle's pitch state, and determining the pitch stiffness based on the first vehicle torque, includes:

[0018] Taking the vehicle's center of gravity as the origin, determine the angle of change in the vehicle's attitude caused by the displacement of the front and rear suspension springs and the first vehicle torque. Calculate the pitch stiffness K based on the following formula. p :

[0019]

[0020] K1 is the first vehicle torque based on the vehicle's center of gravity, K2 is the front suspension wheel center stiffness, K2 is the rear suspension wheel center stiffness, X is the distance from the center of gravity to the front axle in the horizontal direction, and Y is the distance from the center of gravity to the rear axle in the horizontal direction.

[0021] In an optional embodiment, the step of calculating the second vehicle torque generated at the vehicle's center of gravity during axle load transfer, and determining the pitch gradient value based on the pitch stiffness, the second vehicle torque, and the acceleration value, includes: calculating the second vehicle torque generated at the vehicle's center of gravity during axle load transfer based on the vehicle mass, the vehicle's instantaneous acceleration, and the distance between the vehicle's center of gravity and the front and rear suspensions; and calculating the second vehicle torque T based on the following formula. LT :

[0022] T LT =m*a*h;

[0023] m is the total mass of the vehicle, a is the instantaneous acceleration, and h is the height of the center of gravity.

[0024] In an optional embodiment, the step of calculating the second vehicle torque generated at the vehicle's center of gravity during axle load transfer, and determining the pitch gradient value based on the pitch stiffness, the second vehicle torque, and the acceleration value, includes: calculating the pitch gradient value using the following formula:

[0025]

[0026] T LT K is the second vehicle torque generated at the vehicle's center of gravity during axle load transfer. p Let be the pitch stiffness, and 'a' be the instantaneous acceleration.

[0027] A second aspect of the present invention provides a pitch gradient acquisition device based on a CDC damper, comprising:

[0028] The force analysis module is used to construct a vehicle force analysis model to simulate the vehicle driving state, and input parameters for calculating the pitch gradient into the vehicle force analysis model;

[0029] The first processing module is used to calculate the first vehicle torque based on the vehicle's center of gravity when the vehicle is in pitch state, and to determine the pitch stiffness based on the first vehicle torque.

[0030] The second processing module is used to calculate the second vehicle torque generated at the vehicle's center of gravity during axle load transfer, and to determine the pitch gradient value based on the pitch stiffness, the second vehicle torque, and the acceleration value.

[0031] A third aspect of the present invention provides a pitch gradient control method based on a CDC damper, comprising:

[0032] The pitch gradient value is determined using the pitch gradient acquisition method based on the CDC damper according to the first aspect of the present invention.

[0033] The control valve of the CDC damper is controlled according to the pitch gradient value, so that the valve opening is adjusted to provide damping that is appropriate for the current state of the vehicle.

[0034] A fourth aspect of the present invention provides an electronic device comprising:

[0035] At least one processor; and at least one memory communicatively connected to the processor, wherein the memory stores program instructions executable by the processor, and the processor invokes the program instructions to perform the method as described in the first or second aspect of the embodiments of the present invention.

[0036] A fifth aspect of the present invention provides a computer-readable storage medium having a computer program stored thereon, wherein the computer program, when executed by a computer, performs the method described in the first or second aspect of the embodiments of the present invention.

[0037] This invention constructs a vehicle force analysis model. By inputting parameters for calculating the pitch gradient, it can calculate the first vehicle torque based on the vehicle's center of gravity during braking, and then determine the pitch stiffness based on the first vehicle torque. During axle load transfer, it calculates the second vehicle torque generated at the vehicle's center of gravity during axle load transfer, and then determines the pitch gradient value based on the pitch stiffness, the second vehicle torque, and the acceleration value. This invention can obtain relatively accurate braking pitch gradient results without the need for actual vehicle testing, and it eliminates the need for multiple sensors to obtain data, reducing computational costs and manpower and equipment costs. Attached Figure Description

[0038] Figure 1 This is a flowchart illustrating a method for obtaining pitch gradient based on a CDC damper in an embodiment of the present invention.

[0039] Figure 2 This is a structural force diagram of the CDC shock absorber braking system in an embodiment of the present invention.

[0040] Figure 3 This is a schematic diagram of the force analysis for calculating the second vehicle torque generated at the vehicle's center of gravity in an embodiment of the present invention.

[0041] Figure 4 This is a schematic diagram of a pitch gradient acquisition device based on a CDC damper in an embodiment of the present invention.

[0042] Figure 5 This is a schematic flowchart of a pitch gradient control method based on a CDC damper in an embodiment of the present invention.

[0043] Figure 6 This is a schematic diagram of the structure of an electronic device according to an embodiment of the present invention. Detailed Implementation

[0044] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0045] It should be understood that the terms "first," "second," and "third," etc., in the claims, specification, and drawings of this disclosure are used to distinguish different objects, not to describe a specific order. The terms "comprising" and "including" as used in the specification and claims of this disclosure indicate the presence of the described features, integrals, steps, operations, elements, and / or components, but do not exclude the presence or addition of one or more other features, integrals, steps, operations, elements, components, and / or sets thereof.

[0046] It should also be understood that the terminology used herein is for the purpose of describing particular embodiments only and is not intended to limit the scope of this disclosure. As used in this disclosure and claims, the singular forms “a,” “an,” and “the” are intended to include the plural forms unless the context clearly indicates otherwise. It should also be understood that the term “and / or” as used in this disclosure and claims refers to any combination and all possible combinations of one or more of the associated listed items, and includes such combinations.

[0047] The suspension system is a collective term for all force-transmitting connections between the vehicle's frame and axles or wheels. Its function is to transmit forces and torques acting between the wheels and the frame, and to buffer the impact forces transmitted from uneven road surfaces to the frame or body, damping the resulting vibrations to ensure a smooth ride. CDC (Continuous Damping Control) is a state-of-the-art automotive damping system that automatically recognizes road conditions and is used to coordinate the suspension system.

[0048] Before introducing this invention, it is necessary to explain the control logic of a conventional CDC damper in the prior art. That is, based on acceleration and angular velocity sensors, the pitch angle is obtained from the longitudinal acceleration change data collected by two integral sensors, and then the relationship between the pitch angle and deceleration is calculated to derive the pitch gradient. The opening of the CDC valve is adjusted according to the curve relationship between the pitch gradient and the damping force to achieve the function of adjusting the damper's damping force.

[0049] Unlike existing technologies, this invention constructs a force analysis model of the vehicle, calculates the vehicle's torque and the torque generated under load based on the vehicle's center of gravity, then calculates the pitch stiffness using known parameters, and finally calculates the pitch gradient during transient braking. This invention eliminates the need for accelerometers and angular velocity sensors to acquire parameters, meaning it does not require specialized multi-degree-of-freedom sensors for measurement and calibration, thus providing a novel method for obtaining the pitch gradient during braking of a CDC shock absorber.

[0050] Please see Figure 1 The present invention provides a method for obtaining pitch gradient based on a CDC damper, comprising:

[0051] Step 100: Construct a vehicle stress analysis model and input parameters for calculating pitch gradient into the vehicle stress analysis model.

[0052] ModelCoder can be used to build a force analysis model of the entire vehicle during braking. ModelCoder is a software design and development tool that supports modeling of various embedded systems and can automatically generate highly secure and reliable C code. It supports embedded models such as synchronous data streams and state machines. The process of generating code from the model has undergone formal verification to ensure the correctness of the generation process. It is often used for the analysis and simulation of automotive control systems.

[0053] In this step, the following parameters can be pre-input into the force analysis model built in the ModelCoder tool: front suspension wheel center stiffness K1, rear suspension wheel center stiffness K2, vehicle weight, the horizontal distance X from the center of gravity to the front axle and the horizontal distance Y from the center of gravity to the rear axle, braking parameters of the brake calipers, pistons, friction pads, etc. used in the vehicle's braking system, braking parameters of the CDC shock absorbers, such as damping force (corresponding to acceleration and deceleration), and other parameters affecting vehicle movement. Additionally, the forces F1 and F2 generated by braking on the front axle and rear axle can also be input as initial parameters.

[0054] Step 200: Under the pitch state of the vehicle in motion, calculate the first vehicle torque based on the vehicle's center of gravity, and determine the pitch stiffness based on the first vehicle torque.

[0055] That is, when a vehicle brakes / accelerates, the vehicle is in a pitching state. The vehicle's acceleration and deceleration can be calculated in millisecond intervals based on the speed difference in the time domain. The vehicle's acceleration and deceleration can be obtained by calculating the change in speed during the braking / acceleration time.

[0056] Please see Figure 2Force analysis is performed using the center of mass as the fulcrum to determine the first total vehicle torque generated during braking. This first total vehicle torque is the total torque generated by the vehicle during braking / acceleration. The first total vehicle torque can be calculated based on the following formula.

[0057]

[0058] F1 is the force generated by braking on the front axle, X is the distance from the center of mass to the front axle in the horizontal direction, F2 is the force generated by braking on the rear axle, and Y is the distance from the center of mass to the rear axle in the horizontal direction.

[0059] During braking / acceleration, the vehicle's posture will tilt forward, meaning the front suspension springs are compressed and the rear suspension is lifted. The resulting travel compression (displacement) based on this phenomenon can be found in [reference needed]. Figure 3 As shown, the change in distance from the center of mass to the front and rear axles in the X direction under the vehicle coordinate system, with the center point as the center, characterizes the stroke compression result.

[0060] The compression of the front and rear suspension springs during their travel causes a vehicle roll angle centered on the center of gravity, as shown in the diagram (pitch angle). Pitch angle This can be calculated based on the aforementioned transient longitudinal acceleration change data. Then, the stiffness of the front and rear suspension wheel centers can be calculated as follows:

[0061]

[0062]

[0063] Since the pitch angle during braking is very small, according to the small angle theorem:

[0064] Therefore, the stiffness of the front and rear suspension wheel centers can be calculated as follows:

[0065]

[0066]

[0067] Therefore, the first vehicle torque can be obtained.

[0068]

[0069] Right now:

[0070] Furthermore, taking the vehicle's center of gravity as the origin, the angle of change in the vehicle's attitude caused by the displacement of the front and rear suspension springs and the first vehicle torque are determined, and the pitch stiffness K is calculated based on the following formula. p :

[0071]

[0072] in, The first vehicle torque is based on the vehicle's center of gravity. K1 is the front suspension wheel center stiffness, K2 is the rear suspension wheel center stiffness, X is the distance from the center of gravity to the front axle in the horizontal direction, and Y is the distance from the center of gravity to the rear axle in the horizontal direction.

[0073] Step 300: Under the state of axle load transfer, calculate the second vehicle torque generated at the vehicle's center of gravity during axle load transfer, and determine the pitch gradient value based on the pitch stiffness, the second vehicle torque, and the acceleration value.

[0074] Specifically, based on the vehicle mass, instantaneous vehicle acceleration, and the distance between the vehicle's center of gravity and the front and rear suspensions, the second vehicle torque generated at the vehicle's center of gravity during axle load transfer can be calculated using the following formula: LT :

[0075] T LT =m*a*h;

[0076] Where m is the mass of the vehicle, a is the instantaneous acceleration, and h is the height of the center of gravity.

[0077] Then, the pitch gradient value is calculated using the following formula:

[0078]

[0079] Among them, T LT K is the second vehicle torque generated at the vehicle's center of gravity during axle load transfer. p Let be the pitch stiffness, and 'a' be the instantaneous acceleration.

[0080] The pitch gradient based on transient acceleration can be calculated using the above method. The transient acceleration determines the vehicle's pitch angle, and then the total torque of the vehicle is calculated based on the pitch angle and the wheel center stiffness of the front and rear suspensions. The total torque is transferred to the CDC damper via axle load. The torque after axle load transfer can be obtained by comparing the total torque with the pitch angle. From this torque and pitch angle, the pitch stiffness can be derived. The pitch gradient is then calculated based on this torque, pitch stiffness, and acceleration. Multiple transient pitch gradients can form a corresponding curve relationship with the damping force provided by the CDC damper. This curve relationship between the damping force (acceleration / deceleration corresponds to the damping force provided by the CDC) and the pitch gradient can be used to calculate the control current of the CDC damper. The valve opening of the CDC damper is then controlled based on the magnitude of the control current.

[0081] This invention constructs a vehicle force analysis model. By inputting parameters for calculating the pitch gradient, it can calculate the first vehicle torque based on the vehicle's center of gravity during braking, and then determine the pitch stiffness based on the first vehicle torque. During axle load transfer, it calculates the second vehicle torque generated at the vehicle's center of gravity during axle load transfer, and then determines the pitch gradient value based on the pitch stiffness, the second vehicle torque, and the acceleration value. This invention can obtain relatively accurate braking pitch gradient results without the need for actual vehicle testing, and it eliminates the need for multiple sensors to obtain data, reducing computational costs and manpower and equipment costs.

[0082] like Figure 4 As shown, the present invention provides a pitch gradient acquisition device based on a CDC damper, comprising:

[0083] The force analysis module 41 is used to construct a whole vehicle force analysis model to simulate the vehicle driving state, and input parameters for calculating pitch gradient into the whole vehicle force analysis model;

[0084] The first processing module 42 is used to calculate the first vehicle torque based on the vehicle's center of gravity when the vehicle is in a pitch state, and to determine the pitch stiffness based on the first vehicle torque.

[0085] The second processing module 43 is used to calculate the second vehicle torque generated at the vehicle's center of gravity during axle load transfer, and to determine the pitch gradient value based on the pitch stiffness, the second vehicle torque, and the acceleration value.

[0086] For details on the implementation of each of the above modules, please refer to [link / reference]. Figures 1 to 3 The description of the illustrated embodiments will not be repeated here. Figure 5 As shown, the present invention also provides a pitch gradient control method based on a CDC damper, comprising the following steps:

[0087] Step 100: Construct a vehicle stress analysis model and input parameters for calculating the pitch gradient into the vehicle stress analysis model;

[0088] Step 200: Under the pitch state of the vehicle while it is in motion, calculate the first vehicle torque based on the vehicle's center of gravity, and determine the pitch stiffness based on the first vehicle torque;

[0089] Step 300: Under the state of axle load transfer, calculate the second vehicle torque generated at the vehicle's center of gravity during axle load transfer, and determine the pitch gradient value based on the pitch stiffness, the second vehicle torque, and the acceleration value.

[0090] Steps 100 to 300 above can be found in the preceding text.

[0091] Step 400: Control the control valve of the CDC damper according to the pitch gradient value, so as to provide damping adapted to the current state of the vehicle through the valve opening of the control valve.

[0092] According to steps 100 to 300, the present invention can obtain the transient pitch gradient value, which corresponds to the damping force provided by the CDC. The relationship curve between the damping force and the pitch gradient can be obtained. Then, based on the relationship curve between the damping force and the pitch gradient, the damping force required to maintain or improve the vehicle body attitude can be determined. The damper current required for the damping force can be determined by looking up the data in the table, thereby realizing the adjustment of the valve opening of the CDC damper.

[0093] like Figure 6 As shown, the present invention also provides an electronic device, comprising:

[0094] At least one processor; and at least one memory communicatively connected to the processor, wherein: the memory stores program instructions executable by the processor, and the processor can execute the above-described pitch gradient acquisition method based on the CDC damper by calling the program instructions.

[0095] The present invention also provides a computer-readable storage medium storing a computer program, which, when executed by a processor, implements the above-described pitch gradient acquisition method based on a CDC damper.

[0096] It is understood that computer-readable storage media can include: any entity or device capable of carrying computer programs, recording media, USB flash drives, portable hard drives, magnetic disks, optical disks, computer memory, read-only memory (ROM), random access memory (RAM), and software distribution media, etc. Computer programs include computer program code. Computer program code can be in the form of source code, object code, executable files, or certain intermediate forms, etc. Computer-readable storage media can include: any entity or device capable of carrying computer program code, recording media, USB flash drives, portable hard drives, magnetic disks, optical disks, computer memory, read-only memory (ROM), random access memory (RAM), and software distribution media, etc.

[0097] In some embodiments of the present invention, the pitch gradient acquisition device based on the CDC damper may include a controller, which is a microcontroller chip integrating a processor, memory, communication module, etc. The processor may refer to the processor contained within the controller. The processor may be a Central Processing Unit (CPU), or other general-purpose processors, digital signal processors (DSPs), application-specific integrated circuits (ASICs), field-programmable gate arrays (FPGAs), or other programmable logic devices, discrete gate or transistor logic devices, discrete hardware components, etc.

[0098] Any process or method description in the flowchart or otherwise herein can be understood as representing a module, segment, or portion of code comprising one or more executable instructions for implementing a particular logical function or process, and the scope of the preferred embodiments of the invention includes additional implementations in which functions may be performed not in the order shown or discussed, including substantially simultaneously or in reverse order depending on the functions involved, as will be understood by those skilled in the art to which embodiments of the invention pertain.

[0099] Those skilled in the art will recognize that the units and algorithm steps of the various examples described in conjunction with the embodiments disclosed herein can be implemented in electronic hardware, computer software, or a combination of both. To clearly illustrate the interchangeability of hardware and software, the components and steps of each example have been generally described in terms of functionality in the foregoing description. Whether these functions are implemented in hardware or software depends on the specific application and design constraints of the technical solution. Those skilled in the art can use different methods to implement the described functions for each specific application, but such implementations should not be considered beyond the scope of this invention.

[0100] The above embodiments are only used to illustrate the technical solutions of the present invention, and are not intended to limit it. Although the present invention has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some of the technical features. Such modifications or substitutions 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 invention.

Claims

1. A method for obtaining pitch gradient based on CDC damper, characterized in that, include: Construct a vehicle stress analysis model and input parameters for calculating pitch gradient into the vehicle stress analysis model. The parameters include: front suspension wheel center stiffness K1, rear suspension wheel center stiffness K2, front axle force F1 due to braking, rear axle force F2 due to braking, distance X from the center of mass to the front axle and distance Y from the center of mass to the rear axle in the horizontal direction, vehicle weight, and braking parameters of the CDC damper. In the pitch state of the vehicle during travel, force analysis is performed with the center of mass as the fulcrum, and the first vehicle torque based on the vehicle's center of mass is calculated. And based on the first vehicle torque Determine the pitch stiffness K p ,in: , ; Under the condition of vehicle axle load transfer, the second vehicle torque generated at the vehicle's center of gravity during axle load transfer is calculated based on the vehicle's mass m, instantaneous vehicle acceleration a, and distance h between the vehicle's center of gravity and the front and rear suspensions. ; According to the pitch stiffness K p Second vehicle torque T LT The pitch gradient value is determined by the acceleration value 'a'. .

2. A pitch gradient acquisition device based on a CDC damper, characterized in that, include: The force analysis module is used to construct a whole vehicle force analysis model. The parameters used to calculate the pitch gradient are input into the whole vehicle force analysis model. The parameters include: front suspension wheel center stiffness K1, rear suspension wheel center stiffness K2, front axle force F1 due to braking, rear axle force F2 due to braking, distance X from the center of mass to the front axle and distance Y from the center of mass to the rear axle in the horizontal direction, vehicle weight, and braking parameters of the CDC shock absorber. The first processing module is used to perform force analysis with the center of gravity as the fulcrum during the vehicle's pitch state, and calculate the first vehicle torque based on the vehicle's center of gravity. And based on the first vehicle torque Determine the pitch stiffness K p ,in: , ; The second processing module is used to calculate the second vehicle torque generated at the vehicle's center of gravity during axle load transfer, based on the vehicle's mass m, instantaneous vehicle acceleration a, and distance h between the vehicle's center of gravity and the front and rear suspensions, under the condition of axle load transfer. ; According to the pitch stiffness K p Second vehicle torque T LT The pitch gradient value is determined by the acceleration value 'a'. .

3. A pitch gradient control method based on a CDC damper, characterized in that, include: The pitch gradient value is determined according to the pitch gradient acquisition method based on the CDC damper as described in claim 1; The control valve of the CDC damper is controlled according to the pitch gradient value, so that the valve opening is adjusted to provide damping that is appropriate for the current state of the vehicle.

4. An electronic device, characterized in that, include: At least one processor; And at least one memory communicatively connected to the processor, wherein: the memory stores program instructions executable by the processor, and the processor invokes the program instructions to perform the method as described in any one of claims 1 or 3.

5. A computer-readable storage medium, characterized in that, It stores a computer program, which, when executed by a computer, performs the method as described in any one of claims 1 or 3.

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