Method and device for adjusting damping coefficient, vehicle and storage medium

Abstract

The application relates to a damping coefficient adjusting method and device, a vehicle and a storage medium, and relates to the technical field of automobiles. The method comprises the following steps: in the case that the vehicle detects a speed bump, adjusting the damping coefficient of a shock absorber from a first damping coefficient to a second damping coefficient, the first damping coefficient being the damping coefficient of the vehicle when driving on a normal road, and the second damping coefficient being the damping coefficient of the vehicle when braking. The distance between the vehicle and the speed bump is obtained. If the distance between the vehicle and the speed bump is less than a preset distance threshold, the damping coefficient of the shock absorber is adjusted from the second damping coefficient to a third damping coefficient, and the third damping coefficient is the damping coefficient of the vehicle when passing through the speed bump. Therefore, the pitching and rolling of the vehicle body can be reduced, the jounce degree of the vehicle is reduced, the steering stability of the vehicle is improved, and the riding experience of passengers in the vehicle is improved.

Description

Technical Field

[0001] This application relates to the field of automotive technology, specifically to a method, device, vehicle, and storage medium for adjusting the damping coefficient. Background Technology

[0002] With the rapid development of automotive technology, vehicles have gradually become an indispensable means of transportation in our lives. Currently, single or multiple speed bumps can be installed in densely populated road sections to control vehicle speeds. For example, in areas with high traffic volume, such as near schools and squares.

[0003] However, when a vehicle goes over a speed bump, it may experience an impact or jolt, reducing the passenger experience and potentially causing a safety accident. Summary of the Invention

[0004] This application provides a method, apparatus, vehicle, and storage medium for adjusting the damping coefficient, to at least solve the technical problem in the related art where vehicles may experience impact or bumps when passing over speed bumps, reducing the riding experience for passengers inside the vehicle. The technical solution of this application is as follows:

[0005] According to a first aspect of this application, a method for adjusting the damping coefficient is provided. The method includes: when a vehicle detects a speed bump, adjusting the damping coefficient of a shock absorber from a first damping coefficient to a second damping coefficient, where the first damping coefficient is the damping coefficient when the vehicle is traveling on a normal road surface, and the second damping coefficient is the damping coefficient when the vehicle is braking. The distance between the vehicle and the speed bump is obtained. If the distance between the vehicle and the speed bump is less than a preset distance threshold, the damping coefficient of the shock absorber is adjusted from the second damping coefficient to a third damping coefficient, where the third damping coefficient is the damping coefficient when the vehicle passes over the speed bump.

[0006] Based on the aforementioned technical means, in this application, when the vehicle brakes, adjusting the damping coefficient of the shock absorber to the second damping coefficient can suppress the vehicle's braking dive. When the vehicle passes over a speed bump, adjusting the damping coefficient of the shock absorber to the third damping coefficient can reduce the vehicle's pitch and roll, thereby reducing the vehicle's bumpiness, increasing the vehicle's handling stability, and improving the passenger experience.

[0007] In one possible implementation, the vehicle is equipped with a front axle and a rear axle, and the distance between the vehicle and the speed bump includes a first distance and a second distance, wherein the first distance is the distance between the front axle and the speed bump, and the second distance is the distance between the rear axle and the speed bump.

[0008] Based on the aforementioned technical means, this application obtains the distance between the front axle of the vehicle and the speed bump and the distance between the rear axle of the vehicle and the speed bump, which can be used to predict in advance the time it takes for the front axle of the vehicle to pass through the speed bump and the time it takes for the rear axle of the vehicle to pass through the speed bump.

[0009] In one possible implementation, the shock absorber includes a front shock absorber and a rear shock absorber. The third damping coefficient includes a first sub-damping coefficient and a second sub-damping coefficient, wherein the first sub-damping coefficient is smaller than the second sub-damping coefficient. The aforementioned "if the distance between the vehicle and the speed bump is less than a preset distance threshold, then the damping coefficient of the shock absorber is adjusted from the second damping coefficient to the third damping coefficient" includes: if the first distance is less than the preset distance threshold and the second distance is greater than the preset distance threshold, then the damping coefficient of the front shock absorber is adjusted from the second damping coefficient to the first sub-damping coefficient, and the damping coefficient of the rear shock absorber is adjusted from the second damping coefficient to the second sub-damping coefficient. If the second distance is less than the preset distance threshold and the first distance is greater than the preset distance threshold, then the damping coefficient of the front shock absorber is adjusted from the second damping coefficient to the second sub-damping coefficient, and the damping coefficient of the rear shock absorber is adjusted from the second damping coefficient to the first sub-damping coefficient. If both the first distance and the second distance are less than the preset distance threshold, the damping coefficient of the front damper will be adjusted from the second damping coefficient to the first sub-damping coefficient, and the damping coefficient of the rear damper will be adjusted from the second damping coefficient to the first sub-damping coefficient.

[0010] Based on the aforementioned technical means, this application can predict in advance whether the front or rear wheels will pass over a speed bump and adjust the damping coefficients of the front and rear shock absorbers in advance, effectively reducing the bumps generated when the vehicle passes over the speed bump and improving the riding experience of passengers in the vehicle.

[0011] In one possible implementation, the method for adjusting the damping coefficient further includes: obtaining the number of speed bumps. If the number of speed bumps is greater than a preset threshold, then at least one adjacent distance is obtained, where the adjacent distance is the distance between any two adjacent speed bumps. If there is a target distance less than a preset spacing threshold among the at least one adjacent distance, then the damping coefficient of the shock absorber is maintained at a third damping coefficient within the target distance.

[0012] According to the above technical means, if the distance between two speed bumps is less than a preset spacing threshold, the damping coefficient of the shock absorber will not be adjusted when the vehicle passes between the two speed bumps, thereby avoiding frequent adjustment of the damping coefficient of the shock absorber and increasing the service life of the shock absorber control valve.

[0013] In one possible implementation, the method for adjusting the damping coefficient further includes: for any two adjacent speed bumps, determining an adjacent distance based on a target operation to obtain at least one adjacent distance; the target operation includes: obtaining a first time moment, a second time moment, and a vehicle speed, wherein the first time moment is the moment when the vehicle detects the first speed bump, the second time moment is the moment when the vehicle detects the second speed bump, and the first speed bump and the second speed bump are adjacent. The adjacent distance is determined based on the first time moment, the second time moment, and the vehicle speed, and the adjacent distance is the distance between the first speed bump and the second speed bump.

[0014] Based on the above technical means, this application uses the method of cumulative speed and speed at each speed bump identification time to determine the distance between adjacent speed bumps. This can avoid the problem of blind spots in speed bump identification caused by the obstruction of the front of the vehicle body, and improve the accuracy of determining the distance between adjacent speed bumps.

[0015] According to a second aspect provided in this application, a damping coefficient adjustment device is provided, the device comprising: an acquisition unit and a processing unit.

[0016] The processing unit is used to adjust the damping coefficient of the shock absorber from a first damping coefficient to a second damping coefficient when the vehicle detects a speed bump. The first damping coefficient is the damping coefficient when the vehicle is traveling on a normal road surface, and the second damping coefficient is the damping coefficient when the vehicle is braking. The acquisition unit is used to acquire the distance between the vehicle and the speed bump. The processing unit is further used to adjust the damping coefficient of the shock absorber from the second damping coefficient to a third damping coefficient if the distance between the vehicle and the speed bump is less than a preset distance threshold. The third damping coefficient is the damping coefficient when the vehicle passes over the speed bump.

[0017] In one possible implementation, the vehicle is equipped with a front axle and a rear axle, and the distance between the vehicle and the speed bump includes a first distance and a second distance, wherein the first distance is the distance between the front axle and the speed bump, and the second distance is the distance between the rear axle and the speed bump.

[0018] In one possible implementation, the vibration damper includes a front vibration damper and a rear vibration damper, and the third damping coefficient includes a first sub-damping coefficient and a second sub-damping coefficient, wherein the first sub-damping coefficient is smaller than the second sub-damping coefficient. Specifically, the processing unit is configured to, if a first distance is less than a preset distance threshold and a second distance is greater than a preset distance threshold, adjust the damping coefficient of the front vibration damper from the second damping coefficient to the first sub-damping coefficient, and adjust the damping coefficient of the rear vibration damper from the second damping coefficient to the second sub-damping coefficient. Specifically, the processing unit is configured to, if a second distance is less than a preset distance threshold and a first distance is greater than a preset distance threshold, adjust the damping coefficient of the front vibration damper from the second damping coefficient to the second sub-damping coefficient, and adjust the damping coefficient of the rear vibration damper from the second damping coefficient to the first sub-damping coefficient. Specifically, the processing unit is configured to, if both the first distance and the second distance are less than a preset distance threshold, adjust the damping coefficient of the front vibration damper from the second damping coefficient to the first sub-damping coefficient, and adjust the damping coefficient of the rear vibration damper from the second damping coefficient to the first sub-damping coefficient.

[0019] In one possible implementation, the acquisition unit is further configured to acquire the number of speed bumps. The acquisition unit is also configured to, if the number of speed bumps is greater than a preset threshold, acquire at least one adjacent distance, where the adjacent distance is the distance between any two adjacent speed bumps. The processing unit is further configured to, if at least one adjacent distance contains a target distance less than a preset spacing threshold, maintain the damping coefficient of the shock absorber at a third damping coefficient within the target distance.

[0020] In one possible implementation, the processing unit is specifically configured to, for any two adjacent speed bumps, determine an adjacent distance based on a target operation to obtain at least one adjacent distance; the target operation includes: the acquisition unit is specifically configured to acquire a first moment, a second moment, and the vehicle's travel speed, wherein the first moment is the moment the vehicle detects the first speed bump, the second moment is the moment the vehicle detects the second speed bump, and the first and second speed bumps are adjacent. The processing unit is specifically configured to determine the adjacent distance based on the first moment, the second moment, and the vehicle's travel speed, wherein the adjacent distance is the distance between the first and second speed bumps.

[0021] According to a third aspect provided in this application, a vehicle is provided, comprising: a processor; a memory for storing processor-executable instructions; wherein the processor is configured to execute instructions to implement the method of the first aspect described above and any possible implementation thereof.

[0022] According to a fourth aspect provided in this application, a computer-readable storage medium is provided that, when the instructions in the computer-readable storage medium are executed by a processor of a vehicle, enables the vehicle to perform the methods described in the first aspect and any possible implementation thereof.

[0023] According to the fifth aspect provided in this application, a computer program product is provided, the computer program product including computer instructions that, when executed on a vehicle, cause the vehicle to perform the method described in the first aspect and any possible implementation thereof.

[0024] Therefore, the above-mentioned technical features of this application have the following beneficial effects:

[0025] (1) When the vehicle is braking, adjusting the damping coefficient of the shock absorber to the second damping coefficient can suppress the braking dive of the vehicle. When the vehicle goes over a speed bump, adjusting the damping coefficient of the shock absorber to the third damping coefficient can reduce the pitch and roll of the vehicle body, thereby reducing the degree of vehicle bumps, increasing the vehicle's handling stability, and improving the riding experience of passengers in the vehicle.

[0026] (2) It can predict in advance whether the front or rear wheels will pass over the speed bump and adjust the damping coefficient of the front and rear shock absorbers in advance, effectively reducing the bumps generated when the vehicle passes over the speed bump and improving the riding experience of passengers in the vehicle.

[0027] (3) If the distance between two speed bumps is less than the preset spacing threshold, the damping coefficient of the shock absorber will not be adjusted when the vehicle passes between the two speed bumps, thereby avoiding frequent adjustment of the damping coefficient of the shock absorber and increasing the service life of the shock absorber control valve.

[0028] It should be noted that the technical effects of any of the implementation methods in the second to fifth aspects can be found in the technical effects of the corresponding implementation methods in the first aspect, and will not be repeated here.

[0029] It should be understood that the above general description and the following detailed description are exemplary and explanatory only, and do not limit this application. Attached Figure Description

[0030] The accompanying drawings, which are incorporated in and form part of this specification, illustrate embodiments consistent with this application and, together with the description, serve to explain the principles of this application, and do not constitute an undue limitation of this application.

[0031] Figure 1 This is a schematic diagram of the architecture of a damping coefficient adjustment system according to an exemplary embodiment;

[0032] Figure 2 This is a flowchart illustrating a method for adjusting the damping coefficient according to an exemplary embodiment;

[0033] Figure 3 This is a flowchart illustrating another method for adjusting the damping coefficient according to an exemplary embodiment;

[0034] Figure 4 This is a flowchart illustrating a method for switching damping operating modes according to an exemplary embodiment;

[0035] Figure 5 This is a schematic diagram illustrating a scene of a group of speed bumps according to an exemplary embodiment;

[0036] Figure 6 This is a schematic diagram illustrating a vehicle front axle switching damping operating mode according to an exemplary embodiment;

[0037] Figure 7 This is a block diagram illustrating a damping coefficient adjustment device according to an exemplary embodiment;

[0038] Figure 8 This is a block diagram illustrating a vehicle according to an exemplary embodiment. Detailed Implementation

[0039] To enable those skilled in the art to better understand the technical solutions of this application, the technical solutions in the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings.

[0040] It should be noted that the terms "first," "second," etc., used in the specification, claims, and accompanying drawings of this application are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such data can be interchanged where appropriate so that the embodiments of this application described herein can be implemented in orders other than those illustrated or described herein. The embodiments described in the following exemplary embodiments do not represent all embodiments consistent with this application. Rather, they are merely examples of apparatuses and methods consistent with some aspects of this application as detailed in the appended claims.

[0041] Before providing a detailed description of the damping coefficient adjustment method of the embodiments of this application, the implementation environment and application scenarios of the embodiments of this application will be introduced first.

[0042] With the rapid development of automotive technology, vehicles have gradually become an indispensable means of transportation in our lives. Currently, single or multiple speed bumps can be installed in densely populated road sections to control vehicle speeds. Examples include areas with high traffic volume such as schools and squares. However, when vehicles pass over speed bumps, they may experience impacts or bumps, reducing the passenger experience and potentially leading to accidents.

[0043] Currently, it's possible to adjust a vehicle's speed as it approaches a speed bump, thus reducing the impact and jolting. However, adjusting the speed may increase the vehicle's pitch and cannot guarantee handling stability when traversing speed bumps.

[0044] To address the aforementioned problems, this application provides a method for adjusting the damping coefficient. The method includes: when a vehicle detects a speed bump, a domain controller can adjust the damping coefficient of the shock absorber from a first damping coefficient to a second damping coefficient. The first damping coefficient is the damping coefficient when the vehicle is traveling on a normal road surface, and the second damping coefficient is the damping coefficient when the vehicle is braking. By adjusting the damping coefficient of the shock absorber to the second damping coefficient, the braking dive of the vehicle can be suppressed, increasing the vehicle's handling stability. The domain controller can obtain the distance between the vehicle and the speed bump. If the distance between the vehicle and the speed bump is less than a preset distance threshold, the domain controller can adjust the damping coefficient of the shock absorber from the second damping coefficient to a third damping coefficient, which is the damping coefficient when the vehicle passes over the speed bump. This adjustment of the damping coefficient to the third damping coefficient can reduce the pitch and roll of the vehicle body, thereby reducing the degree of vehicle bumping, increasing the vehicle's handling stability, and improving the passenger experience.

[0045] The implementation environment of the embodiments of this application is described below.

[0046] Figure 1 This is a schematic diagram illustrating the architecture of a damping coefficient adjustment system according to an exemplary embodiment, such as... Figure 1 As shown, the damping coefficient adjustment system includes: a vision-based pre-aiming subsystem 101, a vehicle status acquisition module 102, a domain controller 103, and a shock absorber 104. The vision-based pre-aiming subsystem 101 communicates with the domain controller 103 via wired / wireless communication, the vehicle status acquisition module 102 communicates with the domain controller 103 via wired / wireless communication, and the domain controller 103 communicates with the shock absorber 104 via wired / wireless communication.

[0047] The vision-based pre-aiming subsystem 101 can collect information about speed bumps within a certain distance in front of the vehicle using a camera device. This speed bump information includes the height of the speed bump, its width, and the distance between the speed bump and the vehicle. The vision-based pre-aiming subsystem 101 can also send this speed bump information to the domain controller 103 via the camera device.

[0048] The vehicle status acquisition module 102 can collect vehicle status information such as real-time driving speed, real-time driving time, longitudinal acceleration, lateral acceleration, and steering wheel angle. The vehicle status acquisition module 102 can also send vehicle status information to the domain controller 103.

[0049] Domain controller 103 can receive speed bump information from camera devices and vehicle status information from vehicle status acquisition modules, process the speed bump information and vehicle status information, and decide on the damping operating mode to be used on the road ahead. Domain controller 103 can also be used to control the semi-active damper 104 to adjust the damping coefficient based on the damping operating mode.

[0050] The damper 104 can be a semi-active damper used to adjust the damping coefficient.

[0051] For ease of understanding, the method for adjusting the damping coefficient provided in this application will be described in detail below with reference to the accompanying drawings. Figure 2 This is a flowchart illustrating a method for adjusting the damping coefficient according to an exemplary embodiment, such as... Figure 2 As shown, the method includes the following steps:

[0052] S201. When the vehicle detects a speed bump, the domain controller adjusts the damping coefficient of the shock absorber from the first damping coefficient to the second damping coefficient.

[0053] The first damping coefficient is the damping coefficient when the vehicle is driving on a normal road surface, and the second damping coefficient is the damping coefficient when the vehicle is braking. The first damping coefficient and the second damping coefficient are different.

[0054] In one possible design, when the damping operating mode is normal road surface mode, the damper's damping coefficient is the first damping coefficient. When the damping operating mode is brake dive suppression mode, the damper's damping coefficient is the second damping coefficient.

[0055] It should be noted that, in this embodiment, a normal road surface refers to a road surface without speed bumps. When the vehicle is traveling on a normal road surface, the damping mode can be the normal road surface mode, that is, the damping coefficient of the shock absorber is the first damping coefficient, which can ensure the vehicle's comfort and handling. When the vehicle experiences braking dive, the damping mode can be the braking dive suppression mode, that is, the damping coefficient of the shock absorber is the second damping coefficient, which can suppress the vehicle's braking dive.

[0056] In this embodiment, the vehicle is equipped with a camera device. The vehicle can detect whether there are speed bumps on the road surface using the camera device. If there are speed bumps, the vehicle detects them.

[0057] It should be noted that the camera device is not limited in the embodiments of this application. For example, the camera device can be a monocular camera device. Another example is that the camera device can be a binocular camera device. Yet another example is that the camera device can be an infrared camera device.

[0058] In one possible implementation, upon detecting a speed bump, the vehicle can send a first operating command to the domain controller via a camera device. This first operating command instructs the damper's damping coefficient to be adjusted from a first damping coefficient to a second damping coefficient. The domain controller can receive the first operating command from the camera device. In response to the first operating command, the domain controller can adjust the damper's damping coefficient from the first damping coefficient to the second damping coefficient.

[0059] In another possible implementation, when the vehicle detects a speed bump, the domain controller can acquire vehicle driving information, including longitudinal deceleration and brake cylinder pressure. The domain controller can determine whether the longitudinal deceleration is greater than a preset deceleration threshold and whether the brake cylinder pressure is greater than a preset pressure threshold.

[0060] In one possible design, if the longitudinal deceleration is greater than a preset deceleration threshold, or the brake cylinder pressure is greater than a preset pressure threshold, the domain controller can adjust the damping coefficient of the shock absorber from the first damping coefficient to the second damping coefficient.

[0061] In other words, if the longitudinal deceleration is greater than a preset deceleration threshold and the brake cylinder pressure is greater than a preset pressure threshold, the domain controller can adjust the damping coefficient of the shock absorber from the first damping coefficient to the second damping coefficient. Alternatively, if the longitudinal deceleration is greater than a preset deceleration threshold and the brake cylinder pressure is less than a preset pressure threshold, the domain controller can adjust the damping coefficient of the shock absorber from the first damping coefficient to the second damping coefficient. Or, if the longitudinal deceleration is less than a preset deceleration threshold and the brake cylinder pressure is greater than a preset pressure threshold, the domain controller can adjust the damping coefficient of the shock absorber from the first damping coefficient to the second damping coefficient.

[0062] It should be noted that in this embodiment, if the longitudinal deceleration is greater than a preset deceleration threshold, or the brake cylinder pressure is greater than a preset pressure threshold, it indicates that the vehicle is decelerating. Since manually driven or autonomous vehicles typically decelerate upon detecting a speed bump, this can cause the vehicle to exhibit brake dive. The domain controller switches the damping mode from normal road surface mode to brake dive suppression mode, adjusting the damper's damping coefficient from a first damping coefficient to a second damping coefficient. This minimizes the vehicle's vertical and Y-axis dive, thereby controlling the vehicle's vertical and pitch attitudes, suppressing brake dive, and increasing the vehicle's handling stability.

[0063] In another possible design, if the longitudinal deceleration is less than or equal to a preset deceleration threshold and the brake cylinder pressure is less than or equal to a preset pressure threshold, the domain controller may not change the damping coefficient of the shock absorber.

[0064] It should be noted that in this embodiment, if the longitudinal deceleration is less than or equal to a preset deceleration threshold and the brake cylinder pressure is less than or equal to a preset pressure threshold, it means that the vehicle has not decelerated, and the damping working mode remains the normal road surface mode, that is, the damping coefficient of the shock absorber is the first damping coefficient.

[0065] S202, The domain controller obtains the distance between the vehicle and the speed bump.

[0066] In one possible implementation, the vehicle can acquire initial driving information via a camera device. This initial driving information includes an initial distance and an initial time. The initial distance is the distance between the vehicle and the speed bump when the vehicle detects it, and the initial time is the time since the vehicle detected the speed bump. The vehicle can send this initial driving information to the domain controller via the camera device. The domain controller can receive this initial driving information from the camera device.

[0067] In this embodiment, the vehicle is equipped with a vehicle status acquisition module. During vehicle operation, the vehicle status acquisition module can acquire real-time driving information, including real-time driving speed and real-time driving time. The vehicle status acquisition module can send the real-time driving information to the domain controller. The domain controller can receive the real-time driving information from the vehicle status acquisition module. Based on the initial driving information and the real-time driving information, the domain controller can determine the distance between the vehicle and the speed bump.

[0068] In one possible design, the distance between the vehicle and the speed bump can be expressed by Formula 1.

[0069]

[0070] Where L represents the distance between the vehicle and the speed bump, S represents the initial distance, t represents the difference between the real-time travel time and the initial time, and v represents the real-time travel speed.

[0071] S203, The domain controller determines whether the distance between the vehicle and the speed bump is less than a preset distance threshold.

[0072] In one possible implementation, the domain controller can compare the distance between the vehicle and the speed bump with a preset distance threshold to determine whether the distance between the vehicle and the speed bump is less than the preset distance threshold.

[0073] It should be noted that, in this embodiment of the application, since the vehicle is in motion, the domain controller needs to determine in real time whether the distance between the vehicle and the speed bump is less than a preset distance threshold.

[0074] In this embodiment of the application, if the distance between the vehicle and the speed bump is less than a preset distance threshold, the domain controller can execute S204.

[0075] S204, The domain controller adjusts the damping coefficient of the shock absorber from the second damping coefficient to the third damping coefficient.

[0076] The third damping coefficient is the damping coefficient when the vehicle passes over the speed bump, and it is different from the second damping coefficient.

[0077] In one possible design, when the damping working mode is the speed bump scenario mode, the damping coefficient of the shock absorber is the third damping coefficient.

[0078] It should be noted that in this embodiment of the application, when the vehicle passes over a speed bump, the damping working mode can be the speed bump scenario mode, that is, the damping coefficient of the shock absorber is the third damping coefficient, which can reduce the pitch and roll of the vehicle body.

[0079] In one possible implementation, if the distance between the vehicle and the speed bump is less than a preset distance threshold, the domain controller can adjust the damping coefficient of the shock absorber from the second damping coefficient to the third damping coefficient.

[0080] In this embodiment of the application, if the vehicle does not decelerate when it detects a speed bump, and if the distance between the vehicle and the speed bump is less than a preset distance threshold, the domain controller can adjust the damping coefficient of the shock absorber from the first damping coefficient to the third damping coefficient.

[0081] It should be noted that in this embodiment, if the vehicle does not decelerate when it detects a speed bump, the damping coefficient of the shock absorber remains the first damping coefficient. When the distance between the vehicle and the speed bump is less than a preset distance threshold, the domain controller can adjust the damping coefficient of the shock absorber from the first damping coefficient to the third damping coefficient.

[0082] Understandably, when a vehicle detects a speed bump, the domain controller can adjust the damper's damping coefficient from a first damping coefficient to a second damping coefficient. The first damping coefficient is the damping coefficient when the vehicle is driving on a normal road surface, and the second damping coefficient is the damping coefficient when the vehicle is braking and diving. Adjusting the damper's damping coefficient to the second damping coefficient can suppress the vehicle's braking dive and increase its handling stability. The domain controller can obtain the distance between the vehicle and the speed bump. The domain controller can determine whether the distance between the vehicle and the speed bump is less than a preset distance threshold. If the distance is less than the preset distance threshold, the domain controller can adjust the damper's damping coefficient from the second damping coefficient to a third damping coefficient, the damping coefficient when the vehicle passes over the speed bump. This adjustment reduces the vehicle's pitch and roll, thereby reducing vehicle bumps, increasing handling stability, and improving the passenger experience.

[0083] In some embodiments, the vehicle can acquire the height information of the speed bump via a camera device and obtain the vehicle's speed via a vehicle status acquisition module. The vehicle can send the speed bump height information to the domain controller via the camera device. The domain controller can receive the speed bump height information from the camera device. The vehicle can send its speed to the domain controller via the vehicle status acquisition module. The domain controller can receive the vehicle speed from the vehicle status acquisition module. Then, the domain controller can determine the damping coefficient using a lookup table method based on the speed bump height information and the vehicle speed.

[0084] In this way, the damping coefficient corresponding to different damping working modes can be determined by looking up a table based on the height of the speed bump and the vehicle speed, which can improve the accuracy of determining the damping coefficient.

[0085] In some embodiments, since there may be multiple speed bumps on the road, frequent adjustment of the damper's damping coefficient may damage the damper control valve. To avoid frequent adjustment of the damper's damping coefficient, such as... Figure 3 As shown, the method for adjusting the damping coefficient may also include the following steps: S301-S305.

[0086] S301, Domain Controller obtains the number of speed bumps.

[0087] In one possible implementation, a vehicle can capture images of the road surface using a camera device. The vehicle can then use the camera device to detect the number of speed bumps in the road image. The vehicle can then send the number of speed bumps to a domain controller via the camera device. The domain controller can receive the number of speed bumps from the camera device to obtain the total number of speed bumps.

[0088] S302. The domain controller determines whether the number of speed bumps is greater than the preset threshold.

[0089] In one possible implementation, after the domain controller obtains the number of speed bumps, the domain controller can determine whether the number of speed bumps is greater than a preset number threshold.

[0090] In this embodiment of the application, if the number of speed bumps is greater than a preset threshold, the domain controller can execute S303.

[0091] It should be noted that, in this embodiment, the preset quantity threshold is typically 1. If the number of speed bumps exceeds the preset threshold, it indicates that there are at least two speed bumps. The number of speed bumps can be represented by the letter N; when the camera identifies N (N≥2) speed bumps, it is referred to as a speed bump group.

[0092] S303, The domain controller obtains at least one adjacent distance.

[0093] The adjacent distance is the distance between any two adjacent speed bumps.

[0094] In this embodiment, the vehicle can acquire the recognition time of each speed bump via a camera device; the recognition time is the moment the vehicle detects the speed bump. The vehicle can send the recognition time of each speed bump to the domain controller via the camera device. The domain controller can receive the recognition time of each speed bump from the camera device. Based on the recognition time of each speed bump, the domain controller can determine the adjacent speed bumps.

[0095] In one possible implementation, for any two adjacent speed bumps, the domain controller can determine the adjacent distance based on a target operation to obtain at least one adjacent distance. The target operation may include: the domain controller obtaining a first time point, a second time point, and the vehicle's speed.

[0096] The first moment is when the vehicle detects the first speed bump, and the second moment is when the vehicle detects the second speed bump. The first speed bump and the second speed bump are adjacent to each other.

[0097] Specifically, the domain controller can receive the recognition time of each speed bump from the camera device to obtain the first and second moments. The vehicle can obtain its speed through the vehicle status acquisition module. The vehicle can send its speed to the domain controller through the vehicle status acquisition module. The domain controller can receive the vehicle speed from the vehicle status acquisition module to obtain the vehicle speed.

[0098] Then, the domain controller can determine the adjacent distance based on the first moment, the second moment, and the vehicle speed. The adjacent distance is the distance between the first speed bump and the second speed bump.

[0099] It should be noted that, in this embodiment of the application, the vehicle speed is the real-time speed of the vehicle.

[0100] In one possible design, the adjacent distance can be represented by Formula 2.

[0101]

[0102] Among them, L i , i+1 t is used to represent the distance between adjacent units. i Used to indicate the first moment, t i+1 The second moment is used to indicate the time in time, t is used to indicate the real-time travel time, and v is used to indicate the vehicle speed.

[0103] It should be noted that in this embodiment, the distance between adjacent speed bumps is determined by using the speed accumulation method based on the identification time of each speed bump, which can avoid the problem of blind spots in speed bump identification due to obstruction at the front of the vehicle body.

[0104] S304. The domain controller determines whether there is a target distance less than a preset spacing threshold among at least one adjacent distance.

[0105] In one possible implementation, for each of at least one adjacent distance, the domain controller can determine whether the adjacent distance is less than a preset spacing threshold. If the adjacent distance is less than the preset spacing threshold, the domain controller can use the adjacent distance as the target distance.

[0106] It should be noted that, in the embodiments of this application, the preset spacing threshold can be determined by looking up a table based on the response time of the shock absorber and the vehicle speed.

[0107] In one possible design, if there is no target distance less than a preset spacing threshold among at least one adjacent distance, the domain controller can adjust the damping coefficient of the damper from the third damping coefficient to the first damping coefficient.

[0108] In another possible design, if there is a target distance with a preset spacing threshold among at least one adjacent distance, the domain controller can execute S305.

[0109] S305, The domain controller maintains the damping coefficient of the shock absorber at the third damping coefficient within the target distance.

[0110] In one possible implementation, if there is a target distance with a preset spacing threshold among at least one adjacent distance, the domain controller can maintain the damping coefficient of the damper at the third damping coefficient within the target distance.

[0111] It should be noted that, in the embodiments of this application, in the scenario of a group of speed bumps (the number of speed bumps N≥2), when L i , i+1 (i=1,2,...,N) When the speed bump spacing is less than the preset spacing threshold, the damping working mode is always in the speed bump scene mode triggered state during the period from the front axle of the vehicle to the rear axle of the vehicle to the i+1 speed bump. That is, the damping coefficient of the shock absorber remains at the third damping coefficient.

[0112] Understandably, the domain controller can obtain the number of speed bumps. The domain controller determines if the number of speed bumps exceeds a preset threshold. If the number of speed bumps exceeds the preset threshold, the domain controller can obtain at least one adjacent distance, which is the distance between any two adjacent speed bumps. The domain controller can determine if there is a target distance less than a preset spacing threshold within this at least one adjacent distance. If there is a target distance less than the preset spacing threshold within this at least one adjacent distance, the domain controller can maintain the damper's damping coefficient at the third damping coefficient within the target distance. Thus, if the distance between two speed bumps is less than the preset spacing threshold, the vehicle will not adjust the damper's damping coefficient when passing between the two speed bumps, thereby avoiding frequent adjustments to the damper's damping coefficient and increasing the service life of the damper control valve.

[0113] In some embodiments, when the number of speed bumps is 1, the vehicle's driving state may include: normal driving, braking, front wheels passing over the speed bump, and rear wheels passing over the speed bump. When the number of speed bumps is N (N≥2), the vehicle's driving state may include: normal driving, braking, front wheels passing over the first speed bump, rear wheels passing over the first speed bump, front wheels passing over the second speed bump, rear wheels passing over the second speed bump, etc., until the vehicle exits the group of speed bumps. If the distance between two adjacent speed bumps is equal to the vehicle's wheelbase, it is possible that the front axle and the rear axle of the vehicle may pass over the speed bumps simultaneously. This could cause the vehicle to experience multiple bumps when passing over speed bumps. To mitigate these multiple bumps when the vehicle passes over speed bumps, the domain controller's determination of whether the distance between the vehicle and the speed bump is less than a preset distance threshold (S203) may include: the domain controller determining whether a first distance is less than the preset distance threshold and whether a second distance is less than the preset distance threshold.

[0114] The vehicle is equipped with a front axle and a rear axle. The distance between the vehicle and the speed bump can include a first distance and a second distance. The first distance is the distance between the front axle and the speed bump, and the second distance is the distance between the rear axle and the speed bump.

[0115] In this embodiment, the shock absorber includes a front shock absorber and a rear shock absorber. The front shock absorber is used to adjust the damping coefficient of the front axle of the vehicle, and the rear shock absorber is used to adjust the damping coefficient of the rear axle of the vehicle. The third damping coefficient includes a first sub-damping coefficient and a second sub-damping coefficient, wherein the first sub-damping coefficient is smaller than the second sub-damping coefficient.

[0116] In one possible design, when the damping mode is soft damping, the damper's damping coefficient is the first sub-damping coefficient. When the damping mode is hard damping, the damper's damping coefficient is the second sub-damping coefficient.

[0117] It should be noted that, in the embodiments of this application, when the damping mode of the front axle is soft damping mode and the damping mode of the rear axle is hard damping mode, the front axle actively controls the vehicle's pitch attitude, and the rear axle assists in controlling the vehicle's pitch attitude. When the damping mode of the front axle is hard damping mode and the damping mode of the rear axle is soft damping mode, the rear axle actively controls the vehicle's pitch attitude, and the front axle assists in controlling the vehicle's pitch attitude.

[0118] In one possible implementation, the domain controller can determine whether a first distance is less than a preset distance threshold and whether a second distance is less than a preset distance threshold.

[0119] In one possible design, if the first distance is less than a preset distance threshold and the second distance is greater than the preset distance threshold, the domain controller can adjust the damping coefficient of the front damper from the second damping coefficient to the first sub-damping coefficient, and adjust the damping coefficient of the rear damper from the second damping coefficient to the second sub-damping coefficient.

[0120] In this embodiment, the domain controller can switch the damping operating mode of the front axle of the vehicle to soft damping mode and the damping operating mode of the rear axle of the vehicle to hard damping mode.

[0121] It should be noted that, in this embodiment, if the first distance is less than a preset distance threshold and the second distance is greater than the preset distance threshold, it indicates that the front wheels are about to pass over the speed bump. In this way, it is possible to predict in advance that the vehicle's front wheels are about to pass over the speed bump, and adjust the damping coefficients of the front and rear shock absorbers in advance. The front axle actively controls the vehicle's pitch attitude, while the rear axle assists in controlling the vehicle's pitch attitude, effectively reducing the bumps generated when the front wheels pass over the speed bump.

[0122] In another possible design, if the first distance is greater than a preset distance threshold and the second distance is less than the preset distance threshold, the domain controller can adjust the damping coefficient of the front damper from the second damping coefficient to the second sub-damping coefficient, and adjust the damping coefficient of the rear damper from the second damping coefficient to the first sub-damping coefficient.

[0123] In this embodiment, the domain controller can switch the damping operating mode of the front axle of the vehicle to hard damping mode and the damping operating mode of the rear axle of the vehicle to soft damping mode.

[0124] It should be noted that, in this embodiment, if the first distance is greater than a preset distance threshold and the second distance is less than the preset distance threshold, it indicates that the rear wheels are about to pass over the speed bump. In this way, it is possible to predict in advance that the vehicle's rear wheels will pass over the speed bump, and adjust the damping coefficients of the front and rear shock absorbers accordingly. The rear axle actively controls the vehicle's pitch attitude, while the front axle assists in controlling the vehicle's pitch attitude, effectively reducing the bumps generated when the rear wheels pass over the speed bump.

[0125] In another possible design, if the first distance is less than a preset distance threshold and the second distance is less than a preset distance threshold, the domain controller can adjust the damping coefficient of the front damper from the second damping coefficient to the second sub-damping coefficient, and adjust the damping coefficient of the rear damper from the second damping coefficient to the second sub-damping coefficient.

[0126] In this embodiment of the application, the domain controller can switch the damping operating mode of the front axle of the vehicle to soft damping mode, and also switch the damping operating mode of the rear axle of the vehicle to soft damping mode.

[0127] It should be noted that, in this embodiment, if the first distance is greater than a preset distance threshold and the second distance is less than the preset distance threshold, it indicates that both the front and rear wheels are about to pass over the speed bump. This allows for advance adjustment of the damping coefficients of the front and rear shock absorbers, effectively reducing the bumps generated when the vehicle passes over the speed bump.

[0128] In some embodiments, the first sub-damping coefficient corresponding to the soft-damping mode of the front axle of the vehicle may be the same as or different from the first sub-damping coefficient corresponding to the soft-damping mode of the rear axle of the vehicle. Similarly, the second sub-damping coefficient corresponding to the hard-damping mode of the front axle of the vehicle may be the same as or different from the second sub-damping coefficient corresponding to the hard-damping mode of the rear axle of the vehicle.

[0129] Understandably, the domain controller can determine whether a first distance is less than a preset distance threshold and whether a second distance is less than a preset distance threshold. The first distance is the distance between the front axle of the vehicle and the speed bump, and the second distance is the distance between the rear axle of the vehicle and the speed bump. If the first distance is less than the preset distance threshold and the second distance is greater than the preset distance threshold, the domain controller can adjust the damping coefficient of the front shock absorber from the second damping coefficient to the first sub-damping coefficient, and adjust the damping coefficient of the rear shock absorber from the second damping coefficient to the second sub-damping coefficient. If the second distance is less than the preset distance threshold and the first distance is greater than the preset distance threshold, the domain controller can adjust the damping coefficient of the front shock absorber from the second damping coefficient to the second sub-damping coefficient, and adjust the damping coefficient of the rear shock absorber from the second damping coefficient to the first sub-damping coefficient. If both the first and second distances are less than the preset distance thresholds, the domain controller can adjust the damping coefficient of the front shock absorber from the second damping coefficient to the first sub-damping coefficient, and adjust the damping coefficient of the rear shock absorber from the second damping coefficient to the first sub-damping coefficient. In this way, it is possible to predict in advance whether the front or rear wheels will go over a speed bump, and adjust the damping coefficients of the front and rear shock absorbers in advance, effectively reducing the bumps generated when the vehicle goes over the speed bump and improving the riding experience of passengers in the vehicle.

[0130] In some embodiments, to ensure that the vehicle can pass over the speed bump, the damping coefficient adjustment method may further include: a domain controller storing a preset duration threshold. The domain controller can acquire a target duration, which is the duration after the damper's damping coefficient is adjusted to a third damping coefficient. The domain controller can determine whether the target duration is greater than the preset duration threshold.

[0131] It should be noted that, in the embodiments of this application, the preset duration threshold can be a pre-set empirical value, or it can be obtained by looking up a table based on the width of the speed bump and the vehicle speed.

[0132] In one possible design, if the target duration is less than or equal to a preset duration threshold, the domain controller can maintain the damper's damping coefficient at the third damping coefficient.

[0133] It should be noted that in this embodiment of the application, if the target duration is less than or equal to the preset duration threshold, it means that the vehicle has not completely passed the speed bump, and the damping working mode still needs to maintain the speed bump scenario mode, that is, the damping coefficient of the shock absorber is still the third damping coefficient.

[0134] In another possible design, if the target duration exceeds a preset duration threshold, the domain controller can adjust the damping coefficient of the shock absorber from the third damping coefficient to the first damping coefficient.

[0135] It should be noted that in this embodiment of the application, if the target duration is greater than the preset duration threshold, it means that the vehicle has completely passed the speed bump, and the damping working mode can be switched to the normal road mode, that is, the damping coefficient of the shock absorber is adjusted from the third damping coefficient to the first damping coefficient.

[0136] Understandably, the domain controller can acquire the target duration, which is the duration after the damper's damping coefficient is adjusted to the third damping coefficient. The domain controller can determine whether the target duration is greater than a preset duration threshold. If the target duration is less than or equal to the preset duration threshold, the domain controller can maintain the damper's damping coefficient at the third damping coefficient. If the target duration is greater than the preset duration threshold, the domain controller can adjust the damper's damping coefficient from the third damping coefficient to the first damping coefficient. This ensures the vehicle's handling stability.

[0137] In some embodiments, to ensure vehicle handling stability, the damping coefficient adjustment method may further include: the vehicle acquiring vehicle status information through a vehicle status acquisition module, the vehicle status information including: steering wheel angle, vehicle turning speed, lateral acceleration, longitudinal acceleration, and vehicle speed. The vehicle can send vehicle status information to the domain controller through the vehicle status acquisition module. The domain controller can receive vehicle status information from the vehicle status acquisition module. The domain controller can determine whether the vehicle is in a preset driving state based on the vehicle status information, the preset driving state including at least one of the following: emergency braking state, sharp turning state, and high-speed driving state.

[0138] Specifically, the domain controller can determine whether the steering wheel angle is greater than a preset angle threshold, whether the turning speed is greater than a preset speed threshold, whether the lateral acceleration is greater than a preset lateral speed threshold, whether the longitudinal acceleration is greater than a preset longitudinal speed threshold, and whether the vehicle speed is greater than a preset speed threshold.

[0139] In one possible design, if the steering wheel angle is greater than a preset angle threshold, or the turning speed is greater than a preset speed threshold, or the lateral acceleration is greater than a preset lateral speed threshold, or the longitudinal acceleration is greater than a preset longitudinal speed threshold, or the vehicle speed is greater than a preset speed threshold, the domain controller can determine that the vehicle is in a preset driving state. The domain controller will then be unable to switch the damping operating mode to the speed bump scenario mode, meaning it cannot adjust the damper's damping coefficient to the third damping coefficient.

[0140] It should be noted that, in this embodiment of the application, when the vehicle is in a preset driving state, the domain controller suppresses the damping adjustment function of the speed bump scenario mode, that is, it cannot adjust the damping coefficient of the shock absorber to the third damping coefficient, so as to ensure driving safety and vehicle handling stability.

[0141] In one possible design, if the steering wheel angle is less than a preset angle threshold, the turning speed is less than a preset speed threshold, the lateral acceleration is less than a preset lateral speed threshold, the longitudinal acceleration is less than a preset longitudinal speed threshold, and the vehicle speed is less than a preset speed threshold, the domain controller can determine that the vehicle is not in a preset driving state. The domain controller can then adjust the damping coefficient of the shock absorber.

[0142] It should be noted that, in this embodiment of the application, when the vehicle is not in a preset driving state, the domain controller can normally adjust the damping working mode, that is, it can normally adjust the damping coefficient of the shock absorber to reduce the bumps generated by the vehicle.

[0143] Understandably, vehicles can acquire vehicle status information through the vehicle status acquisition module. This information includes steering wheel angle, vehicle turning speed, lateral acceleration, longitudinal acceleration, and vehicle speed. The vehicle can send this status information to the domain controller via the vehicle status acquisition module. The domain controller can receive this information. Based on the vehicle status information, the domain controller can determine whether the vehicle is in a preset driving state. Preset driving states include at least one of the following: emergency braking, sharp turning, or high-speed driving. If the vehicle is in a preset driving state, the domain controller cannot switch the damping mode to the speed bump scenario mode, meaning it cannot adjust the damper's damping coefficient to the third damping coefficient to ensure driving safety and vehicle handling stability.

[0144] The method for switching damping operating modes in this application is described below with reference to specific embodiments. The damping operating modes may include: normal road surface mode, brake dive suppression mode, and speed bump scenario mode. The speed bump scenario mode includes: soft damping mode and hard damping mode. For example... Figure 4 As shown, the switching method for the damping operating mode may include: S401-S419.

[0145] S401. When the vehicle is driving on a normal road surface, the domain controller controls the damping operation mode of both the front and rear axles of the vehicle to be the normal road surface mode.

[0146] S402, the domain controller determines whether the vehicle is in a preset driving state.

[0147] In one possible design, if the vehicle is in a preset driving state, the domain controller can execute S401.

[0148] In other words, if the vehicle is in a preset driving state, the domain controller can control the damping operation mode of both the front and rear axles of the vehicle to remain in the normal road surface mode.

[0149] In another possible design, if the vehicle is not in a preset driving state, the domain controller can execute S403.

[0150] S403, the domain controller determines whether the vehicle is in a braking and deceleration state.

[0151] In one possible design, the domain controller can execute S401 if the vehicle is not in a braking or deceleration state.

[0152] In other words, if the vehicle is not braking or decelerating, the domain controller can maintain the normal road surface mode for both the front and rear axles.

[0153] In another possible design, if the vehicle is in a braking and deceleration state, the domain controller can execute S404.

[0154] S404, the domain controller switches the damping operating mode of both the front and rear axles of the vehicle to brake dive suppression mode.

[0155] S405, The domain controller obtains the distance between the vehicle and the first speed bump and the adjacent distance.

[0156] The first speed bump can be any one of multiple speed bumps. The distance between the vehicle and the speed bump includes a first distance and a second distance. The first distance is the distance between the front axle of the vehicle and the first speed bump, and the second distance is the distance between the rear axle of the vehicle and the first speed bump. The adjacent distance is the distance between the first speed bump and the second speed bump, and the first speed bump and the second speed bump are adjacent to each other.

[0157] S406. The domain controller determines whether the first distance is less than a preset distance threshold.

[0158] In one possible design, if the first distance is less than a preset distance threshold, the domain controller can execute S407.

[0159] S407, the domain controller switches the damping mode of the vehicle's front axle to soft damping mode and the damping mode of the vehicle's rear axle to hard damping mode.

[0160] S408, The domain controller determines whether the adjacent distance is greater than the preset spacing threshold.

[0161] In one possible design, if the adjacent distance is less than a preset spacing threshold, the domain controller can execute S409.

[0162] In another possible design, if the adjacent distance is greater than or equal to a preset spacing threshold, the domain controller can execute S410.

[0163] S409, the damping operation mode of the domain controller controlling the front axle of the vehicle is still the soft damping mode.

[0164] S410, The domain controller determines whether the first duration is greater than the preset duration threshold.

[0165] The first duration is the duration during which the front axle of the vehicle operates in soft damping mode.

[0166] In one possible design, if the first duration is less than a preset duration threshold, the domain controller can execute S409.

[0167] In another possible design, if the first duration exceeds a preset duration threshold, the domain controller can execute S411.

[0168] S411, the domain controller switches the damping operating mode of the vehicle's front axle to normal road surface mode.

[0169] S412, the domain controller controls the vehicle to move toward the second speed bump.

[0170] In this embodiment of the application, the domain controller can obtain the distance between the front axle of the vehicle and the second speed bump and the adjacent distance, where the adjacent distance is the distance between the second speed bump and the third speed bump, and execute S406-S412 again.

[0171] S413, The domain controller determines whether the second distance is less than a preset distance threshold.

[0172] In one possible design, if the second distance is less than a preset distance threshold, the domain controller can execute S414.

[0173] S414, the domain controller switches the damping operating mode of the vehicle's front axle to hard damping mode and the damping operating mode of the vehicle's rear axle to soft damping mode.

[0174] S415, The domain controller determines whether the adjacent distance is greater than a preset spacing threshold.

[0175] In one possible design, if the adjacent distance is less than a preset spacing threshold, the domain controller can execute S416.

[0176] In another possible design, if the adjacent distance is greater than a preset spacing threshold, the domain controller can execute S417.

[0177] S416, the damping operation mode of the domain controller controlling the rear axle of the vehicle is still the soft damping mode.

[0178] S417. The domain controller determines whether the second duration is greater than the preset duration threshold.

[0179] The second duration is the duration during which the front axle of the vehicle operates in soft damping mode.

[0180] In one possible design, if the second duration is less than a preset duration threshold, the domain controller can execute S416.

[0181] In another possible design, if the second duration exceeds a preset duration threshold, the domain controller can execute S418.

[0182] S418, the domain controller switches the damping operating mode of the vehicle's rear axle to normal road surface mode.

[0183] S419, the domain controller controls the vehicle to move toward the second speed bump.

[0184] In this embodiment of the application, the domain controller can obtain the distance between the rear axle of the vehicle and the second speed bump and the adjacent distance, where the adjacent distance is the distance between the second speed bump and the third speed bump, and execute S413-S419 again.

[0185] It should be noted that, in the embodiments of this application, after the domain controller executes S407, the domain controller can execute S408, and the domain controller can also execute S413.

[0186] In this way, the domain controller can switch the damping operating mode and adjust the damping coefficient of the shock absorber by using the damping coefficient corresponding to different damping operating modes, thereby reducing the bumps and pitches of the vehicle when passing over speed bumps and improving the riding experience of passengers in the vehicle.

[0187] The method for adjusting the damping coefficient in this application will be described below with reference to specific embodiments.

[0188] For example, during vehicle operation, a camera device successively identifies a group of speed bumps (N=4) ahead of the vehicle. The vehicle can acquire information about multiple speed bumps through the camera device, including the height of the speed bump and the longitudinal distance between the speed bump and the front axle of the vehicle; one speed bump corresponds to one piece of information. The vehicle can send multiple speed bump information to the domain controller through the camera device. The domain controller can receive multiple speed bump information from the camera device. The vehicle can acquire real-time driving information through the vehicle status acquisition module and send this real-time driving information to the domain controller. The domain controller can receive the real-time driving information from the vehicle status acquisition module. Based on the multiple speed bump information and the real-time driving information, the domain controller can determine multiple adjacent distances, where adjacent distances are the distance between any two adjacent speed bumps. For example, multiple adjacent distances may include: the distance between the first and second speed bumps is L12 = 14.6 meters (m), the distance between the second and third speed bumps is L23 = 11.6 m, and the distance between the third and fourth speed bumps is L34 = 17.5 m.

[0189] like Figure 5 As shown, Figure 5A schematic diagram of a group of speed bumps is shown. Line segment AB represents the distance between the vehicle's front axle and the first speed bump; line segment BD represents the distance between the first and second speed bumps; line segment DF represents the distance between the second and third speed bumps; and line segment FH represents the distance between the third and fourth speed bumps. Line segment BC represents the width of the first speed bump; line segment DE represents the width of the second speed bump; line segment FG represents the width of the third speed bump; and line segment HI represents the width of the fourth speed bump. Line segment BJ represents the height of the first speed bump; line segment DK represents the height of the second speed bump; line segment FL represents the height of the third speed bump; and line segment HM represents the height of the fourth speed bump.

[0190] Next, the domain controller acquires the initial distance, which is the distance between the vehicle and the speed bump when the vehicle detects it. The domain controller integrates the vehicle's real-time speed and subtracts the initial distance from the distance obtained by integrating the real-time speed to obtain the remaining distance between the vehicle and the speed bump. If the remaining distance is less than a preset distance threshold, the domain controller determines that the vehicle's front wheels are about to pass the speed bump, switches the front axle's damping mode to soft damping mode, and switches the rear axle's damping mode to hard damping mode. As the vehicle continues to travel and the distance between the front and rear axles increases, the rear axle wheels are about to pass the speed bump, and the domain controller switches the front axle's damping mode back to hard damping mode and the rear axle's damping mode back to soft damping mode.

[0191] like Figure 6The diagram illustrates a schematic of a vehicle's front axle switching damping mode. Line 601 represents the change in distance between the vehicle's front wheels and the first speed bump; line 602 represents the change in distance between the vehicle's front wheels and the second speed bump; line 603 represents the change in distance between the vehicle's front wheels and the third speed bump; and line 604 represents the change in distance between the vehicle's front wheels and the fourth speed bump. Distance S1 represents the distance between the vehicle's front axle and the speed bump when the vehicle detects it; distance S2 represents the distance between the vehicle's front axle and the speed bump when the front shock absorber switches to the new damping mode. Time t1 represents the time it takes for the front shock absorber to switch to the new damping mode when the vehicle's front axle is about to pass the first speed bump; time t3 represents the time it takes for the front shock absorber to switch to the new damping mode when the vehicle's front axle is about to pass the second speed bump; time t5 represents the time it takes for the front shock absorber to switch to the new damping mode when the vehicle's front axle is about to pass the third speed bump; and time t7 represents the time it takes for the front shock absorber to switch to the new damping mode when the vehicle's front axle is about to pass the fourth speed bump. Time t2 represents the time it takes for the front axle of the vehicle to pass over the first speed bump, time t4 represents the time it takes for the front axle of the vehicle to pass over the second speed bump, time t6 represents the time it takes for the front axle of the vehicle to pass over the third speed bump, and time t8 represents the time it takes for the front shock absorber to switch its damping mode when the front axle of the vehicle passes over the fourth speed bump. For an explanation of how the rear axle passes over speed bumps, please refer to the description of how the front axle passes over speed bumps; it will not be repeated here.

[0192] Subsequently, in the scenario of a group of speed bumps, multiple adjacent distances include: the distance between the first and second speed bumps is L12 = 14.6m, the distance between the second and third speed bumps is L23 = 11.6m, and the distance between the third and fourth speed bumps is L34 = 17.5m. If the preset spacing threshold is 10 meters, then after exiting the i-th speed bump, if the duration of the damping operation mode being in speed bump scenario mode exceeds the preset duration threshold, the domain controller can switch the damping operation mode to normal road mode, and the vehicle continues to travel to the (i+1)-th speed bump. If the preset spacing threshold is 20 meters, then from the time the vehicle's front axle enters the i-th speed bump to the time the vehicle's rear axle exits the (i+1)-th speed bump, the domain controller can maintain the damping operation mode in speed bump scenario mode.

[0193] The foregoing mainly describes the solutions provided by the embodiments of this application from a methodological perspective. To achieve the above functions, the damping coefficient adjustment device or vehicle includes hardware structures and / or software modules corresponding to the execution of each function. Those skilled in the art should readily recognize that, in conjunction with the units and algorithm steps of the various examples described in the embodiments disclosed herein, this application can be implemented in hardware or a combination of hardware and computer software. Whether a function is executed in hardware or by computer software driving hardware 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 implementation should not be considered beyond the scope of this application.

[0194] This application embodiment can, based on the above method, exemplarily divide the damping coefficient adjustment device or vehicle into functional modules. For example, the damping coefficient adjustment device or vehicle may include functional modules corresponding to each functional division, or two or more functions may be integrated into one processing module. The integrated module can be implemented in hardware or as a software functional module. It should be noted that the module division in this application embodiment is illustrative and only represents one logical functional division; in actual implementation, there may be other division methods.

[0195] Figure 7 This is a block diagram illustrating a damping coefficient adjustment device according to an exemplary embodiment. (Refer to...) Figure 7 The damping coefficient adjustment device is used to perform... Figure 2 and Figure 3 The method shown. The damping coefficient adjustment device includes: an acquisition unit 701 and a processing unit 702.

[0196] Processing unit 702 is used to adjust the damping coefficient of the shock absorber from a first damping coefficient to a second damping coefficient when the vehicle detects a speed bump. The first damping coefficient is the damping coefficient when the vehicle is traveling on a normal road surface, and the second damping coefficient is the damping coefficient when the vehicle is braking. Acquisition unit 701 is used to acquire the distance between the vehicle and the speed bump. The processing unit 702 is further used to adjust the damping coefficient of the shock absorber from the second damping coefficient to a third damping coefficient if the distance between the vehicle and the speed bump is less than a preset distance threshold. The third damping coefficient is the damping coefficient when the vehicle passes over the speed bump.

[0197] In one possible implementation, the vehicle is equipped with a front axle and a rear axle, and the distance between the vehicle and the speed bump includes a first distance and a second distance, wherein the first distance is the distance between the front axle and the speed bump, and the second distance is the distance between the rear axle and the speed bump.

[0198] In one possible implementation, the vibration damper includes a front vibration damper and a rear vibration damper, and the third damping coefficient includes a first sub-damping coefficient and a second sub-damping coefficient, wherein the first sub-damping coefficient is smaller than the second sub-damping coefficient. Specifically, the processing unit 702 is configured to, if a first distance is less than a preset distance threshold and a second distance is greater than a preset distance threshold, adjust the damping coefficient of the front vibration damper from the second damping coefficient to the first sub-damping coefficient, and adjust the damping coefficient of the rear vibration damper from the second damping coefficient to the second sub-damping coefficient. Specifically, the processing unit 702 is configured to, if a second distance is less than a preset distance threshold and a first distance is greater than a preset distance threshold, adjust the damping coefficient of the front vibration damper from the second damping coefficient to the second sub-damping coefficient, and adjust the damping coefficient of the rear vibration damper from the second damping coefficient to the first sub-damping coefficient. The aforementioned processing unit 702 is specifically used to adjust the damping coefficient of the front damper from the second damping coefficient to the first sub-damping coefficient if both the first distance and the second distance are less than a preset distance threshold, and to adjust the damping coefficient of the rear damper from the second damping coefficient to the first sub-damping coefficient.

[0199] In one possible implementation, the acquisition unit 701 is further configured to acquire the number of speed bumps. The acquisition unit 701 is also configured to, if the number of speed bumps is greater than a preset threshold, acquire at least one adjacent distance, where the adjacent distance is the distance between any two adjacent speed bumps. The processing unit 702 is further configured to, if at least one adjacent distance contains a target distance less than a preset spacing threshold, maintain the damping coefficient of the shock absorber at a third damping coefficient within the target distance.

[0200] In one possible implementation, the processing unit 702 is specifically configured to determine the adjacent distance for any two adjacent speed bumps based on a target operation, thereby obtaining at least one adjacent distance. The target operation includes: the acquisition unit 701 is specifically configured to acquire a first moment, a second moment, and the vehicle's travel speed, wherein the first moment is the moment when the vehicle detects the first speed bump, the second moment is the moment when the vehicle detects the second speed bump, and the first and second speed bumps are adjacent. The processing unit 702 is specifically configured to determine the adjacent distance based on the first moment, the second moment, and the vehicle's travel speed, wherein the adjacent distance is the distance between the first and second speed bumps.

[0201] Regarding the apparatus in the above embodiments, the specific manner in which each unit performs its operation has been described in detail in the embodiments related to the method, and will not be elaborated upon here.

[0202] Figure 8 This is a block diagram illustrating a vehicle according to an exemplary embodiment. Figure 8 As shown, vehicle 800 includes, but is not limited to, processor 801 and memory 802.

[0203] The memory 802 described above is used to store the executable instructions of the processor 801. It is understood that the processor 801 is configured to execute instructions to implement the damping coefficient adjustment method in the above embodiment.

[0204] It should be noted that those skilled in the art will understand that Figure 8 The vehicle structure shown does not constitute a limitation on the vehicle; a vehicle may include, but is not limited to, other types of vehicles. Figure 8 This may indicate more or fewer components, or combinations of certain components, or different component arrangements.

[0205] The processor 801 is the control center of the vehicle, connecting various parts of the vehicle through various interfaces and lines. It performs various vehicle functions and processes data by running or executing software programs and / or modules stored in the memory 802, and by calling data stored in the memory 802, thereby providing overall vehicle monitoring. The processor 801 may include one or more processing units. Optionally, the processor 801 may integrate an application processor and a modem processor, wherein the application processor mainly handles the operating system, user interface, and applications, while the modem processor mainly handles wireless communication. It is understood that the modem processor may also not be integrated into the processor 801.

[0206] The memory 802 can be used to store software programs and various data. The memory 802 may primarily include a program storage area and a data storage area, wherein the program storage area may store the operating system, application programs (such as processing units) required by at least one functional module, etc. Furthermore, the memory 802 may include high-speed random access memory, and may also include non-volatile memory, such as at least one disk storage device, flash memory device, or other volatile solid-state storage device.

[0207] In an exemplary embodiment, a computer-readable storage medium including instructions is also provided, such as a memory 802 including instructions, which can be executed by a processor 801 of a vehicle 800 to implement the damping coefficient adjustment method in the above embodiments.

[0208] In actual implementation, Figure 7 The functions of the acquisition unit 701 and the processing unit 702 can both be provided by Figure 8 The processor 801 calls the computer program stored in the memory 802 to implement the process. The specific execution process can be found in the description of the damping coefficient adjustment method in the previous embodiment, and will not be repeated here.

[0209] Optionally, the computer-readable storage medium may be a non-transitory computer-readable storage medium, such as a read-only memory (ROM), a random access memory (RAM), a CD-ROM, magnetic tape, a floppy disk, and an optical data storage device.

[0210] In an exemplary embodiment, this application also provides a computer program product including one or more instructions, which can be executed by the vehicle's processor to complete the damping coefficient adjustment method in the above embodiments.

[0211] It should be noted that when one or more instructions in the computer-readable storage medium or computer program product are executed by the vehicle's processor, they implement the various processes of the above-described damping coefficient adjustment method embodiment and achieve the same technical effect as the above-described damping coefficient adjustment method. To avoid repetition, they will not be described again here.

[0212] Through the above description of the embodiments, those skilled in the art can clearly understand that, for the sake of convenience and brevity, only the division of the above functional modules is used as an example. In actual applications, the above functions can be assigned to different functional modules as needed, that is, the internal structure of the device can be divided into different functional modules to complete all or part of the functions described above.

[0213] In the several embodiments provided in this application, it should be understood that the disclosed apparatus and methods can be implemented in other ways. For example, the apparatus embodiments described above are merely illustrative; for instance, the division of modules or units is only a logical functional division, and in actual implementation, there may be other division methods. For example, multiple units or components may be combined or integrated into another apparatus, or some features may be ignored or not executed. Furthermore, the mutual coupling or direct coupling or communication connection shown or discussed may be through some interfaces; the indirect coupling or communication connection between apparatuses or units may be electrical, mechanical, or other forms.

[0214] The units described as separate components may or may not be physically separate. A component shown as a unit can be one or more physical units; that is, it can be located in one place or distributed in multiple different locations. Some or all of the units can be selected to achieve the purpose of this embodiment according to actual needs.

[0215] Furthermore, the functional units in the various embodiments of this application can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit. The integrated unit can be implemented in hardware or as a software functional unit.

[0216] If the integrated unit is implemented as a software functional unit and sold or used as an independent product, it can be stored in a readable storage medium. Based on this understanding, the technical solutions of the embodiments of this application, essentially, or the parts that contribute to the prior art, or all or part of the technical solutions, can be embodied in the form of a software product. This software product is stored in a storage medium and includes several instructions to cause a device (which may be a microcontroller, chip, etc.) or processor to execute all or part of the steps of the methods of the various embodiments of this application. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, portable hard drives, ROM, RAM, magnetic disks, or optical disks.

[0217] The above are merely specific embodiments of this application, but the scope of protection of this application is not limited thereto. Any changes or substitutions within the technical scope disclosed in this application should be included within the scope of protection of this application. Therefore, the scope of protection of this application should be determined by the scope of the claims.

Claims

1. A method for adjusting the damping coefficient, characterized in that, The method includes: When the vehicle detects a speed bump, vehicle driving information is acquired, including longitudinal deceleration and brake cylinder pressure. If the longitudinal deceleration is greater than a preset deceleration threshold, or the brake cylinder pressure is greater than a preset pressure threshold, then the damping coefficient of the shock absorber is adjusted from the first damping coefficient to the second damping coefficient. The first damping coefficient is the damping coefficient when the vehicle is driving on a normal road surface, and the second damping coefficient is the damping coefficient when the vehicle is braking. Obtain the distance between the vehicle and the speed bump; If the distance between the vehicle and the speed bump is less than a preset distance threshold, the damping coefficient of the shock absorber is adjusted from the second damping coefficient to the third damping coefficient, which is the damping coefficient when the vehicle passes over the speed bump. Obtain the number of speed bumps; If the number of speed bumps is greater than a preset threshold, then at least one adjacent distance is obtained, where the adjacent distance is the distance between any two adjacent speed bumps; If at least one of the adjacent distances has a target distance less than a preset spacing threshold, then the damping coefficient of the shock absorber is maintained at the third damping coefficient within the target distance. Obtain the target duration, which is the duration after the damping coefficient of the shock absorber is adjusted to the third damping coefficient; If the target duration exceeds a preset duration threshold, the damping coefficient of the shock absorber is adjusted from the third damping coefficient to the first damping coefficient.

2. The method according to claim 1, characterized in that, The vehicle is equipped with a front axle and a rear axle. The distance between the vehicle and the speed bump includes a first distance and a second distance, wherein the first distance is the distance between the front axle and the speed bump, and the second distance is the distance between the rear axle and the speed bump.

3. The method according to claim 2, characterized in that, The shock absorber includes a front shock absorber and a rear shock absorber. The third damping coefficient includes a first sub-damping coefficient and a second sub-damping coefficient, wherein the first sub-damping coefficient is less than the second sub-damping coefficient. If the distance between the vehicle and the speed bump is less than a preset distance threshold, the damping coefficient of the shock absorber is adjusted from the second damping coefficient to the third damping coefficient, including: If the first distance is less than the preset distance threshold and the second distance is greater than the preset distance threshold, then the damping coefficient of the front shock absorber is adjusted from the second damping coefficient to the first sub-damping coefficient, and the damping coefficient of the rear shock absorber is adjusted from the second damping coefficient to the second sub-damping coefficient. If the second distance is less than the preset distance threshold and the first distance is greater than the preset distance threshold, then the damping coefficient of the front shock absorber is adjusted from the second damping coefficient to the second sub-damping coefficient, and the damping coefficient of the rear shock absorber is adjusted from the second damping coefficient to the first sub-damping coefficient. If both the first distance and the second distance are less than the preset distance threshold, then the damping coefficient of the front damper is adjusted from the second damping coefficient to the first sub-damping coefficient, and the damping coefficient of the rear damper is adjusted from the second damping coefficient to the first sub-damping coefficient.

4. The method according to claim 1, characterized in that, Obtaining at least one of the adjacent distances includes: For any two adjacent speed bumps, the adjacent distance is determined according to the target operation to obtain at least one of the adjacent distances; the target operation includes: The system acquires a first time point, a second time point, and the vehicle's speed. The first time point is the moment when the vehicle detects the first speed bump, and the second time point is the moment when the vehicle detects the second speed bump. The first speed bump and the second speed bump are adjacent to each other. The adjacent distance is determined based on the first time point, the second time point, and the vehicle speed. The adjacent distance is the distance between the first speed bump and the second speed bump.

5. A damping coefficient adjustment device, characterized in that, The device includes: The processing unit is used to acquire vehicle driving information when the vehicle detects a speed bump. The vehicle driving information includes longitudinal deceleration and brake cylinder pressure. If the longitudinal deceleration is greater than a preset deceleration threshold or the brake cylinder pressure is greater than a preset pressure threshold, the damping coefficient of the shock absorber is adjusted from a first damping coefficient to a second damping coefficient. The first damping coefficient is the damping coefficient when the vehicle is driving on a normal road surface, and the second damping coefficient is the damping coefficient when the vehicle is braking. The acquisition unit is used to acquire the distance between the vehicle and the speed bump; The processing unit is further configured to adjust the damping coefficient of the shock absorber from the second damping coefficient to the third damping coefficient if the distance between the vehicle and the speed bump is less than a preset distance threshold. The third damping coefficient is the damping coefficient when the vehicle passes over the speed bump. The acquisition unit is also used to acquire the number of speed bumps; The acquisition unit is further configured to acquire at least one adjacent distance if the number of speed bumps is greater than a preset number threshold, wherein the adjacent distance is the distance between any two adjacent speed bumps. The processing unit is further configured to maintain the damping coefficient of the shock absorber at the third damping coefficient within the target distance if at least one of the adjacent distances has a target distance less than a preset spacing threshold.

6. The apparatus according to claim 5, characterized in that, The vehicle is equipped with a front axle and a rear axle. The distance between the vehicle and the speed bump includes a first distance and a second distance, wherein the first distance is the distance between the front axle and the speed bump, and the second distance is the distance between the rear axle and the speed bump.

7. The apparatus according to claim 6, characterized in that, The vibration damper includes a front vibration damper and a rear vibration damper, and the third damping coefficient includes a first sub-damping coefficient and a second sub-damping coefficient, wherein the first sub-damping coefficient is smaller than the second sub-damping coefficient. The processing unit is specifically configured to, if the first distance is less than the preset distance threshold and the second distance is greater than the preset distance threshold, adjust the damping coefficient of the front shock absorber from the second damping coefficient to the first sub-damping coefficient, and adjust the damping coefficient of the rear shock absorber from the second damping coefficient to the second sub-damping coefficient; The processing unit is specifically configured to, if the second distance is less than the preset distance threshold and the first distance is greater than the preset distance threshold, adjust the damping coefficient of the front shock absorber from the second damping coefficient to the second sub-damping coefficient, and adjust the damping coefficient of the rear shock absorber from the second damping coefficient to the first sub-damping coefficient; The processing unit is specifically configured to, if both the first distance and the second distance are less than the preset distance threshold, adjust the damping coefficient of the front damper from the second damping coefficient to the first sub-damping coefficient, and adjust the damping coefficient of the rear damper from the second damping coefficient to the first sub-damping coefficient.

8. The apparatus according to claim 5, characterized in that, The processing unit is specifically configured to, for any two adjacent speed bumps, determine the adjacent distance based on a target operation to obtain at least one of the adjacent distances; the target operation includes: The acquisition unit is specifically used to acquire a first moment, a second moment, and the vehicle's driving speed. The first moment is the moment when the vehicle detects the first speed bump, and the second moment is the moment when the vehicle detects the second speed bump. The first speed bump and the second speed bump are adjacent to each other. The processing unit is specifically used to determine the adjacent distance based on the first time point, the second time point, and the vehicle speed, wherein the adjacent distance is the distance between the first speed bump and the second speed bump.

9. A vehicle, characterized in that, include: processor; A memory for storing processor-executable instructions; wherein the processor is configured to execute the instructions to implement the method as described in any one of claims 1 to 4.

10. A computer-readable storage medium, characterized in that, When the computer-executable instructions stored in the computer-readable storage medium are executed by the vehicle's processor, the vehicle is able to perform the method as described in any one of claims 1 to 4.

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