A method and device for protecting a tensile limit position, a vehicle and a storage medium

Abstract

The application provides a method and device for protecting a stretch limit position, a vehicle and a storage medium. The method comprises: obtaining a vehicle speed value when it is determined that the vehicle enters a preset stretch limit position protection mode; increasing the current of a shock absorber in the vehicle according to the vehicle speed value; and increasing the damping force generated by the shock absorber according to the increased current, so as to protect the stretch limit position of the shock absorber. The above method obtains the vehicle speed of the shock absorber, and increases the current of the shock absorber at different speeds according to the vehicle speed of the shock absorber, so as to increase the damping force of the shock absorber at different speeds. When facing a larger impact, the problem of abnormal sound of the stretch limit position of the shock absorber can be better avoided by increasing the damping of the shock absorber, and the hard contact of the buffer device in the shock absorber is reduced, so as to reduce the influence on the durability of the shock absorber.

Description

Technical Field

[0001] This application relates to the field of vehicle technology, and in particular to a method, device, vehicle, and storage medium for protecting the tensile limit position. Background Technology

[0002] With the improvement of automobile quality, the application of electromagnetic dampers is becoming more and more widespread. As an important component of the suspension, the electromagnetic damper not only provides damping but also plays a role in limiting the suspension's movement. During suspension slump, the damper's internal buffer device limits the movement.

[0003] Due to the limited internal space of the shock absorber and the small size of the buffer device, its buffering effect is limited. When facing large impacts, there are two main problems: first, it generates significant noise, causing driver discomfort; second, it also affects the durability of the shock absorber. Existing buffer devices may have limited buffering effect and generate significant noise due to their simple structure. Other buffer devices, such as coil springs, although having a better buffering effect and reducing impact noise, and can also provide some lateral force when the vehicle is at its extreme lateral tilt, require a large amount of space to install. During the shock absorber's movement, a small impact noise is generated between the spring and the limiting retaining ring, which can be perceived by customers in electric vehicles.

[0004] Therefore, how to avoid user discomfort caused by abnormal noise when the shock absorber is stretched to its limit, and how to prevent the shock absorber's durability from being affected by being stretched to its limit, have become urgent problems to be solved. Summary of the Invention

[0005] This application provides a method, device, vehicle, and storage medium for protecting the tensile limit position. The method can solve the problem of noise at the tensile limit of the shock absorber and reduce the impact on the durability of the shock absorber.

[0006] In a first aspect, a method for protecting the tensile limit position is provided. The method includes: when it is determined that a vehicle has entered a preset tensile limit position protection mode, obtaining the vehicle speed value; increasing the current of the shock absorber in the vehicle according to the vehicle speed value; and increasing the damping force generated by the shock absorber according to the increased current, so as to protect the tensile limit position of the shock absorber.

[0007] In the above technical solution, by obtaining the vehicle speed of the shock absorber, the current of the shock absorber is increased at different speeds according to the vehicle speed, thereby increasing the damping of the shock absorber at different speeds, resulting in a better buffering effect. Increasing the damping of the shock absorber allows it to provide better support when the vehicle rolls, and also protects the shock absorber at its tensile limit. When facing larger impacts, increasing the damping of the shock absorber can also better avoid abnormal noise at the tensile limit of the shock absorber, while reducing hard contact of the buffer device in the shock absorber, thus reducing the impact on the durability of the shock absorber and improving the user experience and driving quality.

[0008] In conjunction with the first aspect, in some implementations of the first aspect, increasing the current of the shock absorber based on the vehicle speed value includes: selecting a current variation curve corresponding to the vehicle speed value; wherein the current variation curve is a relationship curve between the current of the shock absorber and the displacement of the shock absorber, and the displacement is positively correlated with the current within a preset range; obtaining the current displacement of the shock absorber; obtaining the current corresponding to the current displacement based on the selected current variation curve, and using the current corresponding to the current displacement as the increased current.

[0009] The above method, by judging the vehicle speed and matching different current change curves according to different vehicle speeds, can quickly increase the current of the shock absorber when the vehicle is traveling at high speed and the displacement changes rapidly. It can also quickly adjust the damping capacity of the shock absorber to better improve the user experience and enhance the driving quality.

[0010] In combination with the first aspect and the above implementation methods, in some implementation methods of the first aspect, increasing the damping force generated by the vibration damper based on the increased current includes: obtaining the current increase rate based on the current change curve; determining the damping force increase rate based on the current increase rate; and increasing the damping force generated by the vibration damper based on the damping force increase rate.

[0011] In the above technical solution, the increase rate of the damping force is determined according to the increase rate of the current. When the current increases rapidly, the damping force of the shock absorber can reach its maximum value as soon as possible, thereby improving the buffering effect.

[0012] Combining the first aspect and the above implementation methods, in some implementation methods of the first aspect, the larger the vehicle speed value, the greater the current increase rate in the current change curve, and the smaller the displacement of the damper when the current of the damper increases to the preset current threshold.

[0013] In conjunction with the first aspect and the above implementation methods, in some implementation methods of the first aspect, before obtaining the vehicle speed value after determining that the vehicle has entered the preset limit position protection mode, the method further includes: obtaining the current displacement of the shock absorber; when the current displacement is greater than or equal to the preset displacement, determining that the vehicle has entered the preset limit position protection mode; when the current displacement is less than the preset displacement, determining that the vehicle has not entered the limit position protection mode.

[0014] In the above technical solution, by acquiring the displacement signal of the shock absorber, it is possible to determine whether the extreme position protection mode has been entered. This can more realistically and directly reflect the current road conditions and various driving conditions, enabling the shock absorber to react more quickly and achieve a buffering effect in a timely manner.

[0015] In combination with the first aspect and the above implementation methods, in some implementation methods of the first aspect, the preset displacement is the displacement change of the damper from the initial position to the tensile limit position.

[0016] In combination with the first aspect and the above implementation methods, in some implementation methods of the first aspect, the current of the damper is increased to a preset current threshold, and the damping force generated by the damper is increased to a preset damping force threshold.

[0017] By acquiring the displacement signal of the shock absorber through the above technical solution, the current road conditions and various driving conditions can be reflected more realistically and directly, allowing the shock absorber to react more quickly and achieve a timely buffering effect. By judging the vehicle speed, different current change curves can be matched to different vehicle speeds. Then, the current is increased at different rates according to different current change curves. The rate of increase of the damping force is determined based on the rate of current increase. When the vehicle speed is higher, the current can be increased more quickly, and the damping force can be increased more quickly, thus achieving the maximum damping force with a smaller displacement and utilizing the shock absorber for buffering more quickly, resulting in a better buffering effect. Increasing the damping of the shock absorber allows it to provide better support when the vehicle tilts and also protects the shock absorber at its tensile limit. When facing large impacts, increasing the damping of the shock absorber can also better avoid abnormal noise at the shock absorber's tensile limit, while reducing hard contact in the shock absorber's buffering device, thus reducing the impact on the shock absorber's durability and improving the user experience and driving quality.

[0018] Secondly, a protection device for the tensile limit position is provided. The device includes: an acquisition module, which acquires the vehicle speed value after determining that the vehicle has entered a preset tensile limit position protection mode; a processing module, which increases the current of the shock absorber in the vehicle according to the vehicle speed value; and a protection module, which increases the damping force generated by the shock absorber according to the increased current, so as to protect the tensile limit position of the shock absorber.

[0019] In conjunction with the second aspect, in some implementations of the second aspect, the processing module is specifically used to: select a current change curve corresponding to the vehicle speed value; wherein, the current change curve is a relationship curve between the current of the shock absorber and the displacement of the shock absorber, and the displacement is positively correlated with the current within a preset range; obtain the current displacement of the shock absorber; obtain the current corresponding to the current displacement according to the selected current change curve, and use the current corresponding to the current displacement as the increased current.

[0020] In combination with the second aspect and the above implementation methods, in some implementation methods of the second aspect, the protection module is specifically used to: obtain the current increase rate according to the current change curve; determine the damping force increase rate according to the current increase rate; and increase the damping force generated by the damper according to the damping force increase rate.

[0021] Combining the second aspect and the above implementation methods, in some implementation methods of the second aspect, the larger the vehicle speed value, the greater the current increase rate in the current change curve, and the smaller the displacement of the damper when the current of the damper increases to the preset current threshold.

[0022] In conjunction with the second aspect and the above implementation methods, in some implementation methods of the second aspect, before obtaining the vehicle speed value after determining that the vehicle has entered the preset limit position protection mode, the device further includes: a determining module, used to obtain the current displacement of the shock absorber; when the current displacement is greater than or equal to the preset displacement, determining that the vehicle has entered the preset limit position protection mode; when the current displacement is less than the preset displacement, determining that the vehicle has not entered the limit position protection mode.

[0023] In combination with the second aspect and the above implementation methods, in some implementation methods of the second aspect, the preset displacement is the amount of displacement change of the damper from the initial position to the tensile limit position.

[0024] In combination with the second aspect and the above implementation methods, in some implementation methods of the second aspect, the current of the damper is increased to a maximum of a preset current threshold, and the damping force generated by the damper is increased to a maximum of a preset damping force threshold.

[0025] Thirdly, a vehicle is provided, including a memory and a processor. The memory is used to store executable program code, and the processor is used to call and run the executable program code from the memory, causing the vehicle to perform the protection method for the tensile limit position in the first aspect and any possible implementation thereof.

[0026] Fourthly, a computer program product is provided, comprising: computer program code, which, when run on a computer, causes the computer to perform the method for protecting the tensile limit position in the first aspect and any possible implementation thereof.

[0027] Fifthly, a computer-readable storage medium is provided that stores computer program code, which, when executed on a computer, causes the computer to perform the method for protecting the tensile limit position in the first aspect and any possible implementation thereof. Attached Figure Description

[0028] Figure 1 This is a schematic flowchart illustrating a method for protecting the tensile limit position provided in an embodiment of this application;

[0029] Figure 2 This is a flowchart of one implementation of S102 provided in the embodiments of this application;

[0030] Figure 3 This is a schematic diagram of the current change curve under an extreme position protection mode provided in an embodiment of this application;

[0031] Figure 4 This is a flowchart of one implementation of S103 provided in the embodiments of this application;

[0032] Figure 5 This is a schematic flowchart illustrating another method for protecting the tensile limit position provided in an embodiment of this application;

[0033] Figure 6 This is a schematic diagram of the structure of a protective device for tensile limit positions provided in an embodiment of this application;

[0034] Figure 7 This is a schematic diagram of the structure of a vehicle provided in an embodiment of this application. Detailed Implementation

[0035] The technical solutions in this application will be clearly and thoroughly described below with reference to the accompanying drawings. In the description of the embodiments of this application, unless otherwise stated, " / " means "or," for example, A / B can mean A or B. "And / or" in the text is merely a description of the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: A existing alone, A and B existing simultaneously, and B existing alone. Furthermore, in the description of the embodiments of this application, "multiple" refers to two or more than two.

[0036] Hereinafter, the terms "first" and "second" are used for descriptive purposes only and should not be construed as implying or suggesting relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature.

[0037] This application provides a method for protecting the tensile limit position of a vehicle, primarily for protecting the tensile limit position of the shock absorber in the vehicle's suspension system. Since the Electronic Control Unit (ECU) is part of the vehicle, the tensile limit position protection method provided in this application can be specifically applied to the ECU in a vehicle. The following description uses the application of this method to the ECU in a vehicle as an example.

[0038] The method for protecting the tensile limit position provided in this application embodiment can specifically protect the tensile limit position of the shock absorber through the ECU in the vehicle. The aforementioned shock absorber can be an electromagnetic shock absorber or a non-electromagnetic shock absorber, i.e., a conventional shock absorber.

[0039] For example, the aforementioned electromagnetic damper can be a magnetorheological damper, or it can be an electromagnetic damper designed by Hitachi, Ltd. This electromagnetic damper typically includes sensors, a cylindrical linear motor, and a spring-hydraulic damper. The sensors may include an acceleration sensor and a suspension travel sensor. The acceleration sensor primarily detects the degree of road surface unevenness and sends the data to the ECU, which then commands the linear motor to generate a reaction force travel in the exact opposite direction to the damper's movement, thus reducing vertical vibrations of the vehicle. The suspension travel sensor detects the damper's displacement and then feeds it back to the ECU to adjust the linear motor's reaction force travel as needed.

[0040] Electromagnetic dampers, also known as "electromagnetic shock absorbers," are a new type of intelligent independent suspension system that utilizes electromagnetic reactions. They employ multiple sensors to detect road conditions and various driving scenarios, transmitting this information to the ECU (Electronic Control Unit) to control the electromagnetic damper to react instantaneously, suppressing vibrations and maintaining vehicle stability. This advantage is particularly evident at high speeds and when encountering sudden obstacles. The electromagnetic damper's response speed reaches up to 1000Hz, five times faster than traditional dampers, completely solving the problem of traditional dampers' inability to balance comfort and stability, and adapting to changing driving conditions and any road surface. Therefore, the method provided in this application can protect the tensile limit position of the electromagnetic damper, improving its stability.

[0041] Electromagnetic shock absorbers, as an important component of the automotive suspension system, play a role in limiting the suspension's movement. The automotive suspension is an elastic device in a car that connects the chassis and axles. It generally consists of elastic elements, guiding mechanisms, shock absorbers, and other components. Its main task is to mitigate the impact transmitted from uneven road surfaces to the chassis, thereby improving ride comfort.

[0042] The main function of electromagnetic dampers is to limit suspension travel during downhill movements through an internal buffer device. Therefore, the damper's extension limit is typically the suspension's maximum downhill position. The internal buffer device of an electromagnetic damper usually has two structural forms. One type uses a corrugated structure on the upper part of the lower flat surface, made of rubber or polyurethane, to buffer at the damper's extension limit. This structure is simple, has limited buffering effect, and produces relatively high noise. The other type uses a coil spring as the buffer structure. This provides better buffering and reduces impact noise at the damper's extension limit, and can also provide some roll force during extreme vehicle roll. However, it requires more space, and a small impact noise is generated between the spring and the limiting retaining ring during damper movement; in electric vehicles, this noise can be perceived by the customer.

[0043] To address the aforementioned technical problems, this application provides a method for protecting the tensile limit position. This application can protect the tensile limit position of the shock absorber when either of the two aforementioned buffer devices limits the suspension. Figure 1 This is a schematic flowchart of a method for protecting the tensile limit position provided in an embodiment of this application.

[0044] For example, such as Figure 1 As shown, the method 100 includes:

[0045] S101: Once it is determined that the vehicle has entered the preset tension limit position protection mode, the vehicle speed value is obtained.

[0046] Optionally, when the ECU detects that the shock absorber has reached its tensile limit position, it can enter the tensile limit position protection mode to protect the tensile limit position of the shock absorber.

[0047] Optionally, the ECU can also enter the tensile limit position protection mode when it receives a user's command to do so. For example, the user can initiate the command via voice or by clicking a button in the vehicle. However, this application embodiment does not limit the method of entering the tensile limit position protection mode.

[0048] For example, once it is determined that the vehicle has entered a preset tensile limit position protection mode, the ECU obtains the vehicle's current speed value. Specifically, the wheel speed sensors in the vehicle can acquire the speed value and then send it to the ECU.

[0049] S102, based on the vehicle speed, increase the current of the shock absorbers in the vehicle.

[0050] Understandably, after the ECU obtains the vehicle speed value from the wheel speed sensors, it can issue commands to control the increase of the shock absorber current. For example, the higher the vehicle speed, the faster the current can increase.

[0051] S103, based on the increased current, increases the damping force generated by the vibration damper to protect the tensile limit position of the vibration damper.

[0052] Understandably, the damping force generated by the shock absorber can be adjusted by regulating the current of the shock absorber.

[0053] For example, while the ECU issues a command to increase the current of the shock absorber, it can also increase the damping force of the linear motor in the opposite direction, thereby mitigating the impact and vibration of the road surface.

[0054] In one possible implementation, when the method provided in this application embodiment is applied to a magnetorheological damper in an electromagnetic damper, the current in the electromagnetic coil of the magnetorheological damper increases, which changes the magnetic field in the electromagnetic coil. This causes the ferri-iron compound particles flowing through the electromagnetic coil to align in a direction perpendicular to the piston movement, thereby hindering the flow of magnetic fluid in the piston microchannel and increasing the damping force of the magnetorheological damper.

[0055] In another possible implementation, when the method provided in this application embodiment is applied to an electromagnetic damper with a solenoid valve, such as a hydraulic damper, when the current increases, the opening of the solenoid valve is reduced, that is, the flow path of the damping oil inside the solenoid valve is reduced, thereby increasing the damping force of the electromagnetic damper.

[0056] It is understandable that when the current of the electromagnetic vibration damper increases, the damping force of the electromagnetic vibration damper will also increase with the increase of the current. For example, if the current of the electromagnetic vibration damper increases to a certain specific current value, its damping force will also increase to a specific damping force corresponding to that current value.

[0057] This application provides a method for protecting the tensile limit position. When a vehicle enters a preset tensile limit position protection mode, the vehicle speed is acquired. Based on the vehicle speed, the current of the shock absorber in the vehicle is increased. Based on the increased current, the damping force generated by the shock absorber is increased to protect the tensile limit position of the shock absorber. This method, by acquiring the vehicle speed of the shock absorber and increasing the current of the shock absorber at different speeds, thereby increasing the damping of the shock absorber at different speeds, can achieve better buffering effect. Increasing the damping of the shock absorber allows it to provide better support when the vehicle tilts, and also achieves protection of the shock absorber's tensile limit position. When facing large impacts, increasing the damping of the shock absorber can also better avoid abnormal noise at the tensile limit position of the shock absorber, while reducing hard contact of the buffer device in the shock absorber, thus reducing the impact on the durability of the shock absorber and improving the user experience and driving quality.

[0058] Figure 2 This is a flowchart of one implementation of S102 provided in the embodiments of this application. S102 may specifically include... Figure 2 S201, S202, and S203.

[0059] S201, select the current change curve corresponding to the vehicle speed value.

[0060] It should be understood that the above current change curve is the relationship curve between the current of the vibration damper and the displacement of the vibration damper. Within a preset range, the displacement is positively correlated with the current.

[0061] It is understandable that, such as Figure 3 As shown, the preset range can be the range before the current increases to 1.5A. Figure 3 Before the current increases to 1.5A, the displacement is positively correlated with the current.

[0062] For example, such as Figure 3 As shown, current variation curve 1 corresponds to a vehicle speed of 60 km / h, curve 2 to 30 km / h, and curve 3 to 10 km / h. Curve 1 is selected for a vehicle speed of 60 km / h; curve 2 for 30 km / h; and curve 3 for 10 km / h. Before the current increases to 1.5A, displacement and current are always positively correlated; that is, as displacement increases, so does the current.

[0063] It is understood that, in addition to the current change curves corresponding to the vehicle speed values ​​mentioned above, this application embodiment may also have more different current change curves corresponding to different vehicle speed values. It should be understood that the various different current change curves corresponding to the aforementioned different vehicle speed values ​​have already been matched during suspension calibration, that is, the correspondence between vehicle speed values ​​and current change curves is stored in the vehicle's ECU.

[0064] S202, obtain the current displacement of the vibration damper.

[0065] Understandably, the displacement of the shock absorber is usually obtained through a displacement sensor. After the displacement sensor obtains the current displacement of the shock absorber, it can send the current displacement to the ECU so that the ECU can obtain the current displacement of the shock absorber.

[0066] S203: Based on the selected current change curve, obtain the current corresponding to the current displacement, and use the current corresponding to the current displacement as the increased current.

[0067] For example, such as Figure 3 As shown, when the current is less than 1.5A, displacement and current are positively correlated. When the vehicle speed is 60km / h, if the current displacement is detected as L+5mm, the current value corresponding to the current displacement is obtained as 1.3A, and the current of the vehicle shock absorber is increased to 1.3A; if the current displacement is detected as L+6mm, the current value corresponding to the current displacement is obtained as 1.5A, and the current of the vehicle shock absorber is increased to 1.5A.

[0068] The above method, by judging the vehicle speed and matching different current change curves according to different vehicle speeds, can quickly increase the current of the shock absorber when the vehicle is traveling at high speed and the displacement changes rapidly. It can also quickly adjust the damping capacity of the shock absorber to better improve the user experience and enhance the driving quality.

[0069] Figure 4 This is a flowchart illustrating one implementation of S103 provided in the embodiments of this application. When the method provided in the embodiments of this application is applied to a common shock absorber, S103 may specifically include... Figure 4 S401, S402, and S403.

[0070] S401, based on the current change curve, obtain the current increase rate.

[0071] It is understandable that different current change curves correspond to different rates of current increase.

[0072] In one possible implementation, the higher the vehicle speed, the faster the current increases in the current change curve, and the smaller the displacement of the damper when the current of the damper increases to a preset current threshold.

[0073] For example, such as Figure 3 As shown, different speed values ​​correspond to different current change curves, and the rate of current increase varies in different current change curves. If the preset current threshold is 1.5A, the current of the shock absorber will not increase further after reaching 1.5A. For example, when the vehicle speed is 60km / h, the displacement of the shock absorber is relatively small when the current increases to the preset current threshold of 1.5A, approximately L+6mm; when the vehicle speed is 30km / h, the displacement of the shock absorber is slightly larger when the current increases to the preset current threshold of 1.5A, approximately L+7mm; and when the vehicle speed is 10km / h, the displacement of the shock absorber is relatively large when the current increases to the preset current threshold of 1.5A, approximately L+8mm.

[0074] S402, determine the rate of increase of damping force based on the rate of increase of current.

[0075] It is understandable that current and damping force are positively correlated; that is, the larger the current, the larger the damping force, and the faster the current increases, the faster the damping force increases. A pre-set correspondence between the rate of increase of current and the rate of increase of damping force can be established, and by combining this correspondence, the rate of increase of damping force corresponding to the current rate of increase can be obtained.

[0076] S403, based on the rate of increase of damping force, increases the damping force generated by the shock absorber.

[0077] In one possible implementation, the current of the damper is increased to a preset current threshold, and the damping force generated by the damper is increased to a preset damping force threshold.

[0078] It is understandable that the above-mentioned preset current threshold is obtained based on the preset damping force threshold, which is obtained by vehicle calibration. The maximum current value corresponds to the maximum damping force, and the damping force is usually determined by the vehicle's performance.

[0079] The above method determines the rate of increase of damping force based on the rate of increase of current. When the rate of increase of current is relatively fast, the damping force of the shock absorber can reach its maximum value as soon as possible, thereby improving the buffering effect.

[0080] Figure 5 This is a schematic flowchart illustrating another method for protecting the tensile limit position provided in the embodiments of this application.

[0081] For example, such as Figure 5 As shown, method 500 is in Figure 1 The steps that occur before S101. Method 500 includes:

[0082] S501, obtain the current displacement of the vibration damper.

[0083] For example, the ECU obtains the displacement signal of the shock absorber through a displacement sensor, that is, the current displacement of the shock absorber.

[0084] S502, determine whether the current displacement is greater than or equal to the preset displacement.

[0085] The preset displacement can be set according to actual needs.

[0086] For example, the preset displacement is the amount of displacement change of the damper from its initial position to its tensile limit position.

[0087] It is understandable that the above initial position is the position of the shock absorber when the vehicle is unloaded; the above tensile limit position is the position where the shock absorber makes hard contact, at which point the shock absorber's downward travel reaches its maximum.

[0088] For example, if the initial position of the damper is taken as zero point, and the tensile limit position is the position where the damper jumps from zero point to -10mm, then the preset displacement is the displacement change from the initial position to -10mm.

[0089] For example, the displacement sensor determines whether the displacement signal has reached the preset displacement. If the displacement of the shock absorber is greater than or equal to the preset displacement, then S503 is executed; if the displacement of the shock absorber is less than the preset displacement, then S505 is executed.

[0090] S503, confirms that the vehicle has entered the tensile limit position protection mode.

[0091] For example, such as Figure 3 As shown, assuming the preset displacement is L, when the displacement of the damper reaches L, it enters the tensile limit position protection mode. When the displacement of the damper reaches L+10, it means that the damper returns to the above limit position, thus completing the protection of the damper's tensile limit position.

[0092] S504, confirm that the vehicle does not enter the tensile limit position protection mode.

[0093] The above method, by acquiring the displacement signal of the shock absorber and determining whether it has entered the tensile limit position protection mode, can more realistically and directly reflect the current road conditions and various driving conditions, enabling the shock absorber to react more quickly and achieve a buffering effect in a timely manner.

[0094] Figure 6 This is a schematic diagram of the structure of a protective device for the tensile limit position provided in an embodiment of this application.

[0095] For example, such as Figure 6 As shown, the device 600 includes:

[0096] Acquisition module 601: used to acquire the vehicle speed value after determining that the vehicle has entered the preset tensile limit position protection mode.

[0097] Processing module 602: Used to increase the current of the shock absorbers in the vehicle according to the vehicle speed value.

[0098] Protection module 603: Used to increase the damping force generated by the vibration damper according to the increased current, so as to protect the tensile limit position of the vibration damper.

[0099] In one possible implementation, the processing module 602 is specifically used to: select a current change curve corresponding to the vehicle speed value; wherein the current change curve is a relationship curve between the current of the shock absorber and the displacement of the shock absorber, and the displacement is positively correlated with the current within a preset range; obtain the current displacement of the shock absorber; obtain the current corresponding to the current displacement according to the selected current change curve, and use the current corresponding to the current displacement as the increased current.

[0100] In one possible implementation, the protection module 603 is specifically used to: obtain the current increase rate based on the current change curve; determine the damping force increase rate based on the current increase rate; and increase the damping force generated by the damper based on the damping force increase rate.

[0101] In one possible implementation, the higher the vehicle speed, the faster the current increases in the current change curve, and the smaller the displacement of the damper when the current of the damper increases to a preset current threshold.

[0102] Optionally, before acquiring the vehicle speed value after determining that the vehicle has entered the preset limit position protection mode, the device further includes: a determination module, used to acquire the displacement of the shock absorber; when the displacement of the shock absorber is greater than or equal to a preset displacement, determining that the vehicle has entered the preset limit position protection mode; when the displacement of the shock absorber is less than the preset displacement, determining that the vehicle has not entered the limit position protection mode.

[0103] In one possible implementation, the preset displacement is the amount of displacement change of the damper from its initial position to its tensile limit position.

[0104] In one possible implementation, the current of the damper is increased to a preset current threshold, and the damping force generated by the damper is increased to a preset damping force threshold.

[0105] Figure 7 This is a schematic diagram of the structure of a vehicle provided in an embodiment of this application.

[0106] For example, such as Figure 7As shown, the vehicle 700 includes a memory 701 and a processor 702. The memory 701 stores executable program code 7011, and the processor 702 is used to call and execute the executable program code 7011 to perform a method for protecting a tensile limit position.

[0107] This embodiment can divide the vehicle into functional modules according to the above method example. For example, each function can be assigned to a separate module, or two or more functions can be integrated into one processing module. The integrated module can be implemented in hardware. It should be noted that the module division in this embodiment is illustrative and only represents one logical functional division. In actual implementation, there may be other division methods.

[0108] When each functional module is divided according to its corresponding function, the vehicle may include: an acquisition module, a processing module, a protection module, etc. It should be noted that all relevant content of each step involved in the above method embodiments can be referenced from the functional description of the corresponding functional module, and will not be repeated here.

[0109] The vehicle provided in this embodiment is used to perform the above-described method for protecting the tensile limit position, and thus can achieve the same effect as the above-described implementation method.

[0110] When using integrated units, the vehicle may include a processing module and a storage module. The processing module is used to control and manage the vehicle's actions. The storage module supports the vehicle in executing program code and data.

[0111] The processing module may be a processor or a controller, which can implement or execute various exemplary logic blocks, modules, and circuits as disclosed in this application. The processor may also be a combination of computing functions, such as a combination of one or more microprocessors, a combination of digital signal processing (DSP) and microprocessors, etc., and the storage module may be a memory.

[0112] This embodiment also provides a computer-readable storage medium storing computer program code. When the computer program code is run on a computer, the computer executes the above-described related method steps to implement a method for protecting the tensile limit position as described in the above embodiment.

[0113] This embodiment also provides a computer program product that, when run on a computer, causes the computer to perform the aforementioned related steps to achieve a method for protecting the tensile limit position as described in the above embodiment.

[0114] In addition, the electronic device provided in the embodiments of this application may specifically be a chip, component or module. The electronic device may include a connected processor and a memory. The memory is used to store instructions. When the electronic device is running, the processor may call and execute the instructions to make the chip perform a method for protecting the tensile limit position in the above embodiments.

[0115] In this embodiment, the vehicle, computer-readable storage medium, computer program product, or chip are all used to execute the corresponding methods provided above. Therefore, the beneficial effects that can be achieved can be referred to the beneficial effects of the corresponding methods provided above, and will not be repeated here.

[0116] Through the above description of the embodiments, those skilled in the art will 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.

[0117] In the 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 device, or some features may be ignored or not executed. Furthermore, the coupling or direct coupling or communication connection shown or discussed may be through some interfaces; the indirect coupling or communication connection between devices or units may be electrical, mechanical, or other forms.

[0118] The above description is merely a specific embodiment of this application, but the scope of protection of this application is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the scope of the technology 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 protecting the tensile limit position, characterized in that, The method includes: The current displacement of the shock absorber in the vehicle is obtained. When the current displacement is greater than or equal to a preset displacement, the vehicle is determined to enter a preset tensile limit position protection mode. Once it is determined that the vehicle has entered the tensile limit position protection mode, the vehicle speed value is obtained. Increase the current of the shock absorber according to the vehicle speed value; Based on the increased current, the damping force generated by the vibration damper is increased to protect the tensile limit position of the vibration damper; The step of increasing the current of the shock absorber according to the vehicle speed value includes: From different current change curves, the current change curve corresponding to the vehicle speed value is selected; wherein, the current change curve is the relationship curve between the current of the shock absorber and the displacement of the shock absorber. Different current change curves correspond to different current increase rates. The larger the vehicle speed value, the larger the current increase rate corresponding to the current change curve. When the current of the shock absorber increases to a preset current threshold, the displacement of the shock absorber is smaller. Within a preset range, the displacement is positively correlated with the current. Different vehicle speed values ​​correspond to different current change curves. Based on the selected current change curve, the current corresponding to the current displacement is obtained, and the current corresponding to the current displacement is used as the increased current.

2. The method according to claim 1, characterized in that, The step of increasing the damping force generated by the vibration damper based on the increased current includes: Based on the current change curve, the rate of current increase is obtained; The rate of increase of the damping force is determined based on the rate of increase of the current. The damping force generated by the shock absorber is increased according to the rate of increase of the damping force.

3. The method according to claim 1, characterized in that, Before acquiring the vehicle speed value after determining that the vehicle has entered a preset tensile limit position protection mode, the method further includes: When the current displacement is less than the preset displacement, it is determined that the vehicle will not enter the tensile limit position protection mode.

4. The method according to claim 3, characterized in that, The preset displacement is the amount of displacement change of the damper from its initial position to its tensile limit position.

5. The method according to claim 1, characterized in that, The current of the vibration damper increases to a maximum of a preset current threshold, and the damping force generated by the vibration damper increases to a maximum of a preset damping force threshold.

6. A protective device for tensile limit positions, characterized in that, The device includes: The determination module is used to obtain the current displacement of the shock absorber in the vehicle. When the current displacement is greater than or equal to a preset displacement, it determines that the vehicle enters a preset tensile limit position protection mode. The acquisition module acquires the vehicle speed value after determining that the vehicle has entered the tensile limit position protection mode. The processing module is used to increase the current of the shock absorber according to the vehicle speed value; The protection module is used to increase the damping force generated by the vibration damper according to the increased current, so as to protect the tensile limit position of the vibration damper; The processing module is specifically used to select a current change curve corresponding to the vehicle speed value from different current change curves; wherein, the current change curve is the relationship curve between the current of the shock absorber and the displacement of the shock absorber, different current change curves correspond to different current increase rates, the larger the vehicle speed value, the larger the current increase rate corresponding to the current change curve, the smaller the displacement of the shock absorber when the current of the shock absorber increases to a preset current threshold, the displacement and the current are positively correlated within a preset range, and different vehicle speed values ​​correspond to different current change curves; according to the selected current change curve, the current corresponding to the current displacement is obtained, and the current corresponding to the current displacement is used as the increased current.

7. A vehicle, characterized in that, The vehicles include: Memory, used to store executable program code; A processor for calling and running the executable program code from the memory, causing the vehicle to perform the method as described in any one of claims 1 to 5.

8. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores a computer program that, when executed, implements the method as described in any one of claims 1 to 5.

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