Shock absorber control methods and devices, vehicles and storage media

Abstract

This application provides a shock absorber control method and device, a vehicle, and a storage medium, belonging to the field of vehicle control technology. The method includes: acquiring current vehicle operating data; identifying the vehicle's operating mode based on the current operating data to obtain the current vehicle operating mode; if the current vehicle operating mode is a launch start mode, acquiring the current damping coefficient of the front axle shock absorber to obtain the current front axle damping coefficient; searching for a target front axle current from a preset front axle current mapping table based on the current front axle damping coefficient, wherein the damping coefficient of the target front axle current is less than the current front axle damping coefficient; and outputting the target front axle current to the front axle shock absorber. This reduces the damping coefficient of the front axle shock absorber when the vehicle is in a launch start state, thereby increasing the friction between the tires and the ground. It solves the problem that during a launch start, the vehicle will "lift its head," leading to increased tire slippage and affecting the vehicle's directional stability.

Description

Technical Field

[0001] This invention relates to the field of vehicle control technology, and in particular to a shock absorber control method and device, a vehicle, and a storage medium. Background Technology

[0002] Launch control is an acceleration method that allows a vehicle to quickly leave the starting point with extremely high acceleration. It can be used in scenarios where rapid acceleration is required in a short period of time. Launch control is achieved by simultaneously pressing the accelerator and brake pedals from a standstill or at a low speed, and then releasing the brake pedal. During launch control, the vehicle experiences a "lift-up" motion, which causes the front wheels to rise, reducing the support force of the ground on the front wheels and thus reducing the friction between the tires and the ground. This can lead to increased tire slippage and affect the vehicle's directional stability. Therefore, how to increase tire-ground friction during launch control has become a pressing technical problem to be solved. Summary of the Invention

[0003] The main objective of this application is to provide a shock absorber control method and device, vehicle and storage medium, with the aim of enhancing the friction between the tires and the ground during launch start-up.

[0004] To achieve the above objectives, one aspect of this application proposes a shock absorber control method applied to a vehicle, the vehicle including a front axle shock absorber, the method comprising:

[0005] Obtain the current operating data of the vehicle to obtain the current vehicle operating data;

[0006] Based on the current vehicle operation data, the vehicle operation mode is identified to obtain the current vehicle operation mode;

[0007] If the current vehicle operating mode is launch start mode, then obtain the current damping coefficient of the front axle damper to get the current front axle damping coefficient;

[0008] The target front axle current is found from a preset front axle current mapping table based on the current front axle damping coefficient; wherein the damping coefficient of the target front axle current is less than the current front axle damping coefficient.

[0009] The target front axle current is output to the front axle damper; wherein the target front axle current is used to reduce the softness of the front axle damper.

[0010] In some embodiments, the current vehicle operating data includes current vehicle signals, and the step of identifying the vehicle's operating mode based on the current vehicle operating data to obtain the current vehicle operating mode includes:

[0011] The current vehicle signal is identified to obtain signal identification information;

[0012] The current vehicle operating mode is determined based on the signal identification information; wherein, if the signal identification information indicates that the current vehicle signal is a launch start signal, then the current vehicle operating mode is the launch start mode.

[0013] In some embodiments, the current vehicle operating data further includes the current vehicle speed, the current accelerator pedal opening, and the current brake pedal opening. The step of identifying the vehicle's operating mode based on the current vehicle operating data to obtain the current vehicle operating mode includes:

[0014] The current vehicle speed is compared with a preset vehicle speed threshold to obtain first comparison information;

[0015] The current accelerator pedal opening is compared with a preset acceleration opening threshold to obtain second comparison information;

[0016] The current brake pedal opening is compared with a preset brake opening threshold to obtain third comparison information;

[0017] The current vehicle operating mode is determined based on the first comparison information, the second comparison information, and the third comparison information; wherein, if the first comparison information indicates that the current vehicle speed is less than the vehicle speed threshold, the second comparison information indicates that the current accelerator pedal opening is greater than the acceleration opening threshold, and the third comparison information indicates that the current brake pedal opening is greater than the brake opening threshold, then the current vehicle operating mode is the launch start mode.

[0018] In some embodiments, finding the target front axle current from a preset front axle current mapping table based on the current front axle damping coefficient includes:

[0019] Obtain the candidate front axle damping coefficient and candidate front axle current from the front axle current mapping table; wherein, each candidate front axle damping coefficient corresponds to one candidate front axle current;

[0020] A target front axle damping coefficient is selected from the candidate front axle damping coefficients based on the current front axle damping coefficient; wherein the target front axle damping coefficient is less than the current front axle damping coefficient;

[0021] The target front axle current is selected from the candidate front axle currents based on the target front axle damping coefficient.

[0022] In some embodiments, the vehicle further includes a rear axle damper. If the current vehicle operating mode is a launch control mode, the method further includes obtaining the current damping coefficient of the front axle damper. After obtaining the current front axle damping coefficient, the method further includes:

[0023] Obtain the current damping coefficient of the rear axle damper to get the current rear axle damping coefficient;

[0024] The target rear axle current is found from a preset rear axle current mapping table based on the current rear axle damping coefficient; wherein the damping coefficient of the target rear axle current is greater than the current rear axle damping coefficient.

[0025] The target rear axle current is output to the rear axle damper; wherein the target rear axle current is used to increase the stiffness of the rear axle damper.

[0026] In some embodiments, finding the target rear axle current from a preset rear axle current mapping table based on the current rear axle damping coefficient includes:

[0027] Obtain the candidate rear axle damping coefficient and candidate rear axle current from the rear axle current mapping table; wherein, each candidate rear axle damping coefficient corresponds to one candidate rear axle current;

[0028] A target rear axle damping coefficient is selected from the candidate rear axle damping coefficients based on the current rear axle damping coefficient; wherein the target rear axle damping coefficient is less than the current rear axle damping coefficient;

[0029] The target rear axle current is selected from the candidate rear axle currents based on the target rear axle damping coefficient.

[0030] In some embodiments, after outputting the target rear axle current to the rear axle damper, the method further includes:

[0031] The vehicle's acceleration is obtained to arrive at the target acceleration;

[0032] When the target acceleration is less than a preset acceleration threshold, the current front axle current is found from the front axle current mapping table based on the current front axle damping coefficient, and the current rear axle current is found from the rear axle current mapping table based on the current rear axle damping coefficient; wherein, the damping coefficient corresponding to the current front axle current is the same as the current front axle damping coefficient, and the damping coefficient corresponding to the current rear axle current is the same as the current rear axle damping coefficient;

[0033] The current front axle current is output to the front axle damper, and the current rear axle current is output to the rear axle damper.

[0034] To achieve the above objectives, a second aspect of this application provides a shock absorber control device applied to a vehicle, the vehicle including a front axle shock absorber, the device comprising:

[0035] The first acquisition module is used to acquire the current operating data of the vehicle and obtain the current vehicle operating data.

[0036] The identification module is used to identify the operating mode of the vehicle based on the current vehicle operating data to obtain the current vehicle operating mode.

[0037] If the current vehicle operating mode is launch start mode, the second acquisition module is used to acquire the current damping coefficient of the front axle damper to obtain the current front axle damping coefficient.

[0038] The lookup module is used to find the target front axle current from a preset front axle current mapping table based on the current front axle damping coefficient; wherein the damping coefficient of the target front axle current is less than the current front axle damping coefficient;

[0039] An output module is used to output the target front axle current to the front axle damper; wherein the target front axle current is used to reduce the softness of the front axle damper.

[0040] To achieve the above objectives, a third aspect of this application provides a vehicle including a memory and a processor, wherein the memory stores a computer program, and the processor executes the computer program to implement the method described in the first aspect.

[0041] To achieve the above objectives, a fourth aspect of the present application provides a computer-readable storage medium storing a computer program that, when executed by a processor, implements the method described in the first aspect.

[0042] The shock absorber control method, device, vehicle, and storage medium proposed in this application obtain current vehicle operating data by acquiring the vehicle's current operating data. Based on this data, the vehicle's operating mode is identified to determine the current operating mode. If the current operating mode is launch control, the current damping coefficient of the front axle shock absorber is obtained. A target front axle current is then retrieved from a preset front axle current mapping table based on this current damping coefficient. The target front axle current, with a damping coefficient lower than the current damping coefficient, is output to the front axle shock absorber. This reduces the damping coefficient of the front axle shock absorber during launch control, thereby increasing tire-to-ground friction. It addresses the problem of vehicle "nose-up" during launch control, which leads to increased tire slippage and affects vehicle directional stability. Attached Figure Description

[0043] Figure 1 This is a schematic diagram of the force analysis of vehicle elastic start-up provided in the embodiments of this application;

[0044] Figure 2 This is an optional flowchart of the vibration damper control method provided in the embodiments of this application;

[0045] Figure 3 yes Figure 2 The first flowchart of step S202 in the process;

[0046] Figure 4 yes Figure 2 The second flowchart for step S202 in the process;

[0047] Figure 5 yes Figure 2 The flowchart of step S204 in the process;

[0048] Figure 6 This is a flowchart of the vibration damper control method provided in the second embodiment of this application;

[0049] Figure 7 yes Figure 6 The flowchart of step S602 in the document;

[0050] Figure 8 This is a flowchart of the vibration damper control method provided in the third embodiment of this application;

[0051] Figure 9 This is a schematic diagram of the structure of the vibration damper control device provided in the embodiments of this application;

[0052] Figure 10 This is a schematic diagram of the hardware structure of the vehicle provided in the embodiments of this application. Detailed Implementation

[0053] To make the objectives, technical solutions, and advantages of this application clearer, the following detailed description is provided in conjunction with the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative and not intended to limit the scope of this application.

[0054] It should be noted that although functional modules are divided in the device schematic diagram and a logical order is shown in the flowchart, in some cases, the steps shown or described may be performed in a different order than the module division in the device or the order in the flowchart. The terms "first," "second," etc., in the specification, claims, and the aforementioned drawings are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence.

[0055] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this application belongs. The terminology used herein is for the purpose of describing embodiments of this application only and is not intended to limit this application.

[0056] Shock absorbers are devices used to reduce vibrations in a vehicle's suspension system during driving. They include front axle shock absorbers and rear axle shock absorbers. Front axle shock absorbers are located in the front wheel suspension system, and rear axle shock absorbers are located in the rear wheel suspension system. The damping coefficient of a shock absorber refers to the magnitude of its resistance to vehicle vibrations; the magnitude of the damping coefficient determines the shock absorber's damping effect on the vehicle's suspension system. When the damping coefficient is higher, the shock absorber becomes "stiff," reducing bumps and vibrations and improving vehicle stability. When the damping coefficient is lower, the shock absorber becomes "softer," improving vehicle comfort. Adjusting the damping coefficient according to different road conditions can provide a better driving experience.

[0057] When a vehicle launches from a standstill, it will "lift its head" motion. This motion causes the front wheels to rise, reducing the support force of the ground on the front wheels, thereby reducing the friction between the tires and the ground, leading to increased tire slippage and affecting the vehicle's directional stability.

[0058] Based on this, embodiments of this application provide a shock absorber control method and device, vehicle and storage medium, which aims to identify when the vehicle is in launch start mode, adjust the damping coefficient of the front axle shock absorber so that the adjusted damping coefficient is less than the current front axle damping coefficient, that is, the front axle shock absorber becomes softer, thereby increasing the ground support force on the front wheels and increasing the friction between the tire and the ground.

[0059] The following explains how reducing the front axle damping coefficient (i.e., softening the front axle damper) increases the ground support force on the front wheels, and how increasing the rear axle damping coefficient (i.e., stiffening the rear axle damper) increases the ground support force on the rear wheels.

[0060] Please refer to Figure 1 At the moment of launch, the driving force F of the front wheels t Greater than the rolling resistance F of the rear wheel f The vehicle is subjected to a clockwise torque M around its center of mass. C Torque M C The calculation method is shown in the following formula (1):

[0061] M C =(F t -F f )×C,(1)

[0062] Among them, F t F represents the driving force of the front wheels. fThe value C represents the rolling resistance of the rear wheel, and C represents the height of the center of gravity.

[0063] Since the torques are balanced, the following formula (2) can be obtained:

[0064] (F t -F f )×C+F Fdamp2 ×aF Rdamp2 ×b=0,(2)

[0065] Among them, F Fdamp2 F represents the support force of the front axle suspension on the vehicle body during launch control. Rdamp2 This indicates the support force of the rear axle suspension on the vehicle body during launch control. 'a' represents the distance from the center of gravity to the front axle, and 'b' represents the distance from the center of gravity to the rear axle.

[0066] Before and during launch control, the forces exerted by the suspension on the vehicle body are related by the following formula (3):

[0067]

[0068] Among them, F Fdamp1 F represents the support force of the front axle suspension on the vehicle body before launch control. Rdamp1 This represents the support force of the rear axle suspension on the vehicle body before launch control. As can be seen from formula (3), during launch control, the support force of the front axle suspension on the vehicle body decreases, while the support force of the rear axle suspension on the vehicle body increases.

[0069] According to the principle of virtual displacement, the force equations of the front and rear wheels at the moment of launch can be obtained, as shown in the following formula (4):

[0070]

[0071] Among them, F F F represents the supporting force of the ground on the front wheels. R The m represents the supporting force of the ground on the rear wheel. FW The unsprung mass of the front wheel is represented by m. RW C represents the unsprung mass of the rear wheel, g represents the acceleration due to gravity, and C represents the acceleration due to gravity. F C represents the damping coefficient of the front axle shock absorber. R This indicates the damping coefficient of the rear axle damper. Indicates the speed of the spring movement on the front axle. This indicates the speed of movement on the rear axle spring.

[0072] The driving force F of the front wheel t It is obtained from the following formula (5):

[0073]

[0074] Among them, F nLet μ represent the pressure between the front wheel and the ground, and let μ represent the coefficient of friction between the tire and the ground. From formulas (4) and (5), we can see that the damping coefficient C of the front axle shock absorber is... F When the force decreases, the supporting force F of the ground on the front wheel F If the force increases, the driving force F of the front wheels will increase. t The friction between the front wheels and the ground increases, thus increasing the friction. Similarly, the damping coefficient C of the rear axle shock absorber... R When the load increases, the supporting force F of the ground on the rear wheel... R The friction between the rear wheels and the ground increases.

[0075] The shock absorber control method, device, vehicle, and storage medium provided in this application are specifically described through the following embodiments. First, the shock absorber control method in this application embodiment is described.

[0076] The embodiments of this application can acquire and process relevant data based on artificial intelligence technology. Artificial intelligence (AI) refers to the theories, methods, technologies, and application systems that use digital computers or machines controlled by digital computers to simulate, extend, and expand human intelligence, perceive the environment, acquire knowledge, and use that knowledge to obtain optimal results.

[0077] Foundational technologies for artificial intelligence generally include sensors, dedicated AI chips, cloud computing, distributed storage, big data processing, operating / interactive systems, and mechatronics. AI software technologies mainly encompass computer vision, robotics, biometrics, speech processing, natural language processing, and machine learning / deep learning.

[0078] The vibration damper control method provided in this application can be applied to terminal devices, server-side devices, or software running on either terminal device or server-side device. In some embodiments, the terminal device can be a smartphone, tablet computer, laptop computer, desktop computer, etc.; the server-side device can be configured as an independent physical server, a server cluster or distributed system composed of multiple physical servers, or a cloud server providing basic cloud computing services such as cloud services, cloud databases, cloud computing, cloud functions, cloud storage, network services, cloud communication, middleware services, domain name services, security services, CDN, and big data and artificial intelligence platforms; the software can be an application that implements the vibration damper control method, etc., but is not limited to the above forms.

[0079] This application can be used in a wide variety of general-purpose or special-purpose computer system environments or configurations. Examples include: personal computers, server computers, handheld or portable devices, tablet devices, multiprocessor systems, microprocessor-based systems, network PCs, minicomputers, mainframe computers, and distributed computing environments including any of the above systems or devices. This application can be described in the general context of computer-executable instructions executed by a computer, such as program modules. Generally, program modules include routines, programs, objects, components, data structures, etc., that perform specific tasks or implement specific abstract data types. This application can also be practiced in distributed computing environments where tasks are performed by remote processing devices connected via a communication network. In distributed computing environments, program modules can reside in local and remote computer storage media, including storage devices.

[0080] Please refer to Figure 2 , Figure 2 This is an optional flowchart of the shock absorber control method provided in the embodiments of this application. The shock absorber control method is applied to a vehicle, which includes a front axle shock absorber. Figure 2 The method may include, but is not limited to, steps S201 to S205.

[0081] Step S201: Obtain the current vehicle operating data;

[0082] Step S202: Based on the current vehicle operation data, identify the vehicle's operating mode to obtain the current vehicle operating mode;

[0083] Step S203: If the current vehicle operating mode is launch start mode, then obtain the current damping coefficient of the front axle damper and get the current front axle damping coefficient.

[0084] Step S204: Find the target front axle current from the preset front axle current mapping table according to the current front axle damping coefficient; wherein the damping coefficient of the target front axle current is less than the current front axle damping coefficient.

[0085] Step S205: Output the target front axle current to the front axle damper; wherein, the target front axle current is used to reduce the softness of the front axle damper.

[0086] In step S201 of some embodiments, in order to determine whether the vehicle is in a vehicle operating mode, it is necessary to first obtain the current vehicle operating data. The current vehicle operating data includes data that can characterize that the vehicle is in launch control mode.

[0087] In step S202 of some embodiments, the vehicle's operating mode can be identified from the current vehicle operating data to obtain the current vehicle operating mode. For example, if data indicating that the vehicle is in launch control mode is identified from the current vehicle operating data, it indicates that the current vehicle operating mode is launch control mode. If no data indicating that the vehicle is in launch control mode is identified from the current vehicle operating data, it indicates that the current vehicle operating mode is non-launch control mode. Non-launch control mode includes other vehicle operating modes besides launch control mode.

[0088] In step S203 of some embodiments, if the current vehicle operating mode is launch start mode, in order to increase the friction between the front wheels and the ground, it is necessary to reduce the damping coefficient of the front axle damper. Therefore, it is necessary to obtain the current damping coefficient of the front axle damper to obtain the current front axle damping coefficient.

[0089] In step S204 of some embodiments, the front axle damper is an electronically controlled damper, and its damping coefficient can be changed by altering the current input to it. A front axle current mapping table stores the current corresponding to each front axle damping coefficient. The damping coefficient less than the current front axle damping coefficient is found in the front axle current mapping table; the current corresponding to this damping coefficient is the target front axle current.

[0090] In step S205 of some embodiments, if the damping coefficient corresponding to the target front axle current is less than the current front axle damping coefficient, the target front axle current is output to the front axle damper. This adjusts the damping coefficient of the front axle damper to match the damping coefficient corresponding to the target front axle current, reducing the damping coefficient of the front axle damper and thus reducing its softness. Consequently, the friction between the front wheel and the ground is increased.

[0091] Steps S201 to S205 of this embodiment involve acquiring the vehicle's current operating data. Based on this data, the vehicle's operating mode is identified to determine the current operating mode. If the current operating mode is launch control, the current damping coefficient of the front axle damper is acquired. The target front axle current is then retrieved from a preset front axle current mapping table, where the damping coefficient of the target front axle current is less than the current damping coefficient. This target front axle current is then output to the front axle damper. This reduces the damping coefficient of the front axle damper during launch control, thereby increasing tire-to-ground friction. It also addresses the problem of the vehicle "lifting up" during launch control, which causes increased tire slippage and affects vehicle directional stability.

[0092] Please see Figure 3In some embodiments, the current vehicle operation data includes the current vehicle signal, and step S202 includes, but is not limited to, steps S301 to S302:

[0093] Step S301: Perform signal recognition on the current vehicle signal to obtain signal recognition information;

[0094] Step S302: Determine the current vehicle operating mode based on the signal identification information; wherein, if the signal identification information indicates that the current vehicle signal is a launch start signal, then the current vehicle operating mode is the launch start mode.

[0095] In steps S301 to S302 of this embodiment, the current vehicle signal can be a signal generated by the user operating the vehicle. The current vehicle signal is identified to obtain signal identification information, and the signal type is determined based on this information. If the vehicle control system has a launch start signal, then when the current vehicle speed is less than a speed threshold, if the user simultaneously depresses the accelerator pedal and brake pedal to the corresponding opening degrees, a launch start signal will be generated. In this case, the signal identification information indicates that the current vehicle signal is a launch start signal. When a launch start signal is generated, the current vehicle operating mode is determined to be launch start mode.

[0096] Please see Figure 4 In some embodiments, the current vehicle operating data may also include the current vehicle speed, the current accelerator pedal opening, and the current brake pedal opening. Step S202 may also include, but is not limited to, steps S401 to S404:

[0097] Step S401: Compare the current vehicle speed with a preset vehicle speed threshold to obtain the first comparison information;

[0098] Step S402: Compare the current accelerator pedal opening with the preset acceleration opening threshold to obtain the second comparison information;

[0099] Step S403: Compare the current brake pedal opening with the preset brake opening threshold to obtain third comparison information;

[0100] Step S404: Determine the current vehicle operating mode based on the first comparison information, the second comparison information, and the third comparison information; wherein, if the first comparison information indicates that the current vehicle speed is less than the vehicle speed threshold, the second comparison information indicates that the current accelerator pedal opening is greater than the acceleration opening threshold, and the third comparison information indicates that the current brake pedal opening is greater than the brake opening threshold, then the current vehicle operating mode is the launch start mode.

[0101] In step S401 of some embodiments, when the vehicle control system does not have a launch start signal, it is necessary to determine whether the current vehicle operating mode is launch start mode through other means. When the current vehicle speed is less than the vehicle speed threshold, if the user simultaneously depresses the accelerator pedal and the brake pedal to a certain opening degree, the vehicle will launch. Therefore, the current vehicle operating mode can be determined by the current vehicle speed, the current accelerator pedal opening degree, and the current brake pedal opening degree. Specifically, the vehicle speed threshold can be obtained through actual vehicle calibration, generally 1 km / h. The current vehicle speed is compared with 1 km / h to obtain the first comparison information.

[0102] In steps S402 to S404 of some embodiments, when the first comparison information indicates that the current vehicle speed is less than 1 km / h, the current accelerator pedal opening is compared with an acceleration opening threshold, and the current brake pedal opening is compared with a braking opening threshold. If the current accelerator pedal opening is greater than the acceleration opening threshold and the current brake pedal opening is greater than the braking opening threshold, then the current vehicle operating mode is launch control mode. The acceleration opening threshold and braking opening threshold can be obtained through actual vehicle calibration.

[0103] In steps S401 to S404 of this embodiment, if it is determined that the current vehicle speed is less than the vehicle speed threshold, the current accelerator pedal opening is greater than the acceleration opening threshold, and the current brake pedal opening is greater than the braking opening threshold, then the current vehicle operating mode is determined to be launch start mode.

[0104] Please see Figure 5 In some embodiments, step S204 includes, but is not limited to, steps S501 to S503:

[0105] Step S501: Obtain the candidate front axle damping coefficient and candidate front axle current from the front axle current mapping table; wherein, each candidate front axle damping coefficient corresponds to a candidate front axle current.

[0106] Step S502: Select the target front axle damping coefficient from the candidate front axle damping coefficients based on the current front axle damping coefficient; wherein the target front axle damping coefficient is less than the current front axle damping coefficient;

[0107] Step S503: Select the target front axle current from the candidate front axle currents based on the target front axle damping coefficient.

[0108] In step S501 of some embodiments, the front axle current mapping table stores the current corresponding to each front axle damping coefficient, that is, there is a one-to-one correspondence between candidate front axle damping coefficients and candidate front axle currents. By obtaining each candidate front axle damping coefficient and its corresponding candidate front axle current from the front axle current mapping table, a damping coefficient smaller than the current front axle damping coefficient can be selected from the candidate front axle damping coefficients.

[0109] In step S502 of some embodiments, a damping coefficient smaller than the current front axle damping coefficient is selected from the candidate front axle damping coefficients as the target front axle damping coefficient. In one example, to further increase the tire's friction with the ground, the smallest damping coefficient can be selected from the candidate front axle damping coefficients as the target front axle damping coefficient.

[0110] In step S503 of some embodiments, the current corresponding to the target front axle damping coefficient is obtained from the candidate front axle current to obtain the target front axle current. It should be noted that when the target front axle damping coefficient is the minimum damping coefficient, outputting the target front axle current to the front axle damper can make the front axle damper in the softest state, further increasing the friction between the tire and the ground.

[0111] In this embodiment, steps S501 to S503 involve obtaining candidate front axle damping coefficients and candidate front axle currents from the front axle current mapping table. Damping coefficients smaller than the current front axle damping coefficient are selected as target front axle damping coefficients from the candidate front axle damping coefficients, thereby selecting the target front axle current from the candidate front axle currents based on the target front axle damping coefficient.

[0112] Please refer to Figure 6 In some embodiments, the vehicle also includes a rear axle shock absorber. After step S203, the shock absorber control method may also include, but is not limited to, steps S601 to S603:

[0113] Step S601: Obtain the current damping coefficient of the rear axle damper to get the current rear axle damping coefficient;

[0114] Step S602: Find the target rear axle current from the preset rear axle current mapping table according to the current rear axle damping coefficient; wherein the damping coefficient of the target rear axle current is greater than the current rear axle damping coefficient.

[0115] Step S603: Output the target rear axle current to the rear axle damper; wherein, the target rear axle current is used to increase the stiffness of the rear axle damper.

[0116] In step S601 of some embodiments, the friction between the tire and the ground can be increased not only by increasing the friction between the front wheels and the ground, but also by simultaneously increasing the friction between the rear wheels and the ground. As the above analysis shows, the friction between the rear wheels and the ground can be increased by increasing the damping coefficient of the rear axle damper. Therefore, the current damping coefficient of the rear axle damper is obtained, thus yielding the current rear axle damping coefficient.

[0117] In step S602 of some embodiments, the rear axle damper is an electronically controlled damper, and the damping coefficient of the rear axle damper is changed by altering the magnitude of the current input to it. A rear axle current mapping table stores the current corresponding to each rear axle damping coefficient. A damping coefficient greater than the current rear axle damping coefficient is found in the rear axle current mapping table; the current corresponding to this damping coefficient is the target rear axle current.

[0118] In step S603 of some embodiments, if the damping coefficient corresponding to the target rear axle current is greater than the current rear axle damping coefficient, the target rear axle current is output to the rear axle damper. This adjusts the damping coefficient of the rear axle damper to match the damping coefficient corresponding to the target rear axle current, increasing the damping coefficient of the rear axle damper and thus improving its stiffness. Consequently, the friction between the rear wheel and the ground is enhanced.

[0119] Steps S601 to S603 of this embodiment increase the friction between the front wheels and the ground by decreasing the damping coefficient of the front axle shock absorber and increasing the friction between the rear wheels and the ground, thereby further enhancing the friction between the tires and the ground. This further solves the problem that when a vehicle launches, it will "lift its head" during a launch, leading to increased tire slippage and affecting the vehicle's directional stability.

[0120] Please see Figure 7 In some embodiments, step S602 includes, but is not limited to, steps S701 to S703:

[0121] Step S701: Obtain the candidate rear axle damping coefficient and candidate rear axle current from the rear axle current mapping table; wherein, each candidate rear axle damping coefficient corresponds to a candidate rear axle current.

[0122] Step S702: Select the target rear axle damping coefficient from the candidate rear axle damping coefficients based on the current rear axle damping coefficient; wherein the target rear axle damping coefficient is less than the current rear axle damping coefficient.

[0123] Step S703: Select the target rear axle current from the candidate rear axle currents based on the target rear axle damping coefficient.

[0124] In step S701 of some embodiments, the rear axle current mapping table stores the current corresponding to each rear axle damping coefficient, that is, there is a one-to-one correspondence between candidate rear axle damping coefficients and candidate rear axle currents. By obtaining each candidate rear axle damping coefficient and its corresponding candidate rear axle current from the rear axle current mapping table, a damping coefficient greater than the current rear axle damping coefficient can be selected from the candidate rear axle damping coefficients.

[0125] In step S702 of some embodiments, a damping coefficient greater than the current rear axle damping coefficient is selected from the candidate rear axle damping coefficients as the target rear axle damping coefficient. In one example, to further increase the tire's friction with the ground, the largest damping coefficient can be selected from the candidate rear axle damping coefficients as the target rear axle damping coefficient.

[0126] In step S703 of some embodiments, the current corresponding to the target rear axle damping coefficient is obtained from the candidate rear axle current to obtain the target rear axle current. It should be noted that when the target rear axle damping coefficient is the maximum damping coefficient, outputting the target rear axle current to the rear axle damper can make the rear axle damper in the stiffest state, further increasing the friction between the tire and the ground.

[0127] In steps S701 to S703 of this embodiment, candidate rear axle damping coefficients and candidate rear axle currents are obtained from the rear axle current mapping table. Damping coefficients smaller than the current rear axle damping coefficient are selected as target rear axle damping coefficients from the candidate rear axle damping coefficients, thereby selecting the target rear axle current from the candidate rear axle currents based on the target rear axle damping coefficient.

[0128] Please see Figure 8 In some embodiments, after step S603, the damper control method may also include, but is not limited to, steps S801 to S803:

[0129] Step S801: Obtain the vehicle's acceleration and get the target acceleration;

[0130] Step S802: When the target acceleration is less than the preset acceleration threshold, the current front axle current is found from the front axle current mapping table according to the current front axle damping coefficient, and the current rear axle current is found from the rear axle current mapping table according to the current rear axle damping coefficient; wherein, the damping coefficient corresponding to the current front axle current is the same as the current front axle damping coefficient, and the damping coefficient corresponding to the current rear axle current is the same as the current rear axle damping coefficient.

[0131] Step S803: Output the current front axle current to the front axle damper and the current rear axle current to the rear axle damper.

[0132] In step S801 of some embodiments, when the vehicle is in launch control mode, the damping coefficient of the front axle damper is decreased, and the damping coefficient of the rear axle damper is increased. When the vehicle exits launch control mode, the control of the front and rear axle dampers also needs to be disengaged. Whether the vehicle has exited launch control mode can be determined by the vehicle's acceleration; therefore, the vehicle's acceleration is obtained to determine the target acceleration.

[0133] In step S802 of some embodiments, when the target acceleration is less than an acceleration threshold, it is determined that the vehicle exits the launch start mode. The control to exit the front and rear axle dampers involves adjusting the damping coefficients of the front and rear axle dampers to the damping coefficients before launch start. Since the damping coefficient of the front axle damper before launch start is the current front axle damping coefficient, the current front axle current corresponding to the current front axle damping coefficient is found from the front axle current mapping table. Similarly, since the damping coefficient of the rear axle damper before launch start is the current rear axle damping coefficient, the current rear axle current corresponding to the current rear axle damping coefficient is found from the rear axle current mapping table.

[0134] In step S803 of some embodiments, the damping coefficient corresponding to the current front axle current is the same as the current front axle damping coefficient. Therefore, when the current front axle current is output to the front axle damper, the damping coefficient of the front axle damper can be adjusted to the current front axle damping coefficient. The damping coefficient corresponding to the current rear axle current is the same as the current rear axle damping coefficient. Therefore, when the current rear axle current is output to the rear axle damper, the damping coefficient of the rear axle damper can be adjusted to the current rear axle damping coefficient.

[0135] In steps S801 to S803 of this embodiment, when it is determined that the vehicle has exited the launch start mode, the control of the front axle damper and the rear axle damper is disengaged, and the damping coefficients of the front axle damper and the rear axle damper are adjusted to the damping coefficients before launch start.

[0136] Please see Figure 9 This application also provides a shock absorber control device that can implement the above-described shock absorber control method. The device is applied to a vehicle, which includes a front axle shock absorber. The device includes:

[0137] The first acquisition module 901 is used to acquire the current operating data of the vehicle and obtain the current vehicle operating data.

[0138] The identification module 902 is used to identify the vehicle's operating mode based on the current vehicle operating data to obtain the current vehicle operating mode.

[0139] If the current vehicle operating mode is launch start mode, the second acquisition module 903 is used to acquire the current damping coefficient of the front axle damper and obtain the current front axle damping coefficient.

[0140] The lookup module 904 is used to find the target front axle current from a preset front axle current mapping table based on the current front axle damping coefficient; wherein the damping coefficient of the target front axle current is less than the current front axle damping coefficient.

[0141] Output module 905 is used to output the target front axle current to the front axle damper; wherein the target front axle current is used to reduce the softness of the front axle damper.

[0142] The specific implementation of the vibration damper control device is basically the same as the specific implementation of the vibration damper control method described above, and will not be repeated here.

[0143] This application also provides a vehicle, which includes a memory and a processor. The memory stores a computer program, and the processor executes the computer program to implement the above-described shock absorber control method.

[0144] Please see Figure 10 , Figure 10 The hardware structure of a vehicle according to another embodiment is illustrated. The vehicle includes:

[0145] The processor 1001 can be implemented using a general-purpose CPU (Central Processing Unit), microprocessor, application-specific integrated circuit (ASIC), or one or more integrated circuits, and is used to execute relevant programs to implement the technical solutions provided in the embodiments of this application.

[0146] The memory 1002 can be implemented as a read-only memory (ROM), static storage device, dynamic storage device, or random access memory (RAM). The memory 1002 can store the operating system and other application programs. When the technical solutions provided in the embodiments of this specification are implemented through software or firmware, the relevant program code is stored in the memory 1002 and is called and executed by the processor 1001 using the vibration damper control method of the embodiments of this application.

[0147] Input / output interface 1003 is used to implement information input and output;

[0148] The communication interface 1004 is used to enable communication and interaction between this device and other devices. Communication can be achieved through wired means (such as USB, network cable, etc.) or wireless means (such as mobile network, WIFI, Bluetooth, etc.).

[0149] Bus 1005 transmits information between various components of the device (e.g., processor 1001, memory 1002, input / output interface 1003, and communication interface 1004);

[0150] The processor 1001, memory 1002, input / output interface 1003 and communication interface 1004 are connected to each other within the device via bus 1005.

[0151] This application also provides a computer-readable storage medium storing a computer program that, when executed by a processor, implements the above-described vibration damper control method.

[0152] Memory, as a non-transitory computer-readable storage medium, can be used to store non-transitory software programs and non-transitory computer-executable programs. Furthermore, memory may include high-speed random access memory, and may also include non-transitory memory, such as at least one disk storage device, flash memory device, or other non-transitory solid-state storage device. In some embodiments, memory may optionally include memory remotely located relative to the processor, and these remote memories can be connected to the processor via a network. Examples of such networks include, but are not limited to, the Internet, intranets, local area networks, mobile communication networks, and combinations thereof.

[0153] The embodiments described in this application are for the purpose of more clearly illustrating the technical solutions of the embodiments of this application, and do not constitute a limitation on the technical solutions provided by the embodiments of this application. As those skilled in the art will know, with the evolution of technology and the emergence of new application scenarios, the technical solutions provided by the embodiments of this application are also applicable to similar technical problems.

[0154] Those skilled in the art will understand that the technical solutions shown in the figures do not constitute a limitation on the embodiments of this application, and may include more or fewer steps than shown, or combine certain steps, or different steps.

[0155] The device embodiments described above are merely illustrative. The units described as separate components may or may not be physically separate; that is, they may be located in one place or distributed across multiple network units. Some or all of the modules can be selected to achieve the purpose of this embodiment according to actual needs.

[0156] Those skilled in the art will understand that all or some of the steps in the methods disclosed above, as well as the functional modules / units in the systems and devices, can be implemented as software, firmware, hardware, or suitable combinations thereof.

[0157] The terms “first,” “second,” “third,” “fourth,” etc. (if present) in the specification 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. Furthermore, the terms “comprising” and “having,” and any variations thereof, are intended to cover non-exclusive inclusion; for example, a process, method, system, product, or apparatus that comprises a series of steps or units is not necessarily limited to those steps or units explicitly listed, but may include other steps or units not explicitly listed or inherent to such processes, methods, products, or apparatus.

[0158] It should be understood that in this application, "at least one (item)" means one or more, and "more than one" means two or more. "And / or" is used to describe the relationship between related objects, indicating that three relationships can exist. For example, "A and / or B" can represent three cases: only A exists, only B exists, and both A and B exist simultaneously, where A and B can be singular or plural. The character " / " generally indicates that the preceding and following related objects are in an "or" relationship. "At least one (item) of the following" or similar expressions refer to any combination of these items, including any combination of single or plural items. For example, at least one (item) of a, b, or c can represent: a, b, c, "a and b", "a and c", "b and c", or "a and b and c", where a, b, and c can be single or multiple.

[0159] 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 the units described above 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 system, or some features may be ignored or not executed. In addition, the mutual coupling or direct coupling or communication connection shown or discussed may be through some interfaces, and the indirect coupling or communication connection of the apparatus or units may be electrical, mechanical, or other forms.

[0160] The units described above as separate components may or may not be physically separate. The components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple network units. Some or all of the units can be selected to achieve the purpose of this embodiment according to actual needs.

[0161] 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.

[0162] 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 computer-readable storage medium. Based on this understanding, the technical solution of this application, in essence, or the part that contributes to the prior art, or all or part of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes multiple instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) 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 programs, such as USB flash drives, portable hard drives, read-only memory (ROM), random access memory (RAM), magnetic disks, or optical disks.

[0163] The preferred embodiments of the present application have been described above with reference to the accompanying drawings, but this does not limit the scope of the claims of the present application. Any modifications, equivalent substitutions, and improvements made by those skilled in the art without departing from the scope and substance of the embodiments of the present application shall be within the scope of the claims of the present application.

Claims

1. A vibration damper control method, characterized in that, Applied to a vehicle, the vehicle including a front axle shock absorber, the method includes: Obtain the current operating data of the vehicle to obtain the current vehicle operating data; Based on the current vehicle operation data, the vehicle operation mode is identified to obtain the current vehicle operation mode; If the current vehicle operating mode is launch start mode, then obtain the current damping coefficient of the front axle damper to get the current front axle damping coefficient; The target front axle current is found from a preset front axle current mapping table based on the current front axle damping coefficient; wherein the damping coefficient of the target front axle current is less than the current front axle damping coefficient. The target front axle current is output to the front axle damper; wherein, the target front axle current is used to reduce the softness of the front axle damper; The current vehicle operating data includes the current vehicle speed, current accelerator pedal opening, and current brake pedal opening. The step of identifying the vehicle's operating mode based on the current vehicle operating data to obtain the current vehicle operating mode includes: The current vehicle speed is compared with a preset vehicle speed threshold to obtain first comparison information; The current accelerator pedal opening is compared with a preset acceleration opening threshold to obtain second comparison information; The current brake pedal opening is compared with a preset brake opening threshold to obtain third comparison information; The current vehicle operating mode is determined based on the first comparison information, the second comparison information, and the third comparison information; wherein, if the first comparison information indicates that the current vehicle speed is less than the vehicle speed threshold, the second comparison information indicates that the current accelerator pedal opening is greater than the acceleration opening threshold, and the third comparison information indicates that the current brake pedal opening is greater than the brake opening threshold, then the current vehicle operating mode is the launch start mode.

2. The method according to claim 1, characterized in that, The current vehicle operation data also includes the current vehicle signal. The step of identifying the vehicle's operating mode based on the current vehicle operation data to obtain the current vehicle operating mode includes: The current vehicle signal is identified to obtain signal identification information; The current vehicle operating mode is determined based on the signal identification information; wherein, if the signal identification information indicates that the current vehicle signal is a launch start signal, then the current vehicle operating mode is the launch start mode.

3. The method according to claim 1, characterized in that, The step of finding the target front axle current from a preset front axle current mapping table based on the current front axle damping coefficient includes: Obtain the candidate front axle damping coefficient and candidate front axle current from the front axle current mapping table; wherein, each candidate front axle damping coefficient corresponds to one candidate front axle current; A target front axle damping coefficient is selected from the candidate front axle damping coefficients based on the current front axle damping coefficient; wherein the target front axle damping coefficient is less than the current front axle damping coefficient; The target front axle current is selected from the candidate front axle currents based on the target front axle damping coefficient.

4. The method according to claim 1, characterized in that, The vehicle also includes a rear axle shock absorber. If the current vehicle operating mode is launch control mode, the method further includes obtaining the current damping coefficient of the front axle shock absorber. After obtaining the current front axle damping coefficient, the method further includes: Obtain the current damping coefficient of the rear axle damper to get the current rear axle damping coefficient; The target rear axle current is found from a preset rear axle current mapping table based on the current rear axle damping coefficient; wherein the damping coefficient of the target rear axle current is greater than the current rear axle damping coefficient. The target rear axle current is output to the rear axle damper; wherein the target rear axle current is used to increase the stiffness of the rear axle damper.

5. The method according to claim 4, characterized in that, The step of finding the target rear axle current from a preset rear axle current mapping table based on the current rear axle damping coefficient includes: Obtain the candidate rear axle damping coefficient and candidate rear axle current from the rear axle current mapping table; wherein, each candidate rear axle damping coefficient corresponds to one candidate rear axle current; A target rear axle damping coefficient is selected from the candidate rear axle damping coefficients based on the current rear axle damping coefficient; wherein the target rear axle damping coefficient is less than the current rear axle damping coefficient; The target rear axle current is selected from the candidate rear axle currents based on the target rear axle damping coefficient.

6. The method according to claim 4, characterized in that, After outputting the target rear axle current to the rear axle damper, the method further includes: The vehicle's acceleration is obtained to arrive at the target acceleration; When the target acceleration is less than a preset acceleration threshold, the current front axle current is found from the front axle current mapping table based on the current front axle damping coefficient, and the current rear axle current is found from the rear axle current mapping table based on the current rear axle damping coefficient; wherein, the damping coefficient corresponding to the current front axle current is the same as the current front axle damping coefficient, and the damping coefficient corresponding to the current rear axle current is the same as the current rear axle damping coefficient; The current front axle current is output to the front axle damper, and the current rear axle current is output to the rear axle damper.

7. A vibration damper control device, characterized in that, Applied to a vehicle, the vehicle including a front axle shock absorber, the device includes: The first acquisition module is used to acquire the current operating data of the vehicle and obtain the current vehicle operating data. The identification module is used to identify the operating mode of the vehicle based on the current vehicle operating data to obtain the current vehicle operating mode. If the current vehicle operating mode is launch start mode, the second acquisition module is used to acquire the current damping coefficient of the front axle damper to obtain the current front axle damping coefficient. The lookup module is used to find the target front axle current from a preset front axle current mapping table based on the current front axle damping coefficient; wherein the damping coefficient of the target front axle current is less than the current front axle damping coefficient; An output module is used to output the target front axle current to the front axle damper; wherein the target front axle current is used to reduce the softness of the front axle damper; The current vehicle operating data includes the current vehicle speed, current accelerator pedal opening, and current brake pedal opening. The identification module is used to identify the vehicle's operating mode based on the current vehicle operating data to obtain the current vehicle operating mode, including: The current vehicle speed is compared with a preset vehicle speed threshold to obtain first comparison information; The current accelerator pedal opening is compared with a preset acceleration opening threshold to obtain second comparison information; The current brake pedal opening is compared with a preset brake opening threshold to obtain third comparison information; The current vehicle operating mode is determined based on the first comparison information, the second comparison information, and the third comparison information; wherein, if the first comparison information indicates that the current vehicle speed is less than the vehicle speed threshold, the second comparison information indicates that the current accelerator pedal opening is greater than the acceleration opening threshold, and the third comparison information indicates that the current brake pedal opening is greater than the brake opening threshold, then the current vehicle operating mode is the launch start mode.

8. A vehicle, characterized in that, The vehicle includes a memory and a processor, the memory storing a computer program, and the processor executing the computer program to implement the shock absorber control method according to any one of claims 1 to 6.

9. A computer-readable storage medium storing a computer program, characterized in that, When the computer program is executed by the processor, it implements the vibration damper control method according to any one of claims 1 to 6.

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