Control method and device of electronic control shock absorber, electronic equipment and vehicle

Abstract

The invention discloses a control method and device of an electronic control shock absorber, electronic equipment and a vehicle. The method comprises the steps that the first vehicle speed and the first steering wheel rotating speed in the vehicle steering process are obtained; under the condition that the first vehicle speed is greater than the preset vehicle speed and the first steering wheel rotating speed is greater than the preset rotating speed, acquiring a first current value and a second current value which jointly correspond to the first vehicle speed and the first steering wheel rotating speed; the front electric control shock absorber is controlled to generate damping force at the first moment according to the control current corresponding to the first current value, and the first moment is the moment when the first current value is obtained; and after control is conducted according to the control current corresponding to the second current value at the second moment, the electric control shock absorber generates damping force, the second moment is later than the first moment, the duration between the second moment and the first moment is preset duration, and the preset duration is delay duration generated when the rear axle of the vehicle tilts relative to the front axle of the vehicle. According to the embodiment of the invention, the balance and stability of the vehicle in the steering process can be ensured.

Description

Technical Field

[0001] The present application belongs to the field of vehicle control technology, and in particular, relates to a control method, device, electronic equipment and vehicle for an electronically controlled shock absorber. Background Art

[0002] In the field of vehicle technology, with the development of chassis technology, electronically controlled shock absorbers have been developed and used to improve vehicle body control. At present, during the vehicle steering process, the way to maintain vehicle balance and stability through electronically controlled shock absorbers is usually to first detect the lateral acceleration of the vehicle, and when the lateral acceleration is greater than a threshold, calculate the first current value for controlling the front electronically controlled shock absorber and the second current value for controlling the rear electronically controlled shock absorber according to the lateral acceleration, and then simultaneously control the front and rear electronically controlled shock absorbers to generate damping force according to the first current value and the second current value to suppress the body roll.

[0003] However, lateral acceleration is usually generated when the vehicle rolls. Therefore, the lateral acceleration-based suppression of vehicle roll has a lag and cannot guarantee the balance and stability of the vehicle during the steering process. In addition, in actual situations, the roll of the front and rear axles of the vehicle is usually not synchronized. Therefore, simultaneously controlling the front and rear electronically controlled shock absorbers to generate damping force will destroy the balance and stability of the vehicle body. In summary, the relevant technology cannot guarantee the balance and stability of the vehicle during the steering process. Summary of the invention

[0004] The embodiments of the present application provide a control method, device, equipment, computer-readable storage medium, computer program product and vehicle for an electronically controlled shock absorber, which can ensure the balance and stability of the vehicle during steering.

[0005] In a first aspect, an embodiment of the present application provides a control method for an electronically controlled shock absorber, the method comprising:

[0006] Acquiring a first vehicle speed and a first steering wheel speed during a vehicle steering process, wherein the vehicle includes a front electronically controlled shock absorber corresponding to a front axle of the vehicle and a rear electronically controlled shock absorber corresponding to a rear axle of the vehicle;

[0007] When the first vehicle speed is greater than a preset vehicle speed and the first steering wheel speed is greater than a preset speed, obtaining a first current value and a second current value corresponding to the first vehicle speed and the first steering wheel speed, the first current value being a current value corresponding to the front electronically controlled shock absorber, and the second current value being a current value corresponding to the rear electronically controlled shock absorber;

[0008] controlling the front electronically controlled shock absorber to generate a damping force according to a control current corresponding to the first current value at a first moment, the first moment being a moment when the first current value is obtained;

[0009] At a second moment, the rear electronically controlled shock absorber is controlled to generate a damping force according to a control current corresponding to the second current value. The second moment is later than the first moment, and the duration between the second moment and the first moment is a preset duration, which is a delay duration for the roll of the rear axle of the vehicle relative to the roll of the front axle of the vehicle.

[0010] In a possible implementation, before acquiring the first current value and the second current value corresponding to the first vehicle speed and the first steering wheel speed, the method further includes:

[0011] For a target electronically controlled shock absorber, when the lateral inclination angle is greater than a preset angle during vehicle steering, the vehicle speed and the steering wheel speed are recorded, and the current value of the target electronically controlled shock absorber is adjusted until the lateral inclination angle is less than or equal to the preset angle, so as to obtain a calibrated current value corresponding to the vehicle speed and the steering wheel speed, wherein the target electronically controlled shock absorber is any one of the front electronically controlled shock absorber and the rear electronically controlled shock absorber;

[0012] Constructing a current value mapping table corresponding to the target electronically controlled shock absorber according to the corresponding relationship between the vehicle speed, the steering wheel speed and the calibrated current value;

[0013] The acquiring the first current value and the second current value corresponding to the first vehicle speed and the first steering wheel speed includes:

[0014] A first current value corresponding to the first vehicle speed and the first steering wheel speed is determined in a current value mapping table corresponding to the front electronically controlled shock absorber, and a second current value corresponding to the first vehicle speed and the first steering wheel speed is determined in a current value mapping table corresponding to the rear electronically controlled shock absorber.

[0015] In a possible implementation, the target electronically controlled shock absorber is any one of the front electronically controlled shock absorber and the rear electronically controlled shock absorber, the target current value is a current value corresponding to the target electronically controlled shock absorber between the first current value and the second current value, and the target electronically controlled shock absorber is controlled to generate a damping force according to a control current corresponding to the target current value, including:

[0016] Acquire a first current value adjustment speed corresponding to the target electronically controlled shock absorber;

[0017] increasing the current value of the target electronically controlled shock absorber from a base current value to the target current value according to the first current value adjustment speed;

[0018] The target electronically controlled shock absorber is controlled to generate a damping force according to a control current corresponding to the current value during the process of the current value increasing.

[0019] In a possible implementation, the obtaining of a first current value adjustment speed corresponding to the target electronically controlled shock absorber includes:

[0020] For the target electronically controlled shock absorber, the first current value adjustment speed corresponding to the first vehicle speed is determined according to a positive correlation between the vehicle speed and the current value adjustment speed.

[0021] In a possible implementation, controlling the front electronically controlled shock absorber to generate a damping force according to a control current corresponding to the first current value includes:

[0022] When the current value of the front electronically controlled shock absorber reaches the first current value and the second lateral acceleration of the vehicle is in a direction different from the first lateral acceleration when the vehicle turns, the front electronically controlled shock absorber is continuously controlled to generate a damping force according to a control current corresponding to the first current value until the absolute value of the second lateral acceleration is less than a preset acceleration.

[0023] In a possible implementation, controlling the rear electronically controlled shock absorber to generate a damping force according to a control current corresponding to the second current value includes:

[0024] Obtaining a duration for controlling the front electronically controlled shock absorber to generate a damping force according to a control current corresponding to the first current value;

[0025] When the current value of the rear electronically controlled shock absorber reaches the second current value, the rear electronically controlled shock absorber is continuously controlled to generate a damping force according to a control current corresponding to the second current value until a duration reaches the duration.

[0026] In a possible implementation manner, after the absolute value of the second lateral acceleration is less than a preset acceleration, the method further includes:

[0027] Acquiring a second current value adjustment speed corresponding to the target electronically controlled shock absorber;

[0028] adjusting the speed to reduce the current value of the target electronically controlled shock absorber according to the second current value;

[0029] acquiring a second vehicle speed and a second steering wheel speed during the process of the current value decreasing;

[0030] When the second vehicle speed is greater than the preset vehicle speed and the second steering wheel speed is greater than the preset speed, the second vehicle speed is taken as the first vehicle speed, the second steering wheel speed is taken as the first steering wheel speed, and the process of obtaining the first current value and the second current value corresponding to the first vehicle speed and the first steering wheel speed is returned to the process until the second vehicle speed is less than or equal to the preset vehicle speed, or the second steering wheel speed is less than or equal to the preset speed.

[0031] In a second aspect, an embodiment of the present application provides a control device for an electronically controlled shock absorber, the device comprising:

[0032] A first acquisition module, used for acquiring a first vehicle speed and a first steering wheel speed during a steering process of a vehicle, wherein the vehicle includes a front electronically controlled shock absorber corresponding to a front axle of the vehicle and a rear electronically controlled shock absorber corresponding to a rear axle of the vehicle;

[0033] a second acquisition module, configured to acquire, when the first vehicle speed is greater than a preset vehicle speed and the first steering wheel speed is greater than a preset speed, a first current value and a second current value corresponding to the first vehicle speed and the first steering wheel speed, the first current value being a current value corresponding to the front electronically controlled shock absorber, and the second current value being a current value corresponding to the rear electronically controlled shock absorber;

[0034] a first control module, configured to control the front electronically controlled shock absorber to generate a damping force according to a control current corresponding to the first current value at a first moment, wherein the first moment is a moment when the first current value is obtained;

[0035] The second control module is used to control the rear electronically controlled shock absorber to generate a damping force according to the control current corresponding to the second current value at a second moment, the second moment is later than the first moment, and the duration between the second moment and the first moment is a preset duration, and the preset duration is the delay duration of the roll of the rear axle of the vehicle relative to the roll of the front axle of the vehicle.

[0036] In a third aspect, an embodiment of the present application provides an electronic device, the device comprising: a processor and a memory storing computer program instructions;

[0037] When the processor executes the computer program instructions, the processor implements any possible implementation method of the first aspect described above.

[0038] In a fourth aspect, an embodiment of the present application provides a computer-readable storage medium having computer program instructions stored thereon, which, when executed by a processor, implements a method in any possible implementation method of the first aspect described above.

[0039] In a fifth aspect, an embodiment of the present application provides a computer program product. When instructions in the computer program product are executed by a processor of an electronic device, the electronic device executes a method as any possible implementation method in the first aspect above.

[0040] In a sixth aspect, an embodiment of the present application provides a vehicle, the vehicle comprising at least one of the following:

[0041] A control device for an electronically controlled shock absorber as in any one of the embodiments of the second aspect;

[0042] An electronic device as in any one of the embodiments of the third aspect;

[0043] A computer-readable storage medium as in any embodiment of the fourth aspect.

[0044] A computer program product as in any embodiment of the fifth aspect.

[0045] The embodiment of the present application determines whether to control the electronically controlled shock absorber to generate damping force to suppress the vehicle roll based on the vehicle speed and steering wheel speed instead of the lateral acceleration, so that measures can be taken before the vehicle rolls, so as to avoid the vehicle from rolling during the steering process, and ensure the balance and stability of the vehicle during the steering process. In addition, since the preset time length is the delay time length of the vehicle rear axle rolling relative to the vehicle front axle rolling, therefore, when the vehicle speed is greater than the preset speed and the steering wheel speed is greater than the preset speed, the front electronically controlled shock absorber is immediately controlled according to the control current corresponding to the first current value to generate damping force for suppressing the vehicle front axle roll, and after the preset time length, the rear electronically controlled shock absorber is controlled according to the control current corresponding to the second current value to generate damping force for suppressing the vehicle rear axle roll, so that the front and rear axles of the vehicle can be suppressed when they respectively roll, and the balance and stability of the vehicle during the steering process can be ensured. BRIEF DESCRIPTION OF THE DRAWINGS

[0046] In order to more clearly illustrate the technical solution of the embodiments of the present application, the following is a brief introduction to the drawings required for use in the embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without any creative work.

[0047] Figure 1 is a flow chart of a control method for an electronically controlled shock absorber provided in an embodiment of the present application;

[0048] Figure 2 is a schematic diagram of an electronic control unit of an electronically controlled shock absorber provided in an embodiment of the present application;

[0049] Figure 3 It is a flow chart of realizing the control of an electronically controlled shock absorber based on a control strategy provided in an embodiment of the present application;

[0050] Figure 4 is a schematic diagram of the effect of an electronically controlled shock absorber control provided in an embodiment of the present application;

[0051] Figure 5 is a schematic structural diagram of a control device for an electronically controlled shock absorber provided in an embodiment of the present application;

[0052] Figure 6It is a structural schematic diagram of an electronic device provided in an embodiment of the present application. DETAILED DESCRIPTION

[0053] The features and exemplary embodiments of various aspects of the present application will be described in detail below. In order to make the purpose, technical solutions and advantages of the present application clearer, the present application will be further described in detail below in conjunction with the accompanying drawings and specific embodiments. It should be understood that the specific embodiments described herein are only intended to explain the present application, rather than to limit the present application. For those skilled in the art, the present application can be implemented without the need for some of these specific details. The following description of the embodiments is only to provide a better understanding of the present application by illustrating the examples of the present application.

[0054] It should be noted that, in this article, relational terms such as first and second, etc. are only used to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Moreover, the terms "include", "comprise" or any other variants thereof are intended to cover non-exclusive inclusion, so that a process, method, article or device including a series of elements includes not only those elements, but also other elements not explicitly listed, or also includes elements inherent to such process, method, article or device. In the absence of further restrictions, the elements defined by the statement "include..." do not exclude the presence of other identical elements in the process, method, article or device including the elements.

[0055] In the field of vehicle technology, with the development of chassis technology, electronically controlled shock absorbers have been developed and used to improve body control. Compared with passive shock absorbers, electronically controlled shock absorbers have a wider damping control range and can select different damping responses according to the control current to improve suspension characteristics and body control effects. Especially in emergency avoidance, slalom, moose test, and other scenarios where vehicle control is required, the rapid damping response of the shock absorber can well improve the vehicle roll and return damping, significantly improving the reliability of vehicle stability control.

[0056] At present, during the vehicle steering process, the suspension damping force can be compensated according to the lateral acceleration of the vehicle to improve the vehicle roll support and self-centering. Specifically, the method of maintaining the balance and stability of the vehicle through the electronically controlled shock absorber is usually to first detect the lateral acceleration of the vehicle, and when the lateral acceleration is greater than the threshold, calculate the first current value for controlling the front electronically controlled shock absorber and the second current value for controlling the rear electronically controlled shock absorber according to the lateral acceleration, and then simultaneously control the front and rear electronically controlled shock absorbers to generate damping force according to the first current value and the second current value to suppress the body roll.

[0057] However, lateral acceleration is usually generated when the vehicle rolls. Therefore, suppressing the vehicle roll based on lateral acceleration has hysteresis and cannot guarantee the balance and stability of the vehicle during the steering process.

[0058] In addition, in actual situations, since the front wheels usually respond first when the vehicle turns, there is a deviation in the time it is transmitted to the rear wheels due to the influence of load and wheelbase. If this deviation is not identified and corrected, it will cause the front and rear axles to roll out of sync, thereby destroying the balance and stability of the body control.

[0059] Based on this, in order to solve the problems of the prior art, the embodiments of the present application provide a control method, device, equipment, computer-readable storage medium, computer program product and vehicle of an electronically controlled shock absorber. Among them, the control method of the electronically controlled shock absorber can be applied to the steering and self-centering scenarios of the vehicle. Specifically, the steering and self-centering scenarios of the vehicle can include the following three states: State 1: When the driver actively turns the steering wheel, causing the front wheels to turn, the front body will have lateral body movements, and after a certain period of time, the rear body will follow the lateral body movement; State 2: When the driver ends the sharp steering action, the front wheel returns to the center, and then the front body returns to the center, and after a period of time, the rear body follows and returns to the center; State 3: During the entire driver's control action, the body will have overshoot swing due to speed and inertia, and the response time difference delay between the front and rear axles. Therefore, the control method of the electronically controlled shock absorber in the embodiments of the present application can be used to provide roll support for control, suppress overshoot swing, coordinate the response delay of the front and rear axles, etc.

[0060] In addition, the control method of the electronically controlled shock absorber can be executed by the control system of the electronically controlled shock absorber. Among them, the control system of the electronically controlled shock absorber can include sensors, electronic control units (ECU) and actuators. Specifically, the sensor can be used to obtain vehicle motion information such as vehicle speed, steering wheel speed, lateral acceleration, etc. and send the above vehicle motion information to the ECU. The sensor can include a sensor installed in the electronically controlled shock absorber and a sensor installed in the vehicle but not belonging to the electronically controlled shock absorber. The ECU can calculate the control current according to the vehicle motion information sent by the sensor, and output a control instruction including the control current to the actuator, so that the actuator responds to the control instruction and adjusts the oil flow inside the electronically controlled shock absorber according to the control current, thereby changing the damping characteristics, so that the vehicle can adapt to different driving conditions and road conditions. Among them, the ECU can be installed in the electronically controlled shock absorber, and multiple electronically controlled shock absorbers of the vehicle can each be installed with an electronically controlled shock absorber ECU, or can be installed with one ECU together, which is not limited here. In addition, the actuator can also be installed in the electronically controlled shock absorber.

[0061] The following is an introduction to the control method of the electronically controlled shock absorber provided in the embodiment of the present application.

[0062] Figure 1 FIG. 1 is a flow chart showing a control method for an electronically controlled shock absorber provided in an embodiment of the present application. Figure 1 As shown, the control method of the electronically controlled shock absorber provided in the embodiment of the present application comprises the following steps:

[0063] S110, obtaining a first vehicle speed and a first steering wheel speed during a vehicle steering process, the vehicle comprising a front electronically controlled shock absorber corresponding to a front axle of the vehicle and a rear electronically controlled shock absorber corresponding to a rear axle of the vehicle;

[0064] S120, when the first vehicle speed is greater than a preset vehicle speed and the first steering wheel speed is greater than a preset speed, obtaining a first current value and a second current value corresponding to the first vehicle speed and the first steering wheel speed, the first current value being a current value corresponding to the front electronically controlled shock absorber, and the second current value being a current value corresponding to the rear electronically controlled shock absorber;

[0065] S130, controlling the front electronically controlled shock absorber to generate a damping force according to a control current corresponding to a first current value at a first moment, where the first moment is a moment when the first current value is obtained;

[0066] S140. At a second moment, the electronically controlled shock absorber is controlled to generate a damping force according to a control current corresponding to a second current value. The second moment is later than the first moment, and the duration between the second moment and the first moment is a preset duration. The preset duration is a delay duration for the roll of the rear axle of the vehicle relative to the roll of the front axle of the vehicle.

[0067] The control method of the electronically controlled shock absorber of the embodiment of the present application determines whether to control the electronically controlled shock absorber to generate damping force to suppress the vehicle roll based on the vehicle speed and the steering wheel speed instead of the lateral acceleration, so that measures can be taken before the vehicle rolls, so as to avoid the vehicle from rolling during the steering process, and ensure the balance and stability of the vehicle during the steering process. In addition, since the preset time length is the delay time length of the vehicle rear axle rolling relative to the vehicle front axle rolling, therefore, when the vehicle speed is greater than the preset speed and the steering wheel speed is greater than the preset speed, the front electronically controlled shock absorber is immediately controlled according to the control current corresponding to the first current value to generate the damping force for suppressing the vehicle front axle roll, and after the preset time length, the rear electronically controlled shock absorber is controlled according to the control current corresponding to the second current value to generate the damping force for suppressing the vehicle rear axle roll, so that the front and rear axles of the vehicle can be suppressed when they respectively roll, and the balance and stability of the vehicle during the steering process can be ensured.

[0068] The specific implementation methods of the above steps are introduced below.

[0069] In some embodiments, in S110, a vehicle speed sensor may be installed in the vehicle, and the vehicle speed sensor may detect the vehicle speed in real time. In addition, a steering wheel angle sensor may be installed in the vehicle, and the steering wheel angle sensor may detect the rotation speed of the steering wheel in real time.

[0070] As an example, during the driving of the vehicle, the vehicle speed sensor can detect the vehicle speed in real time to obtain a first vehicle speed. When the user turns the steering wheel to control the steering of the vehicle, the steering wheel angle sensor can detect the steering speed of the steering wheel to obtain a first steering wheel speed.

[0071] In addition, the vehicle may be equipped with an electronically controlled shock absorber corresponding to the left front axle of the vehicle, an electronically controlled shock absorber corresponding to the left rear axle of the vehicle, an electronically controlled shock absorber corresponding to the right front axle of the vehicle, and an electronically controlled shock absorber corresponding to the right rear axle of the vehicle. Among them, the electronically controlled shock absorber corresponding to the left front axle of the vehicle and the electronically controlled shock absorber corresponding to the right front axle of the vehicle may be collectively referred to as the front electronically controlled shock absorber. The electronically controlled shock absorber corresponding to the left rear axle of the vehicle and the electronically controlled shock absorber corresponding to the right rear axle of the vehicle may be collectively referred to as the rear electronically controlled shock absorber.

[0072] In some embodiments, in S120, the preset vehicle speed may be a preset vehicle speed threshold value for determining whether the vehicle is traveling. The preset vehicle speed may be, for example, 0 km / h, 3 km / h, 5 km / h, etc. If the first vehicle speed is greater than the preset vehicle speed, it may be determined that the vehicle is traveling. In addition, the preset speed may be a preset steering wheel speed for determining whether the vehicle is at risk of rolling during steering. The preset speed may be obtained by the user through actual vehicle calibration. The greater the steering wheel speed, the faster the steering speed of the vehicle, and the greater the possibility of the vehicle rolling. The smaller the steering wheel speed, the slower the steering speed of the vehicle, and the smaller the possibility of the vehicle rolling. Therefore, if the first steering wheel speed is greater than the preset speed, it may be determined that the vehicle is about to roll.

[0073] As an example, when it is detected that the vehicle is traveling and the vehicle is about to roll due to steering, a control current for suppressing the roll can be calculated and output to suppress the vehicle from rolling.

[0074] In addition, the control current corresponding to the first current value can be used to control the front electronically controlled shock absorber to generate a damping force, and the control current corresponding to the second current value can be used to control the rear electronically controlled shock absorber to generate a damping force. The damping force can be used to suppress the vehicle roll. The first current value and the second current value can be the same or different, which is not limited here.

[0075] For the target electronically controlled shock absorber, a target current value can be jointly determined according to the first vehicle speed and the first steering wheel speed. The target electronically controlled shock absorber can be any one of the front electronically controlled shock absorber and the rear electronically controlled shock absorber. The target current value can be a current value corresponding to the target electronically controlled shock absorber between the first current value and the second current value. That is, when the target electronically controlled shock absorber is the front electronically controlled shock absorber, the target current value can be the first current value. When the target electronically controlled shock absorber is the rear electronically controlled shock absorber, the target current value can be the second current value.

[0076] As an example, the front electronically controlled shock absorber and the rear electronically controlled shock absorber may each correspond to a current value mapping table, and the current value mapping table may represent the mapping relationship between the vehicle speed, the steering wheel speed and the current value. The current value mapping table may be pre-calibrated.

[0077] Based on this, in order to ensure the accuracy of the target current value, in some embodiments, before the above S120, the control method of the electronically controlled shock absorber may further include:

[0078] For the target electronically controlled shock absorber, when the vehicle is turning and the lateral tilt angle is greater than a preset angle, the vehicle speed and the steering wheel speed are recorded, and the current value of the target electronically controlled shock absorber is adjusted until the lateral tilt angle is less than or equal to the preset angle, so as to obtain a calibrated current value corresponding to the vehicle speed and the steering wheel speed. The target electronically controlled shock absorber is any one of the front electronically controlled shock absorber and the rear electronically controlled shock absorber.

[0079] Constructing a current value mapping table corresponding to the target electronically controlled shock absorber according to the corresponding relationship between the vehicle speed, the steering wheel speed and the calibrated current value;

[0080] Acquiring a first current value and a second current value corresponding to a first vehicle speed and a first steering wheel speed, including:

[0081] A first current value corresponding to a first vehicle speed and a first steering wheel speed is determined in a current value mapping table corresponding to the front electronically controlled shock absorber, and a second current value corresponding to a first vehicle speed and a first steering wheel speed is determined in a current value mapping table corresponding to the rear electronically controlled shock absorber.

[0082] Here, the preset angle may be a lateral tilt angle preset for determining whether the vehicle has rolled. The preset angle may be, for example, 0, 1, or 2. If the lateral tilt angle is less than the preset angle, it may be determined that the vehicle has not rolled. If the lateral tilt angle is greater than or equal to the preset angle, it may be determined that the vehicle has rolled.

[0083] As an example, for the target electronically controlled shock absorber, by first controlling the vehicle steering to generate roll, obtaining the vehicle speed and steering wheel speed when the vehicle rolls, and then adjusting the current value of the target electronically controlled shock absorber, and outputting the control current corresponding to the current value, the target electronically controlled shock absorber is controlled to generate damping force to suppress roll, so that the vehicle can be restored to balance and stability. When the vehicle restores balance and stability (i.e., the lateral tilt angle is less than or equal to the preset angle), the current value at this time is recorded to obtain the corresponding relationship between the vehicle speed, the steering wheel speed and the current value. Keeping the vehicle speed and steering wheel speed when the vehicle rolls unchanged, repeating the above process, multiple current values ​​can be obtained, and the calibrated current value corresponding to the vehicle speed and the steering wheel speed can be determined according to the multiple current values. Changing the vehicle speed and steering wheel speed when the vehicle rolls, and repeating the above steps, multiple corresponding relationships between the vehicle speed, the steering wheel speed and the calibrated current value can be obtained. With the vehicle speed and steering wheel speed as the coordinate axes and the calibrated current value as the table data, a two-dimensional current value mapping table can be constructed.

[0084] After determining the current value mapping table corresponding to the target electronically controlled shock absorber, the first vehicle speed and the first steering wheel speed may be searched in the current value mapping table, and then the current value corresponding to the first vehicle speed and the first steering wheel speed may be determined.

[0085] In this way, by first performing actual vehicle calibration, constructing a current value mapping table corresponding to the target electronically controlled shock absorber, and then determining the target current value corresponding to the target electronically controlled shock absorber in the current value mapping table, the accuracy of the target current value can be ensured.

[0086] In some embodiments, in S130, the first moment may be the moment when the first current value is obtained. That is, after the first current value is obtained, a control current corresponding to the first current value may be output immediately, and the front electronically controlled shock absorber may be controlled by the control current to generate a damping force to suppress the front axle roll of the vehicle.

[0087] In some embodiments, in S140, as described above, during the vehicle steering process, the front and rear axle rolls are not synchronized. Therefore, according to the body roll characteristics, the front axle needs to quickly establish damping to support the body to suppress the roll, while the instantaneous response of the rear axle will have the opposite effect, making the lateral balance of the body worse, so a certain rear axle response delay is required to improve the balance.

[0088] The preset duration may be the delay duration of the roll of the rear axle of the vehicle relative to the roll of the front axle of the vehicle. The preset duration may be denoted as t_delay, which is pre-calibrated by a calibration engineer. The calibration goal is to achieve the motion balance of the front and rear vehicle bodies at the initial stage of vehicle steering. The motion balance of the front and rear vehicle bodies may be determined subjectively by the calibration engineer or by the lateral tilt angle. No limitation is made here. If the lateral tilt angle is less than or equal to the preset angle, the motion balance of the front and rear vehicle bodies may be determined.

[0089] The preset duration may be related to the vehicle speed. The specific process of calibrating the preset duration may be as follows: when the vehicle speed is the first preset value, when the vehicle is about to roll due to steering, the front electronically controlled shock absorber is immediately controlled according to the control current corresponding to the first current value to generate a damping force for suppressing the roll of the front axle of the vehicle, and after the first duration, the rear electronically controlled shock absorber is controlled according to the control current corresponding to the second current value to generate a damping force for suppressing the roll of the rear axle of the vehicle, and the value of the first duration is continuously adjusted until the vehicle does not roll due to steering, and the preset duration corresponding to the first preset value is obtained. The vehicle speed is adjusted to the second preset value, and the above process is repeated to obtain the preset duration corresponding to the second preset value.

[0090] As an example, when the duration of outputting the control current corresponding to the first current value reaches a preset duration, the rear electronically controlled shock absorber is controlled according to the control current corresponding to the second current value to generate a damping force to suppress the roll of the rear axle of the vehicle.

[0091] It should be noted that abrupt current pulses usually cause the damping force of the electronically controlled shock absorber to suddenly increase, resulting in abnormal hydraulic noise and abnormal pulse sensation, affecting the user's riding experience.

[0092] Therefore, in order to ensure the riding experience of the user, in some embodiments, controlling the target electronically controlled shock absorber to generate the damping force according to the control current corresponding to the target current value may specifically include:

[0093] Acquire a first current value adjustment speed corresponding to a target electronically controlled shock absorber;

[0094] increasing the current value of the target electronically controlled shock absorber from a base current value to a target current value at a speed adjusted according to the first current value;

[0095] The target electronically controlled shock absorber generates a damping force according to a control current corresponding to the current value during the process of increasing the current value.

[0096] Here, the target electronically controlled shock absorber may be any one of the front electronically controlled shock absorber and the rear electronically controlled shock absorber. The target current value may be a current value corresponding to the target electronically controlled shock absorber between the first current value and the second current value. That is, when the target electronically controlled shock absorber is the front electronically controlled shock absorber, the target current value may be the first current value. When the target electronically controlled shock absorber is the rear electronically controlled shock absorber, the target current value may be the second current value. In addition, the current value adjustment speeds corresponding to the front electronically controlled shock absorber and the rear electronically controlled shock absorber may be the same or different, which is not limited here.

[0097] In addition, the basic current value may be a current value reserved in the electronically controlled shock absorber. The basic current value may be equal to 0 or greater than 0, which is not limited here. The basic current value may be less than the first current value. In addition, the first current value adjustment speed may belong to a pre-set speed range to avoid excessive current value adjustment speed causing the damping force of the electronically controlled shock absorber to suddenly increase, and excessive current value adjustment speed failing to achieve the effect of suppressing the roll of the vehicle. The basic current values ​​corresponding to the front electronically controlled shock absorber and the rear electronically controlled shock absorber may be the same or different, which is not limited here.

[0098] As an example, at the first moment, the current value of the front electronically controlled shock absorber can be gradually increased from the basic current value to the first current value according to the current value adjustment speed corresponding to the front electronically controlled shock absorber. During the process of increasing the current value, the control current corresponding to the current value can be output in real time, and the damping force of the front electronically controlled shock absorber is controlled by the control current. At the second moment, the current value of the rear electronically controlled shock absorber can be gradually increased from the basic current value to the second current value according to the current value adjustment speed corresponding to the rear electronically controlled shock absorber. During the process of increasing the current value, the control current corresponding to the current value can be output in real time, and the damping force of the rear electronically controlled shock absorber is controlled by the control current.

[0099] In this way, by setting the current rise gradient, the response balance when large current and large damping are established can be optimized, the movement balance of the front and rear axles at different vehicle speeds can be improved, and the abrupt current pulses can be avoided to cause hydraulic noise and abnormal pulse sensations, thereby ensuring the user's riding experience.

[0100] In addition, if the vehicle speed is high, the vehicle roll may be more serious, and the speed requirement for outputting the control current is greater. Therefore, in order to ensure the riding experience of the user, in some embodiments, the above-mentioned acquisition of the first current value corresponding to the target electronically controlled shock absorber to adjust the speed may specifically include:

[0101] A first current value adjustment speed corresponding to the first vehicle speed is determined according to the positive correlation between the vehicle speed and the current value adjustment speed.

[0102] By presetting the positive correlation between the vehicle speed and the current value adjustment speed, it can be ensured that the greater the vehicle speed, the greater the current adjustment speed. Therefore, by determining the first current value adjustment speed corresponding to the first vehicle speed according to the above positive correlation, it is possible to ensure the rationality of the first current value adjustment speed, timely suppress the vehicle roll, and ensure the user's riding experience.

[0103] In actual situations, vehicle steering is often accompanied by vehicle return to center. When the vehicle body moves sideways to center, due to speed and inertia, the vehicle body usually exceeds the horizontal level and tilts in the opposite direction, i.e., overshoot. Whether the vehicle has overshoot can be determined by the lateral acceleration of the vehicle. If the first lateral acceleration when the vehicle turns is different from the direction of the second lateral acceleration when the vehicle returns to center, it can be determined that overshoot has occurred. Specifically, if the first lateral acceleration is +a_lat and the second lateral acceleration is -a_lat, it can be determined that overshoot has occurred.

[0104] When the vehicle overshoots, the driver may have ended the steering control of the vehicle, that is, the steering wheel speed is 0. At this time, if the output of the control current is stopped, the overshoot cannot be suppressed. Therefore, in order to suppress the overshoot and ensure the user's riding experience, in some embodiments, the control current corresponding to the first current value controls the front electronically controlled shock absorber to generate the damping force, which may specifically include:

[0105] When the current value of the front electronically controlled shock absorber reaches the first current value and the second lateral acceleration of the vehicle is in a direction different from the first lateral acceleration when the vehicle turns, the front electronically controlled shock absorber is continuously controlled to generate a damping force according to a control current corresponding to the first current value until the absolute value of the second lateral acceleration is less than a preset acceleration.

[0106] In actual situations, the vehicle body may overshoot due to speed and inertia, that is, the second lateral acceleration may be -a_lat 0 Gradually increases to 0, and then increases to +a_lat 1 , then reduce to 0, then reduce to -a_lat 2 The preset acceleration may be an absolute value of the lateral acceleration that is preset to determine that the vehicle has stopped overshooting the swing. In addition, during the driving of the vehicle, some swinging may occur more or less, so the lateral acceleration is usually not 0.

[0107] Therefore, when the vehicle overshoots, by maintaining the first current value, the degree of vehicle body overshoot can be weakened to the greatest extent, thereby ensuring the user's riding experience.

[0108] If the duration of the vehicle overshoot phenomenon is recorded as t 0 , the duration of the damping force generated by the front electronically controlled shock absorber under the control of the control current corresponding to the first current value is recorded as t, then t≥t 0 To ensure that the entire process from tilt establishment to return to the center continues to respond to current.

[0109] Accordingly, in order to ensure the riding experience of the user, in some embodiments, the above-mentioned control of the rear electronically controlled shock absorber to generate the damping force according to the control current corresponding to the second current value may specifically include:

[0110] The duration of the damping force generated by the front electronically controlled shock absorber under control of the control current corresponding to the first current value is obtained; wherein the duration may be t mentioned above.

[0111] When the current value of the rear electronically controlled shock absorber reaches the second current value, the rear electronically controlled shock absorber is continuously controlled to generate a damping force according to a control current corresponding to the second current value until the duration reaches the duration.

[0112] Based on this, in order to ensure the riding experience of the user, in some embodiments, after the absolute value of the second lateral acceleration is less than the preset acceleration, that is, after the vehicle has stopped overshooting and swinging, the method may further include:

[0113] acquiring a second current value adjustment speed corresponding to a target electronically controlled shock absorber;

[0114] adjusting a current value of a speed-reducing target electronically controlled shock absorber according to a second current value;

[0115] acquiring a second vehicle speed and a second steering wheel speed during the process of the current value decreasing;

[0116] When the second vehicle speed is greater than the preset vehicle speed and the second steering wheel speed is greater than the preset speed, the second vehicle speed is taken as the first vehicle speed, the second steering wheel speed is taken as the first steering wheel speed, and the process returns to obtain the first current value and the second current value corresponding to the first vehicle speed and the first steering wheel speed until the second vehicle speed is less than or equal to the preset vehicle speed, or the second steering wheel speed is less than or equal to the preset speed.

[0117] Here, the second current value adjustment speed and the first current value adjustment speed may be the same or different, and are not limited here. The method for obtaining the second current value adjustment speed can refer to the method for obtaining the first current value adjustment speed above, and will not be described in detail here.

[0118] The embodiment of the present application can optimize the response balance when the current is exited by setting the current drop gradient, improve the movement balance of the front and rear axles at different vehicle speeds, avoid the abrupt hydraulic noise and abnormal pulse feeling caused by the sudden decrease in damping of the shock absorber due to the current pulse, and ensure the user's riding experience.

[0119] In addition, when the current value starts to decrease, it can be determined that a control cycle has been completed. When a control cycle is completed, the vehicle speed signal and the steering wheel signal are continuously detected during the current reduction process to obtain the second vehicle speed and the second steering wheel speed. If the input still meets the control conditions, that is, the second vehicle speed is greater than the preset vehicle speed, and the second steering wheel speed is greater than the preset speed, then the new current demand can continue to be responded to, and continuous control can be achieved.

[0120] In order to better describe the solutions in the present application, some specific examples are given based on the above embodiments.

[0121] For example, a schematic diagram of an electronic control unit of an electronically controlled shock absorber provided in an embodiment of the present application can be as follows: Figure 2 shown.

[0122] like Figure 2 As shown, after receiving the input of vehicle motion information such as vehicle speed, steering wheel speed, lateral acceleration, etc., the electronic control unit can process the vehicle motion information such as vehicle speed, steering wheel speed, lateral acceleration, etc. based on the control strategy, and obtain and output the control current corresponding to the front electronically controlled shock absorber and the control current corresponding to the rear electronically controlled shock absorber.

[0123] The flow chart of realizing the electronically controlled shock absorber control based on the control strategy can be shown as follows: Figure 3 shown.

[0124] like Figure 3 As shown, the process of realizing the electronically controlled shock absorber control based on the control strategy may include the following steps:

[0125] S31, determining whether the vehicle speed is greater than a preset vehicle speed, if so, executing S32, if not, executing S36;

[0126] S32, determining whether the steering wheel speed is greater than a preset speed, if so, executing S33, if not, executing S36;

[0127] S33, performing support control and response control; specifically, the support control is to respectively execute the control current corresponding to the first current value and the second current value through the front and rear shock absorbers; the response control is to output the first current value at a first moment, and output the second current value at a second moment after a preset time length;

[0128] S34, overshoot control; specifically, continuously controlling the target electronically controlled shock absorber to generate a damping force according to the control current corresponding to the target current value until the duration reaches the duration;

[0129] S35, complete a control cycle, and return to execute S31;

[0130] S36, actuator does not respond.

[0131] On this basis, a schematic diagram of the effect of an electronically controlled shock absorber control provided in an embodiment of the present application can be shown as follows: Figure 4 shown.

[0132] In this way, through the embodiments of the present application, it is possible to quickly respond to vehicle manipulation, optimize body control, improve roll support, reduce overshoot, improve the roll balance and stability of the front and rear axles, and enhance the driver's control confidence and driving safety.

[0133] Based on the control method of the electronically controlled shock absorber provided in the above embodiment, the present application also provides a specific implementation of the control device of the electronically controlled shock absorber. Please refer to the following embodiment.

[0134] like Figure 5 As shown, the control device 500 of the electronically controlled shock absorber provided in the embodiment of the present application includes the following modules:

[0135] A first acquisition module 510, configured to acquire a first vehicle speed and a first steering wheel speed during a vehicle steering process, wherein the vehicle includes a front electronically controlled shock absorber corresponding to a front axle of the vehicle and a rear electronically controlled shock absorber corresponding to a rear axle of the vehicle;

[0136] A second acquisition module 520 is used to acquire a first current value and a second current value corresponding to the first vehicle speed and the first steering wheel speed when the first vehicle speed is greater than a preset vehicle speed and the first steering wheel speed is greater than a preset speed, the first current value being a current value corresponding to the front electronically controlled shock absorber and the second current value being a current value corresponding to the rear electronically controlled shock absorber;

[0137] A first control module 530, configured to control the front electronically controlled shock absorber to generate a damping force according to a control current corresponding to a first current value at a first moment, wherein the first moment is a moment when the first current value is obtained;

[0138] The second control module 540 is used to control the rear electronically controlled shock absorber to generate a damping force according to a control current corresponding to a second current value at a second moment, the second moment is later than the first moment, and the duration between the second moment and the first moment is a preset duration, which is a delay duration for the roll of the rear axle of the vehicle relative to the roll of the front axle of the vehicle.

[0139] The control device 500 of the above-mentioned electronically controlled shock absorber is described in detail below, as shown below:

[0140] In some of the embodiments, the control device 500 of the electronically controlled shock absorber may further include:

[0141] a calibration module, for recording the vehicle speed and the steering wheel speed for a target electronically controlled shock absorber and adjusting the current value of the target electronically controlled shock absorber until the lateral inclination angle is less than or equal to the preset angle before obtaining the first current value and the second current value corresponding to the first vehicle speed and the first steering wheel speed, and adjusting the current value of the target electronically controlled shock absorber until the lateral inclination angle is less than or equal to the preset angle, and obtaining a calibration current value corresponding to the vehicle speed and the steering wheel speed, wherein the target electronically controlled shock absorber is any one of the front electronically controlled shock absorber and the rear electronically controlled shock absorber;

[0142] The building module is used to build a current value mapping table corresponding to the target electronically controlled shock absorber according to the corresponding relationship between the vehicle speed, the steering wheel speed and the calibrated current value.

[0143] Based on this, the second acquisition module 520 may specifically include:

[0144] A determination submodule is used to determine a first current value corresponding to a first vehicle speed and a first steering wheel speed in a current value mapping table corresponding to a front electronically controlled shock absorber, and to determine a second current value corresponding to a first vehicle speed and a first steering wheel speed in a current value mapping table corresponding to a rear electronically controlled shock absorber.

[0145] In some embodiments, the target electronically controlled shock absorber is any one of the front electronically controlled shock absorber and the rear electronically controlled shock absorber, and the target current value is a current value corresponding to the target electronically controlled shock absorber in the first current value and the second current value. Based on this, the first control module 530 and the second control module 540 may specifically include:

[0146] A first acquisition submodule, used for acquiring a first current value adjustment speed corresponding to a target electronically controlled shock absorber;

[0147] A first adjustment submodule, configured to increase the current value of the target electronically controlled shock absorber from a basic current value to a target current value according to a first current value adjustment speed;

[0148] The first control submodule is used to control the target electronically controlled shock absorber to generate a damping force according to a control current corresponding to the current value during the process of increasing the current value.

[0149] In some embodiments, the acquisition submodule may specifically include:

[0150] The determining unit is used to determine, for the target electronically controlled shock absorber, a first current value adjustment speed corresponding to the first vehicle speed according to the positive correlation between the vehicle speed and the current value adjustment speed.

[0151] In some embodiments, the first control module 530 may further include:

[0152] The second control submodule is used to continuously control the front electronically controlled shock absorber to generate a damping force according to a control current corresponding to the first current value when the current value of the front electronically controlled shock absorber reaches a first current value and the second lateral acceleration of the vehicle is different in direction from the first lateral acceleration when the vehicle turns, until the absolute value of the second lateral acceleration is less than a preset acceleration.

[0153] In some embodiments, the second control module 540 may further include:

[0154] A second acquisition submodule is used to obtain the duration of controlling the front electronically controlled shock absorber to generate the damping force according to the control current corresponding to the first current value;

[0155] The third control submodule is used to control the rear electronically controlled shock absorber to generate damping force continuously according to the control current corresponding to the second current value when the current value of the rear electronically controlled shock absorber reaches the second current value until the duration reaches the duration.

[0156] In some embodiments, the first control module 530 and the second control module 540 may further include:

[0157] A third acquisition submodule, configured to acquire a second current value adjustment speed corresponding to a target electronically controlled shock absorber after the absolute value of the second lateral acceleration is less than a preset acceleration;

[0158] A second adjustment submodule, used for adjusting the current value of the speed-reducing target electronically controlled shock absorber according to the second current value;

[0159] A fourth acquisition submodule, configured to acquire a second vehicle speed and a second steering wheel speed during a process in which the current value decreases;

[0160] The execution submodule is used to use the second vehicle speed as the first vehicle speed and the second steering wheel speed as the first steering wheel speed when the second vehicle speed is greater than the preset vehicle speed and the second steering wheel speed is greater than the preset speed, and return to execute to obtain the first current value and the second current value corresponding to the first vehicle speed and the first steering wheel speed until the second vehicle speed is less than or equal to the preset vehicle speed, or the second steering wheel speed is less than or equal to the preset speed.

[0161] The control device of the electronically controlled shock absorber of the embodiment of the present application determines whether to control the electronically controlled shock absorber to generate damping force to suppress the vehicle roll based on the vehicle speed and the steering wheel speed instead of the lateral acceleration, so that measures can be taken before the vehicle rolls, so as to avoid the vehicle from rolling during the steering process, and ensure the balance and stability of the vehicle during the steering process. In addition, since the preset time length is the delay time length of the vehicle rear axle rolling relative to the vehicle front axle rolling, therefore, when the vehicle speed is greater than the preset speed and the steering wheel speed is greater than the preset speed, the front electronically controlled shock absorber is immediately controlled to generate damping force for suppressing the vehicle front axle roll according to the control current corresponding to the first current value, and after the preset time length, the rear electronically controlled shock absorber is controlled to generate damping force for suppressing the vehicle rear axle roll according to the control current corresponding to the second current value, so that the front and rear axles of the vehicle can be suppressed when they respectively roll, and the balance and stability of the vehicle during the steering process can be ensured.

[0162] Based on the control method of the electronically controlled shock absorber provided in the above embodiment, the embodiment of the present application also provides a specific implementation of the electronic device. Figure 6 A schematic diagram of an electronic device 600 provided in an embodiment of the present application is shown.

[0163] The electronic device 600 may include a processor 610 and a memory 620 storing computer program instructions.

[0164] Specifically, the processor 610 may include a central processing unit (CPU), or an application specific integrated circuit (ASIC), or may be configured to implement one or more integrated circuits of the embodiments of the present application.

[0165] The memory 620 may include a large capacity memory for data or instructions. By way of example and not limitation, the memory 620 may include a hard disk drive (HDD), a floppy disk drive, a flash memory, an optical disk, a magneto-optical disk, a magnetic tape, or a universal serial bus (USB) drive or a combination of two or more of these. Where appropriate, the memory 620 may include a removable or non-removable (or fixed) medium. Where appropriate, the memory 620 may be inside or outside the electronic device 600. In a particular embodiment, the memory 620 is a non-volatile solid-state memory.

[0166] The memory may include a read-only memory (ROM), a random access memory (RAM), a magnetic disk storage medium device, an optical storage medium device, a flash memory device, an electrical, optical or other physical / tangible memory storage device. Thus, typically, the memory includes one or more tangible (non-transitory) computer-readable storage media (e.g., a memory device) encoded with software including computer-executable instructions, and when the software is executed (e.g., by one or more processors), it is operable to perform the operations described with reference to the method according to the first aspect of the present application.

[0167] The processor 610 implements any one of the control methods for the electronically controlled shock absorber in the above embodiments by reading and executing computer program instructions stored in the memory 620 .

[0168] In one example, the electronic device 600 may further include a communication interface 630 and a bus 640. Figure 6 As shown, the processor 610, the memory 620, and the communication interface 630 are connected via a bus 640 and communicate with each other.

[0169] The communication interface 630 is mainly used to implement communication between various modules, devices, units and / or equipment in the embodiments of the present application.

[0170] Bus 640 includes hardware, software or both, and the parts of electronic equipment are coupled to each other. For example, but not limitation, bus may include accelerated graphics port (AGP) or other graphics bus, enhanced industrial standard architecture (EISA) bus, front side bus (FSB), hypertransport (HT) interconnection, industrial standard architecture (ISA) bus, infinite bandwidth interconnection, low pin count (LPC) bus, memory bus, micro channel architecture (MCA) bus, peripheral component interconnection (PCI) bus, PCI-Express (PCI-X) bus, serial advanced technology attachment (SATA) bus, video electronics standard association local (VLB) bus or other suitable bus or two or more of these combinations. In appropriate cases, bus 640 may include one or more buses. Although the present application embodiment describes and shows a specific bus, the application considers any suitable bus or interconnection.

[0171] Exemplarily, the electronic device 600 may be a mobile phone, a tablet computer, a laptop computer, a PDA, an in-vehicle electronic device, an ultra-mobile personal computer (UMPC), a netbook, or a personal digital assistant (PDA).

[0172] The electronic device can execute the control method of the electronically controlled shock absorber in the embodiment of the present application, thereby realizing the combination Figures 1 to 5 A control method and device for an electronically controlled shock absorber are described.

[0173] In addition, in combination with the control method of the electronically controlled shock absorber in the above embodiments, the embodiment of the present application can provide a computer-readable storage medium for implementation. The computer-readable storage medium stores computer program instructions; when the computer program instructions are executed by a processor, any of the control methods of the electronically controlled shock absorber in the above embodiments is implemented.

[0174] In addition, in combination with the control method of the electronically controlled shock absorber in the above embodiments, the present application embodiment can provide a computer program product for implementation. When the instructions in the computer program product are executed by a processor of an electronic device, any control method of the electronically controlled shock absorber in the above embodiments is implemented.

[0175] In addition, the embodiment of the present application further provides a vehicle, which may include at least one of the following:

[0176] A control device for an electronically controlled shock absorber as in the above-mentioned embodiment;

[0177] The electronic device in the above embodiment;

[0178] As the computer-readable storage medium in the above embodiments.

[0179] The computer program product in the above embodiment will not be described in detail here.

[0180] It should be clear that the present application is not limited to the specific configuration and processing described above and shown in the figures. For the sake of simplicity, a detailed description of the known method is omitted here. In the above embodiments, several specific steps are described and shown as examples. However, the method process of the present application is not limited to the specific steps described and shown, and those skilled in the art can make various changes, modifications and additions, or change the order between the steps after understanding the spirit of the present application.

[0181] The functional blocks shown in the above-described block diagram can be implemented as hardware, software, firmware or a combination thereof. When implemented in hardware, it can be, for example, an electronic circuit, an application specific integrated circuit (ASIC), appropriate firmware, a plug-in, a function card, etc. When implemented in software, the elements of the present application are programs or code segments that are used to perform the required tasks. The program or code segment can be stored in a machine-readable medium, or transmitted on a transmission medium or a communication link by a data signal carried in a carrier wave. "Machine-readable medium" can include any medium capable of storing or transmitting information. Examples of machine-readable media include electronic circuits, semiconductor memory devices, ROM, flash memory, erasable ROM (EROM), floppy disks, CD-ROMs, optical disks, hard disks, optical fiber media, radio frequency (RF) links, etc. The code segment can be downloaded via a computer network such as the Internet, an intranet, etc.

[0182] It should also be noted that the exemplary embodiments mentioned in this application describe some methods or systems based on a series of steps or devices. However, this application is not limited to the order of the above steps, that is, the steps can be performed in the order mentioned in the embodiment, or in a different order from the embodiment, or several steps can be performed simultaneously.

[0183] The above reference is according to the method of the embodiment of the present application, the flow chart of the device (system) and the computer program product and / or the block diagram described various aspects of the present application.It should be understood that each square box in the flow chart and / or the block diagram and the combination of each square box in the flow chart and / or the block diagram can be realized by computer program instructions.These computer program instructions can be provided to the processor of a general-purpose computer, a special-purpose computer or other programmable data processing device to produce a machine so that these instructions executed by the processor of the computer or other programmable data processing device enable the realization of the function / action specified in one or more square boxes of the flow chart and / or the block diagram.Such a processor can be but is not limited to a general-purpose processor, a special-purpose processor, a special application processor or a field programmable logic circuit.It can also be understood that each square box in the block diagram and / or the flow chart and the combination of the square boxes in the block diagram and / or the flow chart can also be realized by the dedicated hardware that performs the specified function or action, or can be realized by the combination of dedicated hardware and computer instructions.

[0184] The above is only a specific implementation of the present application. Those skilled in the art can clearly understand that for the convenience and simplicity of description, the specific working processes of the systems, modules and units described above can refer to the corresponding processes in the aforementioned method embodiments, and will not be repeated here. It should be understood that the protection scope of the present application is not limited to this. Any technician familiar with the technical field can easily think of various equivalent modifications or replacements within the technical scope disclosed in this application, and these modifications or replacements should be included in the protection scope of this application.

Claims

1. A control method for an electronically controlled shock absorber, characterized in that: include: Acquiring a first vehicle speed and a first steering wheel speed during a vehicle steering process, wherein the vehicle includes a front electronically controlled shock absorber corresponding to a front axle of the vehicle and a rear electronically controlled shock absorber corresponding to a rear axle of the vehicle; When the first vehicle speed is greater than a preset vehicle speed and the first steering wheel speed is greater than a preset speed, obtaining a first current value and a second current value corresponding to the first vehicle speed and the first steering wheel speed, the first current value being a current value corresponding to the front electronically controlled shock absorber, and the second current value being a current value corresponding to the rear electronically controlled shock absorber; controlling the front electronically controlled shock absorber to generate a damping force according to a control current corresponding to the first current value at a first moment, the first moment being a moment when the first current value is obtained; At a second moment, the rear electronically controlled shock absorber is controlled to generate a damping force according to a control current corresponding to the second current value. The second moment is later than the first moment, and the duration between the second moment and the first moment is a preset duration, which is a delay duration for the roll of the rear axle of the vehicle relative to the roll of the front axle of the vehicle.

2. The method according to claim 1, characterized in that: Before acquiring the first current value and the second current value corresponding to the first vehicle speed and the first steering wheel speed, the method further includes: For a target electronically controlled shock absorber, when the lateral inclination angle is greater than a preset angle during vehicle steering, the vehicle speed and the steering wheel speed are recorded, and the current value of the target electronically controlled shock absorber is adjusted until the lateral inclination angle is less than or equal to the preset angle, so as to obtain a calibrated current value corresponding to the vehicle speed and the steering wheel speed, wherein the target electronically controlled shock absorber is any one of the front electronically controlled shock absorber and the rear electronically controlled shock absorber; Constructing a current value mapping table corresponding to the target electronically controlled shock absorber according to the corresponding relationship between the vehicle speed, the steering wheel speed and the calibrated current value; The acquiring the first current value and the second current value corresponding to the first vehicle speed and the first steering wheel speed includes: A first current value corresponding to the first vehicle speed and the first steering wheel speed is determined in a current value mapping table corresponding to the front electronically controlled shock absorber, and a second current value corresponding to the first vehicle speed and the first steering wheel speed is determined in a current value mapping table corresponding to the rear electronically controlled shock absorber.

3. The method according to claim 1, characterized in that The target electronically controlled shock absorber is any one of the front electronically controlled shock absorber and the rear electronically controlled shock absorber, the target current value is a current value corresponding to the target electronically controlled shock absorber between the first current value and the second current value, and the target electronically controlled shock absorber is controlled to generate a damping force according to a control current corresponding to the target current value, including: Acquire a first current value adjustment speed corresponding to the target electronically controlled shock absorber; increasing the current value of the target electronically controlled shock absorber from a base current value to the target current value according to the first current value adjustment speed; The target electronically controlled shock absorber is controlled to generate a damping force according to a control current corresponding to the current value during the process of the current value increasing.

4. The method according to claim 3, characterized in that The obtaining of the first current value adjustment speed corresponding to the target electronically controlled shock absorber comprises: For the target electronically controlled shock absorber, the first current value adjustment speed corresponding to the first vehicle speed is determined according to a positive correlation between the vehicle speed and the current value adjustment speed.

5. The method according to claim 3, characterized in that: The step of controlling the front electronically controlled shock absorber to generate a damping force according to a control current corresponding to the first current value includes: When the current value of the front electronically controlled shock absorber reaches the first current value and the second lateral acceleration of the vehicle is in a direction different from the first lateral acceleration when the vehicle turns, the front electronically controlled shock absorber is continuously controlled to generate a damping force according to a control current corresponding to the first current value until the absolute value of the second lateral acceleration is less than a preset acceleration.

6. The method according to claim 5, characterized in that The step of controlling the rear electronically controlled shock absorber to generate a damping force according to a control current corresponding to the second current value includes: Obtaining a duration for controlling the front electronically controlled shock absorber to generate a damping force according to a control current corresponding to the first current value; When the current value of the rear electronically controlled shock absorber reaches the second current value, the rear electronically controlled shock absorber is continuously controlled to generate a damping force according to a control current corresponding to the second current value until a duration reaches the duration.

7. The method according to claim 5, characterized in that After the absolute value of the second lateral acceleration is less than a preset acceleration, the method further includes: Acquiring a second current value adjustment speed corresponding to the target electronically controlled shock absorber; adjusting the speed to reduce the current value of the target electronically controlled shock absorber according to the second current value; acquiring a second vehicle speed and a second steering wheel speed during the process of the current value decreasing; When the second vehicle speed is greater than the preset vehicle speed and the second steering wheel speed is greater than the preset speed, the second vehicle speed is taken as the first vehicle speed, the second steering wheel speed is taken as the first steering wheel speed, and the process of obtaining the first current value and the second current value corresponding to the first vehicle speed and the first steering wheel speed is returned to the process until the second vehicle speed is less than or equal to the preset vehicle speed, or the second steering wheel speed is less than or equal to the preset speed.

8. A control device for an electronically controlled shock absorber, characterized in that: The device comprises: A first acquisition module, used for acquiring a first vehicle speed and a first steering wheel speed during a steering process of a vehicle, wherein the vehicle includes a front electronically controlled shock absorber corresponding to a front axle of the vehicle and a rear electronically controlled shock absorber corresponding to a rear axle of the vehicle; a second acquisition module, configured to acquire, when the first vehicle speed is greater than a preset vehicle speed and the first steering wheel speed is greater than a preset speed, a first current value and a second current value corresponding to the first vehicle speed and the first steering wheel speed, the first current value being a current value corresponding to the front electronically controlled shock absorber, and the second current value being a current value corresponding to the rear electronically controlled shock absorber; a first control module, configured to control the front electronically controlled shock absorber to generate a damping force according to a control current corresponding to the first current value at a first moment, wherein the first moment is a moment when the first current value is obtained; The second control module is used to control the rear electronically controlled shock absorber to generate a damping force according to the control current corresponding to the second current value at a second moment, the second moment is later than the first moment, and the duration between the second moment and the first moment is a preset duration, and the preset duration is the delay duration of the roll of the rear axle of the vehicle relative to the roll of the front axle of the vehicle.

9. An electronic device, characterized in that: The electronic device comprises: a processor and a memory storing computer program instructions; When the processor executes the computer program instructions, the control method of the electronically controlled shock absorber according to any one of claims 1 to 7 is implemented.

10. A computer-readable storage medium, characterized in that: The computer-readable storage medium stores computer program instructions, and when the computer program instructions are executed by a processor, the control method of the electronically controlled shock absorber according to any one of claims 1 to 7 is implemented.

11. A computer program product, characterized in that When the instructions in the computer program product are executed by a processor of an electronic device, the electronic device executes the control method for an electronically controlled shock absorber as claimed in any one of claims 1 to 7.

12. A vehicle, characterized in that: Include at least one of the following: The control device for an electronically controlled shock absorber as claimed in claim 8; The electronic device as claimed in claim 9; The computer readable storage medium of claim 10; The computer program product of claim 11.

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