Damping method and device, electronic equipment, storage medium and vehicle

Abstract

The invention provides a damping method and device, electronic equipment, a storage medium and a vehicle. The method comprises the steps that the current driving state of a vehicle is monitored in real time, and the current driving state comprises the vehicle speed of the vehicle and movement of front wheels of each vehicle; judging whether the current driving state meets the condition of triggering a damping function in a preset judgment period or not, wherein the damping function comprises the adjustment of the energy recovery torque of the vehicle and the damping damping of a damper; in response to determining that the condition is satisfied, adjustment of the energy recovery torque and the shock absorption damping is triggered to reduce tremor of the vehicle. Therefore, the efficiency of the damping function is improved while the vibration of the vehicle is reduced, and the situation that the damping function is triggered in other uneven road surfaces which cannot cause vibration is avoided.

Description

Technical Field

[0001] Embodiments of the present application relate to the field of vehicle control technology, and more particularly to a shock absorption method, device, electronic device, storage medium and vehicle. Background Art

[0002] When a vehicle is driving on an uneven road, especially when the rear wheels of the vehicle are passing by, the rear wheels of the vehicle are affected by ground friction and energy recovery torque, causing the wheel speed of the rear wheels of the vehicle to fluctuate greatly, which in turn causes the motor speed of the rear wheel drive motor connected to the rear wheels of the vehicle to fluctuate greatly. Since the rear wheel drive motor is fixedly connected to the rear part of the vehicle body, the fluctuation of the motor speed will directly cause the rear part of the vehicle to tremble or vibrate.

[0003] Based on this, a solution capable of reducing vehicle vibration is needed. Summary of the invention

[0004] In view of this, the purpose of the present application is to provide a shock absorption method, device, electronic device, storage medium and vehicle.

[0005] Based on the above objectives, the present application provides a shock reduction method, comprising:

[0006] Real-time monitoring of the current driving state of the vehicle, the current driving state including the speed of the vehicle and the movement of each front wheel of the vehicle;

[0007] Determining whether the current driving state satisfies a condition for triggering a shock absorption function within a preset determination period, wherein the shock absorption function includes adjusting the energy recovery torque of the vehicle and the shock absorption damping of the shock absorber;

[0008] In response to determining that the condition is satisfied, adjusting the energy recovery torque and the shock absorber damping is triggered to reduce the vibration of the vehicle.

[0009] Furthermore, the current driving status of the vehicle is monitored in real time, including:

[0010] monitoring the vehicle speed in real time;

[0011] And the longitudinal acceleration of each front wheel of the vehicle in the direction perpendicular to the driving plane is monitored in real time.

[0012] Further, judging whether the current driving state satisfies a condition for triggering a shock absorption function within a preset judging period includes:

[0013] Determining whether the vehicle speed and the longitudinal acceleration of each front wheel of the vehicle respectively meet corresponding preset state thresholds;

[0014] In response to determining that the vehicle speed and the longitudinal acceleration of any front wheel of the vehicle meet their respective corresponding state thresholds, and the determination process is completed within the determination period, it is determined that the condition for triggering the shock absorption function is met.

[0015] Further, judging whether the vehicle speed and the longitudinal acceleration of each front wheel of the vehicle meet respective corresponding preset state thresholds includes:

[0016] Determining whether the longitudinal acceleration of each front wheel of the vehicle is greater than a preset first acceleration threshold;

[0017] In response to determining that the longitudinal acceleration of any vehicle front wheel is greater than the first acceleration threshold, determining whether the vehicle speed is greater than a preset vehicle speed threshold;

[0018] In response to determining that the vehicle speed is greater than the vehicle speed threshold, determining whether the longitudinal acceleration of the front wheels of the vehicle changes to be less than a preset second acceleration threshold;

[0019] The first acceleration threshold is a positive value, and the second acceleration threshold is a negative value.

[0020] Further, judging whether the vehicle speed and the longitudinal acceleration of each front wheel of the vehicle meet respective corresponding preset state thresholds also includes:

[0021] Determining whether the longitudinal acceleration of each front wheel of the vehicle is greater than a preset third acceleration threshold;

[0022] In response to determining that the longitudinal acceleration of any vehicle front wheel is greater than the third acceleration threshold, determining whether the vehicle speed is greater than a preset vehicle speed threshold;

[0023] In response to determining that the vehicle speed is greater than the vehicle speed threshold, determining whether the longitudinal acceleration of the front wheels of the vehicle changes to be less than a preset fourth acceleration threshold;

[0024] The third acceleration threshold is a negative value, and the fourth acceleration threshold is a positive value.

[0025] Furthermore, the adjustment of the energy recovery torque and the shock absorption damping includes:

[0026] reducing the energy recovery torque applied to the rear wheels of the vehicle;

[0027] And the shock absorption damping of the rear shock absorber corresponding to the rear wheel of the vehicle is improved.

[0028] Based on the same inventive concept, the present application also provides a shock absorbing device, comprising:

[0029] Monitoring module, judgment module and adjustment module;

[0030] Wherein, the monitoring module is configured to monitor the current driving state of the vehicle in real time, wherein the driving state includes the speed of the vehicle and the movement of each front wheel of the vehicle;

[0031] The judgment module is configured to judge whether the current driving state meets the condition of triggering the shock absorption function within a preset judgment period, and the shock absorption function includes adjusting the energy recovery torque of the vehicle and the shock absorption damping of the shock absorber;

[0032] The adjustment module is configured to trigger adjustment of the energy recovery torque and the shock absorber damping in response to determining that the condition is met, so as to reduce vibration of the vehicle.

[0033] Based on the same inventive concept, the present application also provides an electronic device, including a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein when the processor executes the program, the shock reduction method as described in any one of the above items is implemented.

[0034] Based on the same inventive concept, the present application also provides a computer-readable storage medium, wherein the computer-readable storage medium stores computer instructions, and the computer instructions are used to enable the computer to execute the above-mentioned shock absorption method.

[0035] Based on the same inventive concept, the present application also provides a vehicle, which includes a shock absorbing device and an electronic device, and the electronic device executes any of the shock absorbing methods described above.

[0036] From the above, it can be seen that the shock absorption method, device, electronic device, storage medium and vehicle provided by the present application are based on the monitoring of the vehicle speed and each front wheel of the vehicle, and comprehensively consider the movement of the vehicle's front wheels represented by the longitudinal acceleration, as well as the execution of energy recovery represented by the vehicle speed, to determine whether to trigger the shock absorption function. In the judgment of whether to trigger the shock absorption function, not only the road surface conditions are considered, but also whether the current road surface will cause vehicle vibration. Therefore, while achieving the reduction of vehicle vibration, the efficiency of the shock absorption function is also improved, avoiding the triggering of the shock absorption function on other uneven roads that will not cause vibration. BRIEF DESCRIPTION OF THE DRAWINGS

[0037] In order to more clearly illustrate the technical solutions in the present application or related technologies, the drawings required for use in the embodiments or related technical descriptions are briefly introduced below. Obviously, the drawings described below are only embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without creative work.

[0038] Figure 1A schematic diagram of the driving of the rear wheels of a vehicle according to an embodiment of the present application;

[0039] Figure 2 A schematic diagram of the front wheels of a vehicle according to an embodiment of the present application;

[0040] Figure 3 A flow chart of a shock absorbing method according to an embodiment of the present application;

[0041] Figure 4 A logic diagram of triggering the shock absorption function according to an embodiment of the present application;

[0042] Figure 5 This is a schematic diagram of the structure of the shock absorbing device according to an embodiment of the present application;

[0043] Figure 6 This is a schematic diagram of the structure of an electronic device according to an embodiment of the present application. DETAILED DESCRIPTION

[0044] In order to make the objectives, technical solutions and advantages of the present application more clearly understood, the present application is further described in detail below in combination with specific embodiments and with reference to the accompanying drawings.

[0045] It should be noted that, unless otherwise defined, the technical terms or scientific terms used in the embodiments of the present application should be the usual meanings understood by people with ordinary skills in the field to which the present application belongs. The "first", "second" and similar words used in the embodiments of the present application do not represent any order, quantity or importance, but are only used to distinguish different components. "Including" or "comprising" and similar words mean that the elements or objects appearing in front of the word cover the elements or objects listed after the word and their equivalents, without excluding other elements or objects. "Connecting" or "connected" and similar words are not limited to physical or mechanical connections, but can include electrical connections, whether direct or indirect. "Up", "down", "left", "right" and the like are only used to indicate relative positional relationships. When the absolute position of the described object changes, the relative positional relationship may also change accordingly.

[0046] As described in the background technology section, the related shock absorption methods are still difficult to meet the comfort needs of vehicle users in actual use.

[0047] In the process of implementing the present application, the applicant discovered that the main problem with the related shock absorption method is that when a vehicle passes over a raised speed bump or a pothole road, or other similar uneven roads or bad roads, the vehicle vibrates due to the raised speed bump or the sunken pothole road. In particular, when the rear wheels of the vehicle pass over a raised surface such as a speed bump, the vibration felt by the rear row of the vehicle is most obvious.

[0048] During the research, the applicant found that the above-mentioned vibration is most prominent in new energy vehicles. Specifically, taking speed bumps as an example, since new energy vehicles such as electric vehicles or hybrid vehicles have rear-wheel drive motors that drive the rear wheels, the rear-wheel drive motors can also recover energy from the rear wheels of the vehicle. Before and after the rear wheels of the vehicle pass over the speed bumps, the rear wheels of the vehicle are affected by ground friction and energy recovery torque, resulting in large fluctuations in the wheel speed of the rear wheels of the vehicle, which in turn causes large fluctuations in the motor speed of the rear-wheel drive motor connected to the rear wheels of the vehicle.

[0049] Based on this, since the rear-wheel drive motor is often installed at the rear of the vehicle and forms a fixed connection, the fluctuation of the motor speed will directly cause the rear of the vehicle to tremble or vibrate, and the tremors are frequent and strong, which makes the comfort of the rear seats of the vehicle worse.

[0050] Based on this, one or more embodiments of the present application provide a shock absorption method for adjusting the energy recovery torque and the shock absorber based on the monitoring of the vehicle's driving state.

[0051] The embodiments of the present application are described in detail below with reference to the accompanying drawings.

[0052] In the embodiments of the present application, Figure 1 The speed bump is shown as a specific example of an uneven road surface, wherein Figure 1 It shows the situation after the front wheels of the vehicle pass the speed bump and before and after the rear wheels of the vehicle pass the speed bump.

[0053] Specifically, before and after the rear wheels of a vehicle pass through a speed bump, they go through three stages:

[0054] Phase 1: The vehicle's rear wheels contact the speed bump and continue to move forward.

[0055] Stage 2: The rear wheels of the vehicle have just left the speed bump and are in the air.

[0056] Stage 3: The rear wheels of the vehicle land and are in contact with the ground.

[0057] Among them, when the rear wheel of the vehicle is in stage 1, it has just touched the speed bump and is moving upward along the slope of the speed bump. The rear shock absorber of the rear wheel of the vehicle will be compressed. When the rear wheel of the vehicle reaches the highest point of the speed bump, since the vehicle has a certain speed, the rear wheel of the vehicle will continue to move upward due to inertia and maintain the compressed state of the rear shock absorber, and then the rear wheel of the vehicle will be lifted off, that is, entering stage 2.

[0058] Specifically, in stage 2, when the rear wheels of the vehicle are in the air, the load on the rear wheels of the vehicle will disappear at the moment of being in the air. Since the rear wheels of the vehicle are free of load, the motor speed and wheel speed of the rear-wheel drive motor will immediately increase rapidly, and the current wheel speed and motor speed do not match the actual speed of the current vehicle. The theoretical speed corresponding to the current wheel speed and motor speed will be much higher than the actual speed of the current vehicle.

[0059] Furthermore, in stage 3, when the rear wheels of the vehicle touch the ground, the load on the rear wheels of the vehicle will increase rapidly at the moment of contact with the ground.

[0060] Specifically, when the rear wheels of the vehicle come into contact with the ground, they will be subject to friction from the ground, and because the rear-wheel motor will also recover energy from the rear wheels of the vehicle, the rear wheels of the vehicle will be subject to the energy recovery torque of the rear-wheel motor in addition to friction. The friction and energy recovery torque will then have an impact on the wheel speed of the rear wheels of the vehicle, causing the wheel speed of the rear wheels of the vehicle to decrease dramatically.

[0061] Furthermore, since the rear wheels of the vehicle are connected to the rear-wheel drive motor, when the wheel speed of the rear wheels of the vehicle decreases sharply, the motor speed of the rear-wheel drive motor will also produce a huge fluctuation and also decrease sharply.

[0062] Based on this, when the motor speed of the rear-wheel drive motor decreases sharply, a longitudinal impact excitation nearly perpendicular to the driving plane will be generated on the rear-wheel drive motor, causing the rear-wheel drive motor to vibrate or tremble strongly in the longitudinal direction perpendicular to the driving plane, and Figure 1 As shown in the waveform representing the vibration, the rear-wheel drive motor is connected to the rear beam of the vehicle body or other rear body structures. Therefore, the vibration will be further transmitted to the rear of the vehicle body, causing the rear row of the vehicle to also produce strong vibrations, and the number of vibrations is very large, making the comfort of the rear passengers very poor.

[0063] Based on this, it can be seen that when a vehicle passes through an uneven road surface, Figure 2 As shown, the front wheels of the vehicle pass through the speed bump or potholes first, and then the rear wheels of the vehicle pass through the speed bump or potholes. Therefore, the driving state of the vehicle when the front wheels of the vehicle pass through the uneven road surface can be collected, so as to judge in advance whether the rear wheels of the vehicle will pass through the same uneven road surface, and when it is judged that the front wheels of the vehicle pass through the speed bump or potholes, the pre-set shock absorption function is triggered. The shock absorption function can be used to adjust the energy recovery intensity of the rear wheel drive motor to the rear wheel of the vehicle in advance, that is, to adjust the energy recovery torque, and at the same time adjust the shock absorption damping of the rear shock absorber of the vehicle.

[0064] In the embodiments of the present application, a vehicle is taken as a specific example and is provided with multiple ECUs (Electronic Control Units), specifically, a motor ECU for controlling a rear-wheel drive motor, an electronically controlled shock absorber ECU for controlling a rear shock absorber, and a vehicle ECU for determining a driving state of the vehicle and regulating the shock absorber ECU and the motor ECU.

[0065] refer to Figure 3 A shock absorption method according to an embodiment of the present application is applied to an ECU of a vehicle and specifically comprises the following steps:

[0066] Step S301: monitor the current driving state of the vehicle in real time, wherein the current driving state includes the speed of the vehicle and the movement of each front wheel of the vehicle.

[0067] In the embodiments of the present application, as described in the above embodiments, during the driving process of the vehicle, since the driving states corresponding to the front wheels of the vehicle when passing through an uneven road surface are different from those when passing through a flat road surface, the vehicle ECU can monitor the current driving state of the vehicle in real time to determine whether the vehicle is currently passing through an uneven road surface.

[0068] exist Figure 4 In the specific example shown, step S401 may be executed to monitor the driving state of the vehicle.

[0069] The driving state of the vehicle may be the current speed of the vehicle and the movement of each front wheel of the vehicle.

[0070] Specifically, the current speed of the vehicle may be the driving speed of the vehicle in a direction horizontal to the driving plane, that is, the vehicle speed.

[0071] In some other embodiments, if the vehicle speed can be calculated using the wheel speed, the wheel speed of the vehicle's front wheels can be used to represent the vehicle speed. That is to say, when the vehicle speed can be calculated from the wheel speed, all operations performed using the vehicle speed in this application can be implemented using the wheel speed instead of the vehicle speed.

[0072] Furthermore, the current speed of the vehicle can be monitored by a vehicle speed sensor provided on the vehicle, and the current wheel speed of the front wheel of the vehicle can be monitored by a wheel speed sensor provided on the front wheel of the vehicle.

[0073] Furthermore, the movement condition of any one of the front wheels of the vehicle may be: the longitudinal movement condition of the front wheel of the vehicle in a vertical direction perpendicular to the driving plane, and specifically may be the longitudinal acceleration during movement.

[0074] Among them, since the longitudinal movement of the front wheels of the vehicle means that the stroke of the shock absorber connected to the front wheels of the vehicle is compressed or extended, the front shock absorber stroke of the front wheels of the vehicle under normal conditions can be used as the basis, and in the direction perpendicular to the driving plane, the direction away from the driving plane is taken as the positive direction of movement of the front wheels of the vehicle.

[0075] Based on this, when the current shock absorber stroke is compressed, it is considered that the corresponding vehicle front wheel moves in a direction away from the driving plane. Therefore, when the direction away from the driving plane is determined to be the positive direction, the longitudinal acceleration of the vehicle front wheel at this time is a positive value.

[0076] Furthermore, when the front shock absorber stroke is extended, it is considered that the corresponding front wheel of the vehicle moves in a direction close to the driving plane. Therefore, when the direction away from the driving plane is determined to be the positive direction, the longitudinal acceleration of the front wheel of the vehicle at this time is a negative value.

[0077] Furthermore, the current longitudinal acceleration of the front wheels of the vehicle can be monitored by sensors arranged on the front wheels of the vehicle.

[0078] Based on this, after monitoring the longitudinal acceleration of the vehicle's front wheels, as well as the current vehicle speed or the wheel speed of the vehicle's front wheels, it can be sent to the vehicle ECU, and the vehicle ECU can use the current driving state of the vehicle to determine whether the conditions for triggering the shock absorption function are met.

[0079] It can be seen that based on the monitoring of the longitudinal acceleration of the vehicle's front wheels and combined with the pre-set positive direction, it can be known that the vehicle's front wheels move up and down when passing over uneven roads, such as when passing over speed bumps, and then the following judgment on the uneven road surface can be made.

[0080] Step S302: determine whether the current driving state satisfies a condition for triggering a shock absorption function within a preset determination period, wherein the shock absorption function includes adjusting the energy recovery torque of the vehicle and the shock absorption damping of the shock absorber.

[0081] In the trial embodiment of the present application, based on the monitoring of the current driving state of the vehicle in the aforementioned steps, the vehicle ECU can determine the current vehicle speed and the longitudinal acceleration of each front wheel of the vehicle after receiving the driving state. Based on this, through the pre-set state threshold, it can be determined whether the current driving state of the vehicle meets the conditions for triggering the above-mentioned shock absorption function.

[0082] Specifically, when any front wheel of a vehicle passes over an uneven road surface, the longitudinal acceleration of the front wheel of the vehicle will change.

[0083] Further, according to the change of the longitudinal acceleration of the front wheels of the vehicle, corresponding state thresholds may be set for the longitudinal acceleration of the front wheels of the vehicle: a first acceleration threshold and a second acceleration threshold.

[0084] Furthermore, corresponding to the changes when the front wheels of the vehicle pass through an uneven road surface, it is possible to determine whether the longitudinal acceleration of the front wheels of the vehicle meets the first acceleration threshold and the second acceleration threshold in accordance with a preset logical order, thereby determining whether the front wheels of the vehicle have passed through a similar uneven road surface.

[0085] Furthermore, since the current speed of the vehicle is lower than a certain speed, the driving motor of the vehicle, such as the rear wheel driving motor, will not perform energy recovery, and thus the vibration in the above embodiment will not occur.

[0086] Based on this, a corresponding state threshold may be set in advance for the vehicle speed: a vehicle speed threshold.

[0087] Furthermore, when the current vehicle speed meets the vehicle speed threshold, it can be confirmed that the rear-wheel drive motor will perform energy recovery, thereby further determining that high-intensity and multi-frequency vibrations will occur at the rear of the vehicle.

[0088] Furthermore, it is also necessary to set a judgment period for the above judgment process. Only when the above judgment process is completed within the judgment period can it be considered that the condition for triggering the shock absorption function is met.

[0089] Among them, when the vehicle passes through an uneven road, if the uneven road surface has a long travel distance, the rear wheels of the vehicle will not cause vibration of the rear part of the vehicle in this case.

[0090] Specifically, the uneven road surface with a long travel distance can be, for example, a step whose width is much larger than the width of a speed bump. It can be seen that when the rear wheels of the vehicle drive up the step, compared with the speed bump, the rear shock absorber will not be immediately vacated after being compressed, but will continue to contact the road surface during driving; when the rear wheels of the vehicle drive down the step, compared with the speed bump, the rear shock absorber will not be compressed and vacated before contacting the ground. Therefore, the rear wheels of the vehicle will not experience huge wheel speed fluctuations, and will not cause vibration of the rear wheel drive motor and the rear of the vehicle.

[0091] Therefore, in order to determine whether the uneven road surface passed by the vehicle is a speed bump or pothole road with a shorter travel, it is necessary to confirm that the change in the longitudinal acceleration of the front wheels of the vehicle is caused by passing through a shorter uneven road surface within a certain period of time, rather than a longer uneven road surface. Based on this, a shorter judgment period can be set in advance. When for any front wheel of the vehicle, according to the above logical order, it is judged that the process of satisfying the above-mentioned state thresholds is completed within the shorter judgment period, it is considered that the uneven road surface passed by the front wheels of the vehicle is a speed bump or pothole road that will cause the vehicle to vibrate.

[0092] That is to say, when the vehicle ECU determines, in accordance with the above logical order, that the longitudinal acceleration of any vehicle's front wheel and the current vehicle speed meet their respective corresponding state thresholds, and the duration of the judgment process is less than the above judgment period, it is considered that all conditions for triggering the shock absorption function are met, and that at least one of the vehicle's front wheels is passing through an uneven road surface such as a speed bump or a pothole, rather than other long-travel uneven roads, which causes at least one of the vehicle's rear wheels to pass over the uneven road surface, causing the vehicle to vibrate.

[0093] It can be seen that when judging whether the shock absorption function should be triggered, in addition to considering the vehicle speed at which energy recovery is started, it is also judged from multiple aspects whether the front wheels of the vehicle have passed through uneven roads. When judging whether the vehicle has passed through uneven roads, in addition to relying on the longitudinal movement of the front wheels of the vehicle, the judgment cycle is further used to screen out uneven roads that will not cause vibrations, so that the shock absorption function can be triggered more accurately.

[0094] In the specific embodiment of the present application, a speed bump is taken as a specific example of an uneven road surface.

[0095] In this embodiment, when judging whether the driving state satisfies the corresponding state thresholds according to the logical order in the above embodiments, it is possible to first judge whether the first acceleration threshold is met, then judge whether the vehicle speed threshold is met, and then further judge whether the second acceleration threshold is met, and finally judge whether the above process is within the judgment cycle.

[0096] Specifically, Figure 4 As shown, based on the above-executing step S401, step S402 may be executed to determine whether the longitudinal acceleration is greater than a first acceleration threshold.

[0097] Specifically, firstly, the vehicle ECU can determine whether the current longitudinal acceleration of each vehicle front wheel is greater than a first acceleration threshold based on the acquired longitudinal acceleration of each vehicle front wheel.

[0098] The first acceleration threshold may be a positive value.

[0099] Further, when the judgment result of step S402 is yes, based on the above embodiment, the direction away from the driving plane is taken as the positive direction, it can be considered that the front wheel of the vehicle has moved significantly away from the driving plane, and the corresponding shock absorber stroke is compressed, and then it can be considered that the front wheel of the vehicle has driven onto the speed bump, and the rear wheel of the vehicle will then enter the speed bump. Figure 1 The vehicle will then undergo stage 1 as shown in the figure, and will go through stages 2 and 3, thereby inducing vibration of the rear wheels.

[0100] Based on this, step S403 may be further executed to determine whether the vehicle speed is greater than a vehicle speed threshold.

[0101] Furthermore, when the judgment result of step S402 is no, it can be considered that the front wheel of the vehicle has not moved significantly away from the driving plane, and the corresponding shock absorber travel position has not been compressed, and it can be considered that the front wheel of the vehicle has not driven onto the speed bump, and the rear wheel of the vehicle will not enter the speed bump later. Figure 1 The vehicle will not enter into Stage 1 as shown, nor will it enter into Stage 2 or Stage 3 regarding other speed bumps.

[0102] Based on this, the process may return to step S401 and continue to monitor the driving status of the vehicle.

[0103] Further, based on the execution result of the above step S402, when executing step S403, the vehicle ECU can determine whether the current speed of the vehicle is greater than the speed threshold based on the acquired current speed of the vehicle.

[0104] Furthermore, when the judgment result of step S403 is yes, it can be considered that the current speed of the vehicle reaches the minimum speed requirement for energy recovery, and it can be considered that when the rear wheels of the vehicle are lifted off and land again, excessive energy recovery will be triggered, and it can be determined that high-intensity vibration will occur at the rear of the vehicle.

[0105] Based on this, step S404 may be further performed to determine whether the longitudinal acceleration is less than a second acceleration threshold.

[0106] Furthermore, when the judgment result of step S403 is no, it can be considered that the current speed of the vehicle has not reached the minimum speed requirement for energy recovery, and it can be considered that the rear wheels of the vehicle may not be vacated after passing the speed bump, that is, the rear wheels of the vehicle may not enter the speed bump. Figure 1 Alternatively, it can be considered that even after taking off and landing again, energy recovery will not be triggered, and the rear of the vehicle will not vibrate.

[0107] Based on this, the process may return to step S401 to continue monitoring the driving status of the vehicle.

[0108] Further, based on the execution result of the above-mentioned step S403, when executing step S404, the vehicle ECU can determine whether the current longitudinal acceleration of each vehicle front wheel is less than the second acceleration threshold based on the acquired longitudinal acceleration of each vehicle front wheel, and obtain an execution result of "yes" when at least one vehicle front wheel meets the condition.

[0109] The second acceleration may be a negative value.

[0110] Furthermore, when the judgment result of step S404 is yes, it can be considered that at least one front wheel of the vehicle moves toward the direction close to the driving plane, and the corresponding shock absorber stroke is stretched, and then it can be considered that the front wheel of the vehicle leaves the speed bump, and at least one rear wheel of the vehicle will be in the air after experiencing stage 1, that is, the rear wheel of the vehicle will enter the speed bump later. Figure 1 Stage 2 is shown in FIG.

[0111] Based on this, step S405 may be further executed to determine whether the process from step S402 to step S403 is less than a determination period.

[0112] Furthermore, when the judgment result of step S404 is no, it can be considered that the front wheels of the vehicle have not moved in the direction close to the driving plane, and the corresponding shock absorber travel position has not been stretched. It can be considered that the front wheels of the vehicle have not left the speed bump after driving on the speed bump, and there will not be any rear wheels of the vehicle in the air afterwards, that is, the rear wheels of the vehicle will not enter the speed bump afterwards. Figure 1 Stage 2 is shown in FIG.

[0113] In this case, it can be considered that the front wheels of the vehicle are driving on an uneven road surface with a long travel, such as steps, etc. As mentioned above, this road surface will not cause vibration of the rear part of the vehicle, so there is no need to trigger the shock absorption function.

[0114] Based on this, the process may return to step S401 and continue to monitor the driving status of the vehicle.

[0115] In some other embodiments, the second acceleration threshold may also be 0. When the longitudinal acceleration is less than 0, the longitudinal acceleration may also be considered to be a negative value and move in a direction close to the driving plane.

[0116] Further, based on the execution result of the above step S404, when executing step S405, the vehicle ECU can determine whether the duration of the judgment process from step S402 to step S403 is less than the judgment period based on the duration obtained.

[0117] Further, when the judgment result of step S405 is yes, it can be considered that the duration of the judgment process from step S402 to step S403 for at least one front wheel of the vehicle meets the requirements of the judgment cycle, and thus it can be considered that the process of steps S402 and S403 experienced by the front wheels of the vehicle is the process of the front wheels of the vehicle driving on and off speed bumps with a smaller width, rather than the process of driving on and off other steps with a larger width. Therefore, the front wheels of the vehicle can complete the longitudinal movement process within a short judgment cycle, and thus determine that high-intensity vibration will occur at the rear of the vehicle.

[0118] Based on this, step S406 may be further executed to trigger the shock absorption function.

[0119] Further, when the judgment result of step S405 is no, it can be considered that the duration of the judgment process from step S402 to step S403 is too long, and it can be considered that the process of step S402 and step S403 experienced by the front wheels of the vehicle is not a process of driving on and off a speed bump with a smaller width, but a process of driving on and off other steps with a larger width. Therefore, it takes too long to complete the longitudinal movement process of the front wheels of the vehicle, and then it is determined that the rear of the vehicle will not experience high-intensity vibration.

[0120] Based on this, the process may return to step S401 and continue to monitor the driving status of the vehicle.

[0121] It can be seen that the action performed in this embodiment is to judge whether the vehicle passes through a speed bump. The first acceleration threshold and the second acceleration threshold are set according to the specific movement situation that the front wheels of the vehicle first move in a positive direction and then move in a negative direction when the vehicle passes over the speed bump. In combination with the judgment period, it is possible to further determine that the uneven road surface is a speed bump, thereby ensuring that the type of the uneven road surface can be accurately identified.

[0122] Step S303: In response to determining that the condition is met, triggering adjustment of the energy recovery torque and the shock absorbing damping to reduce vibration of the vehicle.

[0123] In an embodiment of the present application, when the above-mentioned conditions such as the various state thresholds and judgment cycles are met, the pre-set shock absorption function can be triggered in advance before the rear wheels of the vehicle pass over the uneven road surface.

[0124] Specifically, when it is determined that each state threshold is satisfied in a logical order within the set judgment cycle, it can be considered that the front wheel of the vehicle has passed a speed bump or a pothole road or other similar uneven road surface, and further execution can be performed. Figure 4 Step S406 shown in FIG. 1 , triggering the shock absorption function.

[0125] Specifically, the vehicle ECU may issue adjustment instructions to the motor ECU that controls the rear wheel drive motor and the electronically controlled shock absorber ECU that controls the rear shock absorber.

[0126] The adjustment instruction sent to the motor ECU that controls the rear wheel drive motor may be to instruct the motor ECU to reduce the energy recovery intensity of the rear wheels of the vehicle, that is, to reduce the energy recovery torque.

[0127] Furthermore, the adjustment instruction sent to the electronically controlled shock absorber ECU that controls the rear shock absorber may be to instruct the rear shock absorber to enhance shock absorption damping.

[0128] Based on this, when the shock absorption function is triggered, it can be further executed simultaneously Figure 4 Step S407, adjusting the rear wheel drive motor, and step S408, adjusting the shock absorbing damping of the rear shock absorber.

[0129] Specifically, when the motor ECU executes step S407, a recovery torque threshold value regarding energy recovery intensity may be preset, based on which the motor ECU may reduce the energy recovery torque to the preset recovery torque threshold value.

[0130] Further, when the electronically controlled shock absorber ECU executes step S408, a damping threshold value for shock absorption damping may be preset, based on which the electronically controlled shock absorber ECU may increase the shock absorption damping to the preset damping threshold value.

[0131] It can be seen that after the rear wheels of the vehicle are airborne and before they touch the ground, or before the rear wheels of the vehicle touch the speed bumps, the energy recovery intensity is reduced in advance, so that when the rear wheels of the vehicle touch the ground, the fluctuation of the motor speed of the rear-wheel drive motor is reduced, and the shock absorber damping is enhanced in advance, which can convert the vibration energy into heat energy and decay it more quickly.

[0132] In another embodiment of the present application, the uneven road surface may be a road surface that is raised upward like a speed bump, or a pothole road surface that is sunken downward.

[0133] In this embodiment, on a bumpy road surface, the shock absorber stroke of the front wheels of the vehicle will first be used to determine whether the driving state meets the corresponding state thresholds according to the logical order in the above embodiments. It can first be determined whether the third acceleration threshold preset instead of the first acceleration threshold is met, and then it can be determined whether the vehicle speed threshold is met, and then it can be further determined whether the fourth acceleration threshold preset instead of the second acceleration threshold is met, and finally it can be determined whether the above process is within the judgment cycle.

[0134] Specifically, firstly, the vehicle ECU can determine whether the current longitudinal acceleration of each vehicle front wheel is less than the third acceleration threshold based on the acquired longitudinal acceleration of each vehicle front wheel.

[0135] The third acceleration threshold may be a negative value.

[0136] Furthermore, when the longitudinal acceleration of at least one front wheel of the vehicle is less than the third acceleration threshold, based on the aforementioned embodiment, taking the direction away from the driving plane as the positive direction, it can be considered that the front wheel of the vehicle has moved significantly in the direction close to the driving plane, and the corresponding shock absorber stroke has been stretched, and thus it can be considered that the front wheel of the vehicle has entered a bumpy road surface.

[0137] Furthermore, it can be determined whether the current vehicle speed is greater than a vehicle speed threshold.

[0138] Furthermore, when the longitudinal acceleration is greater than or equal to the third acceleration threshold, it can be considered that the front wheels of the vehicle have not moved significantly in the direction close to the driving plane, and the corresponding shock absorber travel position has not been stretched, and thus it can be considered that the front wheels of the vehicle have not driven into a bumpy road surface.

[0139] Based on this, the driving status of the vehicle can continue to be monitored.

[0140] Further, when determining whether the current vehicle speed is greater than the vehicle speed threshold, the vehicle ECU may determine whether the current vehicle speed is greater than the vehicle speed threshold based on the acquired current vehicle speed.

[0141] Furthermore, when the judgment result is yes, it can be considered that the current speed of the vehicle reaches the minimum speed requirement for energy recovery, and then it is further judged whether the longitudinal acceleration is greater than the fourth acceleration threshold.

[0142] Furthermore, when the judgment result is no, it can be considered that the current speed of the vehicle has not reached the minimum speed requirement for energy recovery, and it can be considered that energy recovery of the rear wheels of the vehicle will not be triggered, and the rear of the vehicle will not vibrate.

[0143] Based on this, the driving status of the vehicle can continue to be monitored.

[0144] Further, based on the current vehicle speed being greater than the vehicle speed threshold, the vehicle ECU can determine whether the current longitudinal acceleration of each vehicle front wheel is greater than a fourth acceleration threshold based on the acquired longitudinal acceleration of each vehicle front wheel.

[0145] The fourth acceleration may be a positive value.

[0146] Furthermore, when the longitudinal acceleration of at least one front wheel of the vehicle is greater than a fourth acceleration threshold, it can be considered that the front wheel of the vehicle has moved significantly away from the driving plane, and the corresponding shock absorber stroke has been compressed, and thus it can be considered that the front wheel of the vehicle is about to leave the bumpy road surface.

[0147] Based on this, it can be further determined whether the determination process of each state threshold is less than the determination period.

[0148] Furthermore, when the longitudinal acceleration is less than or equal to the fourth acceleration threshold, it can be considered that the front wheels of the vehicle have not moved significantly away from the driving plane, and the corresponding shock absorber stroke position has not been compressed, and thus it can be considered that the front wheels of the vehicle have not left the bumpy road after entering the bumpy road.

[0149] In this case, it can be considered that the front wheels of the vehicle are driving on an uneven road surface with a long travel, such as driving down steps, etc. As mentioned above, this road surface will not cause vibration of the rear part of the vehicle, so there is no need to trigger the shock absorption function.

[0150] Based on this, the driving status of the vehicle can continue to be monitored.

[0151] In some other embodiments, the fourth acceleration threshold may also be 0. When the longitudinal acceleration is greater than 0, the longitudinal acceleration may also be considered to be a positive value and move in a direction away from the driving plane.

[0152] It can be seen that the action performed in this embodiment is to judge whether the vehicle passes through a bumpy road. The third acceleration threshold and the fourth acceleration threshold are set according to the specific movement situation that the front wheels of the vehicle first move in the negative direction and then move in the positive direction when the vehicle passes over the speed bump. In combination with the judgment period, it is achieved to further determine that the uneven road surface is a bumpy road surface, thereby ensuring that the type of uneven road surface can be accurately identified.

[0153] In another embodiment of the present application, when monitoring the current driving state of the vehicle in real time, the direction perpendicular to the driving plane and close to the driving plane may also be taken as the positive direction.

[0154] In this embodiment, when the shock absorber stroke is compressed, it is considered that the corresponding front wheel of the vehicle moves in a direction away from the driving plane. Therefore, when the direction close to the driving plane is determined to be the positive direction, the longitudinal acceleration of the front wheel of the vehicle at this time is a negative value.

[0155] Furthermore, when the front shock absorber stroke is extended, it is considered that the corresponding front wheel of the vehicle moves in a direction close to the driving plane. Therefore, when the direction close to the driving plane is determined to be the positive direction, the longitudinal acceleration of the front wheel of the vehicle at this time is a positive value.

[0156] Based on this, taking speed bumps as a specific example, when judging whether the driving state meets the conditions for triggering the shock absorption function within the judgment period, the first acceleration threshold can be set to a negative value, and the second acceleration can be set to a positive value or 0, and the direction of the current longitudinal acceleration can be judged accordingly.

[0157] It can be seen that in the judgment of the movement of the front wheels of the vehicle, it is not limited to a specific positive or negative direction, or in other words, it is not limited to the positive or negative value of the first acceleration threshold and the second acceleration threshold. The specific positive direction can be set according to the actual situation, thereby setting the positive or negative value of the first acceleration threshold and the second acceleration threshold, as well as the corresponding judgment criteria. That is to say, for example, when the first acceleration threshold is a negative value, when the longitudinal acceleration should be less than the first acceleration threshold, it means that the absolute value of the longitudinal acceleration is greater than the first acceleration threshold, and the front wheels of the vehicle move in the same direction.

[0158] It can be seen that the shock absorption method of the embodiment of the present application, based on the monitoring of the current vehicle speed and each front wheel of the vehicle, comprehensively considers the movement of the vehicle's front wheels represented by the longitudinal acceleration, and the execution of energy recovery represented by the vehicle speed, to determine whether to trigger the shock absorption function. In the judgment of whether to trigger the shock absorption function, not only the road conditions are considered, but also whether the current road surface will cause vehicle vibration. This not only reduces the vehicle vibration, but also improves the efficiency of the shock absorption function, thereby avoiding the triggering of the shock absorption function on other uneven roads that will not cause vibration.

[0159] It should be noted that the method of the embodiment of the present application can be performed by a single device, such as a computer or server. The method of this embodiment can also be applied to a distributed scenario and completed by multiple devices cooperating with each other. In the case of such a distributed scenario, one of the multiple devices can only perform one or more steps in the method of the embodiment of the present application, and the multiple devices will interact with each other to complete the described method.

[0160] It should be noted that the above describes some embodiments of the present application. Other embodiments are within the scope of the appended claims. In some cases, the actions or steps recorded in the claims can be performed in an order different from that in the above embodiments and still achieve the desired results. In addition, the processes depicted in the accompanying drawings do not necessarily require the specific order or continuous order shown to achieve the desired results. In some embodiments, multitasking and parallel processing are also possible or may be advantageous.

[0161] Based on the same inventive concept, corresponding to any of the above-mentioned embodiments and methods, the embodiments of the present application also provide a shock absorbing device.

[0162] refer to Figure 5 , the shock absorbing device comprises: a monitoring module 501, a judging module 502 and an adjusting module 503;

[0163] The monitoring module 501 is configured to monitor the current driving state of the vehicle in real time, wherein the driving state includes the speed of the vehicle and the movement of each front wheel of the vehicle;

[0164] The judgment module 502 is configured to judge whether the current driving state meets the condition of triggering the shock absorption function within a preset judgment period, and the shock absorption function includes adjusting the energy recovery torque of the vehicle and the shock absorption damping of the shock absorber;

[0165] The adjustment module 503 is configured to trigger the adjustment of the energy recovery torque and the shock absorption damping in response to determining that the condition is met, so as to reduce the vibration of the vehicle.

[0166] As an optional embodiment, the monitoring module 501 is specifically configured as follows:

[0167] monitoring the vehicle speed in real time;

[0168] And the longitudinal acceleration of each front wheel of the vehicle in the direction perpendicular to the driving plane is monitored in real time.

[0169] As an optional embodiment, the determining module 502 is specifically configured to:

[0170] Determining whether the vehicle speed and the longitudinal acceleration of each front wheel of the vehicle respectively meet corresponding preset state thresholds;

[0171] In response to determining that the vehicle speed and the longitudinal acceleration of any front wheel of the vehicle meet their respective corresponding state thresholds, and the determination process is completed within the determination period, it is determined that the condition for triggering the shock absorption function is met.

[0172] Wherein, judging whether the vehicle speed and the longitudinal acceleration of each front wheel of the vehicle meet respective corresponding preset state thresholds includes:

[0173] Determining whether the longitudinal acceleration of each front wheel of the vehicle is greater than a preset first acceleration threshold;

[0174] In response to determining that the longitudinal acceleration of any vehicle front wheel is greater than the first acceleration threshold, determining whether the vehicle speed is greater than a preset vehicle speed threshold;

[0175] In response to determining that the vehicle speed is greater than the vehicle speed threshold, determining whether the longitudinal acceleration of the front wheels of the vehicle changes to be less than a preset second acceleration threshold;

[0176] The first acceleration threshold is a positive value, and the second acceleration threshold is a negative value.

[0177] Further,

[0178] Determining whether the vehicle speed and the longitudinal acceleration of each front wheel of the vehicle meet respective corresponding preset state thresholds also includes:

[0179] Determining whether the longitudinal acceleration of each front wheel of the vehicle is greater than a preset third acceleration threshold;

[0180] In response to determining that the longitudinal acceleration of any vehicle front wheel is greater than the third acceleration threshold, determining whether the vehicle speed is greater than a preset vehicle speed threshold;

[0181] In response to determining that the vehicle speed is greater than the vehicle speed threshold, determining whether the longitudinal acceleration of the front wheels of the vehicle changes to be less than a preset fourth acceleration threshold;

[0182] The third acceleration threshold is a negative value, and the fourth acceleration threshold is a positive value.

[0183] As an optional embodiment, the adjustment module 503 is specifically configured as follows:

[0184] reducing the energy recovery torque applied to the rear wheels of the vehicle;

[0185] And the shock absorption damping of the rear shock absorber corresponding to the rear wheel of the vehicle is improved.

[0186] For the convenience of description, the above devices are described in terms of functions and are divided into various modules. Of course, when implementing the embodiments of the present application, the functions of each module can be implemented in the same or multiple software and / or hardware.

[0187] The device of the above embodiment is used to implement the corresponding shock absorption method in any of the above embodiments, and has the beneficial effects of the corresponding method embodiment, which will not be described in detail here.

[0188] Based on the same inventive concept, corresponding to any of the above-mentioned embodiments and methods, an embodiment of the present application also provides an electronic device, including a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein when the processor executes the program, the shock reduction method as described in any of the above embodiments is implemented.

[0189] Figure 6 A more specific schematic diagram of the hardware structure of an electronic device provided in this embodiment is shown, and the device may include: a processor 1010, a memory 1020, an input / output interface 1030, a communication interface 1040, and a bus 1050. The processor 1010, the memory 1020, the input / output interface 1030, and the communication interface 1040 are connected to each other through the bus 1050 in the device.

[0190] The processor 1010 can be implemented by a general-purpose CPU (Central Processing Unit), a microprocessor, an 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 the present application.

[0191] The memory 1020 may be implemented in the form of ROM (Read Only Memory), RAM (Random Access Memory), static storage device, dynamic storage device, etc. The memory 1020 may store an operating system and other application programs. When the technical solution provided in the embodiment of the present application is implemented by software or firmware, the relevant program code is stored in the memory 1020 and is called and executed by the processor 1010.

[0192] The input / output interface 1030 is used to connect the input / output module to realize information input and output. The input / output module can be configured in the device as a component (not shown in the figure), or it can be externally connected to the device to provide corresponding functions. The input device may include a keyboard, a mouse, a touch screen, a microphone, various sensors, etc., and the output device may include a display, a speaker, a vibrator, an indicator light, etc.

[0193] The communication interface 1040 is used to connect a communication module (not shown) to realize communication interaction between the device and other devices. The communication module can realize communication through a wired mode (such as USB, network cable, etc.) or a wireless mode (such as mobile network, WIFI, Bluetooth, etc.).

[0194] The bus 1050 includes a path that transmits information between the various components of the device (eg, the processor 1010, the memory 1020, the input / output interface 1030, and the communication interface 1040).

[0195] It should be noted that, although the above device only shows the processor 1010, the memory 1020, the input / output interface 1030, the communication interface 1040 and the bus 1050, in the specific implementation process, the device may also include other components necessary for normal operation. In addition, it can be understood by those skilled in the art that the above device may also only include the components necessary for implementing the embodiment of the present application, and does not necessarily include all the components shown in the figure.

[0196] The device of the above embodiment is used to implement the corresponding shock absorption method in any of the above embodiments, and has the beneficial effects of the corresponding method embodiment, which will not be described in detail here.

[0197] Based on the same inventive concept, corresponding to any of the above-mentioned embodiment methods, the present application also provides a vehicle, the vehicle comprising a shock absorbing device and an electronic device, the electronic device executing any of the above-mentioned shock absorbing methods.

[0198] Based on the same inventive concept, corresponding to any of the above-mentioned embodiments and methods, the present application also provides a computer-readable storage medium, wherein the computer-readable storage medium stores computer instructions, and the computer instructions are used to enable the computer to execute the shock absorption method described in any of the above embodiments.

[0199] The computer-readable medium of this embodiment includes permanent and non-permanent, removable and non-removable media, and information storage can be implemented by any method or technology. Information can be computer-readable instructions, data structures, modules of programs, or other data. Examples of computer storage media include, but are not limited to, phase change memory (PRAM), static random access memory (SRAM), dynamic random access memory (DRAM), other types of random access memory (RAM), read-only memory (ROM), electrically erasable programmable read-only memory (EEPROM), flash memory or other memory technology, read-only compact disk read-only memory (CD-ROM), digital versatile disk (DVD) or other optical storage, magnetic cassettes, tape disk storage or other magnetic storage devices or any other non-transmission media that can be used to store information that can be accessed by a computing device.

[0200] The computer instructions stored in the storage medium of the above embodiments are used to enable the computer to execute the shock absorption method described in any of the above embodiments, and have the beneficial effects of the corresponding method embodiments, which will not be repeated here.

[0201] Those skilled in the art should understand that the discussion of any of the above embodiments is merely illustrative and is not intended to imply that the scope of the present application (including the claims) is limited to these examples. In line with the concept of the present application, the technical features in the above embodiments or different embodiments may be combined, the steps may be implemented in any order, and there are many other variations of different aspects of the embodiments of the present application as described above, which are not provided in detail for the sake of simplicity.

[0202] In addition, to simplify the description and discussion, and in order not to make the embodiments of the present application difficult to understand, the known power supply / ground connection with the integrated circuit (IC) chip and other components may or may not be shown in the provided drawings. In addition, the device can be shown in the form of a block diagram to avoid making the embodiments of the present application difficult to understand, and this also takes into account the fact that the details of the implementation of these block diagram devices are highly dependent on the platform on which the embodiments of the present application will be implemented (that is, these details should be fully within the scope of understanding of those skilled in the art). In the case of elaborating specific details (e.g., circuits) to describe exemplary embodiments of the present application, it is obvious to those skilled in the art that the embodiments of the present application can be implemented without these specific details or when these specific details are changed. Therefore, these descriptions should be considered illustrative rather than restrictive.

[0203] Although the present application has been described in conjunction with specific embodiments of the present application, many replacements, modifications and variations of these embodiments will be apparent to those skilled in the art from the foregoing description. For example, other memory architectures (e.g., dynamic RAM (DRAM)) may use the embodiments discussed.

[0204] The embodiments of the present application are intended to cover all such substitutions, modifications and variations that fall within the broad scope of the appended claims. Therefore, any omissions, modifications, equivalent substitutions, improvements, etc. made within the spirit and principles of the embodiments of the present application should be included in the protection scope of the present application.

Claims

1. A shock reduction method, characterized in that: include: Real-time monitoring of the current driving state of the vehicle, the current driving state including the speed of the vehicle and the movement of each front wheel of the vehicle; Determining whether the current driving state satisfies a condition for triggering a shock absorption function within a preset determination period, wherein the shock absorption function includes adjusting the energy recovery torque of the vehicle and the shock absorption damping of the shock absorber; In response to determining that the condition is satisfied, adjusting the energy recovery torque and the shock absorber damping is triggered to reduce the vibration of the vehicle.

2. The method according to claim 1, characterized in that: The real-time monitoring of the current driving state of the vehicle includes: monitoring the vehicle speed in real time; And the longitudinal acceleration of each front wheel of the vehicle in the direction perpendicular to the driving plane is monitored in real time.

3. The method according to claim 2, characterized in that The determining whether the current driving state satisfies a condition for triggering a shock absorption function within a preset determination period includes: Determining whether the vehicle speed and the longitudinal acceleration of each front wheel of the vehicle respectively meet corresponding preset state thresholds; In response to determining that the vehicle speed and the longitudinal acceleration of any front wheel of the vehicle meet their respective corresponding state thresholds, and the determination process is completed within the determination period, it is determined that the condition for triggering the shock absorption function is met.

4. The method according to claim 3, characterized in that: The determining whether the vehicle speed and the longitudinal acceleration of each front wheel of the vehicle meet respective corresponding preset state thresholds includes: Determining whether the longitudinal acceleration of each front wheel of the vehicle is greater than a preset first acceleration threshold; In response to determining that the longitudinal acceleration of any vehicle front wheel is greater than the first acceleration threshold, determining whether the vehicle speed is greater than a preset vehicle speed threshold; In response to determining that the vehicle speed is greater than the vehicle speed threshold, determining whether the longitudinal acceleration of the front wheels of the vehicle changes to be less than a preset second acceleration threshold; The first acceleration threshold is a positive value, and the second acceleration threshold is a negative value.

5. The method according to claim 3, characterized in that: The determining whether the vehicle speed and the longitudinal acceleration of each front wheel of the vehicle meet respective corresponding preset state thresholds also includes: Determining whether the longitudinal acceleration of each front wheel of the vehicle is greater than a preset third acceleration threshold; In response to determining that the longitudinal acceleration of any vehicle front wheel is greater than the third acceleration threshold, determining whether the vehicle speed is greater than a preset vehicle speed threshold; In response to determining that the vehicle speed is greater than the vehicle speed threshold, determining whether the longitudinal acceleration of the front wheels of the vehicle changes to be less than a preset fourth acceleration threshold; The third acceleration threshold is a negative value, and the fourth acceleration threshold is a positive value.

6. The method according to claim 1, characterized in that The adjustment of the energy recovery torque and the shock absorbing damping comprises: reducing the energy recovery torque applied to the rear wheels of the vehicle; And the shock absorption damping of the rear shock absorber corresponding to the rear wheel of the vehicle is improved.

7. A shock absorbing device, characterized in that: include: Monitoring module, judgment module and adjustment module; Wherein, the monitoring module is configured to monitor the current driving state of the vehicle in real time, wherein the driving state includes the speed of the vehicle and the movement of each front wheel of the vehicle; The judgment module is configured to judge whether the current driving state meets the condition of triggering the shock absorption function within a preset judgment period, and the shock absorption function includes adjusting the energy recovery torque of the vehicle and the shock absorption damping of the shock absorber; The adjustment module is configured to trigger adjustment of the energy recovery torque and the shock absorber damping in response to determining that the condition is met, so as to reduce vibration of the vehicle.

8. An electronic device comprising a memory, a processor, and a computer program stored in the memory and executable by the processor, characterized in that: When the processor executes the computer program, the method according to any one of claims 1 to 7 is implemented.

9. A computer-readable storage medium, characterized in that: The computer-readable storage medium stores computer instructions, and the computer instructions are used to cause a computer to execute the method according to any one of claims 1 to 7.

10. A vehicle, characterized in that: Comprising the shock absorbing device according to claim 7 or the electronic device according to claim 8.

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