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

Abstract

The application provides a damping method and device, electronic equipment, storage medium and vehicle; the method comprises the following steps: monitoring the current driving state of the vehicle in real time, wherein the current driving state comprises the vehicle speed and the movement of each front wheel of the vehicle; determining whether the current driving state meets the condition of triggering the damping function in the preset determination period, wherein the damping function comprises adjusting the energy recovery torque of the vehicle and the damping damping of the shock absorber; in response to determining that the condition is met, the adjustment of the energy recovery torque and the damping damping is triggered to reduce the vibration of the vehicle. It can be seen that the application not only reduces the vibration of the vehicle, but also improves the efficiency of the damping function, and avoids triggering the damping function on uneven road surfaces that do not cause vibration.

Description

Technical Field

[0001] Embodiments of this 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 Technology

[0002] When a vehicle is traveling on an uneven road surface, especially when the rear wheels are in front of or behind it, the wheel speed of the rear wheels fluctuates greatly due to the influence of ground friction and energy recovery torque. This, in turn, causes the motor speed of the rear-wheel drive motor connected to the rear wheels to fluctuate greatly. Since the rear-wheel drive motor is fixedly connected to the rear of the vehicle, the fluctuation of the motor speed will directly cause the rear of the vehicle to vibrate or shake.

[0003] Therefore, a solution is needed to reduce vehicle vibration. Summary of the Invention

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

[0005] For the purposes described above, this application provides a vibration reduction method, including:

[0006] Real-time monitoring of the vehicle's current driving status, including the vehicle's speed and the movement of each vehicle's front wheels;

[0007] Determine whether the current driving state meets the conditions for triggering the shock absorption function within a preset judgment period. The shock absorption function includes adjusting the energy recovery torque of the vehicle and the damping of the shock absorber.

[0008] In response to determining that the condition is met, adjustments are triggered to the energy recovery torque and the damping to reduce vehicle vibration.

[0009] Furthermore, real-time monitoring of the vehicle's current driving status includes:

[0010] Real-time monitoring of the vehicle speed;

[0011] It also monitors in real time the longitudinal acceleration of each vehicle's front wheel in the direction perpendicular to the driving plane.

[0012] Further, determining whether the current driving state meets the conditions for triggering the shock absorption function within a preset determination period includes:

[0013] Determine whether the vehicle speed and the longitudinal acceleration of the front wheels of each vehicle meet the corresponding preset state threshold.

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

[0015] Further, determining whether the vehicle speed and the longitudinal acceleration of each vehicle's front wheel meet their respective preset state thresholds includes:

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

[0017] In response to determining that the longitudinal acceleration of the front wheel of any vehicle is greater than the first acceleration threshold, it is then determined 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, it is then determined whether the longitudinal acceleration of the front wheels of the vehicle has changed 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] Furthermore, determining whether the vehicle speed and the longitudinal acceleration of each vehicle's front wheel meet their respective preset state thresholds also includes:

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

[0022] In response to determining that the longitudinal acceleration of the front wheel of any vehicle is greater than the third acceleration threshold, it is then determined 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, it is then determined whether the longitudinal acceleration of the front wheels of the vehicle has changed to be less than a preset fourth acceleration threshold.

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

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

[0026] Reduce the energy recovery torque on the rear wheels of the vehicle;

[0027] And increase the damping of the rear shock absorber corresponding to the rear wheel of the vehicle.

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

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

[0030] The monitoring module is configured to monitor the current driving status of the vehicle in real time, including the vehicle speed and the movement of each front wheel.

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

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

[0033] Based on the same inventive concept, this 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 the processor executes the program to implement the shock absorption method described in any of the above claims.

[0034] Based on the same inventive concept, this application also provides a computer-readable storage medium, wherein the computer-readable storage medium stores computer instructions for causing the computer to perform the shock absorption method described above.

[0035] Based on the same inventive concept, this application also provides a vehicle, the vehicle including a shock absorption device and electronic equipment, the electronic equipment performing the shock absorption method as described in any of the above claims.

[0036] As can be seen from the above, the shock absorption method, device, electronic equipment, storage medium, and vehicle provided in this application, based on the monitoring of vehicle speed and each front wheel of the vehicle, comprehensively consider the movement of the front wheels of the vehicle represented by longitudinal acceleration, and the execution of energy recovery represented by vehicle speed, to determine whether to trigger the shock absorption function. This ensures that the determination of whether to trigger the shock absorption function not only considers the road surface conditions, but also whether the current road surface will cause vehicle vibration. Thus, while reducing vehicle vibration, it also improves the efficiency of the shock absorption function and avoids triggering the shock absorption function on other uneven road surfaces that will not cause vibration. Attached Figure Description

[0037] To more clearly illustrate the technical solutions in this application or related technologies, the drawings used in the description of the embodiments or related technologies will be briefly introduced below. Obviously, the drawings described below are only embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0038] Figure 1This is a schematic diagram of the movement of the rear wheels of the vehicle according to an embodiment of this application;

[0039] Figure 2 This is a schematic diagram of the front wheels of a vehicle in accordance with an embodiment of this application.

[0040] Figure 3 This is a flowchart of the vibration reduction method according to an embodiment of this application;

[0041] Figure 4 This is a logical diagram illustrating the triggering of the shock absorption function in an embodiment of this application;

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

[0043] Figure 6 This is a schematic diagram of the electronic device structure according to an embodiment of this application. Detailed Implementation

[0044] To make the objectives, technical solutions, and advantages of this application clearer, the following detailed description is provided in conjunction with specific embodiments and the accompanying drawings.

[0045] It should be noted that, unless otherwise defined, the technical or scientific terms used in the embodiments of this application should have the ordinary meaning understood by one of ordinary skill in the art to which this application pertains. The terms "first," "second," and similar terms used in the embodiments of this application do not indicate any order, quantity, or importance, but are merely used to distinguish different components. Terms such as "comprising" or "including" mean that the element or object preceding the word encompasses the elements or objects listed following the word and their equivalents, without excluding other elements or objects. Terms such as "connected" or "linked" are not limited to physical or mechanical connections, but can include electrical connections, whether direct or indirect. Terms such as "upper," "lower," "left," and "right" 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 section, the existing shock absorption methods are still insufficient to meet the comfort needs of vehicle users in actual use.

[0047] In the process of implementing this application, the applicant discovered that the main problem with the relevant shock absorption method is that when the vehicle travels over raised speed bumps or potholes, or other similar uneven or bad roads, the vehicle vibrates due to the protrusion of the speed bumps or the depression of the potholes. In particular, the vibration felt by the rear passengers is most obvious when the rear wheels of the vehicle pass over a raised speed bump.

[0048] The applicant found in the study that the above-mentioned vibration was most prominent in new energy vehicles. Specifically, taking speed bumps as an example, because new energy vehicles such as electric vehicles or hybrid vehicles have rear-wheel drive motors that drive the rear wheels, and these rear-wheel drive motors can also recover energy from the rear wheels, when the rear wheels of the vehicle pass over the speed bump, the wheel speed of the rear wheels fluctuates greatly due to the influence of ground friction and energy recovery torque. This, in turn, causes the motor speed of the rear-wheel drive motor connected to the rear wheels to fluctuate greatly.

[0049] Therefore, since the rear-wheel drive motor is often installed at the rear of the vehicle body and forms a fixed connection, fluctuations in the motor speed will directly cause the rear of the vehicle to vibrate or shake. Moreover, the vibrations are frequent and intense, which reduces the comfort of the rear seats.

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

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

[0052] In the embodiments of this application, using Figure 1 The speed bump shown is a specific example of an uneven road surface, in which... Figure 1 This shows the situation before and after the vehicle's rear wheels pass over the speed bump, following the front wheels' passage over it.

[0053] Specifically, the process involves three stages before and after the rear wheels of a vehicle pass over a speed bump:

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

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

[0056] Phase 3: The vehicle's rear wheels touch the ground and are in contact with it.

[0057] In stage 1, the rear wheels of the vehicle just make contact with the speed bump and move uphill along the slope of the speed bump. The rear shock absorbers of the vehicle's rear wheels will be compressed. When the rear wheels of the vehicle reach the highest point of the speed bump, due to the vehicle's speed, the rear wheels will continue to move uphill due to inertia and keep the rear shock absorbers compressed. As a result, the rear wheels of the vehicle will be airborne, that is, enter stage 2.

[0058] Specifically, in stage 2, when the rear wheels of the vehicle are off the ground, the load on the rear wheels will disappear the moment they are off the ground. Since the rear wheels are no longer loaded, the motor speed and wheel speed of the rear wheel drive motor will immediately and rapidly increase. Moreover, the current wheel speed and motor speed do not match the actual speed of the vehicle. The theoretical speed corresponding to the current wheel speed and motor speed will be much higher than the actual speed of the vehicle.

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

[0060] Specifically, when the rear wheels of a vehicle contact the ground, they are subjected to friction from the ground. Furthermore, because the rear wheel motor recovers energy from the rear wheels, the rear wheels are subjected to both friction and the energy recovery torque from the rear wheel motor. Consequently, the friction and the energy recovery torque will impact the wheel speed of the rear wheels, causing a sharp and significant fluctuation in the wheel speed.

[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 decreases sharply, the motor speed of the rear-wheel drive motor will also fluctuate greatly and decrease sharply as well.

[0062] Therefore, when the speed of the rear-wheel drive motor decreases sharply, a longitudinal impact excitation almost perpendicular to the driving plane is generated on the rear-wheel drive motor. This causes the rear-wheel drive motor to produce a high-intensity vibration or tremor in the longitudinal direction perpendicular to the driving plane, and... Figure 1 The waveform representing the vibration is shown in the figure. Since the rear-wheel drive motor is connected to the rear beam or other rear body structure of the vehicle, the vibration will be further transmitted to the rear of the vehicle, causing the rear seats of the vehicle to also experience strong vibrations, and the vibrations occur frequently, resulting in poor comfort for rear passengers.

[0063] Based on this, it can be seen that when a vehicle travels over an uneven road surface, such as Figure 2 As shown, the vehicle's front wheels first pass over the speed bump or pothole, followed by the rear wheels. Therefore, the vehicle's driving status when the front wheels pass over uneven surfaces can be collected to predict whether the rear wheels will pass over the same uneven surfaces. When it is determined that the front wheels have passed over the speed bump or pothole, a pre-set damping function is triggered. This damping function can be used to adjust the energy recovery intensity of the rear-wheel drive motor on the rear wheels in advance, that is, to adjust the energy recovery torque, and at the same time adjust the damping of the rear shock absorber.

[0064] In the embodiments of this application, a vehicle as a specific example has multiple ECUs (Electronic Control Units). Specifically, it has a motor ECU that controls the rear wheel drive motor, an electronically controlled shock absorber ECU that controls the rear shock absorber, and a vehicle ECU that determines the driving status of the vehicle and regulates the shock absorber ECU and the motor ECU.

[0065] refer to Figure 3 One embodiment of the shock absorption method of this application is applied to the ECU of a vehicle and specifically includes the following steps:

[0066] Step S301: Monitor the current driving status of the vehicle in real time, including the vehicle speed and the movement of each front wheel.

[0067] In the embodiments of this application, as described in the above embodiments, during the vehicle's driving process, since the driving state corresponding to the front wheels of the vehicle when passing through uneven road surfaces is different from that when passing through smooth road surfaces, 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 can be performed to monitor the vehicle's driving status.

[0069] The vehicle's driving status can be its current speed, as well as the movement of each vehicle's front wheels.

[0070] Specifically, the vehicle's current speed can be the speed at which the vehicle travels in the direction horizontal to the driving plane, that is, the vehicle speed.

[0071] In some other embodiments, if the vehicle speed can be calculated from the wheel speeds, then the wheel speeds of the front wheels can be used to characterize the vehicle speed. In other words, when the vehicle speed can be calculated from the wheel speeds, then for any operation in this application that uses vehicle speed, the wheel speeds can be used instead of the vehicle speeds.

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

[0073] Furthermore, the movement of any vehicle's front wheel can be: the longitudinal movement of the vehicle's front wheel in the vertical direction perpendicular to the driving plane, specifically the longitudinal acceleration during movement.

[0074] When the front wheels of a vehicle move longitudinally, it means that the travel of the shock absorber connected to the front wheels of the vehicle is compressed or extended. Therefore, the travel of the front shock absorber of the vehicle's front wheels under normal conditions can be used as a basis, and the direction away from the travel plane in the direction perpendicular to the driving plane can be taken as the positive direction of the movement of the vehicle's front wheels.

[0075] Based on this, when the current shock absorber stroke is compressed, it is assumed that the corresponding front wheel of the vehicle is moving 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 front wheel of the vehicle is positive.

[0076] Furthermore, when the current shock absorber travel is stretched, it is assumed that the corresponding front wheel of the vehicle is moving in a direction closer to the driving plane. Therefore, when the direction away from the driving plane is determined as the positive direction, the longitudinal acceleration of the front wheel of the vehicle is negative at this time.

[0077] Furthermore, sensors installed on the front wheels of the vehicle can monitor the current longitudinal acceleration of the front wheels.

[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 front wheels, the data can be sent to the vehicle's ECU. The vehicle's ECU can then use the current driving status of the vehicle to determine whether the conditions for triggering the shock absorption function are met.

[0079] As can be seen, based on the monitoring of the longitudinal acceleration of the vehicle's front wheels and combined with the pre-set positive direction, it is possible to know the up-and-down movement of the vehicle's front wheels when driving over uneven road surfaces, such as speed bumps, and then make the following judgment about uneven road surfaces.

[0080] Step S302: Determine whether the current driving state meets the conditions for triggering the shock absorption function within a preset judgment period. The shock absorption function includes adjusting the energy recovery torque of the vehicle and the damping of the shock absorber.

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

[0082] Specifically, when any vehicle's front wheel travels over an uneven road surface, the longitudinal acceleration of that vehicle's front wheel will change.

[0083] Furthermore, based on the changes in the longitudinal acceleration of the vehicle's front wheels, corresponding state thresholds can be set for the longitudinal acceleration of the vehicle's front wheels: a first acceleration threshold and a second acceleration threshold.

[0084] Furthermore, in response to the changes in the front wheels of a vehicle when they travel over uneven road surfaces, the longitudinal acceleration of the front wheels can be determined according to a preset logical sequence to determine whether it meets the first acceleration threshold and the second acceleration threshold, and in this way, whether the front wheels of the vehicle have traveled over similar uneven road surfaces.

[0085] Furthermore, since the vehicle's current speed is below a certain speed, the vehicle's drive motor, such as the rear-wheel drive motor, will not perform energy recovery, and thus the vibration described in the above embodiment will not occur.

[0086] Based on this, a corresponding state threshold can be set in advance for the vehicle speed: the 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 confirming that high-intensity, multi-frequency vibrations will occur at the rear of the vehicle.

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

[0089] In particular, when a vehicle travels over an uneven road surface for a long period of time, the rear wheels will not cause vibrations at the rear of the vehicle.

[0090] Specifically, uneven road surfaces with a long travel distance can be, for example, steps that are much wider than speed bumps. It can be seen that when the rear wheels of a vehicle drive onto a step, compared to a speed bump, the rear shock absorbers will not be compressed and immediately lifted off the ground, but will continue to contact the road surface. When the rear wheels of a vehicle drive off a step, compared to a speed bump, the rear shock absorbers will not be compressed and lifted off the ground before contacting the ground. Therefore, the rear wheels of the vehicle will not experience huge wheel speed fluctuations, and thus will not cause vibrations in the rear-wheel drive motor and the rear of the vehicle.

[0091] Therefore, in order to determine whether the uneven road surface traversed by the vehicle is a speed bump or pothole with a short travel distance, it is necessary to confirm that the change in the longitudinal acceleration of the vehicle's front wheels is caused by traversing the uneven road surface with a short travel distance within a certain period of time, rather than traversing the uneven road surface with a long travel distance. Based on this, a short judgment period can be preset. When, for any vehicle's front wheel, the process of determining whether the above-mentioned state thresholds are met is completed within this short judgment period according to the above logical sequence, it is considered that the uneven road surface traversed by the vehicle's front wheels is a speed bump or pothole that will cause vehicle vibration.

[0092] In other words, when the vehicle ECU determines, according to the above logical sequence, that the longitudinal acceleration of any vehicle's front wheel and the current vehicle speed meet their respective state thresholds, and the duration of its determination process is less than the above determination cycle, it is considered that all the conditions for triggering the shock absorption function have been met. It is also considered that at least one vehicle's front wheel has passed over an uneven road surface such as a speed bump or pothole, rather than other long-distance uneven road surfaces, thereby causing at least one vehicle's rear wheel to pass over the uneven road surface, resulting in vehicle vibration.

[0093] It can be seen that when determining whether the shock absorption function should be triggered, in addition to considering the vehicle speed at which energy recovery is activated, multiple factors are considered to determine whether the front wheels of the vehicle have traveled over uneven road surfaces. Furthermore, in determining whether uneven road surfaces have been traveled over, in addition to relying on the longitudinal movement of the front wheels, the judgment cycle is used to filter out uneven road surfaces that will not cause vibration, so that the shock absorption function can be triggered more accurately.

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

[0095] In this embodiment, when determining whether the driving state meets the corresponding state threshold according to the logical order in the above embodiments, it can first determine whether the first acceleration threshold is met, then determine whether the vehicle speed threshold is met, then further determine whether the second acceleration threshold is met, and finally determine whether the above process is within the judgment period.

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

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

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

[0099] Furthermore, when the determination result of step S402 is yes, based on the aforementioned embodiment where the direction away from the driving plane is taken as the positive direction, it can be considered that the front wheels of the vehicle have moved significantly away from the driving plane, and the corresponding shock absorber travel is compressed. Therefore, it can be considered that the front wheels of the vehicle have driven onto the speed bump, and the rear wheels of the vehicle will subsequently enter the speed bump. Figure 1 The process is shown as stage 1, and will go through stages 2 and 3, which will then cause the rear wheels to vibrate.

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

[0101] Furthermore, if the judgment result of step S402 is negative, 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 travel position has not been compressed. Therefore, it can be considered that the front wheels of the vehicle have not driven onto the speed bump, and the rear wheels of the vehicle will not subsequently enter it. Figure 1 The phase 1 shown will not proceed to other phases 2 or 3 regarding speed bumps.

[0102] Based on this, we can return to step S401 and continue to monitor the vehicle's driving status.

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

[0104] Furthermore, if the judgment result of step S403 is yes, it can be considered that the current speed of the vehicle has reached the minimum speed requirement for energy recovery. Therefore, it can be considered that when the rear wheels of the vehicle are airborne and then land again, an excessively strong energy recovery will be triggered, thus determining that a high-intensity vibration will occur at the rear of the vehicle.

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

[0106] Furthermore, if the judgment result of step S403 is negative, it can be assumed that the vehicle's current speed has not yet reached the minimum speed requirement for energy recovery. Therefore, it can be assumed that the vehicle's rear wheels may not be airborne after passing the speed bump, that is, the vehicle's rear wheels may not enter the speed bump. Figure 1 Phase 2 of the process; or, it can be considered that even after taking off and landing again, energy recovery will not be triggered, and therefore the rear of the vehicle will not vibrate.

[0107] Based on this, we can return to step S401 to continue monitoring the vehicle's driving status.

[0108] Furthermore, based on the execution result of step S403 above, when step S404 is executed, the vehicle ECU can determine whether the current longitudinal acceleration of each vehicle's front wheel is less than the second acceleration threshold based on the longitudinal acceleration of each vehicle's front wheel, and obtain the execution result "yes" when at least one vehicle's front wheel meets the threshold.

[0109] The second acceleration can be negative.

[0110] Furthermore, if the determination result of step S404 is yes, it can be considered that at least one front wheel of the vehicle moves towards the direction of the driving plane, and the corresponding shock absorber travel is stretched. Therefore, it can be considered that the front wheel of the vehicle has left the speed bump, and at least one rear wheel of the vehicle will be in a state of airborne after experiencing stage 1, that is, the rear wheel of the vehicle will then enter the speed bump. Figure 1 Phase 2 is shown in the diagram.

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

[0112] Furthermore, if the judgment result of step S404 is negative, it can be considered that the front wheels of the vehicle did not move towards the driving plane, and the corresponding shock absorber travel position was not stretched. Therefore, it can be considered that after the front wheels of the vehicle drove onto the speed bump, they did not leave the speed bump. Subsequently, no rear wheels of the vehicle will be in a state of being airborne. That is, the rear wheels of the vehicle will not enter the speed bump afterward. Figure 1 Phase 2 is shown in the diagram.

[0113] In this situation, it can be assumed that the front wheels of the vehicle travel on an uneven road surface with a long travel distance, such as steps. As mentioned earlier, this road surface will not cause vibration in the rear of the vehicle, so there is no need to trigger the shock absorption function.

[0114] Based on this, we can return to step S401 and continue to monitor the vehicle's driving status.

[0115] In some other embodiments, the second acceleration threshold can also be 0. When the longitudinal acceleration is less than 0, the longitudinal acceleration can also be considered negative, and the vehicle moves toward the direction closer to the driving plane.

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

[0117] Furthermore, 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. Therefore, it can be considered that the process of step S402 and step S403 experienced by the front wheel of the vehicle is the process of the front wheel of the vehicle driving onto and off a speed bump with a narrow width, rather than driving onto and off other steps with a wider width. Therefore, the front wheel of the vehicle can complete the longitudinal movement process within a short judgment cycle, thereby determining that a high-intensity vibration will occur at the rear of the vehicle.

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

[0119] Furthermore, if the judgment result of step S405 is negative, it can be considered that the judgment process from step S402 to step S403 takes too long. Therefore, it can be considered that the process of step S402 and step S403 experienced by the front wheels of the vehicle is not the process of driving over and off a speed bump with a smaller width, but the process of driving over 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 thus it can be determined that the rear of the vehicle will not experience high-intensity vibration.

[0120] Based on this, we can return to step S401 and continue to monitor the vehicle's driving status.

[0121] As can be seen, the action performed in this embodiment is to determine whether the vehicle has passed through a speed bump. Based on the specific movement of the vehicle's front wheels during the process of passing through the speed bump, the first acceleration threshold and the second acceleration threshold are set. Combined with the judgment period, this further confirms that the uneven road surface is a speed bump, thereby ensuring that the type of uneven road surface can be accurately identified.

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

[0123] In the embodiments of this application, when all the above-mentioned state thresholds and judgment periods are met, the pre-set shock absorption function can be triggered in advance before the rear wheels of the vehicle travel over the uneven road surface.

[0124] Specifically, when it is determined that all state thresholds are met in logical order within the set judgment period, it can be considered that the vehicle's front wheels have passed over a speed bump, pothole, or other similar uneven road surface, and further execution can then proceed. Figure 4 Step S406 shown in the figure triggers the shock absorption function.

[0125] Specifically, the vehicle ECU can issue adjustment commands 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 command sent to the motor ECU that controls the rear-wheel drive motor can be to reduce the intensity of energy recovery to the rear wheels of the vehicle, that is, to reduce the energy recovery torque.

[0127] Furthermore, the adjustment command sent to the electronically controlled shock absorber ECU that controls the rear shock absorber can increase the damping of the rear shock absorber.

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

[0129] Specifically, when the motor ECU executes step S407, a recovery torque threshold related to the energy recovery intensity can be preset. Based on this, the motor ECU can reduce the energy recovery torque to the preset recovery torque threshold.

[0130] Furthermore, when the electronically controlled shock absorber ECU executes step S408, a damping threshold for shock absorption can be preset. Based on this, the electronically controlled shock absorber ECU can increase the shock absorption damping to the preset damping threshold.

[0131] It can be seen that reducing the energy recovery intensity in advance after the rear wheels of the vehicle are airborne but before they touch the ground, or before the rear wheels of the vehicle touch the speed bump, reduces the fluctuation of the motor speed of the rear wheel drive motor when the rear wheels of the vehicle touch the ground, and at the same time enhances the shock absorption damping in advance, which can convert the energy of the vibration into heat energy and attenuate it more quickly.

[0132] In another embodiment of this application, the uneven road surface can be an upwardly convex road surface similar to a speed bump, or a downwardly concave pothole road surface.

[0133] In this embodiment, on a bumpy road surface, when the shock absorber travel of the vehicle's front wheels is determined according to the logical order in the above embodiment to determine whether the driving state meets the corresponding state threshold, it can first determine whether the third acceleration threshold preset in place of the first acceleration threshold is met, then determine whether the vehicle speed threshold is met, then further determine whether the fourth acceleration threshold preset in place of the second acceleration threshold is met, and finally determine whether the above process is within the judgment period.

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

[0135] The third acceleration threshold can be negative.

[0136] Furthermore, when the longitudinal acceleration of at least one front wheel of a 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 towards the driving plane, and the corresponding shock absorber travel is stretched, thus it can be considered that the front wheel of the vehicle has entered the pothole road surface.

[0137] Furthermore, it can be determined whether the current vehicle speed is greater than the 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, 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 entered the pothole road surface.

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

[0140] Furthermore, when determining whether the current vehicle speed exceeds the speed threshold, the vehicle ECU can determine whether the current vehicle speed exceeds the speed threshold based on the obtained current vehicle speed.

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

[0142] Furthermore, if the judgment result is negative, it can be assumed that the current speed of the vehicle has not reached the minimum speed requirement for energy recovery, and therefore it can be assumed 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 vehicle's driving status can continue to be monitored.

[0144] Furthermore, based on the fact that the current vehicle speed is greater than the vehicle speed threshold, the vehicle ECU can determine whether the current longitudinal acceleration of the front wheels of each vehicle is greater than the fourth acceleration threshold based on the longitudinal acceleration of each front wheel.

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

[0146] Furthermore, when the longitudinal acceleration of at least one of the vehicle's front wheels is greater than the fourth acceleration threshold, it can be considered that the vehicle's front wheels have moved significantly away from the driving plane, and the corresponding shock absorber travel is compressed. Thus, it can be considered that the vehicle's front wheels are about to leave the pothole road surface.

[0147] Based on this, it can be further determined whether the judgment process for each of the above state thresholds is less than the judgment 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 travel position has not been compressed. Therefore, it can be considered that the front wheels of the vehicle have not left the pothole after entering the pothole.

[0149] In this situation, it can be assumed that the front wheels of the vehicle travel on an uneven road surface with a long travel distance, such as going down a step. As mentioned earlier, this road surface will not cause vibration in the rear of the vehicle, so there is no need to trigger the shock absorption function.

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

[0151] In some other embodiments, the fourth acceleration threshold can also be 0. When the longitudinal acceleration is greater than 0, the longitudinal acceleration can also be considered as positive and the vehicle moves away from the driving plane.

[0152] As can be seen, the action performed in this embodiment is to determine whether the vehicle has passed through a pothole. Based on the specific movement of the vehicle's front wheels as they pass over the speed bump, first moving in the negative direction and then in the positive direction, a third acceleration threshold and a fourth acceleration threshold are set. Combined with the judgment period, this further confirms that the uneven road surface is a pothole, thereby ensuring that the type of uneven road surface can be accurately identified.

[0153] In another embodiment of this application, when monitoring the current driving status of the vehicle in real time, the direction perpendicular to the driving plane and closer to the driving plane can also be taken as the positive direction.

[0154] In this embodiment, when the current shock absorber stroke is compressed, it is assumed that the corresponding front wheel of the vehicle is moving away from the driving plane. Therefore, when the direction closer to the driving plane is determined to be the positive direction, the longitudinal acceleration of the front wheel of the vehicle is negative at this time.

[0155] Furthermore, when the current shock absorber travel is extended, it is assumed that the corresponding front wheel of the vehicle is moving in a direction closer to the driving plane. Therefore, when the direction closer to the driving plane is determined to be the positive direction, the longitudinal acceleration of the front wheel of the vehicle is positive at this time.

[0156] Based on this, when taking a speed bump as a specific example, when determining 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 determined in this way.

[0157] It can be seen that in judging the movement of the front wheels of a 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 of the first acceleration threshold and the second acceleration threshold. A specific positive direction can be set according to the actual situation, thereby setting the positive or negative 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 negative, the longitudinal acceleration should be less than the first acceleration threshold, which means that the absolute value of the longitudinal acceleration is greater than the first acceleration threshold, and the front wheels of the vehicle are moving in the same direction.

[0158] As can be seen, the shock absorption method of this application, based on the monitoring of the current vehicle speed and each front wheel of the vehicle, comprehensively considers the movement of the front wheels of the vehicle represented by longitudinal acceleration and the execution of energy recovery represented by vehicle speed to determine whether to trigger the shock absorption function. This makes it possible to consider not only the road surface conditions in the determination of whether to trigger the shock absorption function, but also whether the current road surface will cause vehicle vibration. Thus, while reducing vehicle vibration, it also improves the efficiency of the shock absorption function and avoids triggering the shock absorption function on other uneven road surfaces that will not cause vibration.

[0159] It should be noted that the method of the embodiments of this application can be executed by a single device, such as a computer or server. The method of this embodiment can also be applied in a distributed scenario, where multiple devices cooperate to complete the task. In such a distributed scenario, one of these devices may execute only one or more steps of the method of the embodiments of this application, and the multiple devices will interact with each other to complete the method described.

[0160] It should be noted that the above description describes some embodiments of this 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 a different order than that shown in the above embodiments and still achieve the desired result. Furthermore, the processes depicted in the drawings do not necessarily require a specific or sequential order to achieve the desired result. In some embodiments, multitasking and parallel processing are also possible or may be advantageous.

[0161] Based on the same inventive concept, corresponding to the methods of any of the above embodiments, the embodiments of this application also provide a shock absorption device.

[0162] refer to Figure 5 The shock absorption device includes: a monitoring module 501, a judgment module 502, and an adjustment module 503;

[0163] The monitoring module 501 is configured to monitor the current driving status of the vehicle in real time, including the vehicle speed and the movement of each front wheel.

[0164] The judgment module 502 is configured to determine whether the current driving state meets the conditions for triggering the shock absorption function within a preset judgment period. 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, in response to determining that the condition is met, trigger adjustment of the energy recovery torque and the damping to reduce vehicle vibration.

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

[0167] Real-time monitoring of the vehicle speed;

[0168] It also monitors in real time the longitudinal acceleration of each vehicle's front wheel in the direction perpendicular to the driving plane.

[0169] As an optional embodiment, the determination module 502 is specifically configured as follows:

[0170] Determine whether the vehicle speed and the longitudinal acceleration of the front wheels of each vehicle meet the corresponding preset state threshold.

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

[0172] The determination of whether the vehicle speed and the longitudinal acceleration of the front wheels of each vehicle meet their respective preset state thresholds includes:

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

[0174] In response to determining that the longitudinal acceleration of the front wheel of any vehicle is greater than the first acceleration threshold, it is then determined 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, it is then determined whether the longitudinal acceleration of the front wheels of the vehicle has changed 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] Furthermore,

[0178] Determining whether the vehicle speed and the longitudinal acceleration of the front wheels of each vehicle meet their respective preset state thresholds further includes:

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

[0180] In response to determining that the longitudinal acceleration of the front wheel of any vehicle is greater than the third acceleration threshold, it is then determined 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, it is then determined whether the longitudinal acceleration of the front wheels of the vehicle has changed to be less than a preset fourth acceleration threshold.

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

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

[0184] Reduce the energy recovery torque on the rear wheels of the vehicle;

[0185] And increase the damping of the rear shock absorber corresponding to the rear wheel of the vehicle.

[0186] For ease of description, the above apparatus is described in terms of its functions, divided into various modules. Of course, in implementing the embodiments of this application, the functions of each module can be implemented in one or more software and / or hardware.

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

[0188] Based on the same inventive concept, corresponding to the methods of any of the above embodiments, embodiments of this application also provide an electronic device, including a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the program to implement the shock absorption method as described in any of the above embodiments.

[0189] Figure 6 This embodiment illustrates a more specific hardware structure of an electronic device, which may include a processor 1010, a memory 1020, an input / output interface 1030, a communication interface 1040, and a bus 1050. The processor 1010, memory 1020, input / output interface 1030, and communication interface 1040 are interconnected internally via the bus 1050.

[0190] The processor 1010 can be implemented using a general-purpose CPU (Central Processing Unit), microprocessor, application-specific integrated circuit (ASIC), or one or more integrated circuits, and is used to execute relevant programs to implement the technical solutions provided in the embodiments of this application.

[0191] The memory 1020 can be implemented in the form of ROM (Read Only Memory), RAM (Random Access Memory), static storage device, dynamic storage device, etc. The memory 1020 can store the operating system and other applications. When the technical solutions provided in the embodiments of this application are 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 input / output modules to realize information input and output. Input / output modules can be configured as components within the device (not shown in the figure) or externally connected to the device to provide corresponding functions. Input devices may include keyboards, mice, touchscreens, microphones, various sensors, etc., while output devices may include displays, speakers, vibrators, indicator lights, etc.

[0193] The communication interface 1040 is used to connect a communication module (not shown in the figure) to enable communication between this device and other devices. The communication module can communicate via wired means (such as USB, Ethernet cable, etc.) or wireless means (such as mobile network, WIFI, Bluetooth, etc.).

[0194] Bus 1050 includes a pathway for transmitting information between various components of the device, such as processor 1010, memory 1020, input / output interface 1030, and communication interface 1040.

[0195] It should be noted that although the above-described device only shows the processor 1010, memory 1020, input / output interface 1030, communication interface 1040, and bus 1050, in specific implementations, the device may also include other components necessary for normal operation. Furthermore, those skilled in the art will understand that the above-described device may only include the components necessary for implementing the embodiments of this application, and not necessarily all the components shown in the figures.

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

[0197] Based on the same inventive concept, corresponding to any of the above embodiments, this application also provides a vehicle, the vehicle including a shock absorption device and an electronic device, the electronic device performing the shock absorption method as described in any of the above embodiments.

[0198] Based on the same inventive concept, corresponding to the methods of any of the above embodiments, this application also provides a computer-readable storage medium storing computer instructions for causing the computer to perform the shock absorption method as 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, program modules, 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 technologies, CD-ROM, digital versatile optical disc (DVD) or other optical storage, magnetic tape, magnetic disk storage or other magnetic storage devices, or any other non-transfer medium that can be used to store information accessible by a computing device.

[0200] The computer instructions stored in the storage medium of the above embodiments are used to cause the computer to execute the shock absorption method as 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 exemplary and is not intended to imply that the scope of this application (including the claims) is limited to these examples; within the framework of this application, the technical features of the above embodiments or different embodiments can also be combined, the steps can be implemented in any order, and there are many other variations of different aspects of the embodiments of this application as described above, which are not provided in detail for the sake of brevity.

[0202] Additionally, to simplify the description and discussion, and to avoid obscuring the embodiments of this application, the well-known power / ground connections to integrated circuit (IC) chips and other components may or may not be shown in the provided drawings. Furthermore, the apparatus may be shown in block diagram form to avoid obscuring the embodiments of this application, and this also takes into account the fact that the details of implementation of these block diagram apparatuses are highly dependent on the platform on which the embodiments of this application will be implemented (i.e., these details should be fully understood by those skilled in the art). While specific details (e.g., circuits) have been set forth to describe exemplary embodiments of this application, it will be apparent to those skilled in the art that the embodiments of this application can be implemented without these specific details or with variations thereof. Therefore, these descriptions should be considered illustrative rather than restrictive.

[0203] Although this application has been described in conjunction with specific embodiments thereof, many substitutions, 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 be used with the embodiments discussed.

[0204] The embodiments of this 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 this application should be included within the protection scope of this application.

Claims

1. A vibration reduction method, characterized in that, include: The vehicle's current driving status is monitored in real time. The current driving status includes the vehicle's speed and the movement of each front wheel. The movement of the front wheels includes longitudinal acceleration in a direction perpendicular to the driving plane. The system determines whether the current driving state meets the conditions for triggering the shock absorption function within a preset judgment period. The shock absorption function includes adjusting the energy recovery torque of the vehicle and the damping of the shock absorber. Determining whether the current driving state meets the conditions for triggering the shock absorption function within the preset judgment period includes: determining whether the vehicle speed and the longitudinal acceleration of each front wheel of the vehicle each meet corresponding preset state thresholds. The preset state thresholds corresponding to the vehicle speed include: a vehicle speed threshold representing the front wheels traveling on a flat road surface; and preset state thresholds corresponding to the longitudinal acceleration of the front wheels include: a first acceleration threshold representing the front wheels driving onto a raised road surface, a second acceleration threshold representing the front wheels driving off a raised road surface, a third acceleration threshold representing the front wheels driving off a pothole road surface, and a fourth acceleration threshold representing the front wheels driving onto a pothole road surface. In response to determining that the vehicle speed and the longitudinal acceleration of any vehicle's front wheel satisfy their respective 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 satisfied. In response to determining that the condition is met, adjustments to the energy recovery torque and the damping are triggered to reduce vehicle vibration; wherein, the adjustment of the energy recovery torque and the damping includes: reducing the energy recovery torque to the rear wheels of the vehicle; and increasing the damping of the rear shock absorber corresponding to the rear wheels of the vehicle.

2. The method according to claim 1, characterized in that, The real-time monitoring of the vehicle's current driving status includes: Real-time monitoring of the vehicle speed; It also monitors in real time the longitudinal acceleration of each vehicle's front wheel in the direction perpendicular to the driving plane.

3. The method according to claim 1, characterized in that, The step of determining whether the vehicle speed and the longitudinal acceleration of each vehicle's front wheels meet their respective preset state thresholds includes: Determine whether the longitudinal acceleration of the front wheels of each vehicle is greater than a preset first acceleration threshold; In response to determining that the longitudinal acceleration of the front wheel of any vehicle is greater than the first acceleration threshold, it is then determined 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, it is then determined whether the longitudinal acceleration of the front wheels of the vehicle has changed 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.

4. The method according to claim 1, characterized in that, The step of determining whether the vehicle speed and the longitudinal acceleration of the front wheels of each vehicle meet their respective preset state thresholds further includes: Determine whether the longitudinal acceleration of the front wheels of each vehicle is greater than a preset third acceleration threshold; In response to determining that the longitudinal acceleration of the front wheel of any vehicle is greater than the third acceleration threshold, it is then determined 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, it is then determined whether the longitudinal acceleration of the front wheels of the vehicle has changed to be less than a preset fourth acceleration threshold. The third acceleration threshold is negative, and the fourth acceleration threshold is positive.

5. A shock absorption device, characterized in that, include: Monitoring module, judgment module, and adjustment module; The monitoring module is configured to monitor the current driving status of the vehicle in real time. The driving status includes the vehicle speed and the movement of each front wheel of the vehicle. The movement of the front wheels of the vehicle includes longitudinal acceleration in a direction perpendicular to the driving plane. The judgment module is configured to determine whether the current driving state meets the conditions for triggering the shock absorption function within a preset judgment period. The shock absorption function includes adjusting the energy recovery torque of the vehicle and the damping of the shock absorber. Determining whether the current driving state meets the conditions for triggering the shock absorption function within the preset judgment period includes: determining whether the vehicle speed and the longitudinal acceleration of each vehicle's front wheel each meet their respective preset state thresholds. The preset state thresholds corresponding to the vehicle speed include: a vehicle speed threshold representing the vehicle's front wheels traveling on a flat road surface; and the preset state thresholds corresponding to the longitudinal acceleration of the vehicle's front wheels include: a first acceleration threshold representing the vehicle's front wheels driving onto a raised road surface, a second acceleration threshold representing the vehicle's front wheels driving off a raised road surface, a third acceleration threshold representing the vehicle's front wheels driving off a pothole road surface, and a fourth acceleration threshold representing the vehicle driving onto a pothole road surface. In response to determining that the vehicle speed and the longitudinal acceleration of any vehicle's front wheel meet their respective state thresholds, and that the judgment process is completed within the judgment period, it is determined that the conditions for triggering the shock absorption function are met. The adjustment module is configured to, in response to determining that the condition is met, trigger adjustment of the energy recovery torque and the damping to reduce vehicle vibration; wherein, the adjustment of the energy recovery torque and the damping includes: reducing the energy recovery torque to the rear wheels of the vehicle; and increasing the damping of the rear shock absorber corresponding to the rear wheels of the vehicle.

6. 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, it implements the method as described in any one of claims 1 to 4.

7. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores computer instructions for causing the computer to perform the method according to any one of claims 1 to 4.

8. A vehicle, characterized in that, This includes the shock absorption device as described in claim 5 or the electronic device as described in claim 6.

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