Shock absorption method and device for vehicle

Abstract

The invention provides a damping method and device for a vehicle. The method comprises the following steps: determining respective load increment of four wheels according to the height variation of the wheel corresponding to any vehicle door; when the four vehicle doors are all in the closed state, the cumulative sum of the load increment of each wheel is calculated; determining the load increment of the trunk according to the accumulated sum of the two rear wheels; determining the load of a front axle according to the respective accumulated sum of the two front wheels and the load of the two front wheels when the vehicle is empty; determining the load of a rear axle according to the accumulated sum of the two rear wheels, the load increment of the trunk and the load of the two rear wheels when the vehicle is empty; and based on the front axle load and the rear axle load, damping force is determined, and damping of the vehicle is achieved through the damping force. According to the method, measurement errors can be reduced, so that the accurate front axle load and the accurate rear axle load are obtained, the accurate damping force is further determined, and a good vehicle damping effect can be achieved.

Description

Technical Field

[0001] The present application relates to the field of vehicle technology, and in particular to a shock absorbing method and device for a vehicle. Background Art

[0002] At present, four-wheeled vehicles have become an indispensable means of transportation in people's daily lives. The better the stability and handling of the vehicle, the higher the comfort of the vehicle. The shock absorption effect of the vehicle shock absorber directly affects the stability and handling of the vehicle. For vehicles that use coil springs for adjustment, the front and rear axles of the vehicle serve as the supporting structures of the vehicle and bear the main weight of the vehicle. The distribution of the front axle load and the rear axle load of the vehicle affects the magnitude of the damping force applied by the vehicle shock absorber on the coil spring. Therefore, in order to provide people with a more comfortable riding experience, it is of great significance to accurately measure the front axle load and the rear axle load of the vehicle, thereby obtaining accurate damping force, thereby achieving a better shock absorption effect.

[0003] Related technologies include a method of calculating the front axle load and rear axle load of a vehicle by measuring the height of the wheels, and then using the damping force calculated from the front axle load and the rear axle load to reduce shock on the vehicle. The above method collects the heights of the four wheels when the vehicle is stationary, and then queries the relationship mapping table stored in the vehicle control system based on the collected heights to obtain the loads distributed on the four wheels. The front axle load and the rear axle load are then calculated from the loads of each of the four wheels, where the front axle load is equal to the sum of the loads distributed on the two front wheels, and the rear axle load is equal to the sum of the loads distributed on the two rear wheels. The control algorithm of the vehicle control system uses the front axle load and the rear axle load to calculate the damping force applied by the shock absorber to the coil spring, thereby achieving a shock absorbing effect.

[0004] Since there is a large error in measuring wheel height, there is also a large error in the front axle load and rear axle load of the vehicle calculated based on the wheel height, resulting in the damping force calculated by the vehicle control system based on the front axle load and rear axle load being inaccurate, which in turn affects the vehicle's shock absorption effect. Summary of the invention

[0005] The embodiments of the present application provide a shock absorbing method and device for a vehicle, which are used to reduce measurement errors and obtain accurate vehicle front axle load and rear axle load, thereby determining accurate damping force to achieve better vehicle shock absorbing effect.

[0006] In a first aspect, an embodiment of the present application provides a shock absorbing method for a vehicle, comprising:

[0007] In response to detecting that any door of the vehicle is closed, obtaining a height change of a wheel corresponding to the door, and determining a load increase of each of the four wheels according to the height change; wherein the vehicle is a four-door four-wheel vehicle;

[0008] When all four doors are in a closed state, the cumulative sum of the load increase of each wheel is determined; and the load increase of the trunk is determined according to the cumulative sum of the two rear wheels;

[0009] Determine the front axle load according to the respective cumulative sums of the two front wheels and the loads of the two front wheels when the vehicle is empty; determine the rear axle load according to the respective cumulative sums of the two rear wheels, the load increase of the trunk and the loads of the two rear wheels when the vehicle is empty;

[0010] Based on the front axle load and the rear axle load, a damping force is determined to achieve shock absorption of the vehicle using the damping force.

[0011] In a possible implementation manner, obtaining the height change of the wheel corresponding to the door includes:

[0012] Determine a first distance between the center point of the wheel and the highest point of the wheel rim relative to the ground before the door is closed, and a second distance between the center point of the wheel and the highest point after the door is closed;

[0013] The height change is calculated according to the first distance and the second distance.

[0014] In a possible implementation manner, in response to detecting that any door of the vehicle is closed, obtaining a height change of a wheel corresponding to the door, and determining a load increase of each of the four wheels according to the height change, includes:

[0015] In a preset relationship mapping table, find the target load increase corresponding to the height change, and use the target load increase as the load increase of the wheel corresponding to the door, wherein the preset relationship mapping table records the mapping relationship between the wheel height change and the load increase.

[0016] In a possible implementation manner, in response to detecting that any door of the vehicle is closed, obtaining a height change of a wheel corresponding to the door, and determining a load increase of each of the four wheels according to the height change, further includes:

[0017] The load increase of other wheels is determined according to the load increase of the wheel corresponding to the door and a preset load distribution relationship.

[0018] In a possible implementation manner, when all four doors are in a closed state, determining the cumulative sum of the load increase of each wheel; and determining the load increase of the trunk according to the cumulative sum of the two rear wheels, includes:

[0019] For each of the two rear wheels, determining a first height variation corresponding to the accumulated sum of the rear wheels in the preset relationship mapping table of the rear wheels;

[0020] Calculating a second height variation according to a standard height of the rear wheel when the vehicle is empty and a measured height of the rear wheel when the four doors are closed;

[0021] Determine, in the preset relationship mapping table of the rear wheel, a first load increase amount of the trunk associated with the rear wheel according to the difference between the second height change amount and the first height change amount;

[0022] The total load increase of the trunk is determined based on the first load increases respectively associated with the two rear wheels.

[0023] In a possible implementation manner, the using the damping force to achieve shock absorption of the vehicle includes:

[0024] According to the damping force, the damping force of the vehicle shock absorber is adjusted to achieve shock absorption of the vehicle.

[0025] In a possible implementation manner, the first distance and the second distance are detected by a height sensor; wherein the height sensor includes any one of the following: a laser sensor, an ultrasonic sensor, and a light sensor.

[0026] In a second aspect, an embodiment of the present application provides a shock absorbing device for a vehicle, comprising:

[0027] an acquisition unit, configured to acquire a height change of a wheel corresponding to the door in response to detecting that any door of the vehicle is closed, and determine a load increase of each of the four wheels according to the height change; wherein the vehicle is a four-door four-wheel vehicle;

[0028] A first determining unit is used to determine the cumulative sum of the load increase of each wheel when all four doors are in a closed state; and determine the load increase of the trunk according to the cumulative sum of the two rear wheels;

[0029] The second determination unit is used to determine the front axle load according to the respective cumulative sums of the two front wheels and the loads of the two front wheels when the vehicle is empty; and to determine the rear axle load according to the respective cumulative sums of the two rear wheels, the load increase of the trunk and the loads of the two rear wheels when the vehicle is empty;

[0030] A damping unit is used to determine a damping force based on the front axle load and the rear axle load, so as to achieve shock absorption of the vehicle using the damping force.

[0031] In a third aspect, an embodiment of the present application provides a vehicle, including at least one sensor and a control system, wherein:

[0032] The sensor is used to: collect height information of the four wheels of the vehicle;

[0033] The control system is used to: use the collected height information to reduce shock on the vehicle based on the above-mentioned shock reduction method for the vehicle.

[0034] In a fourth aspect, an embodiment of the present application provides a computer-readable storage medium, in which computer-executable instructions are stored. When a processor executes the computer-executable instructions, the above-mentioned shock absorption method for a vehicle is implemented.

[0035] The shock absorption method and device for a vehicle provided in the embodiment of the present application calculate the load increase of the four wheels by using the height change of the wheels; then calculate the load increase of the trunk by the cumulative sum of the load increases of the two rear wheels; then obtain the front axle load and the rear axle load based on the cumulative sum of the load increases of each wheel, the load of each wheel when the vehicle is empty, and the load increase of the trunk; finally, the front axle load and the rear axle load are used to calculate the damping force, which improves the accuracy of the load determined by the above-mentioned height difference, so that the damping determined by the front axle load and the rear axle load with higher accuracy can achieve a more accurate shock absorption effect, which can improve the stability and handling of the vehicle. BRIEF DESCRIPTION OF THE DRAWINGS

[0036] The accompanying drawings, which are incorporated in and constitute a part of this specification, illustrate embodiments consistent with the present application and, together with the description, serve to explain the principles of the present application.

[0037] Figure 1 A schematic flow chart of a shock absorbing method for a vehicle provided in the present application;

[0038] Figure 2 A schematic diagram for determining wheel height provided for this application;

[0039] Figure 3 A schematic diagram of the structure of a shock absorbing device for a vehicle provided in the present application;

[0040] Figure 4 A schematic structural diagram of a vehicle provided for this application.

[0041] The above drawings have shown clear embodiments of the present application, which will be described in more detail later. These drawings and text descriptions are not intended to limit the scope of the present application in any way, but to illustrate the concept of the present application to those skilled in the art by referring to specific embodiments. DETAILED DESCRIPTION

[0042] Exemplary embodiments will be described in detail herein, examples of which are shown in the accompanying drawings. When the following description refers to the drawings, the same numbers in different drawings represent the same or similar elements unless otherwise indicated. The implementations described in the following exemplary embodiments do not represent all implementations consistent with the present application. Instead, they are merely examples of devices and methods consistent with some aspects of the present application as detailed in the appended claims.

[0043] When a vehicle is driving on an uneven road, the impact of the ground can easily cause the vehicle body to vibrate, which in turn affects people's riding experience. In order to alleviate the impact of uneven roads on the vehicle body, the vehicle control system uses sensors, radars or infrared detectors to monitor the environment and status around the vehicle in real time, and uses the data obtained from the monitoring to adjust the vehicle's suspension system as needed, thereby ensuring a comfortable riding experience on the basis of driving safety.

[0044] The vehicle's suspension system connects the vehicle body with the front and rear axles to achieve a force transmission connection between the wheels and the frame. The front axle is responsible for steering and supporting the front of the vehicle, while the rear axle is responsible for driving and supporting the rear of the vehicle. The suspension system protects the front and rear axles from impact and wear on the road through buffering and shock absorption.

[0045] For the suspension system that uses coil springs for adjustment, when the vehicle is impacted by the ground, the spring is squeezed or stretched by the force of the vehicle body, and vibrates back and forth when the spring is reset. The shock absorber can absorb energy and reduce vibration, thereby reducing the shaking of the vehicle body. The shock absorber applies different damping forces to the spring to suppress excessive compression or excessive extension of the spring. The applied damping force is obtained by the vehicle control system through a series of calculations based on real-time monitoring data. The loads on the front and rear axles of the vehicle are used as relevant parameters, which have a great influence on the calculation accuracy of the damping force.

[0046] The vehicle control system of the related technology calculates the front axle load and rear axle load of the vehicle by measuring the height of the wheel, and then uses the damping force calculated from the front axle load and the rear axle load to reduce shock on the vehicle. Since there is a large error in measuring the wheel height, there is also a large error in the front axle load and the rear axle load of the vehicle calculated according to the wheel height, resulting in the damping force calculated by the vehicle control system based on the front axle load and the rear axle load being not accurate, which in turn affects the shock absorption effect of the vehicle. Therefore, the related technology has a technical problem that the damping force calculated using the front axle load and the rear axle load of the vehicle with large errors is not accurate, resulting in poor shock absorption effect of the shock absorber, which in turn affects the stability and handling of the vehicle.

[0047] The shock absorbing method and device for a vehicle provided by the present application calculate the front axle load and the rear axle load of the vehicle by using the height change of the wheel. At the same time, when calculating the rear axle load, the influence of the increase in load transferred to the trunk on the rear axle load is taken into account, thereby solving the technical problem that the related art uses the wheel height to calculate the front axle load and the rear axle load of the vehicle with low accuracy, and the damping force calculated thereby has low accuracy, which leads to poor shock absorbing effect of the vehicle and affects the stability and handling of the vehicle.

[0048] The technical solution of the present application and how the technical solution of the present application solves the above-mentioned technical problems are described in detail below with specific embodiments. The following specific embodiments can be combined with each other, and the same or similar concepts or processes may not be repeated in some embodiments. The embodiments of the present application will be described below in conjunction with the accompanying drawings.

[0049] First, the terms involved in this application are explained:

[0050] CDC shock absorber: Continuous Damping Control shock absorber is a vehicle's intelligent suspension system that optimizes the vehicle's driving comfort and operability by adjusting the damping force of the shock absorber in real time.

[0051] Figure 1 A schematic diagram of a flow chart of a shock absorbing method for a vehicle provided in this application, such as Figure 1 As shown, the method includes:

[0052] S101: In response to detecting that any door of the vehicle is closed, obtaining a height change of a wheel corresponding to the door, and determining a load increase of each of the four wheels according to the height change; wherein the vehicle is a four-door four-wheel vehicle.

[0053] In a coil spring vehicle, there is a close relationship between the change in wheel height and wheel load. When a wheel is subjected to a large load, the coil spring will undergo a large compression deformation, causing the wheel to decrease in height relative to the vehicle body. This change helps to distribute the vehicle's weight more evenly to each wheel, improving the vehicle's stability and driving safety; conversely, when the wheel load decreases, the compression deformation of the coil spring will decrease, and the wheel will increase in height relative to the vehicle body. This change helps maintain the vehicle's ground clearance and passability.

[0054] Each of the four doors of the vehicle will open and close when passengers get on and off the vehicle. Therefore, the vehicle control system can collect the height change of the wheel under any of the four doors of the vehicle when the door is closed, so as to analyze the increase in the vehicle load.

[0055] For the above four doors and four wheels, the vehicle control system monitors the opening and closing of the four doors at the same time. Every time a door is detected to be closed, if the load of the four wheels changes, the derived load increase of each of the four wheels is updated to the storage module of the vehicle control system. Therefore, each wheel corresponds to four load increases, which are the load increases of the wheel calculated when the four doors are closed respectively. If one of the doors has never been detected to be closed, the load increase of each of the four wheels related to the closing of the door stored in the storage module is zero.

[0056] It should be noted that the vehicle control system includes a data acquisition module, a data storage module, a computing module and a communication module. Among them, the data acquisition module obtains multiple detection data of the vehicle by real-time monitoring of the vehicle's driving status; the data storage module is mainly used to save the software program, configuration files, real-time collected vehicle data and historical data of the vehicle control system; the computing module is responsible for executing the system's control algorithm, data processing and decision-making functions; the communication module realizes information interaction between different modules to ensure that each module can work together.

[0057] S102: When all four vehicle doors are in a closed state, determine the cumulative sum of the load increase of each wheel; and determine the load increase of the trunk according to the cumulative sum of the two rear wheels.

[0058] For each wheel, the above-mentioned cumulative sum refers to the cumulative sum of the load increase of the wheel calculated respectively when it is detected that the four doors are closed respectively.

[0059] Regarding the above-mentioned increase in the trunk load, for vehicles designed with a trunk, the design and load of the trunk affect the weight distribution of the vehicle, which in turn affects the change in the center of gravity of the vehicle. The change in the center of gravity of the vehicle will affect the handling and stability of the vehicle. Therefore, when calculating the rear axle load of the vehicle, considering the increase in load transferred to the trunk has a greater impact on the accuracy of the rear axle load calculation results.

[0060] S103: Determine the front axle load according to the cumulative sum of the two front wheels and the load of the two front wheels when the vehicle is empty; determine the rear axle load according to the cumulative sum of the two rear wheels, the load increase of the trunk and the load of the two rear wheels when the vehicle is empty.

[0061] The front axle load of the vehicle is the sum of the loads of the left front wheel, the load of the left front wheel when the vehicle is empty, the sum of the loads of the right front wheel, and the load of the right front wheel when the vehicle is empty.

[0062] The rear axle load of the vehicle is the sum of the cumulative sum of the left rear wheel and the load of the left rear wheel when the vehicle is empty, the cumulative sum of the right rear wheel, the load of the right rear wheel when the vehicle is empty, and the increased load on the trunk.

[0063] Among them, the load of each wheel when the vehicle is empty is a calibrated value, which is stored in the storage module of the vehicle control system.

[0064] S104: Determine a damping force based on the front axle load and the rear axle load, so as to achieve shock absorption of the vehicle using the damping force.

[0065] For the above damping force, the vehicle's control system collects sensor data from the wheels, suspension system and body, and uses the collected parameters, as well as the front axle load and rear axle load, to calculate the damping force in real time according to the vehicle's current real-time status.

[0066] Regarding the above-mentioned use of damping force to achieve vehicle shock absorption, the control system of the vehicle utilizes the calculated damping force to absorb shock on the vehicle.

[0067] The shock absorption method for a vehicle provided in an embodiment of the present application uses the height change of each wheel to calculate the load increase of the four wheels respectively; then the load increase of the trunk is calculated by the cumulative sum of the load increase of each rear wheel; then the front axle load and the rear axle load are calculated based on the cumulative sum of the load increase of each wheel, the load of each wheel when the vehicle is empty, and the load increase of the trunk; finally, the damping force is calculated using the front axle load and the rear axle load to achieve the means of vehicle shock absorption by the damping force. The related technology uses the wheel height to calculate the wheel load, which has a large error. The present solution uses the height difference to calculate the wheel load, which offsets the error caused by the height measurement, and thus can improve the accuracy of the load determined by the above-mentioned height difference. Therefore, the damping determined by the front axle load and the rear axle load with higher accuracy can achieve a more accurate shock absorption effect.

[0068] The following uses a vehicle equipped with a coil spring and a CDC shock absorber as an example to further illustrate the implementation of the shock absorbing method for the vehicle of the present application.

[0069] CDC shock absorbers achieve vehicle shock absorption based on the real-time monitoring and dynamic adjustment of the vehicle status by the vehicle control system. The control system collects sensor data from the wheels, suspension system and body, calculates the required damping force according to the current state of the vehicle and the preset control strategy, as well as different front and rear axle loads, to achieve different shock absorption effects.

[0070] In a specific implementation manner, the step S101 of obtaining the height change of the wheel corresponding to the vehicle door includes the following sub-steps:

[0071] First, a first distance between the center point of the wheel and the highest point of the wheel rim relative to the ground before the door is closed, and a second distance between the center point of the wheel and the highest point after the door is closed are determined.

[0072] The wheel center point refers to the center point of the wheel hub. The wheel fender is an extension installed around the wheel arch of the vehicle, mainly used to protect the body and tires, and is semicircular. The highest point of the wheel fender relative to the ground refers to a point found on the wheel fender when the vehicle is parked horizontally on the ground when empty. Among all the points on the fender, this point has the largest vertical distance relative to the horizontal ground. This highest point is relatively fixed.

[0073] The first distance and the second distance mentioned above refer to distances in the vertical direction.

[0074] like Figure 2 FIG. 1 is a schematic diagram of determining wheel height provided by the present application. Figure 2 As shown, the wheel center of the left front wheel 201 of the vehicle is point A, the highest point of the wheel arch of the left front wheel relative to the ground is point B, and the wheel height of the left front wheel is the vertical distance L1 between point A and point B; the wheel center of the left rear wheel 202 of the vehicle is point C, the highest point of the wheel arch of the left rear wheel relative to the ground is point D, and the wheel height of the left rear wheel is the vertical distance L2 between point C and point D. The first distance and the second distance are respectively equal to the wheel height measured before closing the door and the wheel height measured after closing the door.

[0075] The wheel height can be measured using a laser sensor, ultrasonic sensor or optical sensor. When measuring, fix the sensor in a suitable position to ensure that it can accurately align the wheel center and the wheel rim; then start the sensor to emit a laser or ultrasonic signal; when the signal reaches the wheel rim, the sensor will receive the reflected signal; by calculating the round-trip time or phase difference of the signal, the distance between the wheel center and the wheel rim can be determined.

[0076] It should be noted that other methods may also be used to measure the height of the wheel, and the present invention does not limit the method for measuring the height of the wheel.

[0077] The first distance and the second distance are respectively the wheel height measured before the door is closed and the wheel height measured after the door is closed. The measured values ​​before and after the door is closed correspond to: the height of the wheel before the load of the wheel changes due to passengers getting on and off the door, and the height of the wheel after the change.

[0078] Secondly, the wheel height variation is calculated according to the first distance and the second distance. The wheel height variation is equal to the difference between the first distance and the second distance.

[0079] Through the above sub-steps, the wheel height change of each wheel can be accurately measured, providing precise data support for the calculation of the front axle load and the rear axle load.

[0080] In some implementations of this embodiment, determining the load increase of each of the four wheels related to the closing of the door according to the wheel height change in step S102 includes the following sub-steps:

[0081] First, in a preset relationship mapping table, find the target load increase corresponding to the height change, and use the target load increase as the load increase of the wheel corresponding to the door, wherein the preset relationship mapping table records the mapping relationship between the wheel height change and the load increase.

[0082] For the preset relationship mapping table, a relationship mapping table corresponding to each wheel is stored in the storage module of the vehicle control system. The relationship mapping table records the mapping relationship between the height change of the corresponding wheel and the load increase. If the height change of the wheel is less than zero, it means that when the door corresponding to the wheel is closed, the passenger gets off from the door, and the mapped load increase is zero; if the height change of the wheel is equal to zero, it means that when the door corresponding to the wheel is closed, no passenger gets on or off from the door, and the mapped load increase is zero; if the height change of the wheel is greater than zero, it means that when the door corresponding to the wheel is closed, a passenger gets on or off from the door, and the mapped load increase is a positive number.

[0083] Secondly, the load increase of other wheels is determined according to the load increase of the wheel corresponding to the door and a preset load distribution relationship.

[0084] The preset load distribution relationship is based on the mechanical design relationship of the four wheels of the vehicle. For any wheel, the ratio of the load increase of the wheel to the load increase of each of the other three wheels is a fixed ratio. The storage module of the vehicle control system saves the fixed ratio of each wheel to the other three wheels. If the load increase of one wheel is known, the load increase of each of the other three wheels can be calculated based on the ratio of the load increase of the wheel to the load increase of each of the other three wheels.

[0085] Through the above sub-steps, the load increase of each of the four wheels caused by passengers getting on or off the door when any door is closed can be obtained. If the passenger gets off the vehicle from the door, the load increase of each of the four wheels obtained is zero, and the load increase of each of the four wheels caused by the closing of the door is updated to the storage module respectively; if the passenger gets on the vehicle from the door, the load increase of each of the four wheels obtained is a positive number, and the load increase of each of the four wheels caused by the closing of the door is updated to the storage module respectively; if the passenger does not get on or off the vehicle from the door, the closing of the door has no effect on the load of each of the four wheels, so the data calculated this time is not updated in the storage module.

[0086] In some implementations of this embodiment, determining the load increase of the trunk according to the accumulated sum of the two rear wheels in step S103 includes the following sub-steps:

[0087] First, for each of the two rear wheels, a first height change amount corresponding to the accumulated sum of the rear wheels is determined in a preset relationship mapping table of the rear wheel.

[0088] The first height variation reflects the change in height of the rear wheels caused by the change in load on the rear wheels due to passengers getting on and off the four doors of the vehicle.

[0089] Secondly, the second height variation is calculated based on the standard height of the rear wheels when the vehicle is empty and the measured height of the rear wheels when the four doors are closed.

[0090] The standard height of the rear wheel when the vehicle is empty is a calibration value pre-stored in the storage module of the vehicle control system. The second height change is the difference between the calibration value and the measured height of the wheel when the four doors of the vehicle are closed. The second height change reflects the load increase of the rear wheel due to the passengers getting on and off the four doors of the vehicle and the load transferred to the trunk, which in turn causes the height change of the rear wheel.

[0091] Then, according to the difference between the second height change amount and the first height change amount, a first load increase amount of the trunk associated with the rear wheel is determined in the preset relationship mapping table of the rear wheel.

[0092] The difference between the second height change and the first height change reflects the height change of the rear wheel caused by the load transferred to the trunk. Therefore, the load increase of the trunk can be inferred by querying the preset relationship mapping table of the rear wheel based on the difference.

[0093] Finally, the total load increase of the trunk is determined based on the first load increase respectively associated with each rear wheel.

[0094] Since the increase in the load of the trunk will cause the center of gravity of the vehicle to move backward, the load change of the trunk will directly affect the load of the rear axle of the vehicle, thereby acting on the two rear wheels of the vehicle. Therefore, the increase in the load of the trunk is equal to the sum of the first load increases of the two rear wheels.

[0095] Through the above sub-steps, the accurate value of the load increase of the trunk can be obtained, providing accurate data support for the calculation of the rear axle load.

[0096] In some implementations of this embodiment, the damping force is used in step S104 to achieve shock absorption of the vehicle, including:

[0097] According to the damping force, the damping force of the vehicle shock absorber is adjusted to achieve shock absorption of the vehicle.

[0098] For vehicles with coil springs and CDC shock absorbers, the coil springs are primarily responsible for supporting the weight of the vehicle and absorbing the impact of uneven road surfaces. The shock absorbers work in parallel with the coil springs, and their main function is to control the compression and rebound speed of the springs to prevent excessive vibration. The shock absorbers provide a calculated damping force through a hydraulic or pneumatic mechanism to offset the vibration energy of the springs and achieve vehicle shock absorption.

[0099] The vehicle shock absorption method provided in the embodiment of the present application obtains the precise wheel height change by measuring the change in the distance between the wheel center and the wheel arch relative to the highest point on the ground, and obtains the precise front axle load and rear axle load based on the wheel height change; a more precise rear axle load is calculated by analyzing the influence of the trunk on the rear axle load of the vehicle; thereby, the precise damping force is determined, thereby achieving a better vehicle shock absorption effect.

[0100] Corresponding to the shock absorbing method for a vehicle provided in the present application, the present application also provides a shock absorbing device for a vehicle. Figure 3 The structural schematic diagram of the shock absorbing device for a vehicle provided in this application is as follows: Figure 3 As shown, the shock absorbing device 300 for a vehicle provided in this embodiment includes an acquisition unit, a first determination unit, a second determination unit and a shock absorbing unit.

[0101] The acquisition unit 301 is used to: in response to detecting that any door of the vehicle is closed, acquire the height change of the wheel corresponding to the door, and determine the load increase of each of the four wheels according to the height change, wherein the vehicle is a four-door four-wheel vehicle.

[0102] The first determining unit 302 is used to: determine the cumulative sum of the load increase of each wheel when all four doors are in a closed state; and determine the load increase of the trunk according to the cumulative sum of the two rear wheels.

[0103] The second determination unit 303 is used to determine the front axle load according to the cumulative sum of the two front wheels and the load of the two front wheels when the vehicle is empty; and determine the rear axle load according to the cumulative sum of the two rear wheels, the load increase of the trunk and the load of the two rear wheels when the vehicle is empty.

[0104] The shock absorbing unit 304 is used to determine the damping force based on the front axle load and the rear axle load, so as to achieve shock absorption of the vehicle by using the damping force.

[0105] In a possible implementation, the acquiring unit 301 is further configured to:

[0106] A first distance between the center point of the wheel and the highest point of the wheel rim relative to the ground before the door is closed, and a second distance between the center point of the wheel and the highest point after the door is closed are determined.

[0107] The height change is calculated based on the first distance and the second distance.

[0108] In some implementations of this embodiment, the acquisition unit 301 is further used to: search for a target load increase corresponding to the height change in a preset relationship mapping table, and use the target load increase as the load increase of the wheel corresponding to the door, wherein the preset relationship mapping table records the mapping relationship between the wheel height change and the load increase.

[0109] In some implementations of this embodiment, the acquisition unit 301 is further used to:

[0110] The load increase of other wheels is determined according to the load increase of the wheel corresponding to the door and a preset load distribution relationship.

[0111] In some implementations of this embodiment, the first determining unit 302 is further configured to:

[0112] For each of the two rear wheels, a first height variation corresponding to the accumulation and the height variation of the rear wheel is determined in the preset relationship mapping table of the rear wheel.

[0113] The second height variation is calculated based on the standard height of the wheel when the vehicle is empty and the measured height of the rear wheel when the four doors are closed.

[0114] According to the difference between the second height change and the first height change, a first load increase of the trunk associated with the rear wheel is determined in a preset relationship mapping table of the rear wheel.

[0115] The total load increase of the trunk is determined by the first load increases respectively associated with the two rear wheels.

[0116] In some implementations of this embodiment, the shock absorbing unit 304 is further used to:

[0117] According to the damping force, the damping force of the vehicle shock absorber is adjusted to achieve shock absorption of the vehicle.

[0118] The shock absorbing system for a vehicle provided in this embodiment can execute the method provided in the above method embodiment, and its implementation principle and technical effect are similar, so this embodiment will not be described in detail here.

[0119] Figure 4 A schematic diagram of the structure of a vehicle provided in this application. Figure 4 As shown, the vehicle 400 provided in the embodiment of the present application includes at least one sensor 401 and a control system 402, wherein:

[0120] The sensor 401 is used to collect height information of the four wheels of the vehicle.

[0121] A control system 402 is used to use the collected height information to reduce vibration of the vehicle based on the above-mentioned vibration reduction method for the vehicle.

[0122] In a specific implementation process, the control system 402 includes at least one processor 410 and at least one memory 420. Optionally, the control system 402 also includes a communication component 430. The at least one processor 410 executes the computer-executable instructions stored in the at least one memory 420, so that the at least one processor 410 executes the above-mentioned shock absorption method for a vehicle.

[0123] The specific implementation process of the processor 410 can be found in the above method embodiment, and its implementation principle and technical effect are similar, so this embodiment will not be repeated here.

[0124] In the above embodiments, it should be understood that the processor may be a central processing unit (CPU), or other general-purpose processors, digital signal processors (DSP), application-specific integrated circuits (ASIC), etc. A general-purpose processor may be a microprocessor or any conventional processor. The steps of the method disclosed in the invention may be directly implemented as being executed by a hardware processor, or may be executed by a combination of hardware and software modules in the processor.

[0125] The memory may include a high-speed memory (Random Access Memory, RAM), and may also include a non-volatile memory (Non-volatile Memory, NVM), such as at least one disk memory.

[0126] The bus may be an Industry Standard Architecture (ISA) bus, a Peripheral Component Interconnect (PCI) bus, or an Extended Industry Standard Architecture (EISA) bus, etc. The bus may be divided into an address bus, a data bus, a control bus, etc. For ease of representation, the bus in the drawings of the present application is not limited to only one bus or one type of bus.

[0127] The present application also provides a computer-readable storage medium, in which computer-executable instructions are stored. When a processor executes the computer-executable instructions, the above-mentioned shock absorption method for a vehicle is implemented.

[0128] The above-mentioned readable storage medium can be implemented by any type of volatile or non-volatile storage device or a combination thereof, such as static random access memory (SRAM), electrically erasable programmable read-only memory (EEPROM), erasable programmable read-only memory (EPROM), programmable read-only memory (PROM), read-only memory (ROM), magnetic memory, flash memory, magnetic disk or optical disk. The readable storage medium can be any available medium that can be accessed by a general or special-purpose computer.

[0129] An exemplary readable storage medium is coupled to a processor so that the processor can read information from the readable storage medium and write information to the readable storage medium. Of course, the readable storage medium can also be a component of the processor. The processor and the readable storage medium can be located in an application specific integrated circuit (Application Specific Integrated Circuits, referred to as: ASIC). Of course, the processor and the readable storage medium can also exist in the device as discrete components.

[0130] The division of units is only a logical function division, and there may be other divisions in actual implementation, such as multiple units or components can be combined or integrated into another system, or some features can be ignored or not executed. Another point is that the mutual coupling or direct coupling or communication connection shown or discussed can be an indirect coupling or communication connection through some interface, device or unit, which can be electrical, mechanical or other forms.

[0131] The units described as separate components may or may not be physically separated, and the components shown as units may or may not be physical units, that is, they may be located in one place or distributed on multiple network units. Some or all of the units may be selected according to actual needs to achieve the purpose of the solution of this embodiment.

[0132] In addition, each functional unit in each embodiment of the present invention may be integrated into one processing unit, or each unit may exist physically separately, or two or more units may be integrated into one unit.

[0133] If the function is implemented in the form of a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of the present invention, or the part that contributes to the prior art, or the part of the technical solution, can be embodied in the form of a software product. The computer software product is stored in a storage medium, including several instructions for a computer device (which can be a personal computer, server, or network device, etc.) to perform all or part of the steps of the methods of each embodiment of the present invention. The aforementioned storage medium includes: U disk, mobile hard disk, read-only memory (ROM, Read-Only Memory), random access memory (RAM, Random Access Memory), disk or optical disk, etc. Various media that can store program codes.

[0134] Finally, it should be noted that those skilled in the art will readily conceive of other embodiments of the present invention after considering the specification and practicing the invention disclosed herein. The present invention is intended to cover any variations, uses or adaptations of the present invention, which follow the general principles of the present invention and include common knowledge or customary technical means in the art not disclosed by the present invention, are not limited to the precise structure described above and shown in the drawings, and may be modified and changed in various ways without departing from the scope thereof. The scope of the present invention is limited only by the appended claims.

Claims

1. A shock absorbing method for a vehicle, characterized in that: include: In response to detecting that any door of the vehicle is closed, obtaining a height change of a wheel corresponding to the door, and determining a load increase of each of the four wheels according to the height change; wherein the vehicle is a four-door four-wheel vehicle; When all four doors are in a closed state, the cumulative sum of the load increase of each wheel is determined; and the load increase of the trunk is determined according to the cumulative sum of the two rear wheels; Determine the front axle load according to the respective cumulative sums of the two front wheels and the loads of the two front wheels when the vehicle is empty; determine the rear axle load according to the respective cumulative sums of the two rear wheels, the load increase of the trunk and the loads of the two rear wheels when the vehicle is empty; Based on the front axle load and the rear axle load, a damping force is determined to achieve shock absorption of the vehicle using the damping force.

2. The method according to claim 1, characterized in that The obtaining of the height change of the wheel corresponding to the door includes: Determine a first distance between the center point of the wheel and the highest point of the wheel rim relative to the ground before the door is closed, and a second distance between the center point of the wheel and the highest point after the door is closed; The height change is calculated according to the first distance and the second distance.

3. The method according to claim 2, characterized in that In response to detecting that any door of the vehicle is closed, obtaining a height change of a wheel corresponding to the door, and determining a load increase of each of the four wheels according to the height change, including: In a preset relationship mapping table, find the target load increase corresponding to the height change, and use the target load increase as the load increase of the wheel corresponding to the door, wherein the preset relationship mapping table records the mapping relationship between the wheel height change and the load increase.

4. The method according to claim 3, characterized in that: In response to detecting that any door of the vehicle is closed, obtaining a height change of a wheel corresponding to the door, and determining a load increase of each of the four wheels according to the height change, further comprising: The load increase of other wheels is determined according to the load increase of the wheel corresponding to the door and a preset load distribution relationship.

5. The method according to claim 4, characterized in that The method of determining the cumulative sum of the load increase of each wheel when all four doors are in a closed state; and determining the load increase of the trunk according to the cumulative sum of the two rear wheels, comprises: For each of the two rear wheels, determining a first height variation corresponding to the accumulated sum of the rear wheels in the preset relationship mapping table of the rear wheels; Calculating a second height variation according to a standard height of the rear wheel when the vehicle is empty and a measured height of the rear wheel when the four doors are closed; Determine, in the preset relationship mapping table of the rear wheel, a first load increase amount of the trunk associated with the rear wheel according to the difference between the second height change amount and the first height change amount; The total load increase of the trunk is determined based on the first load increases respectively associated with the two rear wheels.

6. The method according to claim 5, characterized in that The using the damping force to achieve shock absorption of the vehicle includes: According to the damping force, the damping force of the vehicle shock absorber is adjusted to achieve shock absorption of the vehicle.

7. The method according to any one of claims 2 to 6, characterized in that: The first distance and the second distance are detected by a height sensor; wherein the height sensor includes any one of the following: a laser sensor, an ultrasonic sensor, and a light sensor.

8. A shock absorbing device for a vehicle, characterized in that: include: an acquisition unit, configured to acquire a height change of a wheel corresponding to the door in response to detecting that any door of the vehicle is closed, and determine a load increase of each of the four wheels according to the height change; wherein the vehicle is a four-door four-wheel vehicle; A first determining unit is used to determine the cumulative sum of the load increase of each wheel when all four doors are in a closed state; and determine the load increase of the trunk according to the cumulative sum of the two rear wheels; The second determination unit is used to determine the front axle load according to the respective cumulative sums of the two front wheels and the loads of the two front wheels when the vehicle is empty; and to determine the rear axle load according to the respective cumulative sums of the two rear wheels, the load increase of the trunk and the loads of the two rear wheels when the vehicle is empty; A damping unit is used to determine a damping force based on the front axle load and the rear axle load, so as to achieve shock absorption of the vehicle using the damping force.

9. A vehicle, characterized in that: It includes at least one sensor and a control system, wherein: The sensor is used to: collect height information of the four wheels of the vehicle; The control system is used to: use the collected height information to perform shock absorption on the vehicle based on the shock absorption method for a vehicle according to any one of claims 1 to 7.

10. A computer-readable storage medium, characterized in that: The computer-readable storage medium stores computer-executable instructions, and when the processor executes the computer-executable instructions, the method according to any one of claims 1 to 7 is implemented.

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