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

Abstract

The invention discloses a control method and device of an electronic control shock absorber, electronic equipment and a vehicle. The method comprises the following steps: acquiring an accelerator request torque, a driving actual torque, a first brake pedal stroke and a first vehicle speed in a vehicle driving process; under the condition that a first torque difference value between the accelerator request torque and the actual driving torque is larger than a preset difference value, a first current value corresponding to the first torque difference value is obtained; under the condition that the first brake pedal stroke is larger than the first preset stroke, a second current value corresponding to the first brake pedal stroke is obtained; under the condition that the first brake pedal stroke is larger than the second preset stroke and the first vehicle speed is within the preset vehicle speed range, a third current value corresponding to the first vehicle speed and the first brake pedal stroke jointly is obtained; and according to the control current corresponding to the maximum value of the first current value, the second current value and the third current value, the electric control shock absorber is controlled to generate damping force. According to the embodiment of the invention, the pitching motion when the vehicle jerks can be inhibited.

Description

Technical Field

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

[0002] In the field of vehicle technology, with the development of chassis technology, electronically controlled shock absorbers have been developed and used to improve vehicle body control. However, with the rapid development of vehicle technology, the acceleration and braking capabilities of vehicles have been significantly improved, resulting in violent pitching motion of the vehicle during sudden movements (such as sudden acceleration, sudden deceleration, sudden braking, etc.), which reduces the user's riding experience. Therefore, there is an urgent need for a control method for electronically controlled shock absorbers to suppress the pitching motion of the vehicle during sudden movements and ensure the user's riding experience. Summary of the invention

[0003] The embodiments of the present application provide a control method, device, equipment, computer-readable storage medium and computer program product for an electronically controlled shock absorber, which can suppress the pitch motion of a vehicle during sudden movements and ensure the riding experience of the user.

[0004] In a first aspect, an embodiment of the present application provides a control method for an electronically controlled shock absorber, the method comprising:

[0005] Acquiring vehicle motion information during vehicle driving, wherein the vehicle motion information includes throttle request torque, actual driving torque, a first brake pedal stroke, and a first vehicle speed;

[0006] When a first torque difference between the throttle request torque and the actual driving torque is greater than a preset difference, triggering an acceleration pitch suppression function, wherein the acceleration pitch suppression function is used to obtain a first current value corresponding to the first torque difference;

[0007] When the first brake pedal stroke is greater than a first preset stroke, a brake pitch inhibition function is triggered, wherein the brake pitch inhibition function is used to obtain a second current value corresponding to the first brake pedal stroke;

[0008] When the first brake pedal stroke is greater than a second preset stroke and the first vehicle speed is within a preset vehicle speed range, triggering a target pitch suppression function, the target pitch suppression function being used to obtain a third current value corresponding to the first vehicle speed and the first brake pedal stroke;

[0009] Determine a first target current value with the largest value among the first current value, the second current value, and the third current value, wherein two current values ​​among the first current value, the second current value, and the third current value are 0;

[0010] The electronically controlled shock absorber is controlled to generate a damping force according to a control current corresponding to the first target current value, so as to suppress the pitching motion of the vehicle.

[0011] In a possible implementation manner, after triggering the accelerated pitch suppression function, the method further includes:

[0012] Obtaining the accelerator pedal travel of the vehicle;

[0013] When the accelerator pedal stroke is greater than 0, determining the first current value corresponding to the first torque difference according to a first corresponding relationship between the torque difference and the current value;

[0014] When the accelerator pedal travel is equal to 0, the first current value is set to 0.

[0015] In a possible implementation, determining the first current value corresponding to the first torque difference according to a first corresponding relationship between the torque difference and the current value includes:

[0016] Determining a fourth current value corresponding to the first torque difference value according to a first corresponding relationship between the torque difference value and the current value;

[0017] Acquire a vehicle speed weight coefficient corresponding to the first vehicle speed and a longitudinal acceleration weight coefficient corresponding to the longitudinal acceleration of the vehicle;

[0018] The first current value is determined according to a product of the fourth current value, the vehicle speed weight coefficient, and the longitudinal acceleration weight coefficient.

[0019] In a possible implementation manner, after the braking pitch inhibition function is triggered, the method further includes:

[0020] When the first vehicle speed is greater than 0, determining the second current value corresponding to the first brake pedal stroke according to a second corresponding relationship between the brake pedal stroke and the current value;

[0021] When the first vehicle speed is equal to 0, the second current value is set to 0.

[0022] In a possible implementation, determining the second current value corresponding to the first brake pedal stroke according to a second corresponding relationship between the brake pedal stroke and the current value includes:

[0023] determining a fifth current value corresponding to the first brake pedal stroke according to a second corresponding relationship between the brake pedal stroke and the current value;

[0024] Acquire a vehicle speed weight coefficient corresponding to the first vehicle speed and a longitudinal acceleration weight coefficient corresponding to the longitudinal acceleration of the vehicle;

[0025] The second current value is determined according to a product of the fifth current value, the vehicle speed weight coefficient, and the longitudinal acceleration weight coefficient.

[0026] In a possible implementation manner, after triggering the target pitch suppression function, the method further includes:

[0027] A third current value corresponding to both the first vehicle speed and the first brake pedal stroke is determined according to a third corresponding relationship among the vehicle speed, the brake pedal stroke and the current value.

[0028] In a possible implementation, the first target current value is the third current value, the minimum value in the preset vehicle speed range is the first preset vehicle speed, and controlling the electronically controlled shock absorber to generate the damping force according to the control current corresponding to the first target current value includes:

[0029] When the first vehicle speed decreases to less than the first preset vehicle speed, the electronically controlled shock absorber is continuously controlled to generate a damping force according to the control current corresponding to the third current value until a preset time duration is reached.

[0030] In a possible implementation, controlling the electronically controlled shock absorber to generate a damping force according to the control current corresponding to the first target current value includes:

[0031] acquiring a second target current value, wherein the second target current value is any one of a base current value, a current value for supporting the vehicle roll, and a current value for suppressing the vehicle overshoot;

[0032] When the first target current value is greater than the second target current value, the electronically controlled shock absorber is controlled to generate a damping force according to a control current corresponding to the first target current value.

[0033] In a second aspect, an embodiment of the present application provides a control device for an electronically controlled shock absorber, the device comprising:

[0034] A first acquisition module, configured to acquire vehicle motion information during vehicle driving, wherein the vehicle motion information includes an accelerator request torque, an actual driving torque, a first brake pedal stroke, and a first vehicle speed;

[0035] a second acquisition module, configured to trigger an acceleration pitch suppression function when a first torque difference between the throttle request torque and the actual driving torque is greater than a preset difference, wherein the acceleration pitch suppression function is configured to obtain a first current value corresponding to the first torque difference;

[0036] a third acquisition module, configured to trigger a braking pitch inhibition function when the first brake pedal stroke is greater than a first preset stroke, wherein the braking pitch inhibition function is configured to acquire a second current value corresponding to the first brake pedal stroke;

[0037] a fourth acquisition module, configured to trigger a target pitch inhibition function when the first brake pedal stroke is greater than a second preset stroke and the first vehicle speed is within a preset vehicle speed range, wherein the target pitch inhibition function is configured to acquire a third current value corresponding to the first vehicle speed and the first brake pedal stroke;

[0038] A first determining module is used to determine a first target current value with the largest value among the first current value, the second current value and the third current value, wherein two current values ​​among the first current value, the second current value and the third current value are 0;

[0039] A control module is used to control the electronically controlled shock absorber to generate a damping force according to a control current corresponding to the first target current value, so as to suppress the pitching motion of the vehicle.

[0040] In a third aspect, an embodiment of the present application provides an electronic device, the device comprising: a processor and a memory storing computer program instructions;

[0041] When the processor executes the computer program instructions, the processor implements any possible implementation method of the first aspect described above.

[0042] In a fourth aspect, an embodiment of the present application provides a computer-readable storage medium having computer program instructions stored thereon, which, when executed by a processor, implements a method in any possible implementation method of the first aspect described above.

[0043] In a fifth aspect, an embodiment of the present application provides a computer program product. When the instructions in the computer program product are executed by a processor of an electronic device, the electronic device executes a method as any possible implementation method in the first aspect above.

[0044] In a sixth aspect, an embodiment of the present application provides a vehicle, the vehicle comprising at least one of the following:

[0045] A control device for an electronically controlled shock absorber as in any one of the embodiments of the second aspect;

[0046] An electronic device as in any one of the embodiments of the third aspect;

[0047] A computer-readable storage medium as in any embodiment of the fourth aspect.

[0048] A computer program product as in any embodiment of the fifth aspect.

[0049] The embodiment of the present application determines a first torque difference according to the throttle request torque and the actual driving torque, determines whether the vehicle accelerates suddenly according to the size relationship between the first torque difference and the preset difference, and triggers the acceleration pitch suppression function when the vehicle accelerates suddenly, thereby suppressing the vehicle pitch caused by sudden acceleration of the vehicle; determines whether the vehicle decelerates suddenly according to the size relationship between the first brake pedal stroke and the first preset stroke, and triggers the braking pitch suppression function when the vehicle decelerates suddenly, thereby suppressing the vehicle pitch caused by sudden deceleration of the vehicle; determines whether the vehicle brakes suddenly or decelerates suddenly and then creeps at a low speed according to the size relationship between the first brake pedal stroke and the second preset stroke, and the inclusion relationship between the first vehicle speed and the preset vehicle speed range, and triggers the target pitch suppression function when the vehicle brakes suddenly or decelerates suddenly and then creeps at a low speed, thereby suppressing the vehicle pitch caused by sudden braking or sudden deceleration and then creeping at a low speed. Specifically, by respectively obtaining a first current value for suppressing acceleration pitch, a second current value for suppressing braking pitch, and a third current value for suppressing target pitch (including vehicle pitch caused by slow crawling after sudden braking or sudden deceleration), and controlling the electronically controlled shock absorber to generate damping force according to the control current corresponding to the first target current value which is the largest among the first current value, the second current value, and the third current value, the pitch movement of the vehicle during sudden movement can be suppressed, thereby ensuring the user's riding experience. BRIEF DESCRIPTION OF THE DRAWINGS

[0050] In order to more clearly illustrate the technical solution of the embodiments of the present application, the following is a brief introduction to the drawings required for use in the embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without any creative work.

[0051] Figure 1 is a flow chart of a control method for an electronically controlled shock absorber provided in an embodiment of the present application;

[0052] Figure 2 is a schematic diagram of suppressing accelerated pitching provided by an embodiment of the present application;

[0053] Figure 3 is a schematic diagram of suppressing braking pitch provided by an embodiment of the present application;

[0054] Figure 4 is a schematic diagram of suppressing target pitch provided by an embodiment of the present application;

[0055] Figure 5 is a schematic diagram of an electronic control unit of an electronically controlled shock absorber provided in an embodiment of the present application;

[0056] Figure 6It is a flow chart of realizing the control of an electronically controlled shock absorber based on a control strategy provided in an embodiment of the present application;

[0057] Figure 7 This is a schematic diagram of an effect of suppressing accelerated pitching provided by an embodiment of the present application;

[0058] Figure 8 It is a schematic diagram of the effect of suppressing accelerated pitch in a related technology provided by an embodiment of the present application;

[0059] Fig. 9 It is a schematic diagram of the effect of suppressing braking pitch and target pitch provided by an embodiment of the present application;

[0060] Fig.10 It is a schematic diagram of the effect of suppressing braking pitch in a related technology provided by an embodiment of the present application;

[0061] Fig.11 is a schematic structural diagram of a control device for an electronically controlled shock absorber provided in an embodiment of the present application;

[0062] Fig.12 It is a structural schematic diagram of an electronic device provided in an embodiment of the present application. DETAILED DESCRIPTION

[0063] The features and exemplary embodiments of various aspects of the present application will be described in detail below. In order to make the purpose, technical solutions and advantages of the present application clearer, the present application will be further described in detail below in conjunction with the accompanying drawings and specific embodiments. It should be understood that the specific embodiments described herein are only intended to explain the present application, rather than to limit the present application. For those skilled in the art, the present application can be implemented without the need for some of these specific details. The following description of the embodiments is only to provide a better understanding of the present application by illustrating the examples of the present application.

[0064] It should be noted that, in this article, relational terms such as first and second, etc. are only used to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Moreover, the terms "include", "comprise" or any other variants thereof are intended to cover non-exclusive inclusion, so that a process, method, article or device including a series of elements includes not only those elements, but also other elements not explicitly listed, or also includes elements inherent to such process, method, article or device. In the absence of further restrictions, the elements defined by the statement "include..." do not exclude the presence of other identical elements in the process, method, article or device including the elements.

[0065] In the field of vehicle technology, with the development of chassis technology, electronically controlled shock absorbers have been developed and used to improve body control. Compared with passive shock absorbers, electronically controlled shock absorbers have a wider damping control range and can select different damping responses according to the control current to improve suspension characteristics and body control effects.

[0066] However, with the rapid development of vehicle technology, the acceleration and braking capabilities of vehicles have been significantly improved, resulting in violent pitching motion when the vehicle moves suddenly (such as sudden acceleration, sudden deceleration, sudden braking, etc.), especially for models with a high center of mass such as Sport Utility Vehicles (SUVs), the pitching motion is more violent, which reduces the user's riding experience. Therefore, there is an urgent need for a control method for an electronically controlled shock absorber to suppress the pitching motion of the vehicle during sudden movements and ensure the user's riding experience. Since there are many types of sudden movements, there is an urgent need to integrate and analyze the control strategy of the electronically controlled shock absorber, so as to first identify the type of sudden movement that causes the pitching motion, and then control the electronically controlled shock absorber to produce damping to achieve the effect of pitch suppression and ensure the user's riding experience.

[0067] Thus, in order to solve the problems of the prior art, the embodiments of the present application provide a control method, device, equipment, computer-readable storage medium and computer program product of an electronically controlled shock absorber. The control method of the electronically controlled shock absorber can be applied to a scenario where a vehicle moves suddenly, causing the vehicle to pitch. The vehicle's sudden movement can include sudden acceleration, sudden deceleration, sudden braking (i.e., sudden braking to a speed of 0), slow creeping after sudden deceleration, etc.

[0068] In addition, the control method of the electronically controlled shock absorber can be executed by the control system of the electronically controlled shock absorber. Among them, the control system of the electronically controlled shock absorber can include sensors, electronic control units (ECU) and actuators. Specifically, the sensor can be used to obtain vehicle motion information such as throttle request torque, actual driving torque, brake pedal travel, vehicle speed and longitudinal acceleration and send the above vehicle motion information to the ECU. The sensor can include a sensor installed in the electronically controlled shock absorber and a sensor installed in the vehicle but not belonging to the electronically controlled shock absorber. The ECU can calculate the control current according to the vehicle motion information sent by the sensor, and output a control instruction including the control current to the actuator, so that the actuator responds to the control instruction and adjusts the oil flow inside the electronically controlled shock absorber according to the control current, thereby changing the damping characteristics, so that the vehicle can adapt to different driving conditions and road conditions. Among them, the ECU can be installed in the electronically controlled shock absorber, and multiple electronically controlled shock absorbers of the vehicle can each be installed with an electronically controlled shock absorber ECU, or can be installed with one ECU together, which is not limited here. In addition, the actuator can also be installed in the electronically controlled shock absorber.

[0069] The following is an introduction to the control method of the electronically controlled shock absorber provided in the embodiment of the present application.

[0070] Figure 1 FIG. 1 is a flow chart showing a control method for an electronically controlled shock absorber provided in an embodiment of the present application. Figure 1 As shown, the control method of the electronically controlled shock absorber provided in the embodiment of the present application comprises the following steps:

[0071] S110, acquiring vehicle motion information during vehicle driving, where the vehicle motion information includes throttle request torque, actual driving torque, a first brake pedal travel, and a first vehicle speed;

[0072] S120, when a first torque difference between the throttle request torque and the actual driving torque is greater than a preset difference, triggering an acceleration pitch suppression function, where the acceleration pitch suppression function is used to obtain a first current value corresponding to the first torque difference;

[0073] S130, triggering a brake pitch inhibition function when the first brake pedal stroke is greater than a first preset stroke, where the brake pitch inhibition function is used to obtain a second current value corresponding to the first brake pedal stroke;

[0074] S140, when the first brake pedal stroke is greater than the second preset stroke and the first vehicle speed is within the preset vehicle speed range, triggering a target pitch suppression function, the target pitch suppression function being used to obtain a third current value corresponding to the first vehicle speed and the first brake pedal stroke;

[0075] S150, determining a first target current value with the largest value among a first current value, a second current value, and a third current value, wherein two current values ​​among the first current value, the second current value, and the third current value are 0;

[0076] S160. Control the electronically controlled shock absorber to generate a damping force according to a control current corresponding to the first target current value, so as to suppress the pitching motion of the vehicle.

[0077] The control method of the electronically controlled shock absorber in the embodiment of the present application can suppress the vehicle pitch caused by sudden acceleration by determining a first torque difference according to the throttle request torque and the actual driving torque, determining whether the vehicle accelerates suddenly according to the size relationship between the first torque difference and the preset difference, and triggering the acceleration pitch suppression function when the vehicle accelerates suddenly; by determining whether the vehicle decelerates suddenly according to the size relationship between the first brake pedal stroke and the first preset stroke, and triggering the braking pitch suppression function when the vehicle decelerates suddenly, the vehicle pitch caused by sudden deceleration can be suppressed; by determining whether the vehicle brakes suddenly or decelerates suddenly and then creeps at a low speed according to the size relationship between the first brake pedal stroke and the second preset stroke, and the inclusion relationship between the first vehicle speed and the preset vehicle speed range, and triggering the target pitch suppression function when the vehicle brakes suddenly or decelerates suddenly and then creeps at a low speed, the vehicle pitch caused by sudden braking or sudden deceleration and then creeps at a low speed can be suppressed. Specifically, by respectively obtaining a first current value for suppressing acceleration pitch, a second current value for suppressing braking pitch, and a third current value for suppressing target pitch (including vehicle pitch caused by slow crawling after sudden braking or sudden deceleration), and controlling the electronically controlled shock absorber to generate damping force according to the control current corresponding to the first target current value which is the largest among the first current value, the second current value, and the third current value, the pitch movement of the vehicle during sudden movement can be suppressed, thereby ensuring the user's riding experience.

[0078] The specific implementation methods of the above steps are introduced below.

[0079] In some embodiments, in S110 , the accelerator request torque is a torque demand signal sent by the driver to the power system of the vehicle through the accelerator pedal, and the actual driving torque is the torque actually transmitted to the wheels by the power system of the vehicle.

[0080] As an example, a throttle pedal position sensor, a torque sensor, a displacement sensor, a vehicle speed sensor and a control unit may be installed in the vehicle. Among them, the vehicle speed sensor can detect the vehicle speed in real time to obtain a first vehicle speed. The throttle pedal position sensor can detect the throttle pedal opening and transmit it to the control unit. The control unit can determine the throttle request torque based on the throttle pedal opening and the first vehicle speed, the engine speed and other parameters. The torque sensor can detect the actual driving torque when the vehicle is driving. The displacement sensor can detect the brake pedal stroke of the vehicle to obtain the first brake pedal stroke.

[0081] In some embodiments, in S120, the first torque difference may be the absolute value of the difference between the throttle request torque and the actual driving torque. If the throttle request torque is recorded as Trq, the actual driving torque is recorded as Tac, and the first torque difference is recorded as Tdi, the following formula (1) may be obtained:

[0082] Tdi=|Trq-Tac| (1)

[0083] In the context of significantly improved acceleration and braking capabilities of the vehicle, the vehicle is required to output the actual driving torque that meets the throttle request torque in a relatively short period of time. In actual situations, the actual driving torque usually increases to the throttle request torque in a relatively short period of time. Therefore, if there is a large difference between the throttle request torque and the actual driving torque, the vehicle acceleration will increase significantly in a short period of time, thereby causing the vehicle to accelerate suddenly. If the vehicle accelerates suddenly, it may cause the vehicle to pitch. Based on this, the preset difference can be a pre-set critical value of the torque difference at which the vehicle is about to pitch when the vehicle accelerates suddenly. The preset difference can be obtained through actual vehicle calibration.

[0084] If the first torque difference is less than or equal to the preset difference, it can be determined that the vehicle does not have a pitching motion caused by sudden acceleration, and there is no need to trigger the acceleration pitch suppression function. If the first torque difference is greater than the preset difference, it can be determined that the vehicle has an acceleration pitching motion, and the acceleration pitch suppression function can be triggered to suppress the pitching motion caused by sudden acceleration of the vehicle. Suppressing the pitching motion caused by sudden acceleration of the vehicle can specifically include first determining a first current value based on the first torque difference, and then outputting a control current corresponding to the first current value to control the electronically controlled shock absorber to generate a damping force to suppress the acceleration pitching.

[0085] Based on this, in order to ensure the rationality of the first current value, avoid erroneous suppression of pitch when the vehicle is running smoothly, and ensure the riding experience of the user, in some embodiments, after the above-mentioned triggering of the acceleration pitch suppression function, the method may also include:

[0086] Get the vehicle's accelerator pedal travel;

[0087] When the accelerator pedal stroke is greater than 0, determining a first current value corresponding to the first torque difference according to a first corresponding relationship between the torque difference and the current value;

[0088] When the accelerator pedal travel is equal to 0, the first current value is set to 0.

[0089] Here, the accelerator pedal position sensor can detect the accelerator pedal travel. If the accelerator pedal travel is 0, it can be determined that the vehicle does not have the acceleration condition, so the first current value can be set to 0, that is, there is no need to control the electronically controlled shock absorber to generate the damping force. If the accelerator pedal travel is greater than 0, it can be determined that the vehicle can be accelerated according to the accelerator request torque, so acceleration pitch may occur, and it is necessary to determine the first current value corresponding to the first torque difference to suppress the acceleration pitch.

[0090] As an example, the first correspondence between the torque difference and the current value can be pre-calibrated. Specifically, when the torque difference is fixed, when the vehicle pitches, the current value used to control the electronically controlled shock absorber to suppress the pitch is continuously adjusted until the vehicle stops pitching, and the first correspondence between the torque difference and the current value can be obtained. Among them, whether the vehicle pitches can be determined by the pitch angle of the vehicle. If the pitch angle of the vehicle is greater than the preset angle, it can be determined that the vehicle pitches.

[0091] After the first corresponding relationship is determined, the first current value corresponding to the first torque difference may be determined according to the first corresponding relationship.

[0092] In this way, by judging whether the vehicle has the acceleration conditions based on the accelerator pedal travel, and suppressing acceleration pitch when the vehicle has the acceleration conditions and acceleration pitch may occur, the rationality of the first current value can be ensured, avoiding erroneous suppression of pitch when the vehicle is driving smoothly, and ensuring the user's riding experience.

[0093] Since the vehicle speed and the longitudinal acceleration of the vehicle may affect the pitch degree of the vehicle, in order to improve the accuracy of the first current value, thereby improving the pitch suppression effect and improving the riding experience of the user, in some embodiments, the first current value corresponding to the first torque difference is determined according to the first corresponding relationship between the torque difference and the current value, and specifically may include:

[0094] Determine a fourth current value corresponding to the first torque difference according to a first corresponding relationship between the torque difference and the current value;

[0095] Acquire a vehicle speed weight coefficient corresponding to the first vehicle speed and a longitudinal acceleration weight coefficient corresponding to the longitudinal acceleration of the vehicle;

[0096] The first current value is determined according to a product of the fourth current value, the vehicle speed weight coefficient, and the longitudinal acceleration weight coefficient.

[0097] Here, the first vehicle speed and the vehicle speed weight coefficient may be positively correlated, and the greater the first vehicle speed, the greater the vehicle speed weight coefficient. The vehicle speed weight coefficient may be denoted as Gvs. In addition, the longitudinal acceleration and the longitudinal acceleration weight coefficient may also be positively correlated, and the greater the longitudinal acceleration, the greater the longitudinal acceleration weight coefficient. The longitudinal acceleration weight coefficient may be denoted as Glog.

[0098] In this way, if the fourth current value is recorded as Iha and the first current value is recorded as Iaa, the first current value can be calculated by the following formula (2):

[0099] Iaa=Iha×Gvs×Glog (2)

[0100] By jointly determining the first current value based on the fourth current value, the vehicle speed weight coefficient and the longitudinal acceleration weight coefficient, the accuracy of the first current value can be improved, thereby improving the pitch suppression effect and improving the user's riding experience.

[0101] Based on the above embodiments, a schematic diagram of suppressing accelerated pitch provided in an embodiment of the present application may be shown as shown in FIG2 .

[0102] In some embodiments, in S130, the first brake pedal stroke may be a distance value or a percentage determined based on the distance value (such as 0-100%), which is not limited here. The first preset stroke may be a preset critical value of the brake pedal stroke at which the vehicle is about to pitch when the vehicle decelerates suddenly. The first preset stroke may be obtained by actual vehicle calibration. The measurement units of the first preset stroke and the first brake pedal stroke are the same. That is, when the first brake pedal stroke is a distance value, the first preset stroke is a distance value. When the first brake pedal stroke is a percentage, the first preset stroke is a percentage.

[0103] If the first brake pedal stroke is less than or equal to the first preset stroke, it can be determined that the vehicle does not have a pitching motion caused by a sudden deceleration, and there is no need to trigger the braking pitch suppression function. If the first brake pedal stroke is greater than the first preset stroke, it can be determined that the vehicle has a braking pitching motion, and thus the braking pitch suppression function can be triggered to suppress the pitching motion caused by a sudden deceleration of the vehicle. Suppressing the pitching motion caused by a sudden deceleration of the vehicle can specifically include first determining a second current value according to the first brake pedal stroke, and then outputting a control current corresponding to the second current value to control the electronically controlled shock absorber to generate a damping force to suppress the braking pitching motion.

[0104] Based on this, in order to ensure the rationality of the second current value, avoid erroneous suppression of pitch when the vehicle is running smoothly, and ensure the user's riding experience, in some embodiments, after the above-mentioned triggering of the braking pitch suppression function, the method may also include:

[0105] When the first vehicle speed is greater than 0, determining a second current value corresponding to the first brake pedal stroke according to a second corresponding relationship between the brake pedal stroke and the current value;

[0106] When the first vehicle speed is equal to 0, the second current value is set to 0.

[0107] Here, if the first vehicle speed is 0, it can be determined that the vehicle is stopped and does not meet the braking pitch scenario, so the second current value can be set to 0, that is, there is no need to control the electronically controlled shock absorber to generate damping force. If the first vehicle speed is greater than 0, it can be determined that the vehicle is moving and meets the braking pitch scenario, so it is necessary to determine the second current value corresponding to the first brake pedal stroke to suppress the braking pitch.

[0108] As an example, the second correspondence between the brake pedal stroke and the current value can be pre-calibrated. Specifically, when the brake pedal stroke is fixed, when the vehicle pitches, the current value used to control the electronically controlled shock absorber to suppress the pitch is continuously adjusted until the vehicle stops pitching, and the second correspondence between the brake pedal stroke and the current value can be obtained. Among them, whether the vehicle pitches can be determined by the pitch angle of the vehicle. If the pitch angle of the vehicle is greater than the preset angle, it can be determined that the vehicle pitches.

[0109] After the second relationship is determined, the second current value corresponding to the first brake pedal stroke may be determined according to the second corresponding relationship.

[0110] In this way, by judging whether the vehicle meets the braking pitch scenario based on the first vehicle speed, and suppressing braking pitch when the vehicle meets the braking pitch scenario and braking pitch occurs, the rationality of the second current value can be ensured, avoiding erroneous suppression of pitch when the vehicle is driving smoothly, and ensuring the user's riding experience.

[0111] As described above, the vehicle speed and the longitudinal acceleration of the vehicle may affect the pitch degree of the vehicle. Therefore, in order to improve the accuracy of the second current value, thereby improving the pitch suppression effect and improving the riding experience of the user, in some embodiments, the second current value corresponding to the first brake pedal stroke is determined according to the second corresponding relationship between the brake pedal stroke and the current value, which may specifically include:

[0112] determining a fifth current value corresponding to the first brake pedal stroke according to a second corresponding relationship between the brake pedal stroke and the current value;

[0113] Acquire a vehicle speed weight coefficient corresponding to the first vehicle speed and a longitudinal acceleration weight coefficient corresponding to the longitudinal acceleration of the vehicle;

[0114] The second current value is determined according to the product of the fifth current value, the vehicle speed weight coefficient, and the longitudinal acceleration weight coefficient.

[0115] Here, if the fifth current value is recorded as Ihb and the first current value is recorded as Iab, the first current value can be calculated by the following formula (3):

[0116] Iab=Ihb×Gvs×Glog (3)

[0117] By jointly determining the second current value based on the fifth current value, the vehicle speed weight coefficient and the longitudinal acceleration weight coefficient, the accuracy of the second current value can be improved, thereby improving the pitch suppression effect and improving the user's riding experience.

[0118] Based on the above embodiments, a schematic diagram of suppressing braking pitch provided in an embodiment of the present application may be shown as shown in FIG3 .

[0119] In some embodiments, in S140, the preset speed range can be a first preset speed as the minimum value and a second preset speed as the maximum value. The first preset speed can be, for example, 1 km / h, and the second preset speed can be, for example, 5 km / h. If the first speed is within the preset speed range, it can be determined that the vehicle is braking or crawling at a low speed. The second preset stroke can be a preset critical value of the brake pedal stroke at which the vehicle is about to pitch when the vehicle is braking or crawling at a low speed. The second preset stroke can be obtained by actual vehicle calibration. The values ​​of the second preset stroke and the first preset stroke can be the same or different, and are not limited here.

[0120] If the first vehicle speed does not fall within the preset vehicle speed range, or the first brake pedal stroke is less than or equal to the second preset stroke, it can be determined that the vehicle does not experience pitching motion caused by sudden braking or sudden deceleration followed by slow creeping, i.e., target pitching, and there is no need to trigger the target pitch suppression function. If the first brake pedal stroke is greater than the second preset stroke, and the first vehicle speed is within the preset vehicle speed range, it can be determined that the vehicle is slow creeping after sudden braking or sudden deceleration, and further it can be determined that the vehicle experiences pitching caused by sudden braking or sudden deceleration followed by slow creeping, i.e., target pitching, and thus the target pitch suppression function can be triggered to suppress the target pitch. Suppressing the target pitch can specifically include first jointly determining a third current value based on the first vehicle speed and the first brake pedal stroke, and then outputting a control current corresponding to the third current value to control the electronically controlled shock absorber to generate a damping force to suppress the target pitch.

[0121] Based on this, in order to ensure the accuracy of the third current value, in some embodiments, after the target pitch suppression function is triggered, the method may further include:

[0122] A third current value corresponding to the first vehicle speed and the first brake pedal stroke is determined according to a third corresponding relationship among the vehicle speed, the brake pedal stroke, and the current value.

[0123] Here, the third correspondence between the vehicle speed, the brake pedal stroke and the current value can be pre-calibrated. Specifically, when the vehicle speed is within a preset speed range and the vehicle speed and the brake pedal stroke are fixed, when the vehicle pitches, the current value used to control the electronically controlled shock absorber to suppress the pitch is continuously adjusted until the vehicle stops pitching, and the third correspondence between the vehicle speed, the brake pedal stroke and the current value can be obtained. Among them, whether the vehicle pitches can be determined by the pitch angle of the vehicle. If the pitch angle of the vehicle is greater than the preset angle, it can be determined that the vehicle pitches.

[0124] After the third relationship is determined, a third current value corresponding to the first vehicle speed and the first brake pedal stroke may be determined according to the third corresponding relationship.

[0125] In addition, if there is no need to trigger the target pitch suppression function, the third current value may be set to 0.

[0126] It should be noted that, in the scenario of slow crawling after sudden braking or sudden deceleration in the embodiment of the present application, the greater the first pedal stroke, the greater the third current value can be; the greater the first vehicle speed, the smaller the third current value can be.

[0127] In this way, by pre-calibrating the third corresponding relationship and then determining the third current value according to the third corresponding relationship, the accuracy of the third current value can be guaranteed.

[0128] In some embodiments, in S150, as described above, if the vehicle has an acceleration pitch, the first current value can be determined according to the first torque difference, and if the vehicle does not have an acceleration pitch, the first current value can be set to 0; if the vehicle has a braking pitch, the second current value can be determined according to the first brake pedal stroke, and if the vehicle does not have a braking pitch, the second current value can be set to 0; if the vehicle has a target pitch, the third current value can be determined according to the first vehicle speed and the first brake pedal stroke, and if the vehicle does not have a target pitch, the third current value can be set to 0. Therefore, the first target current value can be a current value corresponding to the target pitch type. The target pitch type can be any one of acceleration pitch, braking pitch, and target pitch.

[0129] It should be noted that, in actual situations, acceleration pitch, braking pitch and target pitch usually do not occur at the same time, and therefore, two current values ​​among the first current value, the second current value and the third current value are generally zero.

[0130] In some embodiments, in S160, after determining the first target current value, the electronically controlled shock absorber can be controlled to generate a damping force according to the control current corresponding to the first target current value to suppress the pitching motion of the vehicle. The electronically controlled shock absorber may include a front electronically controlled shock absorber and a rear electronically controlled shock absorber. The control currents corresponding to the front electronically controlled shock absorber and the rear electronically controlled shock absorber may be the same or different, which is not limited here.

[0131] When the first target current value is the third current value, that is, when target pitching occurs, the vehicle may continue to pitch after decelerating to the first preset speed and before the vehicle stops.

[0132] Based on this, in order to suppress the pitching motion and ensure the riding experience of the user, in some embodiments, the above S160 may specifically include:

[0133] When the first vehicle speed decreases to less than the first preset vehicle speed, the electronically controlled shock absorber is continuously controlled to generate a damping force according to the control current corresponding to the third current value until the duration reaches a preset duration, where the preset duration may be, for example, 2 seconds.

[0134] Based on the above embodiments, a schematic diagram of suppressing target pitch provided in the embodiment of the present application can be as follows: Figure 4 shown.

[0135] In fact, the electronically controlled shock absorber can not only suppress pitching, but also suppress the roll and overshoot of the vehicle. Therefore, in order to maximize the riding experience of the user, in some embodiments, the above S160 may specifically include:

[0136] acquiring a second target current value, the second target current value being any one of a base current value, a current value for supporting vehicle roll, and a current value for suppressing vehicle overshoot;

[0137] When the first target current value is greater than the second target current value, the electronically controlled shock absorber is controlled to generate a damping force according to a control current corresponding to the first target current value.

[0138] Here, the basic current value may be a current value reserved in the electronically controlled shock absorber. The basic current value may be equal to 0 or greater than 0, and is not limited here. If the first target current value is greater than the second target current value, it can be determined that the pitching motion of the vehicle is more intense. Therefore, by preferentially suppressing the pitching motion, the riding experience of the user can be guaranteed to the greatest extent.

[0139] In order to better describe the entire solution, some specific examples are given based on the above embodiments.

[0140] For example, a schematic diagram of an electronic control unit of an electronically controlled shock absorber provided in an embodiment of the present application can be as follows: Figure 5 shown.

[0141] like Figure 5 As shown, after receiving the input of vehicle motion information such as throttle request torque, actual driving torque, first brake pedal travel, first vehicle speed, longitudinal acceleration, etc., the electronic control unit can process the vehicle motion information such as throttle request torque, actual driving torque, first brake pedal travel, first vehicle speed, longitudinal acceleration, etc. based on the control strategy, and obtain and output the control current corresponding to the front electronically controlled shock absorber and the control current corresponding to the rear electronically controlled shock absorber.

[0142] The flow chart of realizing the electronically controlled shock absorber control based on the control strategy can be shown as follows: Figure 6 shown.

[0143] like Figure 6 As shown, the process of realizing the electronically controlled shock absorber control based on the control strategy may include the following steps:

[0144] S61, judging whether the vehicle has acceleration pitch, braking pitch and target pitch based on the throttle request torque, the actual driving torque, the first brake pedal stroke and the first vehicle speed; if the vehicle has acceleration pitch, executing S62; if the vehicle has braking pitch, executing S63; if the vehicle has target pitch, executing S64;

[0145] S62, triggering an accelerated pitch suppression function to obtain a first current value;

[0146] S63, triggering a braking pitch suppression function to obtain a second current value;

[0147] S64, triggering a target pitch suppression function to obtain a third current value;

[0148] S65, determining a first target current value with the largest value among the first current value, the second current value, and the third current value;

[0149] S66. When the first target current value is greater than the second target current value, output a control current corresponding to the first target current value.

[0150] On this basis, a schematic diagram of the effect of suppressing accelerated pitch provided in an embodiment of the present application can be as follows: Figure 7 shown. Figure 7 The data in are measured data.

[0151] like Figure 7 As shown, at time t1, the first torque difference is greater than the preset difference, and the longitudinal acceleration increases rapidly, causing the vehicle to accelerate and pitch. At the same time, the acceleration pitch control is triggered, and the current is controlled to rise. Based on the current control, at time t2, the rising gradient of the longitudinal acceleration begins to slow down. As the actual driving torque approaches the throttle request torque, that is, the torque difference is close to 0, the current slowly changes to stable control. In the vehicle acceleration cycle from increasing to slowing down the torque difference, there is no sudden change in the longitudinal acceleration, and better pitch control is achieved. At time t3, the vehicle speed is stable, the acceleration ends, the current gradually withdraws to the base value, and the control ends.

[0152] In order to better illustrate the pitch suppression effect, the embodiment of the present application also provides a schematic diagram of the effect of suppressing accelerated pitch in the related art. The related art usually determines and outputs a control current according to the longitudinal acceleration to suppress accelerated pitch.

[0153] like Figure 8As shown in the figure, at time t1, after the sudden acceleration occurs, the longitudinal acceleration increases rapidly, causing the vehicle to pitch up. At the same time, the current rises with the longitudinal acceleration, which has a hysteresis. In addition, the sudden increase in current when there is already an acceleration pitch will give the occupants a poor abrupt feeling. At time t2, the longitudinal acceleration is still increasing rapidly, causing the vehicle's pitching motion to be still very violent, affecting the user's riding experience.

[0154] In addition, a schematic diagram of the effect of suppressing braking pitch and target pitch provided in an embodiment of the present application can be as follows: Fig. 9 shown. Fig. 9 The data in are measured data.

[0155] like Fig. 9 As shown, at t4, the brake pedal stroke reaches the first preset stroke, and the vehicle has braking pitch. Therefore, the braking pitch control is triggered and the control current rises. During the braking pitch control process, the longitudinal acceleration increases slowly and linearly. At t5, the vehicle speed drops to the second preset speed, and the target pitch occurs. Therefore, after t5, the target pitch control is performed until t6, when the vehicle speed will be 0. After t6, the current control is continued for 2 seconds, and the control is exited at t7. Between t6 and t7, the longitudinal acceleration converges, achieving better pitch control.

[0156] In order to better illustrate the pitch suppression effect, the embodiment of the present application also provides a schematic diagram of the effect of suppressing braking pitch in the related art. The related art usually determines and outputs a control current according to the longitudinal acceleration to suppress braking pitch, and does not involve suppressing target pitch.

[0157] like Fig.10 As shown in the figure, the longitudinal acceleration decreases at t4. When the longitudinal acceleration is less than a certain threshold, the current starts to be output for braking suppression, which has hysteresis. In addition, the sudden change of current after pitching has occurred will bring a poor riding experience and poor pitch control effect. At t6, after the vehicle speed is reduced to 0, the longitudinal acceleration decreases rapidly, causing the current to exit. The lack of current control after braking will cause the vehicle to pitch forward and backward for multiple cycles, and the pitch control after braking is poor.

[0158] Therefore, the embodiment of the present application obtains a first current value for suppressing acceleration pitch, a second current value for suppressing braking pitch, and a third current value for suppressing target pitch (including vehicle pitch caused by slow crawling after sudden braking or sudden deceleration of the vehicle), and controls the electronically controlled shock absorber to generate damping force according to the control current corresponding to the first target current value which has the largest value among the first current value, the second current value, and the third current value, thereby suppressing the pitch movement of the vehicle during sudden movement and ensuring the user's riding experience.

[0159] Based on the control method of the electronically controlled shock absorber provided in the above embodiment, the present application also provides a specific implementation of the control device of the electronically controlled shock absorber. Please refer to the following embodiment.

[0160] like Fig.11 As shown, the control device 1100 of the electronically controlled shock absorber provided in the embodiment of the present application includes the following modules:

[0161] A first acquisition module 1110 is used to acquire vehicle motion information during vehicle driving, where the vehicle motion information includes throttle request torque, actual driving torque, a first brake pedal travel and a first vehicle speed;

[0162] A second acquisition module 1120, configured to trigger an acceleration pitch suppression function when a first torque difference between the throttle request torque and the actual driving torque is greater than a preset difference, wherein the acceleration pitch suppression function is configured to obtain a first current value corresponding to the first torque difference;

[0163] A third acquisition module 1130 is used to trigger a braking pitch inhibition function when the first brake pedal stroke is greater than a first preset stroke, and the braking pitch inhibition function is used to obtain a second current value corresponding to the first brake pedal stroke;

[0164] a fourth acquisition module 1140, configured to trigger a target pitch suppression function when the first brake pedal stroke is greater than a second preset stroke and the first vehicle speed is within a preset vehicle speed range, wherein the target pitch suppression function is configured to obtain a third current value corresponding to the first vehicle speed and the first brake pedal stroke;

[0165] A first determination module 1150 is used to determine a first target current value with the largest value among a first current value, a second current value and a third current value, wherein two current values ​​among the first current value, the second current value and the third current value are 0;

[0166] The control module 1160 is used to control the electronically controlled shock absorber to generate a damping force according to the control current corresponding to the first target current value, so as to suppress the pitching motion of the vehicle.

[0167] The control device 1100 of the above-mentioned electronically controlled shock absorber is described in detail below, as shown below:

[0168] In some of the embodiments, the control device 1100 of the electronically controlled shock absorber may further include:

[0169] A third acquisition module is used to acquire the accelerator pedal travel of the vehicle when the acceleration pitch suppression function is triggered;

[0170] A second determination module, configured to determine a first current value corresponding to a first torque difference according to a first corresponding relationship between the torque difference and the current value when the accelerator pedal stroke is greater than 0;

[0171] The first setting module is used to set the first current value to 0 when the accelerator pedal travel is equal to 0.

[0172] In some embodiments, the second determining module may specifically include:

[0173] A first determining submodule, configured to determine a fourth current value corresponding to the first torque difference value according to a first corresponding relationship between the torque difference value and the current value;

[0174] A first acquisition submodule, used to acquire a vehicle speed weight coefficient corresponding to the first vehicle speed and a longitudinal acceleration weight coefficient corresponding to the longitudinal acceleration of the vehicle;

[0175] The second determination submodule is used to determine the first current value according to the product of the fourth current value, the vehicle speed weight coefficient and the longitudinal acceleration weight coefficient.

[0176] In some of the embodiments, the control device 1100 of the electronically controlled shock absorber may further include:

[0177] a third determination module, configured to determine, after the braking pitch suppression function is triggered, a second current value corresponding to the first brake pedal stroke according to a second corresponding relationship between the brake pedal stroke and the current value when the first vehicle speed is greater than 0;

[0178] The second setting module is used to set the second current value to 0 when the first vehicle speed is equal to 0.

[0179] In some embodiments, the third determining module may specifically include:

[0180] a third determining submodule, configured to determine a fifth current value corresponding to the first brake pedal stroke according to a second corresponding relationship between the brake pedal stroke and the current value;

[0181] A second acquisition submodule, used to acquire a vehicle speed weight coefficient corresponding to the first vehicle speed and a longitudinal acceleration weight coefficient corresponding to the longitudinal acceleration of the vehicle;

[0182] The fourth determination submodule is used to determine the second current value according to the product of the fifth current value, the vehicle speed weight coefficient and the longitudinal acceleration weight coefficient.

[0183] In some of the embodiments, the control device 1100 of the electronically controlled shock absorber may further include:

[0184] The fourth determination module is used to determine a third current value corresponding to the first vehicle speed and the first brake pedal stroke according to a third corresponding relationship among the vehicle speed, the brake pedal stroke and the current value after the target pitch suppression function is triggered.

[0185] In some embodiments, the first target current value is a third current value, and the minimum value in the preset vehicle speed range is the first preset vehicle speed. Based on this, the control module 1160 may specifically include:

[0186] The first control submodule is used to continuously control the electronically controlled shock absorber to generate a damping force according to a control current corresponding to a third current value when the first vehicle speed decreases to less than a first preset vehicle speed until a preset time duration is reached.

[0187] In some embodiments, the control module 1160 may specifically include:

[0188] A third acquisition submodule is used to acquire a second target current value, where the second target current value is any one of a basic current value, a current value for supporting the vehicle roll, and a current value for suppressing vehicle overshoot;

[0189] The second control submodule is used to control the electronically controlled shock absorber to generate a damping force according to a control current corresponding to the first target current value when the first target current value is greater than the second target current value.

[0190] The control device of the electronically controlled shock absorber in the embodiment of the present application can suppress the vehicle pitch caused by sudden acceleration of the vehicle by determining a first torque difference according to the throttle request torque and the actual driving torque, determining whether the vehicle accelerates suddenly according to the size relationship between the first torque difference and the preset difference, and triggering the acceleration pitch suppression function when the vehicle accelerates suddenly. The control device can suppress the vehicle pitch caused by sudden deceleration of the vehicle by determining whether the vehicle decelerates suddenly according to the size relationship between the first brake pedal stroke and the first preset stroke, and triggering the braking pitch suppression function when the vehicle decelerates suddenly. The control device can suppress the vehicle pitch caused by sudden deceleration of the vehicle by determining whether the vehicle brakes suddenly or decelerates suddenly and then creeps at a low speed according to the size relationship between the first brake pedal stroke and the second preset stroke, and the inclusion relationship between the first vehicle speed and the preset vehicle speed range, and triggering the target pitch suppression function when the vehicle brakes suddenly or decelerates suddenly and then creeps at a low speed. The vehicle pitch caused by sudden braking or sudden deceleration and then creeping at a low speed can be suppressed. Specifically, by respectively obtaining a first current value for suppressing acceleration pitch, a second current value for suppressing braking pitch, and a third current value for suppressing target pitch (including vehicle pitch caused by slow crawling after sudden braking or sudden deceleration), and controlling the electronically controlled shock absorber to generate damping force according to the control current corresponding to the first target current value which is the largest among the first current value, the second current value, and the third current value, the pitch movement of the vehicle during sudden movement can be suppressed, thereby ensuring the user's riding experience.

[0191] Based on the control method of the electronically controlled shock absorber provided in the above embodiment, the embodiment of the present application also provides a specific implementation of the electronic device. Fig.12 A schematic diagram of an electronic device 1200 provided in an embodiment of the present application is shown.

[0192] The electronic device 1200 may include a processor 1210 and a memory 1220 storing computer program instructions.

[0193] Specifically, the processor 1210 may include a central processing unit (CPU), or an application specific integrated circuit (ASIC), or may be configured to implement one or more integrated circuits of the embodiments of the present application.

[0194] The memory 1220 may include a large capacity memory for data or instructions. By way of example and not limitation, the memory 1220 may include a hard disk drive (HDD), a floppy disk drive, a flash memory, an optical disk, a magneto-optical disk, a magnetic tape, or a universal serial bus (USB) drive or a combination of two or more of these. Where appropriate, the memory 1220 may include a removable or non-removable (or fixed) medium. Where appropriate, the memory 1220 may be inside or outside the electronic device 1200. In a particular embodiment, the memory 1220 is a non-volatile solid-state memory.

[0195] The memory may include a read-only memory (ROM), a random access memory (RAM), a magnetic disk storage medium device, an optical storage medium device, a flash memory device, an electrical, optical or other physical / tangible memory storage device. Thus, typically, the memory includes one or more tangible (non-transitory) computer-readable storage media (e.g., a memory device) encoded with software including computer-executable instructions, and when the software is executed (e.g., by one or more processors), it is operable to perform the operations described with reference to the method according to the first aspect of the present application.

[0196] The processor 1210 implements any one of the control methods for the electronically controlled shock absorber in the above embodiments by reading and executing the computer program instructions stored in the memory 1220 .

[0197] In one example, the electronic device 1200 may further include a communication interface 1230 and a bus 1240. Fig.12 As shown, the processor 1210, the memory 1220, and the communication interface 1230 are connected via a bus 1240 and communicate with each other.

[0198] The communication interface 1230 is mainly used to implement communication between various modules, devices, units and / or equipment in the embodiments of the present application.

[0199] Bus 1240 includes hardware, software or both, and the parts of electronic equipment are coupled to each other. For example, but not limitation, bus may include accelerated graphics port (AGP) or other graphics bus, enhanced industrial standard architecture (EISA) bus, front side bus (FSB), hypertransport (HT) interconnection, industrial standard architecture (ISA) bus, infinite bandwidth interconnection, low pin count (LPC) bus, memory bus, micro channel architecture (MCA) bus, peripheral component interconnection (PCI) bus, PCI-Express (PCI-X) bus, serial advanced technology attachment (SATA) bus, video electronics standard association local (VLB) bus or other suitable bus or two or more of these combinations. In appropriate cases, bus 1240 may include one or more buses. Although the present application embodiment describes and shows a specific bus, the application considers any suitable bus or interconnection.

[0200] Exemplarily, the electronic device 1200 may be a mobile phone, a tablet computer, a laptop computer, a PDA, an in-vehicle electronic device, an ultra-mobile personal computer (UMPC), a netbook, or a personal digital assistant (PDA).

[0201] The electronic device can execute the control method of the electronically controlled shock absorber in the embodiment of the present application, thereby realizing the combination Figures 1 to 11 A control method and device for an electronically controlled shock absorber are described.

[0202] In addition, in combination with the control method of the electronically controlled shock absorber in the above embodiments, the embodiment of the present application can provide a computer-readable storage medium for implementation. The computer-readable storage medium stores computer program instructions; when the computer program instructions are executed by a processor, any of the control methods of the electronically controlled shock absorber in the above embodiments is implemented.

[0203] In addition, in combination with the control method of the electronically controlled shock absorber in the above embodiments, the present application embodiment can provide a computer program product for implementation. When the instructions in the computer program product are executed by a processor of an electronic device, any control method of the electronically controlled shock absorber in the above embodiments is implemented.

[0204] In addition, an embodiment of the present application further provides a vehicle, which includes at least one of the following:

[0205] A control device for an electronically controlled shock absorber as in the above-mentioned embodiment;

[0206] The electronic device in the above embodiment;

[0207] As the computer-readable storage medium in the above embodiments.

[0208] The computer program product in the above embodiment will not be described in detail here.

[0209] It should be clear that the present application is not limited to the specific configuration and processing described above and shown in the figures. For the sake of simplicity, a detailed description of the known method is omitted here. In the above embodiments, several specific steps are described and shown as examples. However, the method process of the present application is not limited to the specific steps described and shown, and those skilled in the art can make various changes, modifications and additions, or change the order between the steps after understanding the spirit of the present application.

[0210] The functional blocks shown in the above-described block diagram can be implemented as hardware, software, firmware or a combination thereof. When implemented in hardware, it can be, for example, an electronic circuit, an application specific integrated circuit (ASIC), appropriate firmware, a plug-in, a function card, etc. When implemented in software, the elements of the present application are programs or code segments that are used to perform the required tasks. The program or code segment can be stored in a machine-readable medium, or transmitted on a transmission medium or a communication link by a data signal carried in a carrier wave. "Machine-readable medium" can include any medium capable of storing or transmitting information. Examples of machine-readable media include electronic circuits, semiconductor memory devices, ROM, flash memory, erasable ROM (EROM), floppy disks, CD-ROMs, optical disks, hard disks, optical fiber media, radio frequency (RF) links, etc. The code segment can be downloaded via a computer network such as the Internet, an intranet, etc.

[0211] It should also be noted that the exemplary embodiments mentioned in this application describe some methods or systems based on a series of steps or devices. However, this application is not limited to the order of the above steps, that is, the steps can be performed in the order mentioned in the embodiment, or in a different order from the embodiment, or several steps can be performed simultaneously.

[0212] The above reference is according to the method of the embodiment of the present application, the flow chart of the device (system) and the computer program product and / or the block diagram described various aspects of the present application.It should be understood that each square box in the flow chart and / or the block diagram and the combination of each square box in the flow chart and / or the block diagram can be realized by computer program instructions.These computer program instructions can be provided to the processor of a general-purpose computer, a special-purpose computer or other programmable data processing device to produce a machine so that these instructions executed by the processor of the computer or other programmable data processing device enable the realization of the function / action specified in one or more square boxes of the flow chart and / or the block diagram.Such a processor can be but is not limited to a general-purpose processor, a special-purpose processor, a special application processor or a field programmable logic circuit.It can also be understood that each square box in the block diagram and / or the flow chart and the combination of the square boxes in the block diagram and / or the flow chart can also be realized by the dedicated hardware that performs the specified function or action, or can be realized by the combination of dedicated hardware and computer instructions.

[0213] The above is only a specific implementation of the present application. Those skilled in the art can clearly understand that for the convenience and simplicity of description, the specific working processes of the systems, modules and units described above can refer to the corresponding processes in the aforementioned method embodiments, and will not be repeated here. It should be understood that the protection scope of the present application is not limited to this. Any technician familiar with the technical field can easily think of various equivalent modifications or replacements within the technical scope disclosed in this application, and these modifications or replacements should be included in the protection scope of this application.

Claims

1. A control method for an electronically controlled shock absorber, characterized in that: include: Acquiring vehicle motion information during vehicle driving, wherein the vehicle motion information includes throttle request torque, actual driving torque, a first brake pedal stroke, and a first vehicle speed; When a first torque difference between the throttle request torque and the actual driving torque is greater than a preset difference, triggering an acceleration pitch suppression function, wherein the acceleration pitch suppression function is used to obtain a first current value corresponding to the first torque difference; When the first brake pedal stroke is greater than a first preset stroke, a brake pitch inhibition function is triggered, wherein the brake pitch inhibition function is used to obtain a second current value corresponding to the first brake pedal stroke; When the first brake pedal stroke is greater than a second preset stroke and the first vehicle speed is within a preset vehicle speed range, triggering a target pitch suppression function, the target pitch suppression function being used to obtain a third current value corresponding to the first vehicle speed and the first brake pedal stroke; Determine a first target current value with the largest value among the first current value, the second current value, and the third current value, wherein two current values ​​among the first current value, the second current value, and the third current value are 0; The electronically controlled shock absorber is controlled to generate a damping force according to a control current corresponding to the first target current value, so as to suppress the pitching motion of the vehicle.

2. The method according to claim 1, characterized in that After the accelerated pitch suppression function is triggered, the method further includes: Obtaining the accelerator pedal travel of the vehicle; When the accelerator pedal stroke is greater than 0, determining the first current value corresponding to the first torque difference according to a first corresponding relationship between the torque difference and the current value; When the accelerator pedal travel is equal to 0, the first current value is set to 0.

3. The method according to claim 2, characterized in that The determining the first current value corresponding to the first torque difference according to a first corresponding relationship between the torque difference and the current value comprises: Determining a fourth current value corresponding to the first torque difference value according to a first corresponding relationship between the torque difference value and the current value; Acquire a vehicle speed weight coefficient corresponding to the first vehicle speed and a longitudinal acceleration weight coefficient corresponding to the longitudinal acceleration of the vehicle; The first current value is determined according to a product of the fourth current value, the vehicle speed weight coefficient, and the longitudinal acceleration weight coefficient.

4. The method according to claim 1, characterized in that After the braking pitch inhibition function is triggered, the method further includes: When the first vehicle speed is greater than 0, determining the second current value corresponding to the first brake pedal stroke according to a second corresponding relationship between the brake pedal stroke and the current value; When the first vehicle speed is equal to 0, the second current value is set to 0.

5. The method according to claim 4, characterized in that The determining the second current value corresponding to the first brake pedal stroke according to the second corresponding relationship between the brake pedal stroke and the current value comprises: determining a fifth current value corresponding to the first brake pedal stroke according to a second corresponding relationship between the brake pedal stroke and the current value; Acquire a vehicle speed weight coefficient corresponding to the first vehicle speed and a longitudinal acceleration weight coefficient corresponding to the longitudinal acceleration of the vehicle; The second current value is determined according to a product of the fifth current value, the vehicle speed weight coefficient, and the longitudinal acceleration weight coefficient.

6. The method according to claim 1, characterized in that After triggering the target pitch suppression function, the method further includes: A third current value corresponding to both the first vehicle speed and the first brake pedal stroke is determined according to a third corresponding relationship among the vehicle speed, the brake pedal stroke and the current value.

7. The method according to claim 1 or 6, characterized in that: The first target current value is the third current value, the minimum value in the preset vehicle speed range is the first preset vehicle speed, and controlling the electronically controlled shock absorber to generate a damping force according to a control current corresponding to the first target current value includes: When the first vehicle speed decreases to less than the first preset vehicle speed, the electronically controlled shock absorber is continuously controlled to generate a damping force according to the control current corresponding to the third current value until a preset time duration is reached.

8. The method according to claim 1, characterized in that The step of controlling the electronically controlled shock absorber to generate a damping force according to the control current corresponding to the first target current value includes: acquiring a second target current value, wherein the second target current value is any one of a base current value, a current value for supporting the vehicle roll, and a current value for suppressing the vehicle overshoot; When the first target current value is greater than the second target current value, the electronically controlled shock absorber is controlled to generate a damping force according to a control current corresponding to the first target current value.

9. A control device for an electronically controlled shock absorber, characterized in that: The device comprises: A first acquisition module, configured to acquire vehicle motion information during vehicle driving, wherein the vehicle motion information includes an accelerator request torque, an actual driving torque, a first brake pedal stroke, and a first vehicle speed; a second acquisition module, configured to trigger an acceleration pitch suppression function when a first torque difference between the throttle request torque and the actual driving torque is greater than a preset difference, wherein the acceleration pitch suppression function is configured to acquire a first current value corresponding to the first torque difference; a third acquisition module, configured to trigger a braking pitch inhibition function when the first brake pedal stroke is greater than a first preset stroke, wherein the braking pitch inhibition function is configured to acquire a second current value corresponding to the first brake pedal stroke; a fourth acquisition module, configured to trigger a target pitch inhibition function when the first brake pedal stroke is greater than a second preset stroke and the first vehicle speed is within a preset vehicle speed range, wherein the target pitch inhibition function is configured to acquire a third current value corresponding to the first vehicle speed and the first brake pedal stroke; A first determining module is used to determine a first target current value with the largest value among the first current value, the second current value and the third current value, wherein two current values ​​among the first current value, the second current value and the third current value are 0; A control module is used to control the electronically controlled shock absorber to generate a damping force according to a control current corresponding to the first target current value, so as to suppress the pitching motion of the vehicle.

10. An electronic device, characterized in that: The electronic device comprises: a processor and a memory storing computer program instructions; When the processor executes the computer program instructions, the control method of the electronically controlled shock absorber according to any one of claims 1 to 8 is implemented.

11. A computer-readable storage medium, characterized in that: The computer-readable storage medium stores computer program instructions, and when the computer program instructions are executed by a processor, the control method of the electronically controlled shock absorber according to any one of claims 1 to 8 is implemented.

12. A computer program product, characterized in that When the instructions in the computer program product are executed by a processor of an electronic device, the electronic device executes the control method for an electronically controlled shock absorber as claimed in any one of claims 1 to 8.

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

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