Shock absorber control method and device, vehicle and storage medium

Abstract

The invention discloses a shock absorber control method and device, a vehicle and a storage medium, and the method comprises the steps: determining that the current tire pressure data of each tire of the vehicle is within a preset tire pressure range, and determining the correction amount of the damping coefficient of the shock absorber according to the current tire pressure data of each tire and the preset tire pressure range, the damping coefficient is corrected according to the correction amount, the shock absorber is controlled according to the corrected damping coefficient, the damping coefficient of the shock absorber can be linked with the current tire pressure data of the tire, and under the condition that the hardware cost is not increased, the real-time performance of the shock absorber is improved. The vehicle comfort change caused by the current tire pressure data change of the vehicle due to various factors such as environment temperature and vehicle speed can be avoided, so that the control capability, driving comfort and riding experience of the vehicle are improved.

Description

Technical Field

[0001] The present invention relates to the field of vehicle technology, and in particular to a control method, a device, a vehicle and a storage medium for a shock absorber. Background Art

[0002] Automobile shock absorbers are essential parts of automobiles, and they are related to the user's experience when riding in the vehicle. Before leaving the factory, the vehicle will undergo a whole-vehicle comfort adjustment and acceptance. The staff will first adjust the vehicle's tire pressure to within the standard range, generally 240±5Kpa, and then adjust the shock absorber to change the vehicle's comfort. However, affected by seasonal temperatures, the tire pressure of vehicles varies greatly. For example, in the hot summer, when a vehicle is parked in an underground garage, the tire pressure is 230Kpa, while when the vehicle is driving normally on the highway, the tire pressure may reach 270Kpa. Such a large tire pressure difference will inevitably cause a change in the comfort of the vehicle. Even if the vehicle tire pressure changes slightly, as long as there is a difference between the actual tire pressure and the tire pressure adjusted by the adjustment engineer, it will also cause a change in comfort. Summary of the invention

[0003] The present invention aims to solve at least one of the technical problems existing in the prior art. To this end, the present invention aims to provide a control method, device, vehicle and storage medium for a shock absorber.

[0004] The present invention proposes a shock absorber control method, device, vehicle and storage medium, including: determining that the current tire pressure data of each tire of the vehicle is within a preset tire pressure range; determining a correction amount of the shock absorber damping coefficient according to the current tire pressure data of each tire and the preset tire pressure range; correcting the damping coefficient according to the correction amount; and controlling the shock absorber according to the corrected damping coefficient.

[0005] In addition, the control method of the shock absorber according to the embodiment of the present invention may also have the following additional technical features:

[0006] Furthermore, the correction amount of the shock absorber damping coefficient is determined according to the current tire pressure data of each tire and the preset tire pressure range, including: dividing the preset tire pressure range into N gears according to the preset tire pressure interval; determining the gear corresponding to the correction amount according to the preset tire pressure range, the preset tire pressure interval and the current tire pressure data of each tire; and determining the correction amount of the damping coefficient according to the gear.

[0007] Furthermore, the gear position corresponding to the correction amount is determined based on the preset tire pressure range, the preset tire pressure interval and the current tire pressure data of each tire, including: determining the average value of the current tire pressure data; determining the gear position corresponding to the correction amount based on the preset tire pressure range, the preset tire pressure interval and the average value of the current tire pressure data.

[0008] Further, determining the gear position corresponding to the correction amount according to the preset tire pressure range, the preset tire pressure interval and the average value of the current tire pressure data includes:

[0009] n=(P-P1) / / d+1;

[0010] Among them, n is the gear corresponding to the correction amount, P is the average value of the current tire pressure data, P1 is the lower limit of the preset tire pressure range, and d is the preset tire pressure interval.

[0011] Further, determining the correction amount of the damping coefficient according to the gear position includes: determining the correction amount of the damping coefficient according to a first mapping relationship table, wherein the first mapping relationship table includes the correction amounts of the damping coefficient corresponding to different gear positions.

[0012] Further, the damping coefficient is corrected according to the correction amount, including: determining a first damping coefficient when the shock absorber is not corrected; and taking the sum of the first damping coefficient and the correction amount of the damping coefficient as the corrected damping coefficient.

[0013] Furthermore, determining the first damping coefficient when the shock absorber is not corrected includes: obtaining the current vehicle speed and driving mode of the vehicle; determining the first damping coefficient according to a second mapping relationship table, wherein the second mapping relationship table includes the first damping coefficients corresponding to different combinations of vehicle speeds and driving modes.

[0014] According to the control method of the shock absorber of the embodiment of the present invention, by determining that the current tire pressure data of each tire of the vehicle is within a preset tire pressure range, the correction amount of the shock absorber damping coefficient is determined according to the current tire pressure data of each tire and the preset tire pressure range, the damping coefficient is corrected according to the correction amount, and the shock absorber is controlled according to the corrected damping coefficient, so that the shock absorber damping coefficient can be linked with the current tire pressure data of the tire. Without increasing the hardware cost, the change in vehicle comfort caused by the change of the current tire pressure data of the vehicle caused by various factors such as ambient temperature and vehicle speed can be avoided, thereby improving the vehicle's handling ability, driving comfort and riding experience.

[0015] In response to the above-mentioned problems, the present invention also proposes a shock absorber control device, comprising: a first determination module, used to determine whether the current tire pressure data of each tire of the vehicle is within a preset tire pressure range; a second determination module, used to determine the correction amount of the shock absorber damping coefficient according to the current tire pressure data of each tire and the preset tire pressure range; a correction module, used to correct the damping coefficient according to the correction amount; and a control module, used to control the shock absorber according to the corrected damping coefficient.

[0016] According to the control device of the shock absorber of the embodiment of the present invention, by determining that the current tire pressure data of each tire of the vehicle is within a preset tire pressure range, the correction amount of the damping coefficient of the shock absorber is determined according to the current tire pressure data of each tire and the preset tire pressure range, the damping coefficient is corrected according to the correction amount, and the shock absorber is controlled according to the corrected damping coefficient, so that the damping coefficient of the shock absorber can be linked with the current tire pressure data of the tire. Without increasing the hardware cost, the change in vehicle comfort caused by the change of the current tire pressure data of the vehicle caused by various factors such as ambient temperature and vehicle speed can be avoided, thereby improving the vehicle's handling ability, driving comfort and riding experience.

[0017] In view of the above-mentioned problems, the present invention further proposes a vehicle, comprising a processor and a memory; wherein the memory is used to store a computer program; and the processor is used to execute the shock absorber control method as described in any of the above-mentioned embodiments according to the computer program.

[0018] According to the vehicle of the embodiment of the present invention, by determining that the current tire pressure data of each tire of the vehicle is within a preset tire pressure range, the correction amount of the shock absorber damping coefficient is determined according to the current tire pressure data of each tire and the preset tire pressure range, the damping coefficient is corrected according to the correction amount, and the shock absorber is controlled according to the corrected damping coefficient, so that the shock absorber damping coefficient can be linked with the current tire pressure data of the tire. Without increasing hardware costs, changes in vehicle comfort caused by changes in the current tire pressure data of the vehicle caused by various factors such as ambient temperature and vehicle speed can be avoided, thereby improving the vehicle's handling ability, driving comfort and riding experience.

[0019] In response to the above-mentioned problems, the present invention further proposes a computer-readable storage medium, on which a control program for a shock absorber is stored. When the control program for the shock absorber is executed by a processor, the control method for the shock absorber as described in any of the above-mentioned embodiments is implemented.

[0020] According to the computer-readable storage medium of an embodiment of the present invention, when the control program of the shock absorber stored thereon is executed by the processor, it is determined that the current tire pressure data of each tire of the vehicle is within a preset tire pressure range, and the correction amount of the shock absorber damping coefficient is determined according to the current tire pressure data of each tire and the preset tire pressure range, the damping coefficient is corrected according to the correction amount, and the shock absorber is controlled according to the corrected damping coefficient, so that the shock absorber damping coefficient can be linked with the current tire pressure data of the tire. Without increasing the hardware cost, the change in vehicle comfort caused by the change of the current tire pressure data of the vehicle caused by various factors such as ambient temperature and vehicle speed can be avoided, thereby improving the vehicle's handling ability, driving comfort and riding experience.

[0021] Additional aspects and advantages of the present invention will be given in part in the following description and in part will be obvious from the following description, or will be learned through practice of the present invention. BRIEF DESCRIPTION OF THE DRAWINGS

[0022] The above and / or additional aspects and advantages of the present invention will become apparent and easily understood from the description of the embodiments in conjunction with the following drawings, in which:

[0023] Figure 1 is a flow chart of a method for controlling a shock absorber according to an embodiment of the present invention;

[0024] Figure 2 is a schematic structural diagram of an electronically controlled shock absorber according to an embodiment of the present invention;

[0025] Figure 3 Schematic diagram of the structure of a control device for a shock absorber according to an embodiment of the present invention. DETAILED DESCRIPTION

[0026] Embodiments of the present invention are described in detail below. The embodiments described with reference to the accompanying drawings are exemplary. Embodiments of the present invention are described in detail below.

[0027] Reference below Figure 1-Figure 3 A control method, an apparatus, a vehicle and a storage medium for a shock absorber according to an embodiment of the present invention are described.

[0028] Figure 1 is a flow chart of a method for controlling a shock absorber according to an embodiment of the present invention. Figure 1 As shown, a method for controlling a shock absorber comprises the following steps:

[0029] Step S1: Determine whether the current tire pressure data of each tire of the vehicle is within a preset tire pressure range.

[0030] Specifically, the preset tire pressure range is a safe tire pressure range in which the shock absorber can be controlled. Different vehicles correspond to different preset tire pressure ranges, which can be set in advance and stored in the controller. After the vehicle is powered on, it is determined whether the current tire pressure data of each tire of the vehicle is within the preset tire pressure range. If the current tire pressure data of at least one tire is not within the preset tire pressure range, the current tire pressure data of the vehicle is considered abnormal, and an alarm message of abnormal tire pressure is issued. The shock absorber is not controlled based on the current tire pressure data of the tire to ensure the safety and stability of the vehicle.

[0031] In a specific embodiment, the current tire pressure data of each tire can be obtained through the tire pressure sensor arranged in each wheel. Exemplarily, the preset tire pressure range can be 210Kpa to 270Kpa, and the current tire pressure data of the left front wheel of the vehicle is, for example, 200Kpa. At this time, the shock absorber is not controlled based on the current tire pressure data of the tire, and an alarm message of abnormal tire pressure is issued.

[0032] Step S2: Determine the correction amount of the shock absorber damping coefficient according to the current tire pressure data of each tire and the preset tire pressure range.

[0033] Specifically, due to the large changes in the tire pressure data of the vehicle under different vehicle speeds and driving modes, the change in the tire pressure data of the vehicle will cause a change in the comfort of the vehicle. Therefore, the embodiment of the present invention introduces the concept of tire pressure when adjusting the shock absorber damping coefficient to ensure the smoothness and controllability of the vehicle. That is, the correction amount of the shock absorber damping coefficient is determined according to the current tire pressure data of each tire and the preset tire pressure range, which is used to change the damping coefficient of the shock absorber, so that the shock absorber damping coefficient can be linked with the current tire pressure data of the tire to eliminate the influence of tire pressure difference on the comfort performance of the vehicle, thereby improving the vehicle's controllability, driving comfort and riding experience.

[0034] Step S3: Correct the damping coefficient according to the correction amount.

[0035] Specifically, as mentioned above, after determining the correction amount of the shock absorber damping coefficient based on the current tire pressure data of each tire and the preset tire pressure range, the damping coefficient is corrected according to the correction amount so that the vehicle can adapt to different changes in tire pressure data, which helps to improve the vehicle's handling ability, driving comfort and riding experience.

[0036] Step S4: Control the shock absorber according to the corrected damping coefficient.

[0037] Specifically, if Figure 2 As shown, the shock absorber of the embodiment of the present invention is an electronically controlled shock absorber, which adds an electromagnetic valve adjustment mechanism on the basis of the ordinary shock absorber. After the valve plate structure is determined, the opening of the bypass valve can be adjusted by the electromagnetic valve, thereby changing the damping coefficient of the shock absorber. In this way, the embodiment of the present invention inputs the corrected damping coefficient value as a parameter into the electronically controlled shock absorber to adjust the opening of the bypass valve, thereby affecting the flow of liquid inside the shock absorber, thereby adjusting the damping characteristics of the shock absorber, that is, by obtaining the current tire pressure data of each tire of the actual vehicle, the parameters of the shock absorber are adjusted in real time. Without increasing the hardware cost, the change in vehicle comfort caused by the change of the current tire pressure data of the vehicle caused by various factors such as ambient temperature and vehicle speed can be avoided, thereby improving the vehicle's handling ability, driving comfort and riding experience.

[0038] In one embodiment of the present invention, the correction amount of the shock absorber damping coefficient is determined according to the current tire pressure data of each tire and the preset tire pressure range, including: dividing the preset tire pressure range into N gears according to the preset tire pressure interval; determining the gear corresponding to the correction amount according to the preset tire pressure range, the preset tire pressure interval and the current tire pressure data of each tire; and determining the correction amount of the damping coefficient according to the gear.

[0039] Specifically, the preset tire pressure interval can be set in advance and stored in the controller, and the preset tire pressure range is divided into N gears according to the preset tire pressure interval. The smaller the preset tire pressure interval, the larger the N value, and the more accurate the control of the damping coefficient correction amount according to the current tire pressure data and the preset tire pressure range. After the embodiment of the present invention divides the preset tire pressure range into N gears according to the preset tire pressure interval, the current tire pressure data of each tire of the vehicle is mapped to the gear corresponding to the damping coefficient correction amount, and then the corresponding correction amount is determined according to the gear to finally determine the corrected damping coefficient.

[0040] In a specific embodiment, as shown in Table 1, the preset tire pressure range is, for example, 210Kpa to 270Kpa, and the preset tire pressure interval is, for example, 5Kpa. The preset tire pressure range can be divided into 13 gears, and the correction amount of the damping coefficient corresponding to each gear is C1~C13. After determining the gear corresponding to the correction amount according to the current tire pressure of each tire, the correction amount of the damping coefficient is determined according to the corresponding gear, so as to determine the corrected damping coefficient through the corresponding correction amount.

[0041]

[0042] Table 1

[0043] In one embodiment of the present invention, determining the gear position corresponding to the correction amount according to the preset tire pressure range, the preset tire pressure interval and the current tire pressure data of each tire includes: determining the average value of the current tire pressure data; determining the gear position corresponding to the correction amount according to the preset tire pressure range, the preset tire pressure interval and the average value of the current tire pressure data. Specifically, determining the gear position corresponding to the correction amount according to the preset tire pressure range, the preset tire pressure interval and the average value of the current tire pressure data includes:

[0044] n=(P-P1) / / d+1;

[0045] Among them, n is the gear corresponding to the correction amount, P is the average value of the current tire pressure data, P1 is the lower limit of the preset tire pressure range, and d is the preset tire pressure interval.

[0046] Specifically, in order to improve the accuracy of the damping coefficient correction, the embodiment of the present invention determines the gear corresponding to the damping coefficient correction amount according to the average value of the current tire pressure data. Specifically, the average value of the current tire pressure data is the sum of the current tire pressure data of all tires of the vehicle divided by the number of tires. When determining the gear corresponding to the correction amount according to the preset tire pressure range, the preset tire pressure interval and the average value of the current tire pressure data, the result is rounded down by integer division to obtain the nearest integer, and then the integer is added by 1 to obtain the gear corresponding to the current tire pressure data, so as to determine the corresponding correction amount according to the gear, thereby optimizing vehicle performance and improving driving stability and riding comfort.

[0047] In a specific embodiment, the average value P of the current tire pressure data is, for example, 241Kpa, the lower limit value P1 of the preset tire pressure range is, for example, 210Kpa, and the preset tire pressure interval d is, for example, 5Kpa. By rounding and dividing, the gear corresponding to the average value P of the current tire pressure data is 7.

[0048] In one embodiment of the present invention, determining the correction amount of the damping coefficient according to the gear position includes: determining the correction amount of the damping coefficient according to a first mapping relationship table, wherein the first mapping relationship table includes the correction amounts of the damping coefficient corresponding to different gear positions.

[0049] Specifically, the correction amount of the damping coefficient corresponding to different gears in the first mapping relationship table can be obtained through experimental calibration and pre-stored in the controller. After determining the gear corresponding to the correction amount, the correction amount of the damping coefficient can be determined by searching the first mapping relationship table. In other embodiments, the correction amount of the damping coefficient corresponding to the gear in the first mapping relationship table can also be curve-fitted to obtain a first function of the correction amount of the damping coefficient with respect to the gear, so that after obtaining the gear, the gear is used as an input parameter of the first function, and the correction amount of the damping coefficient is calculated by the first function.

[0050] In a specific embodiment, the number of gears into which the preset tire pressure range is divided according to the preset tire pressure interval is, for example, 13, and the correction amount of the damping coefficient corresponding to each gear is, for example, A1-A13. The first mapping relationship table is shown in Table 2.

[0051]

[0052] Table 2

[0053] In one embodiment of the present invention, the damping coefficient is corrected according to the correction amount, including: determining the first damping coefficient when the shock absorber is not corrected; and taking the sum of the first damping coefficient and the correction amount of the damping coefficient as the corrected damping coefficient.

[0054] Specifically, the first damping coefficient is the damping coefficient before the shock absorber is corrected. After determining the correction amount of the damping coefficient according to the gear position, the sum of the first damping coefficient and the correction amount of the damping coefficient is used as the corrected damping coefficient, so that the corrected damping coefficient can be linked with the current tire pressure data of the tire to eliminate the impact of tire pressure differences on the vehicle's comfort performance, thereby improving the vehicle's handling ability, driving comfort and riding experience.

[0055] In one embodiment of the present invention, determining the first damping coefficient when the shock absorber is not corrected includes: obtaining the current vehicle speed and driving mode of the vehicle; determining the first damping coefficient according to a second mapping relationship table, wherein the second mapping relationship table includes the first damping coefficients corresponding to different combinations of vehicle speeds and driving modes.

[0056] Specifically, the first damping coefficients corresponding to different combinations of vehicle speeds and driving modes in the second mapping relationship table can be calibrated by experiments and pre-stored in the controller. After the current vehicle speed and driving mode of the vehicle are obtained, the corresponding first damping coefficient can be determined by searching the second mapping relationship table. In other embodiments, the first damping coefficients corresponding to the vehicle speed signal and driving mode combination in the second mapping relationship table can be curve-fitted to obtain a second function of the first damping coefficient with respect to the vehicle speed signal and driving mode, so that after the current vehicle speed and driving mode of the vehicle are obtained, the current vehicle speed and driving mode of the vehicle are used as input parameters of the second function, and the first damping coefficient is calculated by the second function.

[0057] In a specific embodiment, the driving modes include, for example, a sports mode and an energy-saving mode. The vehicle speeds in each driving mode include, for example, V1, V2, V3, and V4. In the sports mode, the first damping coefficients corresponding to different vehicle speeds are, for example, B1 to B4. In the energy-saving mode, the first damping coefficients corresponding to different vehicle speeds are, for example, B5 to B8. The first damping coefficients corresponding to different combinations of vehicle speeds and driving modes are shown in Table 3.

[0058]

[0059] Table 3

[0060] According to the control method of the shock absorber of the embodiment of the present invention, by determining that the current tire pressure data of each tire of the vehicle is within a preset tire pressure range, the correction amount of the shock absorber damping coefficient is determined according to the current tire pressure data of each tire and the preset tire pressure range, the damping coefficient is corrected according to the correction amount, and the shock absorber is controlled according to the corrected damping coefficient, so that the shock absorber damping coefficient can be linked with the current tire pressure data of the tire. Without increasing the hardware cost, the change in vehicle comfort caused by the change of the current tire pressure data of the vehicle caused by various factors such as ambient temperature and vehicle speed can be avoided, thereby improving the vehicle's handling ability, driving comfort and riding experience.

[0061] A further embodiment of the present invention also discloses a control device 10 for a shock absorber. Figure 3 is a schematic structural diagram of a control device 10 for a shock absorber according to an embodiment of the present invention. Figure 3 As shown, the device 10 includes: a first determination module 11, a second determination module 12, a correction module 13 and a control module 14. The first determination module 11 is used to determine whether the current tire pressure data of each tire of the vehicle is within a preset tire pressure range; the second determination module 12 is used to determine the correction amount of the damping coefficient of the shock absorber according to the current tire pressure data of each tire and the preset tire pressure range; the correction module 13 is used to correct the damping coefficient according to the correction amount; and the control module 14 is used to control the shock absorber according to the corrected damping coefficient.

[0062] In one embodiment of the present invention, the second determination module 12 determines the correction amount of the shock absorber damping coefficient according to the current tire pressure data of each tire and the preset tire pressure range, including: dividing the preset tire pressure range into N gears according to the preset tire pressure interval; determining the gear corresponding to the correction amount according to the preset tire pressure range, the preset tire pressure interval and the current tire pressure data of each tire; determining the correction amount of the damping coefficient according to the gear.

[0063] In one embodiment of the present invention, the second determination module 12 determines the gear corresponding to the correction amount based on the preset tire pressure range, the preset tire pressure interval and the current tire pressure data of each tire, including: determining the average value of the current tire pressure data; determining the gear corresponding to the correction amount based on the preset tire pressure range, the preset tire pressure interval and the average value of the current tire pressure data.

[0064] In one embodiment of the present invention, the second determining module 12 determines the gear corresponding to the correction amount according to the preset tire pressure range, the preset tire pressure interval and the average value of the current tire pressure data, including:

[0065] n=(P-P1) / / d+1;

[0066] Among them, n is the gear corresponding to the correction amount, P is the average value of the current tire pressure data, P1 is the lower limit of the preset tire pressure range, and d is the preset tire pressure interval.

[0067] In one embodiment of the present invention, the second determination module 12 determines the correction amount of the damping coefficient according to the gear position, including: determining the correction amount of the damping coefficient according to a first mapping relationship table, wherein the first mapping relationship table includes the correction amounts of the damping coefficient corresponding to different gear positions.

[0068] In one embodiment of the present invention, the correction module 13 corrects the damping coefficient according to the correction amount, including: determining the first damping coefficient when the shock absorber is not corrected; and taking the sum of the first damping coefficient and the correction amount of the damping coefficient as the corrected damping coefficient.

[0069] In one embodiment of the present invention, the correction module 13 determines the first damping coefficient when the shock absorber is not corrected, including: obtaining the current vehicle speed and driving mode of the vehicle; determining the first damping coefficient according to a second mapping relationship table, wherein the second mapping relationship table includes the first damping coefficients corresponding to different combinations of vehicle speeds and driving modes.

[0070] It should be noted that, when the shock absorber control device 10 of the embodiment of the present invention controls the shock absorber, its specific implementation method is similar to the specific implementation method of the shock absorber control method of the embodiment of the present invention. Please refer to the description of the method part for details. In order to reduce redundancy, it will not be repeated here.

[0071] According to the shock absorber control device 10 of the embodiment of the present invention, by determining that the current tire pressure data of each tire of the vehicle is within a preset tire pressure range, a correction amount of the shock absorber damping coefficient is determined according to the current tire pressure data of each tire and the preset tire pressure range, the damping coefficient is corrected according to the correction amount, and the shock absorber is controlled according to the corrected damping coefficient, so that the shock absorber damping coefficient can be linked with the current tire pressure data of the tire. Without increasing the hardware cost, the change in vehicle comfort caused by the change of the current tire pressure data of the vehicle caused by various factors such as ambient temperature and vehicle speed can be avoided, thereby improving the vehicle's handling ability, driving comfort and riding experience.

[0072] A further embodiment of the present invention also discloses a vehicle, which includes a processor and a memory; wherein the memory is used to store a computer program; and the processor is used to execute the shock absorber control method as described in any of the above embodiments according to the computer program.

[0073] It should be noted that when the vehicle in the embodiment of the present invention controls the shock absorber, its specific implementation method is similar to the specific implementation method of the shock absorber control method in the embodiment of the present invention. Please refer to the description of the method part for details. In order to reduce redundancy, it will not be repeated here.

[0074] According to the vehicle of the embodiment of the present invention, by determining that the current tire pressure data of each tire of the vehicle is within a preset tire pressure range, the correction amount of the shock absorber damping coefficient is determined according to the current tire pressure data of each tire and the preset tire pressure range, the damping coefficient is corrected according to the correction amount, and the shock absorber is controlled according to the corrected damping coefficient, so that the shock absorber damping coefficient can be linked with the current tire pressure data of the tire. Without increasing hardware costs, changes in vehicle comfort caused by changes in the current tire pressure data of the vehicle caused by various factors such as ambient temperature and vehicle speed can be avoided, thereby improving the vehicle's handling ability, driving comfort and riding experience.

[0075] A further embodiment of the present invention further discloses a computer-readable storage medium on which a control program for a shock absorber is stored. When the control program for the shock absorber is executed by a processor, the control method for the shock absorber as described in any of the above embodiments is implemented.

[0076] According to the computer-readable storage medium of an embodiment of the present invention, when the control program of the shock absorber stored thereon is executed by the processor, it is determined that the current tire pressure data of each tire of the vehicle is within a preset tire pressure range, and the correction amount of the shock absorber damping coefficient is determined according to the current tire pressure data of each tire and the preset tire pressure range, the damping coefficient is corrected according to the correction amount, and the shock absorber is controlled according to the corrected damping coefficient, so that the shock absorber damping coefficient can be linked with the current tire pressure data of the tire. Without increasing the hardware cost, the change in vehicle comfort caused by the change of the current tire pressure data of the vehicle caused by various factors such as ambient temperature and vehicle speed can be avoided, thereby improving the vehicle's handling ability, driving comfort and riding experience.

[0077] In the description of this specification, the description with reference to the terms "one embodiment", "some embodiments", "illustrative embodiments", "examples", "specific examples", or "some examples" means that the specific features, structures, materials, or characteristics described in conjunction with the embodiment or example are included in at least one embodiment or example of the present invention. In this specification, the schematic representation of the above terms does not necessarily refer to the same embodiment or example.

[0078] Although the embodiments of the present invention have been shown and described, it will be appreciated by those skilled in the art that various changes, modifications, substitutions and variations may be made to the embodiments without departing from the principles and spirit of the present invention, and that the scope of the present invention is defined by the claims and their equivalents.

Claims

1. A method for controlling a shock absorber, characterized in that: include: Determining that the current tire pressure data of each tire of the vehicle is within a preset tire pressure range; determining a correction amount of a shock absorber damping coefficient according to the current tire pressure data of each tire and the preset tire pressure range; Correcting the damping coefficient according to the correction amount; The shock absorber is controlled according to the corrected damping coefficient.

2. The shock absorber control method according to claim 1, characterized in that: Determining a correction amount of a shock absorber damping coefficient according to the current tire pressure data of each tire and the preset tire pressure range includes: Dividing the preset tire pressure range into N gears according to preset tire pressure intervals; Determining the gear position corresponding to the correction amount according to the preset tire pressure range, the preset tire pressure interval and the current tire pressure data of each tire; A correction amount of the damping coefficient is determined according to the gear position.

3. The shock absorber control method according to claim 2, characterized in that: Determining the gear position corresponding to the correction amount according to the preset tire pressure range, the preset tire pressure interval and the current tire pressure data of each tire includes: Determining an average value of the current tire pressure data; The gear position corresponding to the correction amount is determined according to the preset tire pressure range, the preset tire pressure interval and an average value of the current tire pressure data.

4. The method for controlling a shock absorber according to claim 3, characterized in that: Determining the gear position corresponding to the correction amount according to the preset tire pressure range, the preset tire pressure interval and the average value of the current tire pressure data includes: n=(P-P1) / / d+1; Among them, n is the gear corresponding to the correction amount, P is the average value of the current tire pressure data, P1 is the lower limit of the preset tire pressure range, and d is the preset tire pressure interval.

5. The shock absorber control method according to claim 2, characterized in that: Determining a correction amount of the damping coefficient according to the gear position includes: The correction amount of the damping coefficient is determined according to a first mapping relationship table, wherein the first mapping relationship table includes the correction amounts of the damping coefficient corresponding to different gears.

6. The method for controlling a shock absorber according to claim 1, characterized in that: Correcting the damping coefficient according to the correction amount includes: determining a first damping coefficient when the shock absorber is not modified; The sum of the first damping coefficient and the correction amount of the damping coefficient is used as the corrected damping coefficient.

7. The shock absorber control method according to claim 6, characterized in that: Determining a first damping coefficient when the shock absorber is not modified includes: Obtaining the current speed and driving mode of the vehicle; The first damping coefficient is determined according to a second mapping relationship table, wherein the second mapping relationship table includes first damping coefficients corresponding to different combinations of vehicle speeds and driving modes.

8. A control device for a shock absorber, characterized in that: include: A first determination module, used to determine whether the current tire pressure data of each tire of the vehicle is within a preset tire pressure range; a second determination module, configured to determine a correction amount of a shock absorber damping coefficient according to the current tire pressure data of each tire and the preset tire pressure range; A correction module, used for correcting the damping coefficient according to the correction amount; A control module is used to control the shock absorber according to the corrected damping coefficient.

9. A vehicle, characterized in that: The vehicle comprises a processor and a memory, wherein the memory is used to store a computer program; and the processor is used to execute the shock absorber control method according to any one of claims 1 to 7 according to the computer program.

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

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